Indmar Products 2008 All Rights Reserved 0
Draft Rev. A-Jan 2008
Indmar MARINE ENGINES
Service and Diagnostic Manual For Electronic Fuel Injection Systems With
Indmar Electronic Control Module
Version 1.2
Indmar Products Company, Inc. 5400 Old Millington Road
Millington, TN 38053 901-353-9930
This Page Intentionally Left Blank
SPN Codes and Page Numbers Sorted by SPN
SPN FMI Description Page #SPN29 FMI 3 FPP2 Voltage High (pedal position sensor) 344SPN 29 FMI 4 FPP2 voltage low (pedal position sensor) 342SPN 51 FMI 0 TPS1 % Higher Than TPS2 % 73SPN 51 FMI 1 TPS1 % Lower Than TPS2 % 43SPN 51 FMI 3 TPS1 Signal Voltage High 47SPN 51 FMI 31 TPS1/2 Simultaneous Voltages Out of Range (+correlation error) 346SPN 51 FMI 4 TPS1 Signal Voltage Low 45SPN 51 FMI 7 Unable to Reach Lower TPS 327SPN 84 FMI 8 vehicle speed Input Loss of Signal 169SPN 91 FIM 31 FPP1/2 Simultaneous Voltages Out of Range (correlation error)(P 228SPN 91 FMI 16 FPP1 Higher than FPP2 (Pedal Position Sensor PPS) 340SPN 91 FMI 18 FPP1 Lower than FPP (Pedal Position Sensor PPS) 332SPN 91 FMI 19 J1939 ETC Message Loss 298SPN 91 FMI 3 FPP1 Voltage High(Pedal Position Sensor PPS) 334SPN 91 FMI 4 FPP1 Voltage Low(Pedal Position Sensor PPS) 336SPN100 FMI 0 Oil Pressure Sender High Pressure 172SPN100 FMI 1 Oil Pressure Low 178SPN 100 FMI 3 Oil Pressure Sender High Voltage 176SPN 100 FMI 4 Oil Pressure Sender Low Voltage 174SPN 106 FMI 16 MAP High Pressure 29SPN 106 FMI 4 MAP Low Voltage 27SPN 108 FMI 0 BP High Pressure (Barometric Pressure) 348SPN 108 FMI 1 BP Low Pressure (Barometric Pressure) 51SPN 110 FMI 0 ECT Higher Than Expected 2 69SPN 110 FMI 15 ECT Higher Than Expected Stage 1 37SPN 110 FMI 3 ECT/CHT High Voltage 41SPN 110 FMI 4 ECT/CHT Low Voltage 39SPN 168 FMI 15 Battery Voltage (VBat) High 184SPN 168 FMI 17 Battery Voltage (VBat) Low 182SPN 515 FMI 0 RPM Above Spark Rev Limit Level 226SPN 515 FMI 16 RPM Above Fuel Rev Limit Level 224SPN 628 FMI 13 Microprocessor Failure Flash 186SPN 629 FMI 31 Microprocessor Failure COP 190SPN 630 FMI 12 Microprocessor Failure RAM 188SPN 636 FMI 2 Crank Input Signal Noise 153SPN 636 FMI 4 Loss of Crankshaft Input Signal 155SPN 636 FMI 8 Crank and/or Cam Could Not Synchronize During Start 25SPN 645 FMI 3 Tach Output Short to Power 386SPN 645 FMI 4 Tach Output Ground Short 384SPN 651 FMI 5 Injector Driver #1 Open/Short To Ground 87SPN 651 FMI 6 Injector Driver #1 Short To Power 89SPN 652 FMI 5 Injector Driver #2 Open/Short To Ground 91SPN 652 FMI 6 Injector Driver #2 Short To Power 93SPN 653 FMI 5 Injector Driver #3 Open/Short To Ground 95
SPN Codes and Page Numbers Sorted by SPN
SPN 653 FMI 6 Injector Driver #3 Short To Power 97SPN 654 FMI 5 Injector Driver #4 Open/Short To Ground 99SPN 654 FMI 6 Injector Driver #4 Short To Power 101SPN 655 FMI 5 Injector Driver #5 Open/Short To Ground 103SPN 655 FMI 6 Injector Driver #5 Short To Power 105SPN 656 FMI 5 Injector Driver #6 Open/Short To Ground 107SPN 656 FMI 6 Injector Driver #6 Short To Power 109SPN 657 FMI 5 Injector Driver #7 Open/Short To Ground 111SPN 657 FMI 6 Injector Driver #7 Short To Power 113SPN 658 FMI 5 Injector Driver #8 Open/Short To Ground 115SPN 658 FMI 6 Injector Driver #8 Short To Power 117SPN 695 FMI 9 J1939 TSC1 Message Receipt Loss 296SPN 701 FMI 3 AUX Analog Pull Up 1 High Voltage Fault 264SPN 701 FMI 4 AUX Analog Pull Up Low Voltage Fault 266SPN 702 FMI 3 AUX Analog Pull Up 2 High Voltage Fault 268SPN 702 FMI 4 AUX Analog Pull Up 2 Low Voltage Fault 270SPN 703 FMI 3 AUX Analog Pull Up 3 High Voltage Fault (Trans Temp) 272SPN 703 FMI 4 AUX Analog Pull Up 3 Low Voltage Fault (Trans Temp) 274SPN 723 FMI 2 Camshaft Input Signal Noise 157SPN 723 FMI 4 Loss of Camshaft Input Signal 159SPN 731 FMI 2 Knock 1 Excessive or Erratic Signal 145SPN 731 FMI 4 Knock 1 Se Unable to Reach Higher TPSnsor Open or Not Presen 147SPN 920 FMI 3 Buzzer Control Short To Power 321SPN 920 FMI 4 Buzzer Control Ground Short 317SPN 920 FMI 5 Buzzer Open 319SPN 1079 FMI 3 Sensor Supply Voltage 1 High (5Vext1) 210SPN 1079 FMI 4 Sensor Supply Voltage 1 Low (5Vext1) 208SPN 1079 FMI 31 Sensor Supply Voltage (5Vext 1/2) Simultaneous Out of Range 276SPN 1080 FMI 3 Sensor Supply Voltage 2 High (5Vext2) 216SPN 1110 FMI 31 J1939 Shutdown Request 288SPN 1213 FMI 3 MIL Control Short to Power 325SPN 1213 FMI 4 MIL Control Ground Short 323SPN 1213 FMI 5 MIL Open 212SPN 1268 FMI 5 Spark Coil #1 Primary Open/Short to Ground 350SPN 1268 FMI 6 Spark Coil #1 Primary Short to Power 352SPN 1269 FMI 5 Spark Coil #2 Primary Open/Short to Ground 354SPN 1269 FMI 6 Spark Coil #2 Primary Short to Power 356SPN 1270 FMI 5 Spark Coil #3 Primary Open/Short to Ground 358SPN 1270 FMI 6 Spark Coil #3 Primary Short to Power 360SPN 1271 FMI 5 Spark Coil #4 Primary Open/Short to Ground 362SPN 1271 FMI 6 Spark Coil #4 Primary Short to Power 364SPN 1272 FMI 5 Spark Coil #5 Primary Open/Short to Ground 366SPN 1272 FMI 6 Spark Coil #5 Primary Short to Power 368SPN 1273 FMI 5 Spark Coil #6 Primary Open/Short to Ground 370SPN 1273 FMI 6 Spark Coil #6 Primary Short to Power 372
SPN Codes and Page Numbers Sorted by SPN
SPN 1274 FMI 5 Spark Coil #7 Primary Open/Short to Ground 374SPN 1274 FMI 6 Spark Coil #7 Primary Short to Power 376SPN 1275 FMI 5 Spark Coil #8 Primary Open/Short to Ground 378SPN 1275 FMI 6 Spark Coil #8 Primary Short to Power 380SPN 1321 FMI 3 Start Relay Coil Short to Power 196SPN 1321 FMI 4 Start Relay Ground Short 194SPN 1321 FMI 5 Start Relay Coil Open 192SPN 1323 FMI 11 Misfire Detected Cylinder #1 240SPN 1323 FMI 31 Emissions/Catalyst Damage Misfire Detected Cylinder #1 121SPN 1324 FMI 11 Misfire Detected Cylinder #2 243SPN 1324 FMI 31 Emissions/Catalyst Damage Misfire Detected Cylinder #2 124SPN 1325 FMI 11 Misfire Detected Cylinder #3 246SPN 1325 FMI 31 Emissions/Catalyst Damage Misfire Detected Cylinder #3 127SPN 1326 FMI 11 Misfire Detected Cylinder #4 249SPN 1326 FMI 31 Emissions/Catalyst Damage Misfire Detected Cylinder #4 130SPN 1327 FMI 11 Misfire Detected Cylinder #5 252SPN 1327 FMI 31 Emissions/Catalyst Damage Misfire Detected Cylinder #5 133SPN 1328 FMI 11 Misfire Detected Cylinder #6 255SPN 1328 FMI 31 Emissions/Catalyst Damage Misfire Detected Cylinder #6 136SPN 1329 FMI 11 Misfire Detected Cylinder #7 258SPN 1329 FMI 31 Emissions/Catalyst Damage Misfire Detected Cylinder #7 139SPN 1330 FMI 11 Misfire Detected Cylinder #8 261SPN 1330 FMI 31 Emissions/Catalyst Damage Misfire Detected Cylinder #8 142SPN 1347 FMI 5 Fuel Pump Relay Ground Short 200SPN 1347 FMI 6 Fuel Pump Relay Coil Short to Power 204SPN 1348 FMI 5 Fuel Pump Relay Coil Open 198SPN 1485 FMI 3 Power Relay Coil Short to Power 222SPN 1485 FMI 4 Power Relay Ground Short 220SPN 1485 FMI 5 Power Relay Coil Open 218SPN 3050 FMI 11 Catalyst Inactive on Gasoline (Bank1) 161SPN 3051 FMI 11 Catalyst Inactive on Gasoline (Bank2) 165SPN 3217 FMI 5 EGO1 Open/Lazy (HO2S1)(Oxygen Sensor) 53SPN 3227 FMI 5 EGO2 Open/Lazy (HO2S2)(Oxygen Sensor) 57SPN 3256 FMI 5 EGO3 Open/Lazy (HO2S3)(Oxygen Sensor) 55SPN 3266 FMI 5 EGO4 Open/Lazy (HO2S4)(Oxygen Sensor) 59SPN 3673 FMI 3 TPS2 Signal Voltage High 77SPN 3673 FMI 4 TPS2 Signal Voltage Low 75SPN 4236 FMI 0 Closed Loop Bank 1 High (Gasoline) 232SPN 4236 FMI 0 Closed Loop Bank 2 High (Gasoline) 236SPN 4236 FMI 1 Closed Loop Bank 1 Low (Gasoline) 234SPN 4236 FMI 1 Closed Loop Bank 2 Low (Gasoline) 238SPN 4237 FMI 0 Adaptive Lean Bank 1 High (Gasoline) 61SPN 4237 FMI 1 Adaptive Learn Bank1 Low (Gasoline) 63SPN 4239 FMI 0 Adaptive Learn Bank 2 High (Gasoline) 65SPN 4239 FMI 1 Adaptive Learn Bank 2 Low (Gasoline) 67
SPN Codes and Page Numbers Sorted by SPN
SPN 520197 FMI 2 Knock 2 Excessive or Erratic Signal 149SPN 520197 FMI 4 Knock 2 Sensor Open or Not Present 151
Indmar Products 2008 All Rights Reserved
Draft Rev. A-Jan. 2008
Table of Contents 1 Abbreviations .............................................................................................................................1 2 Overview ....................................................................................................................................3 3 Fault Code Broadcast.................................................................................................................5
3.1 Diagnostic Trouble Codes ..........................................................................................5 3.2 CAN ...........................................................................................................................5
4 Diagnostic Calibration Configuration and Corrective Actions .....................................................7 5 Pinout Details .............................................................................................................................8 6 Diagnostic Tests.......................................................................................................................10
6.1 Spark Kill Test ..........................................................................................................10 6.2 Injector Kill Test........................................................................................................11 6.3 Injector Fire Test ......................................................................................................11 6.4 Spark Fire Test.........................................................................................................12 6.5 DBW Test.................................................................................................................13 6.6 External Power Test .................................................................................................13 6.7 Compression Test ....................................................................................................14 6.8 Spark Advance Test .................................................................................................15 6.9 Idle Speed Command ..............................................................................................15 6.10 Fuel/Spark Inhibit Input ............................................................................................16 6.11 Closed-Loop Test.....................................................................................................16
7 Diagnostic Trouble Code Fault Descriptions ............................................................................21 7.1 SPN & FMI to DTC Conversion Table......................................................................21 SPN 636, FMI 8- Crank and/or Cam Could Not Synchronize During Start .........................25 SPN 106, FMI 4 - MAP Low Voltage...................................................................................27 SPN 106, FMI 16 - MAP High Pressure..............................................................................29 SPN 105, FMI 15 - IAT Higher Than Expected Stage 1......................................................31 SPN 105, FMI 4 - IAT Low Voltage.....................................................................................33 SPN 105, FMI 3 - IAT High Voltage ....................................................................................35 SPN 11, FMI 15 - ECT Higher Than Expected Stage 1 ......................................................37 SPN 110, FMI 4 - ECT/CHT Low Voltage ...........................................................................39 SPN 110, FMI 4 ..................................................................................................................40 SPN 110, FMI 3 - ECT/CHT High Voltage ..........................................................................41 SPN 51, FMI 1 - TPS1 % Lower Than TPS2 % ..................................................................43 SPN 51, FMI 4 - TPS1 Signal Voltage Low.........................................................................45 SPN 51, FMI 3 - TPS1 Signal Voltage High........................................................................47 SPN 105, FMI 0 - IAT Higher Than Expected Stage 2........................................................49 SPN 108, FMI 1 - BP Low Pressure....................................................................................51 SPN 3217, FMI 5 - EGO1 Open/Lazy (HO2S1)..................................................................53 SPN 3256, FMI 5 - EGO3 Open/Lazy (HO2S3)..................................................................55 SPN 3227, FMI 5 - EGO2 Open/Lazy (HO2S2)..................................................................57 SPN 3266, FMI 5 - EGO4 Open/Lazy (HO2S4)..................................................................59 SPN 4237, FMI 0 - Adaptive Lean Bank 1 High (Gasoline) ................................................61 SPN 4237, FMI 1 - Adaptive Learn Bank1 Low (Gasoline) .................................................63 SPN 4239, FMI 0 - Adaptive-Learn Bank 2 High (Gasoline) ...............................................65 SPN 4239, FMI 1 - Adaptive-Learn Bank 2 Low (Gasoline)................................................67 SPN 110, FMI 0 - ECT Higher Than Expected 2.................................................................69 DTC 219- RPM Higher Than Max Allowed Governed Speed..............................................71 SPN 51, FMI 0 - TPS1 % Higher Than TPS2 % .................................................................73
Indmar Products 2008 All Rights Reserved
Draft Rev. A-Jan. 2008
SPN 3673, FMI 4 - TPS2 Signal Voltage Low.....................................................................75 SPN 3673, FMI 3 - TPS2 Signal Voltage High....................................................................77 SPN 102, FMI 0 - Boost Control Overboost Failure ............................................................79 SPN 102, FMI 2 - TIP Active...............................................................................................81 SPN 102, FMI 4 - TIP Low Voltage.....................................................................................83 SPN 102, FMI 3 - TIP High Voltage ....................................................................................85 SPN 651, FMI 5 - Injector Driver #1 Open/Short-To-Ground ..............................................87 SPN 651, FMI 6 - Injector Driver #1 Short-To-Power..........................................................89 SPN 651, FMI 6 ..................................................................................................................90 SPN 652, FMI 5 - Injector Driver #2 Open/Short-To-Ground ..............................................91 SPN 652, FMI 5 ..................................................................................................................92 SPN 652, FMI 6 - Injector Driver #2 Short-To-Power..........................................................93 SPN 652, FMI 6 ..................................................................................................................94 SPN 653, FMI 5 - Injector Driver #3 Open/Short-To-Ground ..............................................95 SPN 653, FMI 6 - Injector Driver #3 Short-To-Power..........................................................97 SPN 653, FMI 6 ..................................................................................................................98 SPN 654, FMI 5 - Injector Driver #4 Open/Short-To-Ground ..............................................99 SPN 654, FMI 5 ................................................................................................................100 SPN 654, FMI 6 - Injector Driver #4 Short-To-Power........................................................101 SPN 654, FMI 6 ................................................................................................................102 SPN 655, FMI 5 - Injector Driver #5 Open/Short-To-Ground ............................................103 SPN 655, FMI 6 - Injector Driver #5 Short-To-Power........................................................105 SPN 655, FMI 6 ................................................................................................................106 SPN 656, FMI 5 - Injector Driver #6 Open/Short-To-Ground ............................................107 SPN 656, FMI 5 ................................................................................................................108 SPN 656, FMI 6 - Injector Driver #6 Short-To-Power........................................................109 SPN 656, FMI 6 ................................................................................................................110 SPN 657, FMI 5 - Injector Driver #7 Open/Short-To-Ground ............................................111 SPN 657, FMI 5 ................................................................................................................112 SPN 657, FMI 6 - Injector Driver #7 Short-To-Power........................................................113 SPN 657, FMI 6 ................................................................................................................114 SPN 658, FMI 5 - Injector Driver #8 Open/Short-To-Ground ............................................115 SPN 658, FMI 5 ................................................................................................................116 SPN 658, FMI 6 - Injector Driver #8 Short-To-Power........................................................117 SPN 658, FMI 6 ................................................................................................................118 SPN 102, FMI 1 - Boost Control Underboost Failure ........................................................119 SPN 1323, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #1...............121 SPN 1324, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #2...............124 SPN 1325, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #3...............127 SPN 1326, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #4...............130 SPN 1327, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #5...............133 SPN 1328, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #6...............136 SPN 1329, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #7...............139 SPN 1330, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #8...............142 SPN 731, FMI 2 - Knock 1 Excessive or Erratic Signal.....................................................145 SPN 731, FMI 4 - Knock 1 Sensor Open or Not Present ..................................................147 SPN 520197, FMI 2 - Knock 2 Excessive or Erratic Signal...............................................149 SPN 520197, FMI 4 - Knock 2 Sensor Open or Not Present ............................................151 SPN 636, FMI 2 -Crank Input Signal Noise.......................................................................153
Indmar Products 2008 All Rights Reserved
Draft Rev. A-Jan. 2008
SPN 636, FMI 4 -Loss of Crankshaft Input Signal ............................................................155 SPN 723, FMI 2 -Camshaft Input Signal Noise.................................................................157 SPN 723, FMI 4 -Loss of Camshaft Input Signal ..............................................................159 SPN 3050, FMI 11 - Catalyst Inactive on Gasoline (Bank1) .............................................161 SPN 3051, FMI 11 - Catalyst Inactive on Gasoline (Bank2) .............................................165 SPN 84, FMI 8 - Roadspeed Input Loss of Signal.............................................................169 SPN 100, FMI 0 - Oil Pressure Sender High Pressure .....................................................172 SPN 100, FMI 4 - Oil Pressure Sender Low Voltage ........................................................174 SPN 100, FMI 3 - Oil Pressure Sender High Voltage........................................................176 SPN 100, FMI 1 - Oil Pressure Low..................................................................................178 SPN 168, FMI 17 - Battery Voltage (VBat) Low ................................................................182 SPN 168, FMI 15 - Battery Voltage (VBat) High ...............................................................184 SPN 628, FMI 13 - Microprocessor Failure - FLASH ........................................................186 SPN 630, FMI 12 - Microprocessor Failure - RAM............................................................188 SPN 629, FMI 31 - Microprocessor Failure - COP............................................................190 SPN 1321, FMI 5 - Start Relay Coil Open.........................................................................192 SPN 1321, FMI 4 - Start Relay Ground Short ...................................................................194 SPN 1321, FMI 3 - Start Relay Coil Short-To-Power ........................................................196 SPN 1348, FMI 5 - Fuel Pump Relay Coil Open...............................................................198 SPN 1347, FMI 5 - Fuel Pump Relay Ground Short .........................................................200 DTC 628- Fuel Pump High-Side Open or Ground Short ...................................................202 SPN 1347, FMI 6 - Fuel Pump Relay Coil Short-To-Power ..............................................204 DTC 629- Fuel Pump High-Side Short-To-Power .............................................................206 SPN 1079, FMI 4 - Sensor Supply Voltage 1 Low (5Vext1)..............................................208 SPN 1079, FMI 3 - Sensor Supply Voltage 1 High (5Vext1) .............................................210 SPN 1213, FMI 5 - MIL Open ...........................................................................................212 SPN 1080, FMI 3 - Sensor Supply Voltage 2 High (5Vext2) .............................................216 SPN 1485, FMI 5 - Power Relay Coil Open ......................................................................218 SPN 1485, FMI 4 - Power Relay Ground Short ................................................................220 SPN 1485, FMI 3 - Power Relay Coil Short-To-Power......................................................222 SPN 515, FMI 16 - RPM Above Fuel Rev Limit Level.......................................................224 SPN 515, FMI 0 - RPM Above Spark Rev Limit Level ......................................................226 SPN 91, FIM 31 - FPP1/2 Simultaneous Voltages Out-of-Range .....................................228 SPN 520199, FMI 11 - FPP1 & FPP2 Do Not Match Each Other or IVS ..........................230 SPN 4236, FMI 0 -Closed Loop Bank 1 High (Gasoline) ..................................................232 SPN 4236, FMI 1 - Closed Loop Bank 1 Low (Gasoline) ..................................................234 SPN 4236, FMI 0 - Closed Loop Bank 2 High (Gasoline) .................................................236 SPN 4236, FMI 1 - Closed Loop Bank 2 Low (Gasoline) ..................................................238 SPN 1323, FMI 11 - Misfire Detected Cylinder #1 ............................................................240 SPN 1324, FMI 11 - Misfire Detected Cylinder #2 ............................................................243 SPN 1325, FMI 11 - Misfire Detected Cylinder #3 ............................................................246 SPN 1326, FMI 11 - Misfire Detected Cylinder #4 ............................................................249 SPN 1327, FMI 11 - Misfire Detected Cylinder #5 ............................................................252 SPN 1328, FMI 11 - Misfire Detected Cylinder #6 ............................................................255 SPN 1329, FMI 11 - Misfire Detected Cylinder #7 ............................................................258 SPN 1330, FMI 11 - Misfire Detected Cylinder #8 ............................................................261 SPN 701, FMI 3 - AUX Analog Pull-Up 1 High Voltage Fault............................................264 SPN 701, FMI 4 - AUX Analog Pull-Up 1 Low Voltage Fault ............................................266 SPN 702, FMI 3 - AUX Analog Pull-Up 2 High Voltage Fault............................................268
Indmar Products 2008 All Rights Reserved
Draft Rev. A-Jan. 2008
SPN 702, FMI 4 - AUX Analog Pull-Up 2 Low Voltage Fault ............................................270 SPN 703, FMI 3 - AUX Analog Pull-Up 3 High Voltage Fault............................................272 SPN 703, FMI 4 - AUX Analog Pull Up 3 Low Voltage Fault.............................................274 SPN 1079, FMI 31 - Sensor Supply Voltage (5Vext 1/2) Simultaneous Out-of-Range .....276 DTC 1612- Microprocessor Failure - RTI 1 .......................................................................278 DTC 1613- Microprocessor Failure - RTI 2 .......................................................................280 DTC 1614- Microprocessor Failure - RTI 3 .......................................................................282 DTC 1615- Microprocessor Failure - A/D..........................................................................284 DTC 1616- Microprocessor Failure - Interrupt ..................................................................286 SPN 1110, FMI 31 - J1939 Shutdown Request ................................................................288 DTC 1626- CAN J1939 Transmit (Tx) Fault ......................................................................290 DTC 1627- CAN J1939 Receive (Rx) Fault.......................................................................292 DTC 1628- CAN Address Conflict Failure.........................................................................294 SPN 695, FMI 9 - J1939 TSC1 Message Receipt Loss ....................................................296 SPN 91, FMI 19 - J1939 ETC Message Loss ...................................................................298 DTC 1631- PWM1/Gauge1 Open/Ground Short...............................................................300 DTC 1632- PWM1/Gauge1 Short-To-Power.....................................................................303 DTC 1633- PWM2/Gauge2 Open/Ground Short...............................................................306 DTC 1634- PWM2/Gauge2 Short-To-Power.....................................................................308 DTC 1635- PWM3/Gauge3 Open/Ground Short...............................................................311 DTC 1636- PWM3/Gauge3 Short-To-Power.....................................................................314 SPN 920, FMI 4 - Buzzer Control Ground Short ...............................................................317 SPN 920, FMI 5 - Buzzer Open ........................................................................................319 SPN 920, FMI 3 - Buzzer Control Short-To-Power ...........................................................321 SPN 1213, FMI 4 - MIL Control Ground Short ..................................................................323 SPN 1213, FMI 3 - MIL Control Short to Power ................................................................325 SPN 51, FMI 7 - : Unable to Reach Lower TPS................................................................327 DTC 2112: Unable to Reach Higher TPS .........................................................................329 SPN 91, FMI 18 - FPP1 Lower than FPP2........................................................................332 SPN 91, FMI 3 - FPP1 Voltage High.................................................................................334 SPN 91, FMI 4 - FPP1 Voltage Low..................................................................................336 SPN 520199, FMI11 - FPP2 Invalid Voltage and FPP1 Disagrees with IVS.....................338 SPN 91, FMI 16 - FPP1 Higher than FPP2.......................................................................340 SPN 29, FMI 4 - FPP2 voltage low ...................................................................................342 SPN 29, FMI 3 - FPP2 Voltage High.................................................................................344 SPN 51, FMI 31 - TPS1/2 Simultaneous Voltages Out-of-Range .....................................346 SPN 108, FMI 0 -BP High Pressure..................................................................................348 SPN 1268, FMI 5 - Spark Coil #1 Primary Open/Short-to-Ground....................................350 SPN 1268, FMI 6 - Spark Coil #1 Primary Short-to-Power ...............................................352 SPN 1269, FMI 5 - Spark Coil #2 Primary Open/Short-to-Ground....................................354 SPN 1269, FMI 6- Spark Coil #2 Primary Short-to-Power ................................................356 SPN 1270, FMI 5 - Spark Coil #3 Primary Open/Short-to-Ground....................................358 SPN 1270, FMI 6 - Spark Coil #3 Primary Short-to-Power ...............................................360 SPN 1271, FMI 5 - Spark Coil #4 Primary Open/Short-to-Ground....................................362 SPN 1271, FMI 6 - Spark Coil #4 Primary Short-to-Power ...............................................364 SPN 1272, FMI 5 - Spark Coil #5 Primary Open/Short-to-Ground....................................366 SPN 1272, FMI 6 - Spark Coil #5 Primary Short-to-Power ...............................................368 SPN 1273, FMI 5 - Spark Coil #6 Primary Open/Short-to-Ground....................................370 SPN 1273, FMI 6 - Spark Coil #6 Primary Short-to-Power ...............................................372
Indmar Products 2008 All Rights Reserved
Draft Rev. A-Jan. 2008
SPN 1274, FMI 5 - Spark Coil #7 Primary Open/Short-to-Ground....................................374 SPN 1274, FMI 6 - Spark Coil #7 Primary Short-to-Power ...............................................376 SPN 1275, FMI 5 - Spark Coil #8 Primary Open/Short-to-Ground....................................378 SPN 1275, FMI 6 - Spark Coil #8 Primary Short-to-Power ...............................................380 DTC 2428- EGT Temperature High ..................................................................................382 SPN 645, FMI 4 - Tach Output Ground Short ...................................................................384 SPN 645, FMI 3 - Tach Output Short to Power.................................................................386
Indmar Products 2008 All Rights Reserved 1
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1 Abbreviations AL Adaptive Learn BP Barometric Pressure CAN Controller Area Network CCP CAN Calibration Protocol CHT Cylinder Head Temperature CL Closed Loop CNG Compressed Natural Gas DBW Drive-By-Wire DM Diagnostic Message DMM Digital Multi-Meter (high impedance) DST Diagnostic Scan Tool DTC Diagnostic Trouble Code DVOM Digital Voltage and Ohm Meter (high impedance) ECI EControls Inc. ECIPP EControls Inc. Proprietary Protocol ECM Engine Control Module ECT Engine Coolant Temperature ECU Engine Control Unit EDIS EControls Display and Interface Software EGO Exhaust Gas Oxygen Sensor, typically heated EMWT Exhaust Manifold Water Temperature EPR Electronic Pressure Regulator ERWT Exhaust Manifold Riser Temperature ETB Electronic Throttle Body ETC Electronic Throttle Control FDR Flight Data Recorder FMI Failure Mode Indicator FO Firing Order FP Fuel Pressure FPP Foot Pedal Position FRP Fuel Rail Pressure FRT Fuel Rail Temperature FSS Fault Snapshot FT Fuel Temperature GCP Global Control Platform HDGCP Heavy-Duty Global Control Platform
(On-Road Heavy-Duty) HEGO Heated Exhaust Gas Oxygen Sensor
(same as HO2S) HO2S Heated Oxygen Sensor (same as HEGO) IAC Idle Air Control IAT Intake Air Temperature ICAV Instant Crank Angle Velocity IVS Idle Validation Switch LDGCP Light-Duty Global Control Platform
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(Industrial, Smart/Logic Coil) LED Light Emitting Diode LPG Liquefied Propane Gas MAP Manifold Absolute Pressure MDGCP Medium-Duty Global Control Platform (Industrial, Dumb Coil) MGCP Marine Global Control Platform µP Microprocessor Mfg Manufacture MIL Malfunction Indicator Lamp NG Natural Gas OBD On-Board Diagnostics OEM Original Equipment Manufacture PC Personal Computer PCU Powertrain Control Unit PFI Port Fuel Injection PGN Parameter Group Number PWM Pulse Width Modulated RAM Random Access Memory RPM Revolutions Per Minute Rx Receive SAE Society of Automotive Engineering SA Source Address SPFI Sequential Port Fuel Injection SPN Suspect Parameter Number Tach Tachometer TBI Throttle Body Injection TDC Top Dead Center TIP Throttle Inlet Pressure TPS Throttle Position Sensor TSC Torque/Speed Control Tx Transmit UEGO Universal Exhaust Gas Oxygen Sensor (also called wide-range EGO) VDC Voltage, Direct Current VR Variable Reluctance Vsw Switched, Ignition Voltage WGP Waste-Gate Pressure
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2 Overview
This manual is intended to be used as an aid for Indmar Products customers as a technical and training publication to understand the fault detection system. This manual defines the diagnostics and recommended troubleshooting procedures associated with an Indmar Global Control Platform (GCP) engine control module (ECM) for use on marine engines. This manual is organized in the following manner:
1st Page of Diagnostic Information for a Given Fault
DTC XXXX- Diagnostic Condition
Block Diagram of Circuit
• External Hardware Input/Output- This identifies the hardware that either sends an input to the ECM or is driven by an ECM output.
• Check Condition- This defines what condition to troubleshoot the fault condition. • Fault Condition(s)- This identifies the condition(s) that set the fault. • Corrective Action(s)- This identifies the RECOMMENED corrective action(s) that the
ECM is generally programmed to perform. In some instances, the calibration engineer(s) may choose to perform a different action.
• Emissions or Non-emissions related fault Text to identify the circuit of interest and its use for control. Text to describe the conditions that cause the fault to set.
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Draft Rev. A-Jan. 2008
2nd Page of Diagnostic Information for a Given Fault
DTC XXXX- Diagnostic Condition Note: Helpful tips used to aid troubleshooting
Yes
No
Diagnostic Aids
Tip #1 Tip #2 …
Troubleshooting flow chart
Indmar Products 2008 All Rights Reserved 5
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3 Fault Code Broadcast
All diagnostic trouble codes are broadcast for display on a PC or service tool. They can acquire the data from the ECU through CAN protocol. Faults may be acquired over the CAN1 network through CAN J1939-based scan tools or multi-function display units.
3.1 Diagnostic Trouble Codes
The numeric diagnostic trouble codes assigned to the faults in this manual are cross-referenced to SAE’s “Recommended Practice for Diagnostic Trouble Code Definitions” (SAE J2012). This will assign both the DTC as displayed on the PC as well as the flash code output on the MIL output pin.
3.2 CAN
The GCP supports SAE J1939 CAN based diagnostic support. This includes:
• DM1: Active Diagnostic Trouble Codes • DM2: Previously Active Diagnostic Trouble Codes • DM3: Diagnostic Data Clear/Reset of Previously Active DTCs • DM4: Freeze Frame Parameters • DM5: Diagnostic Readiness (bytes 1, 2, and 3 are supported) • DM11: Diagnostic Data Clear/Reset For Active DTCs • DM12: Emissions-Related Active Diagnostic Trouble Codes • DM19: Calibration Information
All diagnostic trouble codes broadcast over CAN1 will be according to SAE J1939 DM1 and
DM2. MY09 MGCP ECUs are compliant with J1939 OBD-M, supporting the Diagnostic Messages above as well as user indicators and CAN data defined in the OBD-M protocol. Faults available for broadcast and their respective SPN/FMI numbers are dependent on the application and engine calibration.
The data capture at the occurrence of a fault, known in the ECM as fault snapshot (FSS), is available upon DM4 request. The following bytes are supported for DM4 if configured in the ECM software:
• Byte 1: Freeze Frame Length • Byte 2-6: SPN, FMI, SPN Conversion Method, and Occurrence • Byte 7: Manifold Absolute Pressure • Byte 8-9: Engine Speed • Byte 10: Engine Load (MAP based estimate) • Byte 11: Engine Coolant Temperature • Byte 14: # of starts since fault was last active • Byte 15: Index into FSS_storage table for Fault Snap Shot retrieval
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Resetting active and previously active DTCs is handled through DM11 and DM3, respectively.
DM1 and DM2 lamp indicators are assigned to each fault based on the fault’s diagnostic action as defined in the calibration. The lamps are assigned based on the configuration outlined in Table 1.
Table 1: J1939 Diagnostic Lamp Configuration ECI Diagnostic Action J1939 Lamp
MIL MIL Soft Warning Amber Hard Warning, Low Rev Limit, Shutdown
Red Stop
Power Derate 1 & 2 Protect Forced Idle None (use in combination with other action)
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4 Diagnostic Calibration Configuration and Corrective Actions
Each fault within the GCP is capable of being uniquely configured in the engine’s diagnostic calibration to cause one or more corrective actions while a given fault is active. Table 2 identifies the configuration options and corrective actions available for configuration of each fault. The desired action is set by the OEM calibration engineers.
Table 2: Diagnostic Corrective Actions Corrective Action Description
Enable Enables the fault for fault detection Shutdown Cause an engine shutdown when fault becomes active Never Forget Retain fault as historic/previously active until cleared by a technician and
does not allow historic fault to be “auto-cleared” Turn on MIL Turn on MIL output when fault becomes active CL Disable Disable closed-loop while the fault is active CL Disable Key- Cyc Disable closed-loop while the fault is active and for the remainder of the
key cycle AL Disable Disable adaptive learn while the fault is active AL Disable Key-Cyc Disable adaptive learn while the fault is active and for the remainder of
the key cycle Power Derate 1 Limit TPS to the Power Derate 1 percent set in the diagnostic calibration
while the fault is active. The Power Derate 1 TPS percent should be set higher than Power Derate 2 as Power Derate 2 adds a higher level of protection.
Power Derate 2 Limit TPS to the Power Derate 2 percent set in the diagnostic calibration while the fault is active. If the calibration is set to “Latched for Key-Cycle” Power Derate 2 remains active until engine speed and FPP conditions are satisfied. The Power Derate 2 TPS percent should be set lower than Power Derate 1 as Power Derate 2 adds a higher level of protection.
Low Rev Limit Limit RPM to the Low Rev Limit speed set in the diagnostic calibration while the fault is active. If the calibration is set to “Latched for Key-Cycle” Low Rev Limit remains active until engine speed and FPP conditions are satisfied.
Forced Idle Limit RPM to the Forced Idle speed set in the diagnostic calibration while the fault is active and for the remainder of the key cycle
Soft Warning Turn on the soft warning output when the fault becomes active Hard Warning Turn on the hard warning output when the fault becomes active Stopped Check Run fault detection/checking while the engine is in a key-on, engine-off
condition. NOTE: It is recommended that this feature only be used for general sensor faults (high/low voltage) and some output drivers
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5 Pinout Details
Pin ECM Description
J1-01 CRK_POS populated - internal CRK_NEG connection to ground renders this input single ended Hall-effect only
J1-02 CRK_NEG tied to internal analog ground J1-03 5V_rtn analog ground J1-04 5V_ext1 standard 5V sensor excitation - 200mA capacity J1-05 FPUMP_LS 0.5A LS saturation fuel pump relay control J1-06 MIL 0.5A LS saturation MIL J1-07 BUZZ 0.5A LS saturation buzzer control J1-08 RELAY_LS 0.5A LS saturation power relay control J1-09 TACH LS switch to ground for pulse output - internal 2.21K pullup to Vsw J1-10 AUX_PWM8 0.5A LS saturation aux PWM 8 - unused J1-11 Vrelay relay switched Vbat - reverse battery protected J1-12 DBW- +/- 6.5A peak, 3.5A continuous DBW control H-bridge J1-13 DBW+ +/- 6.5A peak, 3.5A continuous DBW control H-bridge J1-14 AUX_PWM5_HS+Recirc - 2A HS saturation aux PWM 5 WITH 2A recirc to ground – LY6 cam phaser J1-15 AUX_PWM3 4A LS saturation - cruise or throttle-override indicator output J1-16 AUX_PWM6+Recirc 4A LS saturation aux PWM6 WITH 2A recirc to Vrelay - unused J1-17 EGOH_4 4A LS saturation EGO heater 4 PWM J1-18 INJ5_LS injector driver 5 - saturation J1-19 INJ7_LS injector driver 7 - saturation J1-20 INJ2_LS injector driver 2 - saturation J1-21 Ground power ground J1-22 COIL1b spark driver 5 - logic 5V output J1-23 COIL2b spark driver 6 - logic 5V output J1-24 COIL3b spark driver 7 - logic 5V output J1-25 COIL4b spark driver 8 - logic 5V output J1-26 Vswitch key-on/start/run +12V switched power J1-27 TPS1 100K pulldown 0-5V TPS1 J1-28 TPS2 100K pulldown 0-5V TPS2 J1-29 AUX_ana_PU3 2.21K pullup 0-5V aux analog PU3 - Trans Temp J1-30 AUX_ana_PU2 2.21K pullup 0-5V aux analog PU2 - Perfect Pass Request J1-31 AUX_ana_PU1 2.21K pullup 0-5V aux analog PU1 - master/slave J1-32 RS populated – single ended Hall-effect input J1-33 FPP1 100K pulldown 0-5V FPP1 J1-34 FPP2/IVS 22.1K pullup 0-5V FPP2 J1-35 MAP 100K pulldown 0-5V MAP J1-36 IAT 2.21K pullup 0-5V IAT J1-37 OILP 22.1K pullup 0-5V oil pressure switch/sender input J1-38 ECT 2.21K pullup 0-5V ECT J1-39 INJ6_LS injector driver 6 - saturation J1-40 Ground power ground J1-41 KNK1+ knock channel 1+ - high-gain (3x) for flat response sensors J1-42 KNK1- knock channel 1- - high-gain (3x) for flat response sensors J1-43 GOV2/PD2 0-28.4V digital input open-circuit signal of 2.74V governor select 2 (cruise dec) J1-44 COIL4a spark driver 4 - logic 5V output
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J1-45 COIL3a spark driver 3 - logic 5V output J1-46 COIL2a spark driver 2 - logic 5V output J1-47 COIL1a spark driver 1 - logic 5V output J1-48 CAM1 populated - single ended Hall-effect input J1-49 AUX_ana_PUD5 2.21K pullup 0-5V aux analog PUD5 - unused J1-50 AUX_ana_PUD4 1.00K pullup 0-5V aux analog PUD4 – fuel level (SC - resistance sender) J1-51 AUX_ana_PUD3 22.1K pullup 0-5V aux analog PUD3 – Perfect Pass VGOV J1-52 AUX_DIG3/PUD7 0-28.4V digital input with 4.99K pulldown aux digital 3 - START input trigger J1-53 AUX_DIG2 0-28.4V digital input open-circuit signal of 2.74V aux digital 2 - cruise enable J1-54 AUX_DIG1 0-28.4V digital input open-circuit signal of 2.74V aux digital 1 - oil level switch J1-55 EGO4 EGO sensor 4 J1-56 EGO3 EGO sensor 3 J1-57 EGO2 EGO sensor 2 J1-58 EGO1 EGO sensor 1 J1-59 Vbat battery +12V continuous power J1-60 Ground power ground J1-61 KNK2+ knock channel 2+ - high-gain (3x) for flat response sensors J1-62 KNK2- knock channel 2- - high-gain (3x) for flat response sensors J1-63 GOV1/PD3 0-28.4V digital input open-circuit signal of 2.74V governor select 1 (cruise inc) J1-64 CAN1- populated J1-65 CAN1+ populated - with 120 ohm termination to CAN1- J1-66 5V_rtn analog ground J1-67 5V_ext2 secondary 5V sensor excitation - 200mA capacity J1-68 CAN2- populated J1-69 CAN2+ populated - with 120 ohm termination to CAN2- J1-70 AUX_ana_PD1 100K pulldown 0-5V aux analog PD1 - Fuel Level (0-5V sensor - MC) J1-71 AUX_PWM1 LS resistance sender gauge driver 1, 0-147mA range J1-72 AUX_PWM2 LS resistance sender gauge driver 2, 0-147mA range J1-73 AUX_PWM4 4A LS saturation aux PWM 4 – starter relay LS J1-74 EGOH_1 4A LS saturation EGO heater 1 PWM J1-75 EGOH_2 4A LS saturation EGO heater 2 PWM J1-76 EGOH_3 4A LS saturation EGO heater 3 PWM J1-77 INJ3_LS injector driver 3 - saturation J1-78 INJ4_LS injector driver 4 - saturation J1-79 INJ8_LS injector driver 8 - saturation J1-80 INJ1_LS injector driver 1 - saturation
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6 Diagnostic Tests
The GCP engine control module for spark-ignited engine applications incorporates a set of eleven (11) diagnostic tests that perform specific functions used as an aid for verifying proper engine control. This section describes the tests supported, test states, and operating criteria for each test. Diagnostic tests are software selectable and can be initiated via CAN using CCP.
6.1 Spark Kill Test
“Coil X” disables individual cylinders at any operating condition for the duration defined in calibration or until released through software. ‘Spark Kill’ may be used in conjunction with ‘Injector Kill’ to disable two cylinders at any given time. Upon a state change from one cylinder to another, the test sequence will automatically re-enable the first coil prior to disabling the selected coil. This test reverts to normal operation if “Normal” state is selected, ignition voltage is cycled from high to low, or the calibrated timeout expires.
NOTE: This test should not be initiated prior to the “Injector Kill” test when the engine is equipped with a catalyst. If performed while the injector for the selected cylinder is firing, raw-unburned fuel and air will be present in the exhaust and will react in the catalyst resulting in extremely high catalyst substrate temperatures which can cause wash coat or substrate damage and failure. States
1) Normal: State of normal operation 2) Coil 1: Disables coil or spark for cylinder 1 in firing order or block order 3) Coil 2: Disables coil or spark for cylinder 2 in firing order or block order 4) Coil 3: Disables coil or spark for cylinder 3 in firing order or block order 5) Coil 4: Disables coil or spark for cylinder 4 in firing order or block order 6) Coil 5: Disables coil or spark for cylinder 5 in firing order or block order 7) Coil 6: Disables coil or spark for cylinder 6 in firing order or block order 8) Coil 7: Disables coil or spark for cylinder 7 in firing order or block order 9) Coil 8: Disables coil or spark for cylinder 8 in firing order or block order
Monitored Status
1) Test not started 2) Test is running 3) Test finished (timeout achieved) 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test
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6.2 Injector Kill Test
“Inj X” disables individual cylinders at any operating condition for the duration defined in calibration or until released through software. ‘Injector Kill’ may be used in conjunction with ‘Spark Kill’ to disable two cylinders at any given time. Upon a state change from one cylinder to another, the test sequence will automatically re-enable the first injector prior to disabling the selected injector. Reverts to normal operation if “Normal” state is selected, ignition voltage is cycled from high to low, or the calibrated timeout expires.
NOTE: This test should not be initiated at high loads or for more than five (5) seconds if the engine is equipped with a catalyst. If done so, a large quantity of oxygen will fuel undesirable reactions in the catalyst resulting in extremely high catalyst substrate temperatures which can cause wash coat or substrate damage and failure. States
1) Normal: State of normal operation 2) Inj 1: Disables injector 1 in firing order or block order 3) Inj 2: Disables injector 2 in firing order or block order 4) Inj 3: Disables injector 3 in firing order or block order 5) Inj 4: Disables injector 4 in firing order or block order 6) Inj 5: Disables injector 5 in firing order or block order 7) Inj 6: Disables injector 6 in firing order or block order 8) Inj 7: Disables injector 7 in firing order or block order 9) Inj 8: Disables injector 8 in firing order or block order
Monitored Status
1) Test not started 2) Test is running 3) Test finished (timeout achieved) 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test
6.3 Injector Fire Test
“Inj X” activates a selected injector for a finite duration with the engine in the “Stopped” state
only. Upon initiation of the test, the fuel pump relay will remain disabled and the injector will fire. The injector on-time will be calibrated in software to allow a noticeable pressure drop at the fuel rail. The test reverts to normal operation if the “Normal” state is selected, ignition voltage is cycled from high to low, engine speed is sensed, or the calibrated timeout expires. Once an injector on test has been run, subsequent injectors may only be activated/tested after the engine has achieved X cranking revolutions (as defined in calibration) and the engine has stopped. This test may not be run in conjunction with a Spark Fire or Compression test.
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States 1) Disabled: State of normal operation 2) Inj 1: Activates injector 1 in firing order or block order 3) Inj 2: Activates injector 2 in firing order or block order 4) Inj 3: Activates injector 3 in firing order or block order 5) Inj 4: Activates injector 4 in firing order or block order 6) Inj 5: Activates injector 5 in firing order or block order 7) Inj 6: Activates injector 6 in firing order or block order 8) Inj 7: Activates injector 7 in firing order or block order 9) Inj 8: Activates injector 8 in firing order or block order
Monitored Status
1) Test not started 2) Test is running 3) Test finished (timeout is reached) 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (engine speed is sensed or engine needs to crank)
6.4 Spark Fire Test
“Coil X” activates a selected coil for X seconds (defined in calibration) with the engine in the
“Stopped” state only. The coil will be fired at a rate equivalent to 1600 RPM/14.5 psi. The test reverts to normal operation if the “Normal” state is selected, ignition voltage is cycled from high to low, engine speed is sensed, or the calibrated timeout expires. This test will not run in conjunction with a Compression test or following an Injector Fire test. States
1) Disabled: State of normal operation 2) Coil 1: Activates Coil 1 in firing order or block order 3) Coil 2: Activates Coil 2 in firing order or block order 4) Coil 3: Activates Coil 3 in firing order or block order 5) Coil 4: Activates Coil 4 in firing order or block order 6) Coil 5: Activates Coil 5 in firing order or block order 7) Coil 6: Activates Coil 6 in firing order or block order 8) Coil 7: Activates Coil 7 in firing order or block order 9) Coil 8: Activates Coil 8 in firing order or block order
Monitored Status
1) Test not started 2) Test is running 3) Test finished (timeout is reached) 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled
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7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (speed is sensed)
NOTE: This test should not be initiated on gaseous fueled engines in which gaseous fuel may be present in the combustion chamber, intake, or exhaust. If using this test is desirable on gaseous fueled engines, remove the spark plug wires from all spark plugs, install a spark plug tester in the desired spark plug wire and initiate the test.
6.5 DBW Test
Permits full-authority operation of an electronic throttle via the throttle command input while the engine is in the “Stopped” state only. Reverts to normal operation if “Off” state is selected, ignition voltage is lost, or engine speed is sensed.
NOTE: Ensure that the foot pedal position sensor/electronic throttle control input is at 0% or idle prior to starting/operating the engine. While this test mode will revert to disabled when engine speed is sensed, the throttle command will follow the FPP % commanded by the sensor causing the engine to accelerate. States
1) Off: State of normal operation 2) Enabled: Enables full authority control of an electronic throttle
Monitored Status
1) Test not started 2) Test is running 3) Test finished 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (speed is sensed)
6.6 External Power Test
Manually activates relays (relay power, fuel pump, and drive-by wire power) controlled by the
ECM while the engine is in the “Stopped” or “Running” states. Reverts to normal operation if “Automatic” state is selected or ignition voltage is cycled from high to low. States
1) Automatic: State of normal operation 2) Relay On: Activates relay power (injector and coil high-side power) 3) All On: Activates fuel pump and relay power
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Monitored Status
1) Test not started 2) Test is running 3) Test finished 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (no ignition voltage)
6.7 Compression Test
Disables all coils and injectors permitting cylinder compression testing. To prevent against firing coils and injectors in the event of a microprocessor reboot during low voltage cranking, the test state will be burned into EEPROM. In addition, EControls Inc. requires that the relay power fuse be removed. This test may only be activated while the engine is in the “Stopped” state. Test reverts to normal operation only when the “Normal” state is selected. This test may be initiated by selecting “Enabled” in the software or through use of a switched hardware input. This test may not be run in conjunction with Spark Fire or Injector Fire tests.
NOTE: Due to the liability of initiating a compression test in software, EControls Inc. burns this test state into EEPROM. As a result, this test must manually be disabled by the operator through software. EControls Inc. recommends that this test only be performed while the vehicle is in an appropriate location in the event that the diagnostic PC has a low-battery condition that may not permit re-enabling normal operation. States
1) Disabled: State of normal operation 2) Active: Enables compression test mode
Monitored Status
1) Test not started 2) Test is running 3) Test finished 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (engine run speed is sensed > than crank speed)
NOTE: Due to the personal and property liability exposure with such a test, EControls requires that the diagnostic/service manual specifically identifies that removal of the coil and injector high-side relay and/or fuse(s) is required during a compression test. If procedures are not written that require removal of the relay power relay or fuse(s) and the test will only be
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enable through software, EControls Inc. will require a written release-of-liability against human liability and property damage.
6.8 Spark Advance Test
Commands a calibrated base spark advance if engine speed and manifold pressure are below a calibrated limit. If engine is operated above the calibrated operating limit, base spark advance as set in the normal calibration will be used until the engine set point falls below the calibrated limit. This test may be initiated by selecting “Enabled” in the software or through use of a switched hardware input. The test reverts to normal operation when “Normal” state is selected or when ignition voltage is cycled from high to low. States
1) Disabled: State of normal operation 2) Active: Sets spark timing to a calibrated default spark advance
Monitored Status
1) Test not started 2) Test is running 3) Test finished 4) Error: Pre-condition 1 not fulfilled (“RPM/MAP too high) 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test
6.9 Idle Speed Command
Commands a temporary idle speed, up to X RPM as defined in calibration through modulation
of an electronic throttle. Reverts to normal operation when “Normal” state is selected, a throttle command input (for electronic throttle engines) above X% (defined in calibration) is detected or ignition voltage is cycled from high to low. States
1) Disabled: State of Normal operation 2) Active: Enables manual entry of engine speed into a speed entry field 3)
Monitored Status 1) Test not started 2) Test is running 3) Test finished (TPS or TCP % above limit is detected during test) 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (TPS or TCP % above limit is detected)
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NOTE: ECI will not permit programmed idle speeds above 800 RPM without a written release-of-liability if the engine is not equipped with a transmission position sensor.
6.10 Fuel/Spark Inhibit Input
Disables triggering of spark and injection of fuel when the input (analog or digital) selected meets the calibrated state. This is often linked to the fuel select switch as a neutral mode. States
1) Disabled 2) Aux PU1 = Gnd 3) Aux PU2 = Gnd 4) Aux PU3 = Gnd 5) Aux DIG1 = Gnd 6) Aux DIG1 = V+ 7) Aux DIG2 = Gnd 8) Aux DIG2 = V+ 9) Aux DIG3 = Gnd 10) Aux DIG3 = V+ 11) Aux DIG4 = Gnd 12) Aux DIG4 = V+ 13) Aux DIG1 = Open 14) Aux DIG2 = Open 15) Aux DIG3 = Open 16) Aux DIG4 = Open
Monitored Status
1) Inactive/Normal: Test is inactive, state of normal operation 2) Active/Shutdown: Test is active and system will not inject fuel or trigger spark
6.11 Closed-Loop Test
Tests the closed-loop fueling feedback system to verify that exhaust gas oxygen sensors are properly functioning and are providing reliable information. The test runs in the order defined below and aborts if at anytime an error/fault is identified, the throttle input is elevated, or the operator requests the test to STOP. Aborting the test due to identification of an error/fault requires that the service technician addresses the identified error and then repeats the test to fully validate the system.
1. Enable Strategy and HEGO Sensors (CL Test State= Pre-cat init test)
a. The test mode is entered by selecting START from EDIS. Once initiated, the user must acknowledge two prompts prior to the test running. These prompts require that the vehicle be in neutral or park and notify the user that the engine speed will increase to run the test. Answering YES to both of these prompts will initiate the test.
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NOTE: ECI requires that 3rd party diagnostic scan tools also use similar prompts to notify the operator to ensure idle or park is selected and to notify that an elevated speed will be commanded during the test.
a. Govern engine to X RPM as defined in the calibration. NOTE: Test disables if FPP% exceeds the % used in Idle Speed Command Test (Tidlspd_FPP_max)
b. Turn all configured EGO heaters on according to ‘EGOZ Heater-Control Target Impedance / Voltage Limit Schedule’.
NOTE: EGO heater control during this phase uses the run time and heater impedance target schedule, including the heater voltage limits, until the heaters are operating at the final impedance target.
c. CL pre-cat test status will indicate “Test Running” through steps 2-3.
2. Pre-Catalyst EGO Heater Diagnosis (CL Test State= Pre-cat heater & pre-cat power test)
The purpose of this portion of the test is:
1. To validate that the pre-catalyst EGO heater element(s) are capable of heating the sense element(s) to a useable state.
2. To validate that the pre-catalyst sense element(s) are operating at the desired temperature.
a. Monitor EGO impedance feedback and verify impedance ≤ ‘EGO impedance active threshold’; this stage runs up to the maximum run time in the ‘EGOZ Heater-Control Target Impedance / Voltage Limit Schedule’ + ‘EGO Heater Additional Wait Time’. If this check fails for any of the pre-catalyst sensors the CL pre-cat test status will indicate “Pre or Post-cat EGO Lazy” and the appropriate EGO Lazy fault for the sensor(s) is set.
b. In addition, the system monitors EGO impedance feedback and verifies that impedance
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is equal to the fully warm ‘EGOZ Impedance Target’ + ‘EGO Heater Impedance Max Error’. If any EGO impedance fails to reach the final target plus the impedance error tolerance the heater power is deemed low , the CL pre-cat test status “Pre-cat EGO Power Low” is generated, and the appropriate EGO Lazy fault for the sensor(s) is set. Once all pre-catalyst EGOs have reached the active threshold ('Pre-cat EGO impedance active threshold) the closed-loop system is activated and fueling perturbation begins at the nominal fueling target defined in the test setup parameters.
3. Pre-Catalyst EGO Sensor Check (CL Test State= Pre-cat voltage test & Pre-cat BM test)
The purpose of this portion of the test is:
1. To validate that the pre-catalyst EGO sensor feedback is perturbating and providing feedback that correlates to commanded fueling excursions.
2. Attempt to identify leaks within the pre-catalyst sensor assembly and/or the exhaust system and/or identify significant fuel delivery problems.
a. Once all pre-catalyst EGOs have reached the active threshold ('Pre-cat EGO impedance active threshold’) closed-loop is activated and fueling perturbation begins at the nominal fueling target defined in the test setup parameters. During this time, adaptive learn is disabled and the fueling error is monitored (CL_BM). Once the closed-loop system validates a certain number of EGO switches, the total fueling correction (CL_BM+A_BM) is compared to allowable fueling correction limit for the test (‘CL + adapt multiplier max value’).
b. If the fueling correction is within the limits defined in the calibration, the CL pre-cat test status will indicate “Test Finished: Passed.”
c. This portion of the test will fail if the EGO fails to generate the required number of switching cycles or if the fueling correction is outside of the acceptable limits. The CL pre-cat test status will indicate “Pre-cat EGO non-responsive” or “Pre-cat EGO fueling error” status, respectively. In addition, the appropriate “Closed-Loop High/Low” fault will be generated if this check fails.
4. Post-Catalyst EGO Heater Diagnosis (CL Test State= Post-cat heater test & post-cat power test)
The purpose of this portion of the test is:
1. To validate that the post-catalyst EGO heater element(s) are capable of heating the sense element(s) to a useable state.
2. To validate that the post-catalyst sense element(s) are operating at the desired temperature.
a. Upon successful completion of the pre-catalyst EGO test checks, the system begins to monitor the post-catalyst sensor(s). The first check is to monitor EGO impedance feedback and verify impedance ≤ ‘EGO impedance active threshold’; this stage runs up
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to the maximum run time in the ‘EGOZ Heater-Control Target Impedance / Voltage Limit Schedule’ + ‘EGO Heater Additional Wait Time’. If this check fails for any of the post-catalyst sensors the CL post-cat test status will indicate “Post-cat EGO Lazy” and the appropriate EGO Lazy fault for the sensor(s) is set.
b. In addition, the system monitors EGO impedance feedback and verifies that impedance is equal to the fully warm ‘EGOZ Impedance Target’ + ‘EGO Heater Impedance Max Error’. If any EGO impedance fails to reach the final target plus the impedance error tolerance the heater power is deemed low , the CL post-cat test status “Post-cat EGO Power Low” is generated, and the appropriate EGO Lazy fault for the sensor(s) is set. Once all post-catalyst EGOs have reached the active threshold ('Post-cat EGO impedance active threshold) the rich/lean test is run on the post-catalyst sensors.
5. Post-Catalyst EGO Sensor Check (CL Test State= Post-cat rich test & Post-cat lean test)
The purpose of this portion of the test is:
1. To validate that the post-catalyst EGO sensor feedback is changing as a result of significant changes in pre-catalyst fueling.
a. Command nominal fueling while applying the fueling multiplier(s) generated during the ‘CL pre-cat voltage test’ mode (step 3a).
b. Command a rich open-loop fueling command as defined in the calibration and monitor the post-catalyst EGO voltage feedback to verify that the sensor’s rich feedback is within tolerance.
c. Command a lean open-loop fueling command as defined in the calibration and monitor the post-catalyst EGO voltage feedback to verify that the sensor’s lean feedback is within tolerance.
d. If the post-catalyst EGO voltage feedback is within the limits defined in the calibration, the CL post-cat test status will indicate “Test Finished: Passed” and the CL Test State will indicate “Finished.” If post-cat voltage(s) fall outside of the rich/lean limits, CL post-cat test status will indicate “Post-cat EGO Rich Failure” or “Post-cat EGO Lean Failure” and the EGO Lazy fault will be set for the appropriate sensor, respectively.
The engine will return to idle upon completion or abortion of the of the closed-loop diagnostic test.
NOTE: Be sure to check CL Test State, CL pre-cat test status, and CL post-cat test status to determine if the test was successful. If the test failed for ANY reason, faults will be displayed and configured system alarm(s) (soft warning, hard warning, or MIL) will be generated. Technicians should clear faults after running the Closed-Loop Test. States (CL Test State)
1) Inactive 2) Pre-cat init test 3) Pre-cat heater test 4) Pre-cat power test
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5) Pre-cat voltage test 6) Pre-cat BM test 7) Post-cat heater test 8) Post-cat power test 9) Post-cat rich test 10) Post-cat lean test 11) Finished 12) Invalid
Pre-Catalyst Monitored Status (CL Pre-Cat Test Status)
1) Test Not Started 2) Test Running 3) Test Finished: Passed 4) Pre-cat EGO Lazy (generates appropriate EGO Lazy fault) 5) Pre-cat EGO Power Low 6) Pre-cat EGO non-responsive 7) Pre-cat EGO fueling error 8) Cannot start test (FPP or TCP % above limit is detected)
Post-Catalyst Monitored Status (CL Post-Cat Test Status)
1) Test Not Started 2) Test Running 3) Test Finished: Passed 4) Post-cat EGO Lazy (generates appropriate EGO Lazy fault) 5) Post-cat EGO Power Low 6) Post-cat EGO Rich Failure 7) Post-cat EGO Lean Failure 8) Cannot start test (FPP or TCP % above limit is detected)
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7 Diagnostic Trouble Code Fault Descriptions LDGCP and MGCP header pins are in standard font, HDGCP and MDGCP header pins are in italicized parentheses (##).
7.1 SPN & FMI to DTC Conversion Table Indmar DTC Configurations
SPN FMI DTC Code Description 29 3 DTC 2128 FPP2 voltage high 29 4 DTC 2127 FPP2 voltage low 51 3 DTC 123 TPS1 voltage high 51 4 DTC 122 TPS1 voltage low 51 0 DTC 221 TPS1-2 higher than expected 51 1 DTC 121 TPS1-2 lower than expected 51 7 DTC 2112 Unable to reach higher TPS 51 7 DTC 2111 Unable to reach lower TPS 51 31 DTC 2135 TPS1/2 simultaneous voltages out-of-range 84 8 DTC 502 Roadspeed input loss of signal 91 3 DTC 2122 FPP1 voltage high 91 4 DTC 2123 FPP1 voltage low 91 16 DTC 2126 FPP1-2 higher than expected 91 18 DTC 2121 FPP1-2 lower than expected 91 31 DTC 1121 FPP1/2 simultaneous voltages out-of-range (redundancy lost) 91 19 DTC 1630 J1939 ETC message receipt loss 100 1 DTC 524 Oil pressure low 100 1 DTC 524 Oil pressure sender low pressure 100 0 DTC 521 Oil pressure sender high pressure 100 3 DTC 523 Oil pressure sender high voltage 100 4 DTC 522 Oil pressure sender low voltage 102 3 DTC 238 TIP/TOP high voltage 102 4 DTC 237 TIP/TOP low voltage 102 0 DTC 234 Boost control overboost failure 102 1 DTC 299 Boost control underboost failure 102 2 DTC 236 TIP/TOP active 105 3 DTC 113 IAT voltage high 105 4 DTC 112 IAT voltage low 105 15 DTC 111 IAT higher than expected stage 1 105 0 DTC 127 IAT higher than expected stage 2 106 16 DTC 108 MAP pressure high 106 4 DTC 107 MAP voltage low 108 0 DTC 2229 BP pressure high 108 1 DTC 129 BP pressure low 110 3 DTC 118 ECT voltage high 110 4 DTC 117 ECT voltage low 110 15 DTC 116 ECT higher than expected stage 1 110 0 DTC 217 ECT higher than expected stage 2
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168 15 DTC 563 Vbat voltage high 168 17 DTC 562 Vbat voltage low 515 16 DTC 1111 RPM above fuel rev limit level 515 0 DTC 1112 RPM above spark rev limit level 628 13 DTC 601 Microprocessor failure - FLASH 629 31 DTC 606 Microprocessor failure - COP 629 31 DTC 1612 Microprocessor failure - RTI 1 629 31 DTC 1613 Microprocessor failure - RTI 2 629 31 DTC 1614 Microprocessor failure - RTI 3 629 31 DTC 1615 Microprocessor failure - A/D 629 31 DTC 1616 Microprocessor failure - Interrupt 630 12 DTC 604 Microprocessor failure - RAM 636 2 DTC 336 CRANK input signal noise 636 8 DTC 16 Crank and/or cam could not synchronize during start 636 4 DTC 337 Crank signal loss 639 12 DTC 1626 CAN-J1939 Tx fault 639 12 DTC 1627 CAN-J1939 Rx fault 645 4 DTC 2618 Tach output ground short 645 3 DTC 2619 Tach output short to power 651 5 DTC 261 Injector 1 open or short to ground 651 6 DTC 262 Injector 1 coil shorted 652 5 DTC 264 Injector 2 open or short to ground 652 6 DTC 265 Injector 2 coil shorted 653 5 DTC 267 Injector 3 open or short to ground 653 6 DTC 268 Injector 3 coil shorted 654 5 DTC 270 Injector 4 open or short to ground 654 6 DTC 271 Injector 4 coil shorted 655 5 DTC 273 Injector 5 open or short to ground 655 6 DTC 274 Injector 5 coil shorted 656 5 DTC 276 Injector 6 open or short to ground 656 6 DTC 277 Injector 6 coil shorted 657 5 DTC 279 Injector 7 open or short to ground 657 6 DTC 280 Injector 7 coil shorted 658 5 DTC 282 Injector 8 open or short to ground 658 6 DTC 283 Injector 8 coil shorted 695 9 DTC 1629 J1939 TSC1 message receipt loss 701 3 DTC 1511 AUX analog Pull-Up 1 high voltage 701 4 DTC 1512 AUX analog Pull-Up 1 low voltage 702 3 DTC 1513 AUX analog Pull-Up 2 high voltage 702 4 DTC 1514 AUX analog Pull-Up 2 low voltage 703 3 DTC 1517 AUX analog Pull-Up 3 high voltage 703 4 DTC 1518 AUX analog Pull-Up 3 low voltage 710 3 DTC 1515 AUX analog Pull-Down 1 high voltage 710 4 DTC 1516 AUX analog Pull-Down 1 low voltage 723 4 DTC 342 Loss of CAM input signal 723 2 DTC 341 CAM input signal noise 731 4 DTC 327 Knock1 sensor open or not present 731 2 DTC 326 Knock1 excessive or erratic signal 920 4 DTC 1641 Buzzer control ground short 920 5 DTC 1642 Buzzer open
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920 3 DTC 1643 Buzzer control short to power 1079 3 DTC 643 Sensor supply voltage 1 high 1079 4 DTC 642 Sensor supply voltage 1 low 1079 31 DTC 1611 Sensor supply voltage 1 and 2 out-of-range 1080 3 DTC 653 Sensor supply voltage 2 high 1080 4 DTC 652 Sensor supply voltage 2 low 1110 31 DTC 1625 J1939 shutdown request 1192 3 DTC 1131 WGP voltage high 1192 4 DTC 1132 WGP voltage low 1213 4 DTC 1644 MIL control ground short 1213 5 DTC 650 MIL open 1213 3 DTC 1645 MIL control short to power 1268 5 DTC 2300 Spark coil 1 primary open or short to ground 1268 6 DTC 2301 Spark coil 1 primary shorted 1269 5 DTC 2303 Spark coil 2 primary open or short to ground 1269 6 DTC 2304 Spark coil 2 primary shorted 1270 5 DTC 2306 Spark coil 3 primary open or short to ground 1270 6 DTC 2307 Spark coil 3 primary shorted 1271 5 DTC 2309 Spark coil 4 primary open or short to ground 1271 6 DTC 2310 Spark coil 4 primary shorted 1272 5 DTC 2312 Spark coil 5 primary open or short to ground 1272 6 DTC 2313 Spark coil 5 primary shorted 1273 5 DTC 2315 Spark coil 6 primary open or short to ground 1273 6 DTC 2316 Spark coil 6 primary shorted 1274 5 DTC 2318 Spark coil 7 primary open or short to ground 1274 6 DTC 2319 Spark coil 7 primary shorted 1275 5 DTC 2321 Spark coil 8 primary open or short to ground 1275 6 DTC 2322 Spark coil 8 primary shorted 1321 4 DTC 616 Start relay ground short 1321 5 DTC 615 Start relay coil open 1321 3 DTC 617 Start relay coil short to power 1323 11 DTC 1311 Cylinder 1 misfire detected 1323 31 DTC 301 Cylinder 1 emissions/catalyst damaging misfire 1324 11 DTC 1312 Cylinder 2 misfire detected 1324 31 DTC 302 Cylinder 2 emissions/catalyst damaging misfire 1325 11 DTC 1313 Cylinder 3 misfire detected 1325 31 DTC 303 Cylinder 3 emissions/catalyst damaging misfire 1326 11 DTC 1314 Cylinder 4 misfire detected 1326 31 DTC 304 Cylinder 4 emissions/catalyst damaging misfire 1327 11 DTC 1315 Cylinder 5 misfire detected 1327 31 DTC 305 Cylinder 5 emissions/catalyst damaging misfire 1328 11 DTC 1316 Cylinder 6 misfire detected 1328 31 DTC 306 Cylinder 6 emissions/catalyst damaging misfire 1329 11 DTC 1317 Cylinder 7 misfire detected 1329 31 DTC 307 Cylinder 7 emissions/catalyst damaging misfire 1330 11 DTC 1318 Cylinder 8 misfire detected 1330 31 DTC 308 Cylinder 8 emissions/catalyst damaging misfire 1347 5 DTC 628 Fuel-pump high-side open or short to ground 1347 6 DTC 629 Fuel-pump high-side short to power 1348 4 DTC 628 Fuel pump relay control ground short
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1348 5 DTC 627 Fuel pump relay coil open 1348 3 DTC 629 Fuel pump relay coil short to power 1485 4 DTC 686 Power relay ground short 1485 5 DTC 685 Power relay coil open 1485 3 DTC 687 Power relay coil short to power 3050 11 DTC 420 Catalyst inactive on gasoline (Bank 1) 3051 11 DTC 430 Catalyst inactive on gasoline (Bank 2) 3217 5 DTC 134 EGO1 open / lazy 3227 5 DTC 154 EGO2 open / lazy 3256 5 DTC 140 EGO3 open / lazy 3266 5 DTC 160 EGO4 open / lazy 3673 3 DTC 223 TPS2 voltage high 3673 4 DTC 222 TPS2 voltage low 4236 0 DTC 1155 Closed-loop gasoline bank1 high 4236 1 DTC 1156 Closed-loop gasoline bank1 low 4237 0 DTC 171 Adaptive-learn gasoline bank1 high 4237 1 DTC 172 Adaptive-learn gasoline bank1 low 4238 0 DTC 1157 Closed-loop gasoline bank2 high 4238 1 DTC 1158 Closed-loop gasoline bank2 low 4239 0 DTC 174 Adaptive-learn gasoline bank2 high 4239 1 DTC 175 Adaptive-learn gasoline bank2 low
520197 4 DTC 332 Knock2 sensor open or not present 520197 2 DTC 331 Knock2 excessive or erratic signal
520199 11 DTC 2120 FPP1 invalid voltage and FPP2 disagrees with IVS (redundancy lost)
520199 11 DTC 2125 FPP2 invalid voltage and FPP1 disagrees with IVS (redundancy lost)
520199 11 DTC 1122 FPP1/2 do not match each other or IVS (redundancy lost)
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SPN 636, FMI 8- Crank and/or Cam Could Not Synchronize During Start
ECM
4
Hall-Effect Cam
Sensor
CrankshaftCamshaft
5Vext1
2
48Cam +
Cam -
Sensor
4
Hall-Effect Cam
Sensor
2
48
SensorECM
Cam -
Cam +
5Vext1
Camshaft
C
B
A
A
B
C
5.7L
8.1L
Grey
Brown/ Wh
Black/Wh
Grey
Brown/ Wh
Black/Wh
• Crankshaft Position Sensor/Camshaft Position Sensor • Check Condition- Engine Cranking or Running • Fault Condition- Engine rotates without crank and/or cam synchronization • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp • Emissions related fault
The crankshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or
hall-effect) installed in the engine block adjacent to a “coded” trigger wheel located on the crankshaft. The sensor-trigger wheel combination is used to determine crankshaft position (with respect to TDC cylinder #1 compression) and the rotational engine speed. Determination of the crankshaft position and speed is necessary to properly activate the ignition, fuel injection, and throttle governing systems for precise engine control.
The camshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or hall-effect) installed in the engine block or valve train adjacent to a “coded” trigger wheel located on or off of the camshaft. The sensor-trigger wheel combination is used to determine cam position (with respect to TDC cylinder #1 compression). Determination of the camshaft position is necessary to identify the stroke (or cycle) of the engine to properly activate the fuel injection system and ignition (for coil-on-plug engines) for precise engine control.
The ECM must see a valid crankshaft position and camshaft position (if applicable) signal properly aligned during cranking before it can synchronize the injection and ignition systems to initiate starting. If engine speed > x RPM and the crank and/or cam (if applicable) can not synchronize within y cranking revs, this fault will set. Typically, this fault will result in an engine that will not start or run.
ECM
2
Hall-Effect Cam
SensorCamshaft
5Vext1
48
4
Cam +
Cam -
Sensor
C
B
A
E
D
Cam Phaser
14PWM LY6 Cam
Phaser
LY6
Brown/Wh
Bk/Wh
Grey
Red/ Bk
Yl/Bk
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SPN 636, FMI 8- Crank and/or Cam Could Not Synchronize During Start
Diagnostic Aids
Check that crankshaft and/or camshaft position sensor(s) is/are securely connected to harness
Check that crankshaft and/or camshaft position sensor(s) is/are securely installed into engine block
Check crankshaft and/or camshaft position sensor(s) circuit(s) wiring for open circuit
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SPN 106, FMI 4 - MAP Low Voltage
• Manifold Absolute Pressure Sensor • Check Condition- Engine Cranking or Running • Fault Condition-MAP sensor voltage feedback less than the limit defined in calibration when
throttle position is greater than and engine speed is less than the operating conditions defined in calibration.
• Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, recommend power derate 1, disable adaptive learn fueling correction for key-cycle, or any combination thereof as defined in calibration.
• Emissions related fault
The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure the pressure of air in the manifold prior to induction into the engine. The pressure reading is used in conjunction with other inputs to determine the rate of airflow to the engine, which thereby determines the required fuel flow rate.
This fault will set when the MAP sensor voltage feedback is sensed as lower than the sensor should normally produce as set in the diagnostic calibration. The limit is generally set at 0.10 VDC. In many cases, this condition is caused by the MAP sensor being disconnected from the engine harness, an open-circuit or short-to-ground of the MAP circuit in the wireharness, a loss of sensor reference voltage, or a failure of the sensor. When this fault occurs, the ECM operates in a limp home mode in which an estimated MAP based on TPS feedback is used to fuel the engine. Recommended corrective actions include setting power derate 1, disabling adaptive learn for the remainder of the key-on cycle with closed-loop remain enabled, and outputting a warning to the user.
If the MAP sensor is integrated in a TMAP sensor and an IAT High Voltage fault (DTC 113) is also present, the sensor is likely disconnected from the wireharness.
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SPN 106, FMI 4 - MAP Low Voltage
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SPN 106, FMI 16 - MAP High Pressure
• Manifold Absolute Pressure Sensor • Check Condition- Engine Cranking or Running • Fault Condition-MAP is higher than the limit defined in calibration when throttle position is less
than and engine speed is greater than the operating conditions defined in calibration. • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, or any combination thereof as defined in calibration. Power derate is sometimes used with this fault.
• Emissions related fault
The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure the pressure of air in the manifold prior to induction into the engine. The pressure reading is used as an index for spark, fuel, base fuel, etc. and is used in conjunction with other inputs to determine the airflow rate to the engine. The air flow rate in conjunction with the base fuel command determines the fuel flow rate.
This fault will set when the MAP reading is higher than it should be for the given TPS, and RPM. When the fault is set the engine will typically operate in a “limp home” mode using an estimated MAP based on TPS feedback. It is recommended that Adaptive Learn be disabled to prevent improper learning and population of the table. In addition, power derate is sometimes used.
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SPN 106, FMI 16 - MAP High Pressure
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SPN 11, FMI 15 - ECT Higher Than Expected Stage 1
ECM
38
5V_rtn13
ECT
Vs=+5 VDC
B
AThermistor
ECT Sensor
Yl
Bk/Wh
• Engine Coolant Temperature Sensor • Check Condition-Engine Running • Fault Condition-Engine Coolant Temperature reading or estimate greater than the stage 1 limit
when operating at a speed greater than defined in the diagnostic calibration • Corrective Action(s): Sound audible warning or illuminate secondary warning lamp, disable
adaptive learn fueling correction during active fault. Recommend a power derate 1/2 and/or a low rev limit to protect engine from possible damage.
• Non-emissions related fault
The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use a CHT sensor that is located in the coolant in the cylinder head. Some engines use an ECT (Engine Coolant Temperature) sensor that is located in the coolant near the thermostat. If the engine is equipped with a CHT sensor then the ECT value is estimated. If equipped with an ECT sensor then the CHT value is estimated. They are used for engine airflow calculation, ignition timing control, to enable certain features, and for engine protection. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and lower when warm.
This fault will help protect the engine in the event of over temperature. When the coolant exceeds x deg. F and engine RPM exceeds y RPM for the latch time this fault will set.
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SPN 11, FMI 15 - ECT Higher Than Expected Stage 1
Diagnostic Aids
If the “ECT High Voltage” fault is also present, follow the troubleshooting procedures for that fault as it may have caused “ECT Higher Than Expected 1.”
If the cooling system utilizes an air-to-water heat exchanger (radiator) and fan: o Check that the radiator has a proper amount of ethylene glycol/water and that
the radiator is not leaking o Ensure that there is no trapped air in the cooling path o Inspect the cooling system (radiator and hoses) for cracks and ensure
connections are leak free o Check that the fan is operating properly o Check that the thermostat is not stuck closed
If the cooling system utilizes a water-to-water heat exchanger: o Check that the heat exchanger has a proper amount of ethylene glycol/water
and that the heat exchanger is not leaking o Ensure that there is no trapped air in the cooling path o Inspect the cooling system (radiator and hoses) for cracks and ensure
connections are leak free o Check that the raw water pickup is not blocked/restricted by debris and that
the hose is tightly connected o Check that the thermostat is not stuck closed o Check that the raw water pump/impeller is tact and that it is not restricted
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SPN 110, FMI 4 - ECT/CHT Low Voltage
ECM
38
5V_rtn13
ECT
Vs=+5 VDC
B
AThermistor
ECT Sensor
Yl
Bk/Wh
• Engine Coolant Temperature Sensor • Check Condition-Engine Running • Fault Condition-CHT/ECT sensor voltage less than the limit defined in the diagnostic calibration • Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, disable
adaptive learn fueling correction during active fault, or any combination thereof as defined in calibration. Recommend a power derate 1/2 to reduce the possibility of engine damage due to the inability to sense temperature.
• Non-emissions related fault
The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use an ECT sensor that is located in the coolant near the thermostat. Some engines use a CHT (Cylinder Head Temperature) sensor that is located in the coolant in the cylinder head. If the engine is equipped with an ECT sensor then the CHT value is estimated. If equipped with a CHT sensor then the ECT value is estimated. They are used in the engine airflow calculation, and to enable certain features. The ECM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm.
This fault will set if the signal voltage is less than the limit defined in the diagnostic calibration anytime the engine is running. The limit is generally set to 0.10 VDC. The ECM will use a default value for the CHT/ECT sensor in the event of this fault.
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SPN 110, FMI 4 - ECT/CHT Low Voltage
Does DST display ECT voltage of 4.9 VDC or
greater?
Key OffDisconnect ECT sensor from harnessKey On, Engine OffSystem Mode= “Stopped”
Sensor signal circuit shorted to ground, check wireharness for ground shortFaulty ECM
Faulty ECT sensor
Yes
No
Does DST display an ECT voltage less the limit
defined in calibration?
Intermittent Problem
Yes
No
Key On, Engine RunningSystem Mode= “Running”
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SPN 110, FMI 3 - ECT/CHT High Voltage
ECM
38
5V_rtn13
ECT
Vs=+5 VDC
B
AThermistor
ECT Sensor
Yl
Bk/Wh
• Engine Coolant Temperature Sensor • Check Condition-Engine Running • Fault Condition-CHT/ECT sensor voltage higher than the limit defined in the diagnostic
calibration • Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, disable
adaptive learn fueling correction during active fault, or any combination thereof as defined in calibration. Recommend a power derate 1/2 to reduce the possibility of engine damage due to the inability to sense temperature.
• Non-emissions related fault
The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use an ECT sensor that is located in the coolant near the thermostat. Some engines use a CHT (Cylinder Head Temperature) sensor that is located in the coolant in the cylinder head. If the engine is equipped with an ECT sensor then the CHT value is estimated. If equipped with a CHT sensor then the ECT value is estimated. They are used in the engine airflow calculation, and to enable features. The ECM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm.
This fault will set if the signal voltage is higher than the high voltage limit as defined in the diagnostic calibration anytime the engine is running. The limit is generally set to 4.90 VDC. In many cases, this condition is caused by the CHT/ECT sensor being disconnected from the engine harness, an open-circuit or short-to-power of the CHT/ECT circuit in the wireharness, or a failure of the sensor. The ECM will use a default value for the CHT/ECT sensor in the event of this fault.
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SPN 110, FMI 3 - ECT/CHT High Voltage
Does DST display ECT voltage of 0.1 or less?
Does DST display ECT voltage of 0.1 or less?
Disconnect ECT sensor from harnessJumper across terminals at connector
Jumper ECT sensor signal to ground
Faulty connection to sensorFaulty ECT sensor
Open ECT ground (5Vrtn1) circuit Faulty connection to sensorFaulty ECT sensor
Yes
Yes
No
No
Does DST display ECT voltage greater than limit
set in calibration?
Intermittent Problem
Yes
No
Key On, Engine OffSystem Mode= “Stopped”
Key offDisconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between ECT input at ECM header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Is the resistance < 5 ohms?
Faulty Harness
No
Faulty ECM connectionFaulty ECM
Yes
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SPN 51, FMI 1 - TPS1 % Lower Than TPS2 %
• Throttle Body-Throttle Position Sensor 1 & 2 (electronic throttle body only) • Check Condition-Key-On, Engine Cranking, or Running • Fault Condition-TPS1 lower than TPS2 by the % set in the diagnostic calibration • Corrective Action(s): Sound audible warning or illuminate secondary warning lamp, shutdown
engine • Non-emissions related fault
The throttle controls the airflow through the engine, directly affecting the power output of the
engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions.
The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a
non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In mechanical throttle bodies this sensor is typically used to help improve return-to-idle governing when working in combination with an Idle Air Control motor. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy.
This fault will set if TPS1 % is lower than TPS2 % by the amount defined in the diagnostic
calibration. At this point the throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. During this active fault, an audible/visual alert device is activated and either an engine shutdown should is triggered or throttle control is set to use the higher of the two feedback signals for control in combination with a low rev limit and/or power derate.
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SPN 51, FMI 1 - TPS1 % Lower Than TPS2 %
Is TPS1 and TPS2 difference more than 20%?
Is the voltage for both TPS1 and TPS2 < 0.100 VDC?
Key OffDisconnect throttle from harnessKey On, Engine OffSystem Mode=”Stopped”Enable ‘DBW Test’ mode
TPS (the one over 0.1volts) is shorted to voltage in the harnessFaulty ECM
Connect TPS1 signal to the 5V reference at throttle connector while observing TPS1 voltage.
Repeat for TPS2
Does DST display both TPS1 and TPS2 voltage over 4.90 VDC when
each is connected to 5Vref?
Faulty Connection at ThrottleFaulty Throttle
Yes
No
Yes
No
Key On, Engine OffSystem Mode=”Stopped”
Enable ‘DBW Test’ modeSlowly depress FPP sensor
NOTE: To sweep throttle on stationary applications, go to DBW page and type desired throttle opening % in the TPS Command box.
Intermittent Problem
Yes
No
Key offDisconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between TPS1 & 2 input at ECM header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Are both resistances < 5 ohms?
Faulty Harness
No
TPS1 or TPS2 signal shorted to ground in harnessFaulty ECM connectionFaulty ECM
Yes
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SPN 51, FMI 4 - TPS1 Signal Voltage Low
• Throttle Body-Throttle Position Sensor 1 • Check Condition-Key On, Engine Cranking or Running • Fault Condition-TPS1 sensor voltage lower than the limit defined in the diagnostic calibration • Corrective Action(s): Sound audible warning or illuminate secondary warning lamp, shutdown
engine • Non-emissions related fault
The throttle controls the airflow through the engine, directly affecting the power output of the
engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions.
The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a
non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In mechanical throttle bodies this sensor is typically used to help improve return-to-idle governing when working in combination with an Idle Air Control motor. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy.
This fault will set if TPS1 voltage is lower than the low voltage limit as defined in the diagnostic calibration at any operating condition while the engine is cranking or running. The limit is generally set to 4.90 VDC. In many cases, this condition is caused by the TPS sensor being disconnected from the engine harness, an open-circuit or short-to-ground of the TPS circuit in the wireharness, or a failure of the sensor. This fault should be configured to trigger an engine shutdown and the engine will not start with this fault active.
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SPN 51, FMI 4 - TPS1 Signal Voltage Low
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SPN 51, FMI 3 - TPS1 Signal Voltage High
• Throttle Body-Throttle Position Sensor 1 • Check Condition-Key On, Engine Cranking or Running • Fault Condition-TPS1 sensor voltage higher than the limit defined in the diagnostic calibration • Corrective Action(s): Sound audible warning or illuminate secondary warning lamp, shutdown
engine • Non-emissions related fault
The throttle controls the airflow through the engine, directly affecting the power output of the
engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions.
The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a
non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In mechanical throttle bodies this sensor is typically used to help improve return-to-idle governing when working in combination with an Idle Air Control motor. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy.
This fault will set if TPS1 voltage is higher than the limit set in the diagnostic calibration at any operating condition while the engine is cranking or running. The limit is generally set to 4.90 VDC. In many cases, this condition is caused by a short-to-power of the TPS circuit in the wireharness or a failure of the sensor. This fault should be configured to trigger an engine shutdown and the engine will not start with this fault active.
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SPN 51, FMI 3 - TPS1 Signal Voltage High
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SPN 108, FMI 1 - BP Low Pressure
• Barometric Pressure • Check Condition-Key On, Engine Off or after BP estimate during low-speed/high load operation • Fault Condition-Barometric Pressure is less than x psia • Corrective Action(s): Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle • Emissions related fault
Barometric Pressure is estimated from the MAP sensor at key-on and in some calibrations
during low speed/high load operation as defined in the engine’s calibration. The barometric pressure value is used for fuel and airflow calculations and equivalence ratio targets based on altitude.
This fault sets if the barometric pressure is lower than x psia as defined in the diagnostic calibration.
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SPN 108, FMI 1 - BP Low Pressure
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SPN 3217, FMI 5 - EGO1 Open/Lazy (HO2S1)
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 1/Before Catalyst) • Check Condition- Engine Running • Fault Condition- HEGO/HO2S or UEGO cold longer than the time defined in the calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The HEGO/HO2S sensor is a switching-type sensor about stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear analog output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted using the Closed Loop multiplier and then “learned” with the Adaptive multiplier. The multipliers only update when the system is in either “CL Active” or “CL + Adapt” control modes.
This fault will set if the sensor element is cold, non-responsive, or inactive for x seconds as defined in the diagnostic calibration. Cold, non-responsive, or inactive are determined based on two criteria 1) a measurement of the feedback sense element (zirconia) to determine its temperature or 2) a lack of change in sensor feedback. This fault should disable closed-loop when it is active and adaptive learn for the key-cycle.
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Draft Rev. A-Jan. 2008
SPN 3217, FMI 5 - EGO1 Open/Lazy (HO2S1)
Key on - Engine runningRun Mode= “Running”Fuel Control Mode=”CL Active” or “CL+Adapt”
Warm engine to normal operating temperature (ECM must have been powered for > 5 minutes)Ensure that Closed-Loop is Active (CL Active or CL+Adapt)
Is HO2S voltage fixed between 0.4 and 0.6 volts ?
Using a DMM, check continuity from ECM header to HO2S heater low-side circuitCheck continuity from HO2S heater high-side to power relay
No
Is the resistance < 5 ohms?
Repair wiring harness and retest
No
Yes
Yes
Replace HO2S Sensor and retest.
Using a DMM, check continuity from ECM header to HO2S signal at sensor connectorCheck continuity from HO2S signal return at sensor connector to Analog Return at the ECM header
Is the resistance < 5 ohms?
No
Repair wiring harness and retest
Yes Using a DST check the HEGO impedance feedback versus target
Is impedance within +/-50 ohms of target?
Yes
With the HO2S sensor connected to the wireharness measure the heater control duty-cycle across heater + and – at sensorAlternatively, with the HO2S sensor connected to the wireharness measure the heater control voltage across heater + and – at sensor
No
Is HO2S properly functioning ?
NoReplace ECM
HO2S sensor was faulty
HO2S Heater is not functional or sensor element is crackedReplace HO2S Sensor
Does measured DC or voltage = commanded DC or
voltage displayed in DST?
Yes
Yes
No
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Draft Rev. A-Jan. 2008
SPN 3256, FMI 5 - EGO3 Open/Lazy (HO2S3)
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 2/After Catalyst) • Check Condition- Engine Running • Fault Condition- HEGO/HO2S or UEGO cold longer than the time defined in the calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp. • Emissions related fault
In a post-catalyst configuration the HEGO/HO2S sensor is a switching-type sensor around
stoichiometry that measures the oxygen content downstream of the catalyst for two main functions: 1) to compare it to the oxygen content upstream of the catalyst to determine how efficiently the catalyst is using oxygen to determine its effectiveness and 2) trim the commanded equivalence ratio target to maximize the catalyst conversion efficiency. The post-catalyst strategy and diagnostic is only active when the system is in either “CL Active” or “CL + Adapt” control modes.
This fault will set if the sensor element is cold, non-responsive, or inactive for x seconds as defined in the diagnostic calibration. Cold, non-responsive, or inactive are determined based on two criteria 1) a measurement of the feedback sense element (zirconia) to determine its temperature or 2) a lack of change in sensor feedback.
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SPN 3256, FMI 5 - EGO3 Open/Lazy (HO2S3)
Key on - Engine runningRun Mode= “Running”Fuel Control Mode=”CL Active” or “CL+Adapt”
Warm engine to normal operating temperature (ECM must have been powered for > 5 minutes)Ensure that Closed-Loop is Active (CL Active or CL+Adapt)
Is HO2S voltage fixed between 0.4 and 0.6 volts ?
Using a DMM, check continuity from ECM header to HO2S heater low-side circuitCheck continuity from HO2S heater high-side to power relay
No
Is the resistance < 5 ohms?
Repair wiring harness and retest
No
Yes
Yes
Replace HO2S Sensor and retest.
Using a DMM, check continuity from ECM header to HO2S signal at sensor connectorCheck continuity from HO2S signal return at sensor connector to Analog Return at the ECM header
Is the resistance < 5 ohms?
No
Repair wiring harness and retest
Yes Using a DST check the HEGO impedance feedback versus target
Is impedance within +/-50 ohms of target?
Yes
With the HO2S sensor connected to the wireharness measure the heater control duty-cycle across heater + and – at sensorAlternatively, with the HO2S sensor connected to the wireharness measure the heater control voltage across heater + and – at sensor
No
Is HO2S properly functioning ?
NoReplace ECM
HO2S sensor was faulty
HO2S Heater is not functional or sensor element is crackedReplace HO2S Sensor
Does measured DC or voltage = commanded DC or
voltage displayed in DST?
Yes
Yes
No
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SPN 3227, FMI 5 - EGO2 Open/Lazy (HO2S2)
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 1/Before Catalyst) • Check Condition- Engine Running • Fault Condition- HEGO/HO2S or UEGO cold longer than the time defined in the calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle and closed-loop fueling correction during active fault if used for pre-catalyst control.
• Emissions related fault
In a pre-catalyst configuration the HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted using the Closed Loop multiplier and then “learned” with the Adaptive multiplier. The multipliers only update when the system is in either “CL Active” or “CL + Adapt” control modes.
In a post-catalyst configuration the HEGO/HO2S sensor is a switching-type sensor around
stoichiometry that measures the oxygen content downstream of the catalyst for two main functions: 1) to compare it to the oxygen content upstream of the catalyst to determine how efficiently the catalyst is using oxygen to determine its effectiveness and 2) trim the commanded equivalence ratio target to maximize the catalyst conversion efficiency. The post-catalyst strategy and diagnostic is only active when the system is in either “CL Active” or “CL + Adapt” control modes.
This fault will set if the sensor element is cold, non-responsive, or inactive for x seconds as
defined in the diagnostic calibration. Cold, non-responsive, or inactive are determined based on two criteria 1) a measurement of the feedback sense element (zirconia) to determine its temperature or 2) a lack of change in sensor feedback. If used as a pre-catalyst sensor, this fault should disable closed-loop when it is active and adaptive learn for the key-cycle.
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SPN 3227, FMI 5 - EGO2 Open/Lazy (HO2S2)
Key on - Engine runningRun Mode= “Running”Fuel Control Mode=”CL Active” or “CL+Adapt”
Warm engine to normal operating temperature (ECM must have been powered for > 5 minutes)Ensure that Closed-Loop is Active (CL Active or CL+Adapt)
Is HO2S voltage fixed between 0.4 and 0.6 volts ?
Using a DMM, check continuity from ECM header to HO2S heater low-side circuitCheck continuity from HO2S heater high-side to power relay
No
Is the resistance < 5 ohms?
Repair wiring harness and retest
No
Yes
Yes
Replace HO2S Sensor and retest.
Using a DMM, check continuity from ECM header to HO2S signal at sensor connectorCheck continuity from HO2S signal return at sensor connector to Analog Return at the ECM header
Is the resistance < 5 ohms?
No
Repair wiring harness and retest
Yes Using a DST check the HEGO impedance feedback versus target
Is impedance within +/-50 ohms of target?
Yes
With the HO2S sensor connected to the wireharness measure the heater control duty-cycle across heater + and – at sensorAlternatively, with the HO2S sensor connected to the wireharness measure the heater control voltage across heater + and – at sensor
No
Is HO2S properly functioning ?
NoReplace ECM
HO2S sensor was faulty
HO2S Heater is not functional or sensor element is crackedReplace HO2S Sensor
Does measured DC or voltage = commanded DC or
voltage displayed in DST?
Yes
Yes
No
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SPN 3266, FMI 5 - EGO4 Open/Lazy (HO2S4)
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 2/Before Catalyst) • Check Condition- Engine Running • Fault Condition- HEGO/HO2S or UEGO cold longer than the time defined in the calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, possibly disable adaptive learn and closed-loop during active fault • Emissions related fault
In a post-catalyst configuration the HEGO/HO2S sensor is a switching-type sensor around
stoichiometry that measures the oxygen content downstream of the catalyst for two main functions: 1) to compare it to the oxygen content upstream of the catalyst to determine how efficiently the catalyst is using oxygen to determine its effectiveness and 2) trim the commanded equivalence ratio target to maximize the catalyst conversion efficiency. The post-catalyst strategy and diagnostic is only active when the system is in either “CL Active” or “CL + Adapt” control modes.
This fault will set if the sensor element is cold, non-responsive, or inactive for x seconds as defined in the diagnostic calibration. Cold, non-responsive, or inactive are determined based on two criteria 1) a measurement of the feedback sense element (zirconia) to determine its temperature or 2) a lack of change in sensor feedback.
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SPN 3266, FMI 5 - EGO4 Open/Lazy (HO2S4)
Key on - Engine runningRun Mode= “Running”Fuel Control Mode=”CL Active” or “CL+Adapt”
Warm engine to normal operating temperature (ECM must have been powered for > 5 minutes)Ensure that Closed-Loop is Active (CL Active or CL+Adapt)
Is HO2S voltage fixed between 0.4 and 0.6 volts ?
Using a DMM, check continuity from ECM header to HO2S heater low-side circuitCheck continuity from HO2S heater high-side to power relay
No
Is the resistance < 5 ohms?
Repair wiring harness and retest
No
Yes
Yes
Replace HO2S Sensor and retest.
Using a DMM, check continuity from ECM header to HO2S signal at sensor connectorCheck continuity from HO2S signal return at sensor connector to Analog Return at the ECM header
Is the resistance < 5 ohms?
No
Repair wiring harness and retest
Yes Using a DST check the HEGO impedance feedback versus target
Is impedance within +/-50 ohms of target?
Yes
With the HO2S sensor connected to the wireharness measure the heater control duty-cycle across heater + and – at sensorAlternatively, with the HO2S sensor connected to the wireharness measure the heater control voltage across heater + and – at sensor
No
Is HO2S properly functioning ?
NoReplace ECM
HO2S sensor was faulty
HO2S Heater is not functional or sensor element is crackedReplace HO2S Sensor
Does measured DC or voltage = commanded DC or
voltage displayed in DST?
Yes
Yes
No
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SPN 4237, FMI 0 - Adaptive Lean Bank 1 High (Gasoline)
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 1/Bank 1-Before Catalyst) • Check Condition- Engine Running • Fault Condition- Bank 1 adaptive fuel multiplier higher than defined in diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault .
• Emissions related fault
The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then “learned” with the Adaptive multiplier. The multipliers only update when the system is in either “CL Active” or “CL + Adapt” control modes. The purpose of the Adaptive Learn fuel multiplier is to adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation.
This fault sets if the Adaptive multiplier exceeds the high limit of normal operation indicating that the engine is operating lean (excess oxygen) and requires more fuel than allowed by corrections. Often high positive fueling corrections are a function of one or more of the following conditions: 1) exhaust leaks upstream or near the HEGO sensor, 2) reduced fuel supply pressure to the fuel injection system, 3) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck closed. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.
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SPN 4237, FMI 0 - Adaptive Lean Bank 1 High (Gasoline)
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check
for short to ground between harness and sensor and on sensor harness Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust
condition at light load. Injectors - System will be lean if an injector driver or driver circuit fails. The system
will also be lean if an injector fails in a closed manner or is dirty. Fuel Pressure - System will be lean if fuel pressure is too low. Check fuel pressure
in the fuel rail during key-on, engine off and during normal operating conditions. Air in Fuel - If the fuel return hose/line is too close to the fuel supply pickup in the fuel
tank, air may become entrapped in the pump or supply line causing a lean condition and driveability problems.
Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition.
Fuel Quality - A drastic variation in fuel quality may cause the system to be lean including oxygenated fuels.
System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems.
If all tests are OK, replace the HO2S sensor with a known good part and retest.
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SPN 4237, FMI 1 - Adaptive Learn Bank1 Low (Gasoline)
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 1/Bank 1-Before Catalyst) • Check Condition- Engine Running • Fault Condition- Bank 1 adaptive fuel multiplier lower than defined in diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault .
• Emissions related fault
The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then “learned” with the Adaptive multiplier. The multipliers only update when the system is in either “CL Active” or “CL + Adapt” control modes. The purpose of the Adaptive Learn fuel multiplier is to adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation.
This fault sets if the Adaptive multiplier exceeds the low limit of normal operation indicating that the engine is operating rich (excess fuel) and requires less fuel than allowed by corrections. Often high negative fueling corrections are a function of one or more of the following conditions: 1) high fuel supply pressure to the fuel injection system, 2) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck open. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.
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SPN 4237, FMI 1 - Adaptive Learn Bank1 Low (Gasoline)
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check
for short to ground between harness and sensor and on sensor harness Injectors - System will be rich if an injector driver or driver circuit fails shorted-to-
ground. The system will also be rich if an injector fails in an open. Fuel Pressure - System will be rich if fuel pressure is too high. Check fuel pressure
in the fuel rail during key-on, engine off and during normal operating conditions. System Grounding - ECM and engine must be grounded to the battery with very little
resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems.
If all tests are OK, replace the HO2S sensor with a known good part and retest.
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SPN 4239, FMI 0 - Adaptive-Learn Bank 2 High (Gasoline)
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 1/Bank 1-Before Catalyst) • Check Condition- Engine Running • Fault Condition- Bank 2 adaptive fuel multiplier higher than defined in diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault .
• Emissions related fault
The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then “learned” with the Adaptive multiplier. The multipliers only update when the system is in either “CL Active” or “CL + Adapt” control modes. The purpose of the Adaptive Learn fuel multiplier is to adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation.
This fault sets if the Adaptive multiplier exceeds the high limit of normal operation indicating that the engine is operating lean (excess oxygen) and requires more fuel than allowed by corrections. Often high positive fueling corrections are a function of one or more of the following conditions: 1) exhaust leaks upstream or near the HEGO sensor, 2) reduced fuel supply pressure to the fuel injection system, 3) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck closed. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.
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SPN 4239, FMI 0 - Adaptive-Learn Bank 2 High (Gasoline)
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check
for short to ground between harness and sensor and on sensor harness Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust
condition at light load. Injectors - System will be lean if an injector driver or driver circuit fails. The system
will also be lean if an injector fails in a closed manner or is dirty. Fuel Pressure - System will be lean if fuel pressure is too low. Check fuel pressure
in the fuel rail during key-on, engine off and during normal operating conditions. Air in Fuel - If the fuel return hose/line is too close to the fuel supply pickup in the fuel
tank, air may become entrapped in the pump or supply line causing a lean condition and driveability problems.
Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition.
Fuel Quality - A drastic variation in fuel quality may cause the system to be lean including oxygenated fuels.
System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems.
If all tests are OK, replace the HO2S sensor with a known good part and retest.
Indmar Products 2008 All Rights Reserved 67
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SPN 4239, FMI 1 - Adaptive-Learn Bank 2 Low (Gasoline)
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 1/Bank 1-Before Catalyst) • Check Condition- Engine Running • Fault Condition- Bank 2 adaptive fuel multiplier lower than defined in diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault .
• Emissions related fault
The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then “learned” with the Adaptive multiplier. The multipliers only update when the system is in either “CL Active” or “CL + Adapt” control modes. The purpose of the Adaptive Learn fuel multiplier is to adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation. This fault sets if the Adaptive multiplier exceeds the low limit of normal operation indicating that the engine is operating rich (excess fuel) and requires less fuel than allowed by corrections. Often high negative fueling corrections are a function of one or more of the following conditions: 1) high fuel supply pressure to the fuel injection system, 2) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck open. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.
Indmar Products 2008 All Rights Reserved 68
Draft Rev. A-Jan. 2008
SPN 4239, FMI 1 - Adaptive-Learn Bank 2 Low (Gasoline)
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check
for short to ground between harness and sensor and on sensor harness Injectors - System will be rich if an injector driver or driver circuit fails shorted-to-
ground. The system will also be rich if an injector fails in an open. Fuel Pressure - System will be rich if fuel pressure is too high. Check fuel pressure
in the fuel rail during key-on, engine off and during normal operating conditions. System Grounding - ECM and engine must be grounded to the battery with very little
resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems.
If all tests are OK, replace the HO2S sensor with a known good part and retest.
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SPN 110, FMI 0 - ECT Higher Than Expected 2
ECM
38
5V_rtn13
ECT
Vs=+5 VDC
B
AThermistor
ECT Sensor
Yl
Bk/Wh
• Engine Coolant Temperature Sensor • Check Condition-Engine Running • Fault Condition-Engine Coolant Temperature reading or estimate greater than the stage 2 limit
when operating at a speed greater than defined in the diagnostic calibration • Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, disable
adaptive learn fueling correction during active fault. Recommend a power derate 2 and/or a forced idle or engine shutdown to protect engine from possible damage.
• Non-emissions related fault
The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use a CHT sensor that is located in the coolant in the cylinder head. Some engines use an ECT (Engine Coolant Temperature) sensor that is located in the coolant near the thermostat. If the engine is equipped with a CHT sensor then the ECT value is estimated. If equipped with an ECT sensor then the CHT value is estimated. They are used for engine airflow calculation, ignition timing control, to enable certain features, and for engine protection. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and lower when warm.
This fault will help protect the engine in the event of over temperature. When the coolant exceeds x deg. F and engine RPM exceeds y RPM for the latch time this fault will set.
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SPN 110, FMI 0 - ECT Higher Than Expected 2
Diagnostic Aids
If the “ECT High Voltage” fault is also present, follow the troubleshooting procedures for that fault as it may have caused “ECT Higher Than Expected 2.”
If the cooling system utilizes an air-to-water heat exchanger (radiator) and fan: o Check that the radiator has a proper amount of ethylene glycol/water and that
the radiator is not leaking o Ensure that there is no trapped air in the cooling path o Inspect the cooling system (radiator and hoses) for cracks and ensure
connections are leak free o Check that the fan is operating properly o Check that the thermostat is not stuck closed
If the cooling system utilizes a water-to-water heat exchanger: o Check that the heat exchanger has a proper amount of ethylene glycol/water
and that the heat exchanger is not leaking o Ensure that there is no trapped air in the cooling path o Inspect the cooling system (radiator and hoses) for cracks and ensure
connections are leak free o Check that the raw water pickup is not blocked/restricted by debris and that
the hose is tightly connected o Check that the thermostat is not stuck closed o Check that the raw water pump/impeller is tact and that it is not restricted
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DTC 219- RPM Higher Than Max Allowed Governed Speed
• Max Govern Speed Override- Crankshaft Position Sensor • Check Condition-Engine Running • Fault Condition-Engine speed greater than the max gov override speed as defined in the
diagnostic calibration • Corrective Action(s): Sound audible warning or illuminate secondary warning lamp, reduce
throttle to limit speed. Recommend closed loop and adaptive learn fueling correction remains active during fault.
• Non-emissions related fault
This fault will set anytime the engine RPM exceeds the limit set in the diagnostic calibration for the latch time or more. This speed overrides any higher max governor speeds programmed by the user. This fault is designed to help prevent engine or equipment damage.
The throttle will be lowered in order to govern the engine to the speed set in the diagnostic calibration.
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DTC 219- RPM Higher Than Max Allowed Governed Speed
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Ensure that no programmed governor speeds exceed the limit set in the diagnostic calibration for Max Gov Override Speed
Check mechanical operation of the throttle Check the engine intake for large air leaks downstream of the throttle body
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SPN 51, FMI 0 - TPS1 % Higher Than TPS2 %
• Throttle Body-Throttle Position Sensor 1 & 2 (electronic throttle body only) • Check Condition-Key-On, Engine Cranking, or Running • Fault Condition-TPS1 lower than TPS2 by the % set in the diagnostic calibration • Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, shutdown
engine • Non-emissions related fault
The throttle controls the airflow through the engine, directly affecting the power output of the
engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions.
The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a
non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy.
This fault will set if TPS1 % is higher than TPS2 % by the amount defined in the diagnostic calibration. At this point the throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. During this active fault, an audible/visual alert device is activated and either an engine shutdown should is triggered or throttle control is set to use the higher of the two feedback signals for control in combination with a low rev limit and/or power derate.
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SPN 51, FMI 0 - TPS1 % Higher Than TPS2 %
Is TPS1 and TPS2 difference more than 20%?
Is the voltage for both TPS1 and TPS2 < 0.100 VDC?
Key OffDisconnect throttle from harnessKey On, Engine OffSystem Mode=”Stopped”Enable ‘DBW Test’ mode
TPS (the one over 0.1volts) is shorted to voltage in the harnessFaulty ECM
Connect TPS1 signal to the 5V reference at throttle connector while observing TPS1 voltage.
Repeat for TPS2
Does DST display both TPS1 and TPS2 voltage over 4.90 VDC when
each is connected to 5Vref?
Faulty Connection at ThrottleFaulty Throttle
Yes
No
Yes
No
Key On, Engine OffSystem Mode=”Stopped”
Enable ‘DBW Test’ modeSlowly depress FPP sensor
NOTE: To sweep throttle on stationary applications, go to DBW page and type desired throttle opening % in the TPS Command box.
Intermittent Problem
Yes
No
Key offDisconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between TPS1 & 2 input at ECM header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Are both resistances < 5 ohms?
Faulty Harness
No
TPS1 or TPS2 signal shorted to ground in harnessFaulty ECM connectionFaulty ECM
Yes
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SPN 3673, FMI 4 - TPS2 Signal Voltage Low
• Throttle Body-Throttle Position Sensor 2 (electronic throttle body only) • Check Condition-Key-On, Engine Cranking, or Running • Fault Condition-TPS2 sensor voltage lower than the limit defined in the diagnostic calibration • Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, shutdown
engine • Non-emissions related fault
The throttle controls the airflow through the engine, directly affecting the power output of the
engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions.
The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a
non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy.
This fault will set if TPS2 voltage is lower than the low voltage limit as defined in the diagnostic calibration at any operating condition while the engine is cranking or running. The limit is generally set to 4.90 VDC. In many cases, this condition is caused by the TPS sensor being disconnected from the engine harness, an open-circuit or short-to-ground of the TPS circuit in the wireharness, or a failure of the sensor. This fault should be configured to trigger an engine shutdown and the engine will not start with this fault active.
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SPN 3673, FMI 4 - TPS2 Signal Voltage Low
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SPN 3673, FMI 3 - TPS2 Signal Voltage High
• Throttle Body-Throttle Position Sensor 2 (electronic throttle body only) • Check Condition-Key-On, Engine Cranking, or Running • Fault Condition-TPS2 sensor voltage higher than the limit defined in the diagnostic calibration • Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, shutdown
engine • Non-emissions related fault
The throttle controls the airflow through the engine, directly affecting the power output of the
engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions.
The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a
non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy.
This fault will set if TPS2 voltage is higher than the limit set in the diagnostic calibration at any operating condition while the engine is cranking or running. The limit is generally set to 4.90 VDC. In many cases, this condition is caused by a short-to-power of the TPS circuit in the wireharness or a failure of the sensor. This fault should be configured to trigger an engine shutdown and the engine will not start with this fault active.
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SPN 3673, FMI 3 - TPS2 Signal Voltage High
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SPN 651, FMI 5 - Injector Driver #1 Open/Short-To-Ground
• Injector #1 Coil or Driver Open Circuit or Short-to-Ground • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 1st injector in the firing order or for the injector on cylinder #1 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the
injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 651, FMI 5 - Injector Driver #1 Open/Short-To-Ground Firing Order Example
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SPN 651, FMI 6 - Injector Driver #1 Short-To-Power
• Injector #1 Coil or Driver Short-to-Power • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 1st injector in the firing order or for the injector on cylinder #1 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 651, FMI 6 - Injector Driver #1 Short-To-Power Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 262 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #1 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Replace Injector and retest
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does measurement indicate a resistance <
5.0 ohms?
Yes
Yes
Measure resistance from the INJ1_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
Disconnect wireharness header from ECM
Measure resistance from the INJ1_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
No
Does measurement indicate a resistance <
5.0 ohms?
Faulty harness (short-to-power)
Yes
Faulty ECM (internal ground short)
No
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SPN 652, FMI 5 - Injector Driver #2 Open/Short-To-Ground
• Injector #2 Coil or Driver Open Circuit or Short-to-Ground • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 2nd injector in the firing order or for the injector on cylinder #2 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 652, FMI 5 - Injector Driver #2 Open/Short-To-Ground Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 264 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #2 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Does DMM indicate a resistance < 5.0 ohms?
Faulty connection at injector or ECMFaulty ECM
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does either measurement indicate a resistance < 5.0 ohms?
Yes
Yes
Measure resistance from the INJ2_LS wire in the injector connector to battery ground and then to analog ground in the harness
Disconnect wireharness header from ECM
Measure resistance from the INJ2_LS wire in the injector connector to battery ground and then to analog ground in the harness
No
Does either measurement indicate a resistance < 5.0 ohms?
Faulty harness (short-to-ground)
Yes
Faulty ECM (internal ground short)
No
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between INJ2_LS output at ECM header and low-side signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty harness (open-circuit)
No
Yes
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SPN 652, FMI 6 - Injector Driver #2 Short-To-Power
• Injector #2 Coil or Driver Short-to-Power • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 2nd injector in the firing order or for the injector on cylinder #2 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 652, FMI 6 - Injector Driver #2 Short-To-Power Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 265 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #2 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Replace Injector and retest
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does measurement indicate a resistance <
5.0 ohms?
Yes
Yes
Measure resistance from the INJ2_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
Disconnect wireharness header from ECM
Measure resistance from the INJ2_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
No
Does measurement indicate a resistance <
5.0 ohms?
Faulty harness (short-to-power)
Yes
Faulty ECM (internal ground short)
No
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SPN 653, FMI 5 - Injector Driver #3 Open/Short-To-Ground
• Injector #3 Coil or Driver Open Circuit or Short-to-Ground • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 3rd injector in the firing order or for the injector on cylinder #3 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 653, FMI 5 - Injector Driver #3 Open/Short-To-Ground Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 265 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #3 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Does DMM indicate a resistance < 5.0 ohms?
Faulty connection at injector or ECMFaulty ECM
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does either measurement indicate a resistance < 5.0 ohms?
Yes
Yes
Measure resistance from the INJ3_LS wire in the injector connector to battery ground and then to analog ground in the harness
Disconnect wireharness header from ECM
Measure resistance from the INJ3_LS wire in the injector connector to battery ground and then to analog ground in the harness
No
Does either measurement indicate a resistance < 5.0 ohms?
Faulty harness (short-to-ground)
Yes
Faulty ECM (internal ground short)
No
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between INJ3_LS output at ECM header and low-side signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty harness (open-circuit)
No
Yes
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SPN 653, FMI 6 - Injector Driver #3 Short-To-Power
• Injector #3 Coil or Driver Short-to-Power • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 3rd injector in the firing order or for the injector on cylinder #3 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 653, FMI 6 - Injector Driver #3 Short-To-Power Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 268 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #3 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Replace Injector and retest
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does measurement indicate a resistance <
5.0 ohms?
Yes
Yes
Measure resistance from the INJ3_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
Disconnect wireharness header from ECM
Measure resistance from the INJ3_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
No
Does measurement indicate a resistance <
5.0 ohms?
Faulty harness (short-to-power)
Yes
Faulty ECM (internal ground short)
No
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SPN 654, FMI 5 - Injector Driver #4 Open/Short-To-Ground
• Injector #4 Coil or Driver Open Circuit or Short-to-Ground • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 4th injector in the firing order or for the injector on cylinder #4 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 654, FMI 5 - Injector Driver #4 Open/Short-To-Ground Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 270 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #4 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Does DMM indicate a resistance < 5.0 ohms?
Faulty connection at injector or ECMFaulty ECM
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does either measurement indicate a resistance < 5.0 ohms?
Yes
Yes
Measure resistance from the INJ4_LS wire in the injector connector to battery ground and then to analog ground in the harness
Disconnect wireharness header from ECM
Measure resistance from the INJ4_LS wire in the injector connector to battery ground and then to analog ground in the harness
No
Does either measurement indicate a resistance < 5.0 ohms?
Faulty harness (short-to-ground)
Yes
Faulty ECM (internal ground short)
No
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between INJ4_LS output at ECM header and low-side signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty harness (open-circuit)
No
Yes
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SPN 654, FMI 6 - Injector Driver #4 Short-To-Power
• Injector #4 Coil or Driver Short-to-Power • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 4th injector in the firing order or for the injector on cylinder #4 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 654, FMI 6 - Injector Driver #4 Short-To-Power Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 271 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #4 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Replace Injector and retest
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does measurement indicate a resistance <
5.0 ohms?
Yes
Yes
Measure resistance from the INJ4_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
Disconnect wireharness header from ECM
Measure resistance from the INJ4_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
No
Does measurement indicate a resistance <
5.0 ohms?
Faulty harness (short-to-power)
Yes
Faulty ECM (internal ground short)
No
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SPN 655, FMI 5 - Injector Driver #5 Open/Short-To-Ground
• Injector #5 Coil or Driver Open Circuit or Short-to-Ground • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 5th injector in the firing order or for the injector on cylinder #5 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration. .
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SPN 655, FMI 5 - Injector Driver #5 Open/Short-To-Ground Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 273 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #5 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Does DMM indicate a resistance < 5.0 ohms?
Faulty connection at injector or ECMFaulty ECM
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does either measurement indicate a resistance < 5.0 ohms?
Yes
Yes
Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness
Disconnect wireharness header from ECM
Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness
No
Does either measurement indicate a resistance < 5.0 ohms?
Faulty harness (short-to-ground)
Yes
Faulty ECM (internal ground short)
No
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between INJ5_LS output at ECM header and low-side signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty harness (open-circuit)
No
Yes
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SPN 655, FMI 6 - Injector Driver #5 Short-To-Power
• Injector #5 Coil or Driver Short-to-Power • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 5th injector in the firing order or for the injector on cylinder #5 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 655, FMI 6 - Injector Driver #5 Short-To-Power Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 274 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #5 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Replace Injector and retest
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does measurement indicate a resistance <
5.0 ohms?
Yes
Yes
Measure resistance from the INJ5_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
Disconnect wireharness header from ECM
Measure resistance from the INJ5_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
No
Does measurement indicate a resistance <
5.0 ohms?
Faulty harness (short-to-power)
Yes
Faulty ECM (internal ground short)
No
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SPN 656, FMI 5 - Injector Driver #6 Open/Short-To-Ground
• Injector #6 (FO) Coil or Driver Open Circuit or Short-to-Ground • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 6th injector in the firing order or for the injector on cylinder #6 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 656, FMI 5 - Injector Driver #6 Open/Short-To-Ground Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 273 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #5 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Does DMM indicate a resistance < 5.0 ohms?
Faulty connection at injector or ECMFaulty ECM
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does either measurement indicate a resistance < 5.0 ohms?
Yes
Yes
Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness
Disconnect wireharness header from ECM
Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness
No
Does either measurement indicate a resistance < 5.0 ohms?
Faulty harness (short-to-ground)
Yes
Faulty ECM (internal ground short)
No
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between INJ5_LS output at ECM header and low-side signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty harness (open-circuit)
No
Yes
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Draft Rev. A-Jan. 2008
SPN 656, FMI 6 - Injector Driver #6 Short-To-Power
• Injector #6 Coil or Driver Short-to-Power • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 6th injector in the firing order or for the injector on cylinder #6 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 656, FMI 6 - Injector Driver #6 Short-To-Power Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 277 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #6 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Replace Injector and retest
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does measurement indicate a resistance <
5.0 ohms?
Yes
Yes
Measure resistance from the INJ6_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
Disconnect wireharness header from ECM
Measure resistance from the INJ6_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
No
Does measurement indicate a resistance <
5.0 ohms?
Faulty harness (short-to-power)
Yes
Faulty ECM (internal ground short)
No
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SPN 657, FMI 5 - Injector Driver #7 Open/Short-To-Ground
• Injector #7 Coil or Driver Open Circuit or Short-to-Ground • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 7th injector in the firing order or for the injector on cylinder #7 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 657, FMI 5 - Injector Driver #7 Open/Short-To-Ground Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 273 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #5 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Does DMM indicate a resistance < 5.0 ohms?
Faulty connection at injector or ECMFaulty ECM
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does either measurement indicate a resistance < 5.0 ohms?
Yes
Yes
Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness
Disconnect wireharness header from ECM
Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness
No
Does either measurement indicate a resistance < 5.0 ohms?
Faulty harness (short-to-ground)
Yes
Faulty ECM (internal ground short)
No
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between INJ5_LS output at ECM header and low-side signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty harness (open-circuit)
No
Yes
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SPN 657, FMI 6 - Injector Driver #7 Short-To-Power
• Injector #7 Coil or Driver Short-to-Power • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 7th injector in the firing order or for the injector on cylinder #7 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.
Indmar Products 2008 All Rights Reserved 114
Draft Rev. A-Jan. 2008
SPN 657, FMI 6 - Injector Driver #7 Short-To-Power Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 280 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #7 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Replace Injector and retest
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does measurement indicate a resistance <
5.0 ohms?
Yes
Yes
Measure resistance from the INJ7_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
Disconnect wireharness header from ECM
Measure resistance from the INJ7_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
No
Does measurement indicate a resistance <
5.0 ohms?
Faulty harness (short-to-power)
Yes
Faulty ECM (internal ground short)
No
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Draft Rev. A-Jan. 2008
SPN 658, FMI 5 - Injector Driver #8 Open/Short-To-Ground
• Injector #8 Coil or Driver Open Circuit or Short-to-Ground • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 8th injector in the firing order or for the injector on cylinder #8 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 658, FMI 5 - Injector Driver #8 Open/Short-To-Ground Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 273 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #5 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Does DMM indicate a resistance < 5.0 ohms?
Faulty connection at injector or ECMFaulty ECM
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does either measurement indicate a resistance < 5.0 ohms?
Yes
Yes
Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness
Disconnect wireharness header from ECM
Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness
No
Does either measurement indicate a resistance < 5.0 ohms?
Faulty harness (short-to-ground)
Yes
Faulty ECM (internal ground short)
No
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between INJ5_LS output at ECM header and low-side signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty harness (open-circuit)
No
Yes
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Draft Rev. A-Jan. 2008
SPN 658, FMI 6 - Injector Driver #8 Short-To-Power
• Injector #8 Coil or Driver Short-to-Power • Check Condition-Key-On, Engine Running • Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y
volts for z injector firings as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage.
• Emissions-related fault
The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 8th injector in the firing order or for the injector on cylinder #8 depending on the Firing Order/Block Order configuration of the engine’s calibration.
This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.
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SPN 658, FMI 6 - Injector Driver #8 Short-To-Power Firing Order Example
Key On, Engine RunningSystem Mode= “Running”
Does DTC 283 reset with engine idling?
Clear system fault
Intermittent fault
No
YesKey OffDisconnect harness connector from injector #8 FOUsing a DMM measure the resistance across the injector coil
Faulty Injector, replace (coil open)
Replace Injector and retest
No
Does the DMM indicate a resistance <
(nominal design resistance ± 2.0 ohms)?
Does measurement indicate a resistance <
5.0 ohms?
Yes
Yes
Measure resistance from the INJ8_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
Disconnect wireharness header from ECM
Measure resistance from the INJ8_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)
No
Does measurement indicate a resistance <
5.0 ohms?
Faulty harness (short-to-power)
Yes
Faulty ECM (internal ground short)
No
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SPN 1323, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #1
• Cylinder #1 Misfire Detected-Emissions/Catalyst Damaging • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
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2) Emissions are higher than allowed by legislation due to the presence or misfire.
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #1 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
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SPN 1323, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #1
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
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SPN 1324, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #2
• Cylinder #2 Misfire Detected-Emissions/Catalyst Damaging • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
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2) Emissions are higher than allowed by legislation due to the presence or misfire.
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #2 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
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Draft Rev. A-Jan. 2008
SPN 1324, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #2
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
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SPN 1325, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #3
• Cylinder #3 Misfire Detected-Emissions/Catalyst Damaging • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
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Draft Rev. A-Jan. 2008
2) Emissions are higher than allowed by legislation due to the presence or misfire.
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #3 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
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Draft Rev. A-Jan. 2008
SPN 1325, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #3
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
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SPN 1326, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #4
• Cylinder #4 Misfire Detected-Emissions/Catalyst Damaging • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
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2) Emissions are higher than allowed by legislation due to the presence or misfire.
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #4 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
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SPN 1326, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #4
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
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SPN 1327, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #5
• Cylinder #5 Misfire Detected-Emissions/Catalyst Damaging • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
Indmar Products 2008 All Rights Reserved 134
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2) Emissions are higher than allowed by legislation due to the presence or misfire.
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #5 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 135
Draft Rev. A-Jan. 2008
SPN 1327, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #5
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
Indmar Products 2008 All Rights Reserved 136
Draft Rev. A-Jan. 2008
SPN 1328, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #6
• Cylinder #6 Misfire Detected-Emissions/Catalyst Damaging • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
Indmar Products 2008 All Rights Reserved 137
Draft Rev. A-Jan. 2008
2) Emissions are higher than allowed by legislation due to the presence or misfire.
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #6 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 138
Draft Rev. A-Jan. 2008
SPN 1328, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #6
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
Indmar Products 2008 All Rights Reserved 139
Draft Rev. A-Jan. 2008
SPN 1329, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #7
• Cylinder #7 Misfire Detected-Emissions/Catalyst Damaging • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
Indmar Products 2008 All Rights Reserved 140
Draft Rev. A-Jan. 2008
2) Emissions are higher than allowed by legislation due to the presence or misfire.
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #7 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 141
Draft Rev. A-Jan. 2008
SPN 1329, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #7
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
Indmar Products 2008 All Rights Reserved 142
Draft Rev. A-Jan. 2008
SPN 1330, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #8
• Cylinder #8 Misfire Detected-Emissions/Catalyst Damaging • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
Indmar Products 2008 All Rights Reserved 143
Draft Rev. A-Jan. 2008
2) Emissions are higher than allowed by legislation due to the presence or misfire.
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #8 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 144
Draft Rev. A-Jan. 2008
SPN 1330, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #8
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
Indmar Products 2008 All Rights Reserved 145
Draft Rev. A-Jan. 2008
SPN 731, FMI 2 - Knock 1 Excessive or Erratic Signal
• Knock sensor #1 • Check Condition- Key On, Engine On • Fault Condition- Knock sensor 1 indicates an excessive signal level • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, possibly power derate the engine, and retard spark to Faulted KNK Retard level to protect engine from possible damage due to unsensed detonation
• Emissions related fault
The knock sensor is used to detect detonation through mechanical vibration in the engine block and/or cylinder heads and provide feedback for the ignition system to retard spark to reduce knock intensity. In most applications the knock sensor is used to protect the engine from damage that can be caused from detonation or knock based on fixed spark advance. In other applications, the knock sensor is used to optimize spark advance and “learn” between spark tables based on fuel quality.
This fault sets if the signal from knock sensor 1 is higher than expected for low load operation as defined in calibration. If this fault sets, spark is lowered by the amount defined in calibration for Faulted KNK Retard.
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SPN 731, FMI 2 - Knock 1 Excessive or Erratic Signal
Key On- Engine Running Run Mode= "Running"
Does the DST indicate DTC
326 as active? Yes
No
Operate engine at the condition that generated the fault as indicated in fault snapshot
Verify that DTC 326 is active
Disconnect knock sensor 1 from wireharness
Faulty sensor, replace
Operate engine at the condition that generated the fault as indicated in fault snapshot
Disconnect wireharness header from ECM
Yes
Key On-Engine offRun Mode="Stopped"
Using a DVOM, is the voltagepotential between knock 1+
and Vbat >80% of Vbat?
Faulty wireharness
No
Yes
Using a DVOM, is the voltagepotential between knock 1+
and Vbat >80% of Vbat?
Possible faulty sensor Intermittent fault
No
Possible faulty ECM
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SPN 731, FMI 4 - Knock 1 Sensor Open or Not Present
• Knock sensor #1 • Check Condition- Key On, Engine On • Fault Condition- Knock sensor 1 signal low while engine speed is greater than x RPM and MAP
is greater than y psia as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, possibly power derate the engine, and retard spark to Faulted KNK Retard level to protect engine from possible damage due to inability to sense detonation
• Emissions related fault
The knock sensor is used to detect detonation through mechanical vibration in the engine block and/or cylinder heads and provide feedback for the ignition system to retard spark to reduce knock intensity. In most applications the knock sensor is used to protect the engine from damage that can be caused from detonation or knock based on fixed spark advance. In other applications, the knock sensor is used to optimize spark advance and “learn” between spark tables based on fuel quality.
This fault sets if the signal from knock sensor 1 is lower than expected for higher speed and load operation as defined in calibration. If this fault sets, spark is lowered by the amount defined in calibration for Faulted KNK Retard.
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SPN 731, FMI 4 - Knock 1 Sensor Open or Not Present
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SPN 520197, FMI 2 - Knock 2 Excessive or Erratic Signal
• Knock sensor #2 • Check Condition- Key On, Engine On • Fault Condition- Knock sensor 2 indicates an excessive signal level • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, possibly power derate the engine, and retard spark to Faulted KNK Retard level to protect engine from possible damage due to inability to sense detonation
• Emissions related fault
The knock sensor is used to detect detonation through mechanical vibration in the engine block and/or cylinder heads and provide feedback for the ignition system to retard spark to reduce knock intensity. In most applications the knock sensor is used to protect the engine from damage that can be caused from detonation or knock based on fixed spark advance. In other applications, the knock sensor is used to optimize spark advance and “learn” between spark tables based on fuel quality.
This fault sets if the signal from knock sensor 2 is higher than expected for low load operation as defined in calibration. If this fault sets, spark is lowered by the amount defined in calibration for Faulted KNK Retard.
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SPN 520197, FMI 2 - Knock 2 Excessive or Erratic Signal
Key On- Engine Running Run Mode= "Running"
Does the DST indicate DTC
331 as active? Yes
No
Operate engine at the condition that generated the fault as indicated in fault snapshot
Verify that DTC 331 is active
Disconnect knock sensor 2 from wireharness
Faulty sensor, replace
Operate engine at the condition that generated the fault as indicated in fault snapshot
Disconnect wireharness header from ECM
Yes
Key On-Engine offRun Mode="Stopped"
Using a DVOM, is the voltagepotential between knock 1+
and Vbat >80% of Vbat?
Faulty wireharness
No
Yes
Using a DVOM, is the voltagepotential between knock 1+
and Vbat >80% of Vbat?
Possible faulty sensor Intermittent fault
No
Possible faulty ECM
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SPN 520197, FMI 4 - Knock 2 Sensor Open or Not Present
• Knock sensor #2 • Check Condition- Key On, Engine On • Fault Condition- Knock sensor 2 signal low while engine speed is greater than x RPM and MAP
is greater than y psia as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, possibly power derate the engine, and retard spark to Faulted KNK Retard level to protect engine from possible damage due to inability to sense detonation
• Emissions related fault
The knock sensor is used to detect detonation through mechanical vibration in the engine block and/or cylinder heads and provide feedback for the ignition system to retard spark to reduce knock intensity. In most applications the knock sensor is used to protect the engine from damage that can be caused from detonation or knock based on fixed spark advance. In other applications, the knock sensor is used to optimize spark advance and “learn” between spark tables based on fuel quality.
This fault sets if the signal from knock sensor 2 is lower than expected for higher speed and load operation as defined in calibration. If this fault sets, spark is lowered by the amount defined in calibration for Faulted KNK Retard.
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SPN 520197, FMI 4 - Knock 2 Sensor Open or Not Present Key On, Engine RunningSystem Mode= “Running”
Does DTC 332 reset?
Operate the engine at the minimum RPM and MAP defined in diagnostic calibration for the knock sensor open fault
Intermittent fault
No
Yes Key OffDisconnect knock sensor from wireharness
Is wiring properly twisted? Faulty harness
Faulty sensor (replace and retest)Faulty ECM
No
Yes
Does DMM indicate a resistance < 5.0 ohms?
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between Knock 2 (+) output at ECM header and knock sensor connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty harness (open-circuit)No
Yes
Check resistance between Knock 2 (+) and ground and 5Vrtn1 (Analog Return)
Does DMM indicate a resistance < 5.0 ohms? Faulty harness (ground short)
Yes
Inspect knock wiring in harness
No
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SPN 636, FMI 2 -Crank Input Signal Noise
• Crankshaft Position sensor • Check Condition- Key On, Engine On • Fault Condition- Electrical noise or irregular crank pattern detected causing x number of crank
re-synchronization events as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp and disable adaptive fueling correction for remainder of key-cycle. • Emissions related fault
The crankshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or
hall-effect) installed in the engine block adjacent to a “coded” trigger wheel located on the crankshaft. The sensor-trigger wheel combination is used to determine crankshaft position (with respect to TDC cylinder #1 compression) and the rotational engine speed. Determination of the crankshaft position and speed is necessary to properly activate the ignition, fuel injection, and throttle governing systems for precise engine control.
The ECM must see a valid crankshaft position signal while running. If no signal is present, the signal amplitude is too high (due to improper air gap with respect to trigger wheel), or an irregular crank pattern is detected causing the ECM to resynchronize x times for y ms or longer as defined in the diagnostic calibration, this fault will set. Irregular crank patterns can be detected by the ECM due to electrical noise, poor machining of trigger wheel, or trigger wheel runout and/or gear lash. Ensure crank circuit used with VR/magnetic pick-up sensors are properly twisted.
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SPN 636, FMI 2 -Crank Input Signal Noise Key On, Engine RunningSystem Mode= “Running”
Does DTC 336 reset ?
Intermittent fault
No
Yes Check wiring and electrical connections between crankshaft position sensor and ECM
No
Yes
Poor system groundBad crankshaft position sensorBad ECM
Operate engine at condition that set fault based on fault snapshot
Is crank sensor a VR/magnetic pick-up?
Is the wiring OK?
Faulty wireharness (twist circuit)
Is wiring between sensor and ECM properly twisted?
No
Does fault only occur at high operating speeds?
Yes
Increase the air gap between sensor and trigger wheel
Yes
No
Check wiring and electrical connections between crankshaft position sensor and ECM
NoRepair wireharness
Yes
Poor system groundBad crankshaft position sensorBad ECM
Is the wiring OK?No
Repair wireharness
Yes
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SPN 636, FMI 4 -Loss of Crankshaft Input Signal
• Crankshaft Position sensor • Check Condition- Key On, Engine On • Fault Condition- Loss of crankshaft position signal while valid camshaft position signals
continue for x number of cam pulses as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp • Emissions related fault
The crankshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or
hall-effect) installed in the engine block adjacent to a “coded” trigger wheel located on the crankshaft. The sensor-trigger wheel combination is used to determine crankshaft position (with respect to TDC cylinder #1 compression) and the rotational engine speed. Determination of the crankshaft position and speed is necessary to properly activate the ignition, fuel injection, and throttle governing systems for precise engine control.
The ECM must see a valid crankshaft position signal while running. If no signal is present while x cam pulses continue the fault will set. The engine typically stalls or dies as a result of this fault condition due to the lack of crankshaft speed input resulting in the inability to control ignition timing.
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SPN 636, FMI 4 -Loss of Crankshaft Input Signal
Diagnostic Aids
Check that crankshaft position sensor is securely connected to harness Check that crankshaft position sensor is securely installed into engine block Check crankshaft position sensor circuit wiring for open circuit
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SPN 723, FMI 2 -Camshaft Input Signal Noise
ECM
4
Hall-Effect Cam
Sensor
CrankshaftCamshaft
5Vext1
2
48Cam +
Cam -
Sensor
4
Hall-Effect Cam
Sensor
2
48
SensorECM
Cam -
Cam +
5Vext1
Camshaft
C
B
A
A
B
C
5.7L
8.1L
Grey
Brown/ Wh
Black/Wh
Grey
Brown/ Wh
Black/Wh
• Camshaft Position sensor • Check Condition- Key On, Engine On • Fault Condition- Electrical noise or irregular cam pattern detected causing x number of cam re-
synchronization events as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp and disable adaptive fueling correction for remainder of key-cycle. • Emissions related fault
The camshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or hall-
effect) installed in the engine block or valve train adjacent to a “coded” trigger wheel located on or off of the camshaft. The sensor-trigger wheel combination is used to determine cam position (with respect to TDC cylinder #1 compression). Determination of the camshaft position is necessary to identify the stroke (or cycle) of the engine to properly activate the fuel injection system and ignition (for coil-on-plug engines) for precise engine control.
For a cam synchronized engine, the ECM must see a valid camshaft position signal while running. If no signal is present, the signal amplitude is too high (due to improper air gap with respect to trigger wheel), or an irregular cam pattern is detected causing the ECM to resynchronize x times for y ms or longer as defined in the diagnostic calibration, this fault will set. Irregular cam patterns can be detected by the ECM due to electrical noise, poor machining of trigger wheel, or trigger wheel runout and/or gear lash. Normally the engine will continue to run if equipped with a waste-spark or distributor ignition system. In some instances this fault can cause rough engine operation and can cause the engine to stall or die if equipped with coil-on-plug ignition engines.
Ensure cam circuit used with VR/magnetic pick-up sensors are properly twisted.
ECM
2
Hall-Effect Cam
SensorCamshaft
5Vext1
48
4
Cam +
Cam -
Sensor
C
B
A
E
D
Cam Phaser
14PWM LY6 Cam
Phaser
LY6
Brown/Wh
Bk/Wh
Grey
Red/ Bk
Yl/Bk
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SPN 723, FMI 2 -Camshaft Input Signal Noise Key On, Engine RunningSystem Mode= “Running”
Does DTC 341 reset ?
Intermittent fault
No
Yes Check wiring and electrical connections between camshaft position sensor and ECM
No
Yes
Poor system groundBad camshaft position sensorBad ECM
Operate engine at condition that set fault based on fault snapshot
Is cam sensor a VR/magnetic pick-up?
Is the wiring OK?
Faulty wireharness (twist circuit)
Is wiring between sensor and ECM properly twisted?
No
Does fault only occur at high operating speeds?
Yes
Increase the air gap between sensor and trigger wheel
Yes
No
Check wiring and electrical connections between camshaft position sensor and ECM
NoRepair wireharness
Yes
Poor system groundBad camshaft position sensorBad ECM
Is the wiring OK?No
Repair wireharness
Yes
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SPN 723, FMI 4 -Loss of Camshaft Input Signal
ECM
4
Hall-Effect Cam
Sensor
CrankshaftCamshaft
5Vext1
2
48Cam +
Cam -
Sensor
4
Hall-Effect Cam
Sensor
2
48
SensorECM
Cam -
Cam +
5Vext1
Camshaft
C
B
A
A
B
C
5.7L
8.1L
Grey
Brown/ Wh
Black/Wh
Grey
Brown/ Wh
Black/Wh
• Camshaft Position sensor • Check Condition- Key On, Engine On • Fault Condition- Loss of camshaft position signal while valid crankshaft position signals
continue for x number of engine cycles while operating at an engine speed > than y RPM as defined in the diagnostic calibration
• Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for the remainder of the key-cycle
• Emissions related fault
The camshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or hall-effect) installed in the engine block or valve train adjacent to a “coded” trigger wheel located on or off of the camshaft. The sensor-trigger wheel combination is used to determine cam position (with respect to TDC cylinder #1 compression). Determination of the camshaft position is necessary to identify the stroke (or cycle) of the engine to properly activate the fuel injection system and ignition (for coil-on-plug engines) for precise engine control.
For a cam synchronized engine, the ECM must see a valid camshaft position signal while running. This fault will set if valid crankshaft position data is received for x number of engine cycles while engine speed is greater than y RPM and no camshaft signal is received. Normally the engine will continue to run if equipped with a waste-spark or distributor ignition system. In some instances this fault can cause rough engine operation and can cause the engine to stall or die if equipped with coil-on-plug ignition engines.
ECM
2
Hall-Effect Cam
SensorCamshaft
5Vext1
48
4
Cam +
Cam -
Sensor
C
B
A
E
D
Cam Phaser
14PWM LY6 Cam
Phaser
LY6
Brown/Wh
Bk/Wh
Grey
Red/ Bk
Yl/Bk
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SPN 723, FMI 4 -Loss of Camshaft Input Signal
Diagnostic Aids
Check that camshaft position sensor is securely connected to harness Check that camshaft position sensor is securely installed into engine block or
distributor module Check camshaft position sensor circuit wiring for open circuit
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SPN 3050, FMI 11 - Catalyst Inactive on Gasoline (Bank1)
ECM
56
66
B
A
D
C
- +
Sensor
Heater
EGO3 (HO2S 3)
76EGOH3
(PWM-to-Gnd)
5Vrtn1
GR/WH
BK/GR
BL/WH
To System Power Relay
PK/B
K
• Bank 1 Catalyst, Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 2-After Catalyst)
• Check Condition- Engine Running • Fault Condition- Bank 1 catalyst inactive on gasoline • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp. • Emissions related fault
A catalyst or catalytic converter is a component in the exhaust subsystem used to
accelerate/generate chemical reactions within the engine exhaust to convert undesirable gases/pollutants into less harmful gases. In many spark-ignited applications, a three-way catalyst is used to convert hydrocarbons, oxides of nitrogen, and carbon monoxide into nitrogen, water, and carbon dioxide. In addition, many low-emission applications require the use of OBD, which typically require a catalyst monitor to identify whether or not the catalyst is functioning properly. The catalyst monitor diagnostic is typically configured such that exhaust emissions are near compliance-failing levels based on the engines specific regulatory requirement(s). Catalyst monitor techniques typically utilize a HEGO sensor to monitor the amount of oxygen present downstream of the catalyst. This is generally a good indicator of how efficiently the catalyst is using the oxygen entering the catalyst. Some systems also use temperature measurements in the catalyst and compare it to data stored in the ECM for each operating condition to determine if the catalytic reaction is generating the proper amount of heat.
The GCP uses a HEGO/HO2S sensor for catalyst monitor. The HEGO/HO2S is a switching-
type sensor around stoichiometry that measures the oxygen content downstream of the catalyst for two main functions: 1) to compare it to the oxygen content upstream of the catalyst to determine how efficiently the catalyst is using oxygen to determine its effectiveness and 2) trim the commanded equivalence ratio target to maximize the catalyst conversion efficiency. The post-catalyst strategy and diagnostic is only active when the system is in either “CL Active” or “CL + Adapt” control modes.
In theory if the catalyst is operated at a condition that could result in 100 percent conversion
efficiency, the catalyst will use all available oxygen present in the exhaust gas to convert the emission pollutants (or reactants) to N2, CO2, and H2O. However, since catalysts generally operate at efficiencies between 85-95% post-catalyst oxygen concentration can be a direct indicator of how
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efficient the catalyst is. Figure 1 shows an example of a slightly rich biased feed gas or pre-catalyst equivalence ratio versus that of the post-catalyst for a functional catalyst. It can be noticed from this figure that the pre-catalyst equivalence ratio, as identified by ‘EGO1_volts’, is varying due to the CL excursions (perturbation) and that the post-catalyst equivalence ratio, as identified by ‘EGO2_volts’, is maintained relatively constant rich of stoichimetry. A similar waveform pattern should be expected on properly functioning catalysts.
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
50 51 52 53 54 55 56 57 58 59 60
Time (sec)
EGO
Vol
ts (V
DC)
EGO1_volts EGO2_volts
Figure 1: EGO Waveforms (Functional TWC)
Figure 2 shows an example of EGO waveforms for a catalyst with poor conversion efficiency. A
significant difference between Figure 1 and Figure 2 is that the post-catalyst EGO feedback oscillates with the same frequency as the pre-catalyst EGO feedback and the amplitude is on the order of 60% of that of EGO1. This indicates that a certain amount of oxygen that is entering into the catalyst is passing through the catalyst unconsumed. Catalyst monitor diagnostics are configured such that if the post-catalyst EGO waveform has an amplitude that is directly proportional to the pre-catalyst EGO waveform and who’s waveform similarly matches the closed-loop excursion (perturbation) a fault is generated. Two metric comparisons that are used to identify the health of the catalyst are:
1) Post-catalyst EGO root-mean square (RMS) > Pre-catalyst EGO RMS x ??? %, where the ??? % is determined based on emissions compliance testing over the application’s certified duty-cycle(s).
2) Post-catalyst EGO RMS > CL excursion RMS x ??? %, where the ??? % is determined based on emissions compliance testing over the application’s certified duty-cycle(s).
There are a couple of ways in which the limits for diagnostics can be determined. In both cases, the system must be tested with an emissions measurement system to determine when the exhaust emissions are nearly failing emissions compliance.
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0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
0 1 2 3 4 5 6 7 8 9 10
Time (sec)
EGO
Fee
dbac
k Vo
ltage
(VD
C)
EGO1_volts EGO2_volts
Figure 2: EGO Waveforms (Damaged TWC)
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SPN 3050, FMI 11 - Catalyst Inactive on Gasoline (Bank1)
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for
pressure leaks upstream and around catalyst and post-catalyst HEGO sensor. Replace gaskets and tighten fasteners if leaks are present.
Perform manufacture recommended in-field emissions test.
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SPN 3051, FMI 11 - Catalyst Inactive on Gasoline (Bank2)
ECM
55
66
B
A
D
C
- +
Sensor
Heater
EGO4 (HO2S 4)
17EGOH4
(PWM-to-Gnd)
5Vrtn1
GR/RD
BK/GR
BL/YL
To System Power Relay
PK/B
K
• Bank 2 Catalyst, Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 2-After Catalyst)
• Check Condition- Engine Running • Fault Condition- Bank 1 catalyst inactive on gasoline • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp. • Emissions related fault
A catalyst or catalytic converter is a component in the exhaust subsystem used to
accelerate/generate chemical reactions within the engine exhaust to convert undesirable gases/pollutants into less harmful gases. In many spark-ignited applications, a three-way catalyst is used to convert hydrocarbons, oxides of nitrogen, and carbon monoxide into nitrogen, water, and carbon dioxide. In addition, many low-emission applications require the use of OBD, which typically require a catalyst monitor to identify whether or not the catalyst is functioning properly. The catalyst monitor diagnostic is typically configured such that exhaust emissions are near compliance-failing levels based on the engines specific regulatory requirement(s). Catalyst monitor techniques typically utilize a HEGO sensor to monitor the amount of oxygen present downstream of the catalyst. This is generally a good indicator of how efficiently the catalyst is using the oxygen entering the catalyst. Some systems also use temperature measurements in the catalyst and compare it to data stored in the ECM for each operating condition to determine if the catalytic reaction is generating the proper amount of heat.
The GCP uses a HEGO/HO2S sensor for catalyst monitor. The HEGO/HO2S is a switching-
type sensor around stoichiometry that measures the oxygen content downstream of the catalyst for two main functions: 1) to compare it to the oxygen content upstream of the catalyst to determine how efficiently the catalyst is using oxygen to determine its effectiveness and 2) trim the commanded equivalence ratio target to maximize the catalyst conversion efficiency. The post-catalyst strategy and diagnostic is only active when the system is in either “CL Active” or “CL + Adapt” control modes.
In theory if the catalyst is operated at a condition that could result in 100 percent conversion
efficiency, the catalyst will use all available oxygen present in the exhaust gas to convert the emission pollutants (or reactants) to N2, CO2, and H2O. However, since catalysts generally operate at efficiencies between 85-95% post-catalyst oxygen concentration can be a direct indicator of how
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efficient the catalyst is. Figure 3 shows an example of a slightly rich biased feed gas or pre-catalyst equivalence ratio versus that of the post-catalyst for a functional catalyst. It can be noticed from this figure that the pre-catalyst equivalence ratio, as identified by ‘EGO1_volts’, is varying due to the CL excursions (perturbation) and that the post-catalyst equivalence ratio, as identified by ‘EGO2_volts’, is maintained relatively constant rich of stoichimetry. A similar waveform pattern should be expected on properly functioning catalysts.
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
50 51 52 53 54 55 56 57 58 59 60
Time (sec)
EGO
Vol
ts (V
DC)
EGO1_volts EGO2_volts
Figure 3: EGO Waveforms (Functional TWC)
Figure 4 shows an example of EGO waveforms for a catalyst with poor conversion efficiency. A
significant difference between Figure 3 and Figure 4 is that the post-catalyst EGO feedback oscillates with the same frequency as the pre-catalyst EGO feedback and the amplitude is on the order of 60% of that of EGO1. This indicates that a certain amount of oxygen that is entering into the catalyst is passing through the catalyst unconsumed. Catalyst monitor diagnostics are configured such that if the post-catalyst EGO waveform has an amplitude that is directly proportional to the pre-catalyst EGO waveform and who’s waveform similarly matches the closed-loop excursion (perturbation) a fault is generated. Two metric comparisons that are used to identify the health of the catalyst are:
1) Post-catalyst EGO root-mean square (RMS) > Pre-catalyst EGO RMS x ??? %, where the ??? % is determined based on emissions compliance testing over the application’s certified duty-cycle(s).
2) Post-catalyst EGO RMS > CL excursion RMS x ??? %, where the ??? % is determined based on emissions compliance testing over the application’s certified duty-cycle(s).
There are a couple of ways in which the limits for diagnostics can be determined. In both cases, the system must be tested with an emissions measurement system to determine when the exhaust emissions are nearly failing emissions compliance.
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0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
0 1 2 3 4 5 6 7 8 9 10
Time (sec)
EGO
Fee
dbac
k Vo
ltage
(VD
C)
EGO1_volts EGO2_volts
Figure 4: EGO Waveforms (Damaged TWC)
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SPN 3051, FMI 11 - Catalyst Inactive on Gasoline (Bank2)
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for
pressure leaks upstream and around catalyst and post-catalyst HEGO sensor. Replace gaskets and tighten fasteners if leaks are present.
Perform manufacture recommended in-field emissions test.
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SPN 100, FMI 0 - Oil Pressure Sender High Pressure
37
ECM
+ 5 volts
Oil Pressure Voltage
Sensor Ground66
67
Oil Pressure Transducer
B
C
A
Grey
Blue/Red
Bk/Wh
• Engine Oil Pressure • Check Condition- Key on, Engine on • Fault Condition- Oil pressure higher than x psia while engine speed is greater that y RPM. • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, possibly configure for power derate 1 or low rev limit • Non-emissions related fault
The ECM can be configured to monitor oil pressure through a proportional transducer or
through a switch. Oil pressure monitoring is important to prevent engine damage due to low oil pressure resulting in higher friction and lack of lubrication. In addition, high oil pressure can be undesirable because it can cause oil to leak past seals and rings, can be a result of a restriction in the oil flow path, or can be a sign of a malfunctioning oiling system.
This fault sets if the engine oil pressure is higher than x psia and engine speed greater than y RPM as defined in the diagnostic calibration. Recommend a power derate and/or low rev limit to help prevent possible engine damage and reduce oil pressure.
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SPN 100, FMI 0 - Oil Pressure Sender High Pressure Key On - Engine OnSystem Mode=”Running”
Does DST display Oil pressure greater than that defined in the diagnostic
calibration with engine idling?Does DST display Oil
Pressure voltage > 4.90 VDC?
Key OffDisconnect Oil Pressure sensor from harnessKey On, Engine OffSystem Mode=”Stopped”
Operate at an engine speed equal to or greater than that recorded when the fault previously set based on the fault snap shot
Oil Pressure signal circuit shorted to groundFaulty ECM
Jumper Oil Pressure signal circuit to 5Vrtn1 (Analog Return)
Does DST display Oil Pressure voltage < 0.10
VDC?
Faulty connection to sensorFaulty engine oiling systemFaulty Oil Pressure sensor
Jumper Oil Pressure signal circuit to ground
Yes
No
Yes
No
Yes
No
Intermittent Problem
Does DST display Oil pressure greater than that defined in the diagnostic
calibration?
No
Does DST display Oil Pressure voltage < 0.10
VDC?
Open Oil Pressure ground (5Vrtn1) circuit Faulty connection to sensorFaulty engine oiling systemFaulty Oil Pressure sensor
Yes
Key offDisconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between Oil Pressure input at ECM header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Is the resistance < 5 ohms?
Faulty Harness
No
Faulty ECM connectionFaulty ECM
Yes
No
Yes
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SPN 100, FMI 4 - Oil Pressure Sender Low Voltage
37
ECM
+ 5 volts
Oil Pressure Voltage
Sensor Ground66
67
Oil Pressure Transducer
B
C
A
Grey
Blue/Red
Bk/Wh
• Engine Oil Pressure • Check Condition- Key on, Engine on • Fault Condition- Oil pressure sender voltage lower than defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, possibly configure for power derate 1 or low rev limit due to inability to sense oil pressure
• Non-emissions related fault
The ECM can be configured to monitor oil pressure through a proportional transducer or through a switch. Oil pressure monitoring is important to prevent engine damage due to low oil pressure resulting in higher friction and lack of lubrication. In addition, high oil pressure can be undesirable because it can cause oil to leak past seals and rings, can be a result of a restriction in the oil flow path, or can be a sign of a malfunctioning oiling system.
This fault sets if the engine oil pressure sender/transducer voltage is lower than defined in the diagnostic calibration. Recommend a power derate and/or low rev limit due to the inability to sense oil pressure and to reduce risk of potential engine damage.
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SPN 100, FMI 4 - Oil Pressure Sender Low Voltage
Does DST display Oil Pressure voltage of 4.90
VDC or greater?
Key OffDisconnect Oil Pressure sensor from harnessKey On, Engine OffSystem Mode= “Stopped”
Sensor signal circuit shorted to ground, check wireharness for ground shortFaulty ECM
Faulty Oil Pressure sensor
Yes
No
Does DST display Oil Pressure voltage less the
limit defined in calibration?
Intermittent Problem
Yes
No
Key On, Engine RunningSystem Mode= “Running”
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SPN 100, FMI 3 - Oil Pressure Sender High Voltage
37
ECM
+ 5 volts
Oil Pressure Voltage
Sensor Ground66
67
Oil Pressure Transducer
B
C
A
Grey
Blue/Red
Bk/Wh
• Engine Oil Pressure • Check Condition- Key on, Engine on • Fault Condition- Oil pressure sender voltage higher than defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, possibly configure for power derate 1 or low rev limit due to inability to sense oil pressure
• Non-emissions related fault
The ECM can be configured to monitor oil pressure through a proportional transducer or through a switch. Oil pressure monitoring is important to prevent engine damage due to low oil pressure resulting in higher friction and lack of lubrication. In addition, high oil pressure can be undesirable because it can cause oil to leak past seals and rings, can be a result of a restriction in the oil flow path, or can be a sign of a malfunctioning oiling system.
This fault sets if the engine oil pressure sender/transducer voltage is higher than defined in the diagnostic calibration. Recommend a power derate and/or low rev limit due to the inability to sense oil pressure and to reduce risk of potential engine damage.
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SPN 100, FMI 3 - Oil Pressure Sender High Voltage Key On - Engine OnSystem Mode=”Running”
Does DST display Oil pressure voltage greater than that defined in the diagnostic
calibration with engine idling?Does DST display Oil
Pressure voltage > 4.90 VDC?
Key OffDisconnect Oil Pressure sensor from harnessKey On, Engine OffSystem Mode=”Stopped”
Operate at an engine speed equal to or greater than that recorded when the fault previously set based on the fault snap shot
Oil Pressure signal circuit shorted to groundFaulty ECM
Jumper Oil Pressure signal circuit to 5Vrtn1 (Analog Return)
Does DST display Oil Pressure voltage < 0.1
VDC?
Faulty connection to sensorFaulty Oil Pressure sensor
Jumper Oil Pressure signal circuit to ground
Yes
No
Yes
No
Yes
No
Intermittent Problem
Does DST display Oil pressure voltage greater than that defined in the diagnostic
calibration?
No
Does DST display Oil Pressure voltage < 0.1
VDC?
Open Oil Pressure ground (5Vrtn1) circuit Faulty connection to sensorFaulty Oil Pressure sensor
Yes
Key offDisconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between Oil Pressure input at ECM header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Is the resistance < 5 ohms?
Faulty Harness
No
Faulty ECM connectionFaulty ECM
Yes
No
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SPN 100, FMI 1 - Oil Pressure Low
37
ECM
+ 5 volts
Oil Pressure Voltage
Sensor Ground66
67
Oil Pressure Transducer
B
C
A
Grey
Blue/Red
Bk/Wh
• Engine Oil Pressure • Check Condition- Key on, Engine on • Fault Condition- Engine oil pressure lower than expected while engine has been running for a
minimum amount of time while engine speed is above some limit as defined in the diagnostic calibration
• Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, generally configured to derate the engine and trigger an engine shutdown
• Non-emissions related fault
The ECM can be configured to monitor oil pressure through a proportional transducer or through a switch. Oil pressure monitoring is important to prevent engine damage due to low oil pressure resulting in higher friction and lack of lubrication. In addition, high oil pressure can be undesirable because it can cause oil to leak past seals and rings, can be a result of a restriction in the oil flow path, or can be a sign of a malfunctioning oiling system.
For systems that use a transducer, this fault sets if the engine oil pressure is less than x psia and engine speed is greater than y RPM after the engine has been running for z seconds as defined in the diagnostic calibration. For systems that use a switch this fault can be configured two different ways. It may use a normally closed switch or a normally open switch. If the switch is normally open, the fault will set if the circuit becomes grounded. If the switch is normally closed, the fault will set if the circuit becomes open. Go to the Faults page in EDIS to determine how the input is configured. (“Open=OK” is normally open and “Ground=OK” is normally closed). The engine will should be configured to derate or force idle and/or shut down in the event of this fault to help prevent possible damage.
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SPN 100, FMI 1 -Oil Pressure Low Normally-Open Switch
Key-On, Engine OnSystem Mode= “Running”
Warm engine at idle to normal operating temperatureIncrease RPM above limit set in diagnostic calibration
Does DTC 524 reset ?
Intermittent Problem
No
Key OffDisconnect harness from Oil Pressure switchClear DTC 524Key On, Engine OnSystem Mode= “Running”Operate engine et idle for at least one minuteIncrease RPM above limit set in diagnostic calibration
Yes
Does DTC 524 reset?
Oil Pressure circuit shorted-to-ground in harnessFaulty ECM
Faulty Oil Pressure Switch (short circuit)Faulty engine oiling system (verify with mechanical gauge)
No
Yes
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DTC 524-Oil Pressure Low Normally-Closed Switch
Key-On, Engine OnSystem Mode= “Running”
Warm engine at idle to normal operating temperatureIncrease RPM above limit set in diagnostic calibration
Does DTC 524 reset ?
Intermittent Problem
No
Key OffDisconnect harness from Oil Pressure switchJumper Oil Pressure signal wire to groundClear DTC 524Key On, Engine OnSystem Mode= “Running”Operate engine et idle for at least one minuteIncrease RPM above limit set in diagnostic calibration
Yes
Does DTC 524 reset?
Faulty connection at sensorFaulty ECM
Faulty Oil Pressure Switch (open circuit)Faulty engine oiling system (verify with mechanical gauge)
No
Yes
Does DMM indicate a resistance < 5.0 ohms?
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between Oil Pressure signal at ECM header and signal at sensor. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty harness (open-circuit)
No
Yes
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DTC 524-Oil Pressure Low Sensor/Transducer Type
Does DST display Oil Pressure voltage of 4.90
VDC or greater?
Key OffDisconnect Oil Pressure sensor from harnessKey On, Engine OffSystem Mode= “Stopped”
Sensor signal circuit shorted to ground, check wireharness for ground shortFaulty ECM
Low Oil Level/PressureFaulty Oil Pressure sensor
Yes
No
Does DST display Oil Pressure less the limit defined in calibration?
Intermittent Problem
Yes
No
Key On, Engine RunningSystem Mode= “Running”
Warm engine at idle to normal operating temperatureIncrease RPM above limit set in diagnostic calibration
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SPN 168, FMI 17 - Battery Voltage (VBat) Low
8
V-
V+
ECMBattery
11
26
59
21
40
60
Black/Red
Red/Black
Purple
Brown
Black
Black
Black
• System voltage to ECM • Check Condition- Key on, Engine on • Fault Condition- Battery voltage to ECM less than x volts while the engine is operating at y
RPM or greater as defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive fueling correction for remainder of key cycle • Non-emissions related fault
The battery voltage powers the ECM and must be within limits to correctly operate injector
drivers, ignition coils, throttle, power supplies, and other powered devices that the ECM controls.
This fault will set if the ECM detects system voltage less than x volts while the engine is operating at y RPM as defined in the diagnostic calibration as the alternator should be charging the system. The adaptive learn is disabled to avoid improper adaptive learning due to the inability to correctly time injector firings.
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SPN 168, FMI 17 - Battery Voltage (VBat) Low
Is battery voltage > low voltage limit in diagnostic
calibration?
Check battery voltage in DST
Fault is intermittent
Using a DMM measure the voltage potential across battery (+) and (-)
No
Yes
Key On, Engine OnSystem Mode= “Running”Operate engine at idle
Faulty batteryFaulty charging systemFaulty ECM
Is battery voltage > low voltage limit in diagnostic
calibration?Faulty Vbat power or ground circuit to ECM
Yes
No
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SPN 168, FMI 15 - Battery Voltage (VBat) High
8
V-
V+
ECMBattery
11
26
59
21
40
60
Black/Red
Red/Black
Purple
Brown
Black
Black
Black
• System voltage to ECM • Check Condition- Key on, Engine Cranking or Running • Fault Condition- Battery voltage to ECM greater than x volts while the engine is running as
defined in the diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive fueling correction for remainder of key cycle • Non-emissions related fault
The battery voltage powers the ECM and must be within limits to correctly operate injector
drivers, ignition coils, throttle, power supplies, and other powered devices that the ECM controls.
This fault will set if the ECM detects system voltage greater than x volts while the engine is running or cranking as defined in the diagnostic calibration. The adaptive learn is disabled to avoid improper adaptive learning.
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SPN 168, FMI 15 - Battery Voltage (VBat) High
Is battery voltage < high voltage limit in diagnostic
calibration?
Check battery voltage in DST
Fault is intermittent
Using a DMM measure the voltage potential across battery (+) and (-)
No
Yes
Key On, Engine OnSystem Mode= “Running”Operate engine at idle
Key OffDisconnect wireharness header from ECMUsing a DMM measure the voltage potential across battery (+) and (-)
Is battery voltage < high voltage limit in diagnostic
calibration?Faulty ECM
Yes
No
Faulty battery
Is battery voltage < high voltage limit in diagnostic
calibration?Faulty charging system
Yes
No
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SPN 628, FMI 13 - Microprocessor Failure - FLASH
• Engine Control Module- Flash Memory • Check Condition- Key on • Fault Condition- Internal microprocessor error • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive fueling correction for remainder of key cycle, recommend power derate 2 and low rev limit to reduce possible engine damage and/or overspeed condition
• Non-emissions related fault
The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault.
If this fault sets, the ECM will reset itself and log the code. The fault should be configured to never forget and will not self-erase and will not clear until a technician performs diagnostics and manually clears the code. This fault should be configured to set a power derate 2 and low rev limit to reduce possible engine damage and reduce possibility of an overspeed condition. A fault of flash memory can occur for any calibration variable set and thus could cause undesirable operation.
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SPN 628, FMI 13 - Microprocessor Failure - FLASH Key On, Engine OnSystem Mode= “Running”Operate engine at idle
Clear System Fault
Does DTC 601 reset with engine idling?
Fault is intermittent
Replace ECM with known good part and retest
No
Check all power and ground circuits to ECM
Are all circuits ok?
Repair wiring to ECM and retest
Yes
Yes
No
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SPN 630, FMI 12 - Microprocessor Failure - RAM
• Engine Control Module- Random Access Memory • Check Condition- Key on • Fault Condition- Internal ECM microprocessor memory access failure • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive fueling correction for remainder of key cycle, recommend power derate 2 and low rev limit to reduce possible engine damage and/or overspeed condition
• Non-emissions related fault
Random Access Memory is located within the microprocessor and can be read from or written to at any time. Data stored in RAM include DTCs (when fault configuration is set to “Battery Power Retained”), adaptive fuel learn tables, octane adaptation table, misfire adaption tables, and closed loop fuel multipliers. The ECM has checks that must be satisfied each time an instruction is executed.
This fault will set if the ECM detects a problem accessing or writing information to RAM and
should be configured to set a power derate 2 and low rev limit to reduce possible engine damage and reduce possibility of an overspeed condition. If this fault sets, the ECM will reset itself and log the code. This fault should be erased by a technician after diagnostics are performed. The fault should be configured to never forget and will not self-erase.
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SPN 630, FMI 12 - Microprocessor Failure – RAM Key On, Engine OnSystem Mode= “Running”Operate engine at idle
Clear System Fault
Does DTC 604 reset with engine idling?
Fault is intermittent
Replace ECM with known good part and retest
No
Check all power and ground circuits to ECM
Are all circuits ok?
Repair wiring to ECM and retest
Yes
Yes
No
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SPN 629, FMI 31 - Microprocessor Failure - COP
• Engine Control Module • Check Condition- Key on • Fault Condition- Internal microprocessor error • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive fueling correction for remainder of key cycle, recommend power derate 2 and low rev limit to reduce possible engine damage and/or overspeed condition
• Non-emissions related fault
The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault.
If this fault sets, the ECM will reset itself and log the code. The fault should be configured to never forget and will not self-erase and will not clear until a technician performs diagnostics and manually clears the code. This fault should be configured to set a power derate 2 and low rev limit to reduce possible engine damage and reduce possibility of an overspeed condition.
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SPN 629, FMI 31 - Microprocessor Failure – COP Key On, Engine OnSystem Mode= “Running”Operate engine at idle
Clear System Fault
Does DTC 603 reset with engine idling?
Fault is intermittent
Replace ECM with known good part and retest
No
Check all power and ground circuits to ECM
Are all circuits ok?
Repair wiring to ECM and retest
Yes
Yes
No
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SPN 1321, FMI 5 - Start Relay Coil Open
• Starter Relay • Check Condition- Key On, Engine Cranking • Fault Condition- Starter relay coil output open circuit • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp • Non-emissions related fault
The ECM has auxiliary low-side drivers that can turn on warning devices or ground
electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the starter relay is detected as an open circuit. If this fault is
active the starter motor will not receive power and will not engage.
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SPN 1321, FMI 5 - Start Relay Coil Open
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SPN 1321, FMI 4 - Start Relay Ground Short
• Starter Relay • Check Condition- Key On, Engine Cranking • Fault Condition- Starter relay coil output shorted to ground • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp • Non-emissions related fault
The ECM has auxiliary low-side drivers that can turn on warning devices or ground
electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the starter relay is detected as being shorted to ground. If this
fault is active and the high-side of the starter relay is supplied, the starter motor will crank until the relay or high-side power is removed.
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SPN 1321, FMI 4 - Start Relay Ground Short Key On, Engine CrankingSystem Mode= “Cranking”Verify that DTC 616 is active
Is voltage > 80% of Vbat?
Remove Starter Relay from fuse block/relay moduleCrank engine
Faulty Starter Relay
No
Yes
Key On, Engine OffSystem Mode= “Stopped”Using a DMM, measure the resistance from the starter relay output to ground
No
Is the resistance < 10 ohm?
Yes
Faulty Starter Relay
Using a DMM, measure the voltage potential from the starter relay output to ground while the engine is trying to crank
Is DTC 616 active?Yes
No
Key OffDisconnect harness from ECMUsing a DMM, measure the resistance from the starter relay output to ground
No
Is the resistance < 10 ohm?
Faulty ECM
Faulty wireharness (ground short)
Yes
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SPN 1321, FMI 3 - Start Relay Coil Short-To-Power
• Starter Relay • Check Condition- Key On, Engine Cranking • Fault Condition- Starter relay coil output short to power/voltage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp • Non-emissions related fault
The ECM has auxiliary low-side drivers that can turn on warning devices or ground
electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the starter relay is detected as shorted to power. If this fault is
active the starter motor will not receive power and will not engage.
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SPN 1321, FMI 3 - Start Relay Coil Short-To-Power Key On, Engine CrankingSystem Mode= “Cranking”Verify that DTC 617 is active
Is voltage > 80% of Vbat?
Remove Starter Relay from fuse block/relay moduleCrank engine
Faulty Starter Relay
No
Yes
Key On, Engine OffSystem Mode= “Stopped”Using a DMM, measure the resistance from the starter relay output to Vbat
No
Is the resistance < 10 ohm?
Yes
Faulty Starter Relay
Using a DMM, measure the voltage potential from the starter relay output to ground while the engine is trying to crank
Is DTC 617 active?Yes
No
Key OffDisconnect harness from ECMUsing a DMM, measure the resistance from the starter relay output to VBat
No
Is the resistance < 10 ohm?
Faulty ECM
Faulty wireharness (ground short)
Yes
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SPN 1348, FMI 5 - Fuel Pump Relay Coil Open
ECM
5
Vsw=+12 VDC
Relay +12 VDC
AA
U
S
YPinkToFuel Pump +
PR
GR/WH
RED
• Fuel Pump Relay • Check Condition- Key On, Engine Off • Fault Condition- Fuel Pump relay coil output open circuit • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp • Non-emissions related fault
The ECM has auxiliary low-side drivers that can turn on warning devices or ground
electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the fuel pump relay is detected as an open circuit. If this fault is
active the fuel pump will not receive power and the engine will not run on gasoline.
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SPN 1348, FMI 5 - Fuel Pump Relay Coil Open
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SPN 1347, FMI 5 - Fuel Pump Relay Ground Short
ECM
5
Vsw=+12 VDC
Relay +12 VDC
AA
U
S
YPinkToFuel Pump +
PR
GR/WH
RED
• Fuel Pump Relay • Check Condition- Key On, Engine Off • Fault Condition- Fuel Pump relay coil output shorted to ground • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp • Non-emissions related fault
The ECM has auxiliary low-side drivers that can turn on warning devices or ground
electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the fuel pump relay is detected as being shorted to ground. If
this fault is active and the high-side of the fuel pump relay is supplied, the fuel pump will run until the relay or high-side power is removed.
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SPN 1347, FMI 5 - Fuel Pump Relay Ground Short Key On, Engine OffSystem Mode= “Stopped”If “Stopped Check” is enabled, verify that DTC 628 is active
Is voltage > 80% of Vbat?
Remove Fuel Pump Relay from fuse block/relay module
Faulty Fuel Pump Relay
No
Yes
Key On, Engine OffSystem Mode= “Stopped”Using a DMM, measure the resistance from the fuel pump relay output to ground
No
Is the resistance < 10 ohm?
Yes
Faulty Fuel Pump Relay
External Power Test Mode= “All On”Using a DMM, measure the voltage potential from the fuel pump relay output to ground
Is DTC 628 active?Yes
No
Key OffDisconnect harness from ECMUsing a DMM, measure the resistance from the fuel pump relay output to ground
No
Is the resistance < 10 ohm?
Faulty ECM
Faulty wireharness (ground short)
Yes
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SPN 1347, FMI 6 - Fuel Pump Relay Coil Short-To-Power
ECM
5
Vsw=+12 VDC
Relay +12 VDC
AA
U
S
YPinkToFuel Pump +
PR
GR/WH
RED
• Fuel Pump Relay • Check Condition- Key On, Engine Off • Fault Condition- Fuel Pump relay coil output short to power/voltage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp • Non-emissions related fault
The ECM has auxiliary low-side drivers that can turn on warning devices or ground
electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the fuel pump relay is detected as shorted to power. If this fault
is active the fuel pump will not receive power and will not run.
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SPN 1347, FMI 6 - Fuel Pump Relay Coil Short-To-Power Key On, Engine OffSystem Mode= “Stopped”If “Stopped Check” is enabled, verify that DTC 629 is active
Is voltage > 80% of Vbat?
Remove Fuel Pump Relay from fuse block/relay module
Faulty Fuel Pump Relay
No
Yes
Key On, Engine OffSystem Mode= “Stopped”Using a DMM, measure the resistance from the fuel pump relay output to Vbat
No
Is the resistance < 10 ohm?
Yes
Faulty Fuel Pump Relay
External Power Test Mode= “All On”Using a DMM, measure the voltage potential from the fuel pump relay output to ground
Is DTC 629 active?Yes
No
Key OffDisconnect harness from ECMUsing a DMM, measure the resistance from the fuel pump relay output to Vbat
No
Is the resistance < 10 ohm?
Faulty ECM
Faulty wireharness (ground short)
Yes
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SPN 1213, FMI 5 - MIL Open
ECM
MIL
+
-
+12 VDC
• MIL • Check Condition- Key On, Engine Off or Running • Fault Condition- ECM MIL output open circuit • Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp • • Non-emissions related fault
This ECM output is used to provide a low-side switch to a MIL that is used to indicate that an
emission related fault has been set. This fault will set if the ECM detects that there is no load connected to the MIL output.
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SPN 1213, FMI 5 - MIL Open Key On, Engine OffSystem Mode= “Stopped”Verify that DTC 650 is active
Is voltage > 80% of Vbat?
Disconnect output signal from MILUsing a DMM, measure the voltage potential from the MIL output to ground
Faulty MIL
No
YesKey OffConnect test lamp to Vbat and MIL outputKey On, Engine OffSystem Mode= “Stopped”
Does DMM indicate a resistance < 5.0 ohms? Faulty ECM
No
Does test lamp stay lit?Yes Faulty MIL lamp/LED
Faulty MIL wiring
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminalCAREFULLY check resistance between MIL output at ECM header and at MIL. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty harness (open-circuit)
No
Yes
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SPN 1485, FMI 5 - Power Relay Coil Open
• Power Relay • Check Condition- Key On, Engine Off • Fault Condition- Power relay coil output open circuit • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp • Non-emissions related fault
The ECM has auxiliary low-side drivers that can turn on warning devices or ground
electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the power relay is detected as an open circuit. If this fault is
active the injector and ignition coil high-side will not receive power and the engine will not run.
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SPN 515, FMI 16 - RPM Above Fuel Rev Limit Level
• Fuel Rev Limit- Crankshaft Position Sensor • Check Condition-Engine Running • Fault Condition-Engine speed greater than the Fuel Rev Limit speed as defined in the
diagnostic calibration • Corrective Action(s): Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable fuel injectors or gaseous fuel control actuator to limit speed. Recommend disabling closed loop and adaptive learn fueling corrections while fault is active
• Non-emissions related fault
This fault will set anytime the engine RPM exceeds the limit set in the diagnostic calibration for the latch time or more. This speed overrides any higher max governor speeds programmed by the user. This fault is designed to help prevent engine or equipment damage and will disable fuel injectors or gaseous fuel actuator to reduce engine speed. The throttle will also be lowered in order to govern the engine to the speed set in the diagnostic calibration for Max Gov Override.
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SPN 515, FMI 16 - RPM Above Fuel Rev Limit Level
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Ensure that no programmed governor speeds exceed the limit set in the diagnostic calibration for Max Gov Override Speed
Check mechanical operation of the throttle Check the engine intake for large air leaks downstream of the throttle body
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SPN 515, FMI 0 - RPM Above Spark Rev Limit Level
• Spark Rev Limit- Crankshaft Position Sensor • Check Condition-Engine Running • Fault Condition-Engine speed greater than the Spark Rev Limit speed as defined in the
diagnostic calibration • Corrective Action(s): Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable ignition coils. Recommend disabling closed loop and adaptive learn fueling corrections while fault is active
• Non-emissions related fault
This fault will set anytime the engine RPM exceeds the limit set in the diagnostic calibration for the latch time or more. This speed overrides any higher max governor speeds programmed by the user. This fault is designed to help prevent engine or equipment damage and will disable the ignition coils to reduce engine speed. In addition, the throttle will be lowered in order to govern the engine to the speed set in the diagnostic calibration for Max Gov Override and the fuel injectors or gaseous fuel control actuator will be disabled to reduce the engine speed below the speed set in the diagnostic calibration for Fuel Rev Limit.
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SPN 515, FMI 0 - RPM Above Spark Rev Limit Level
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Ensure that no programmed governor speeds exceed the limit set in the diagnostic calibration for Max Gov Override Speed
Check mechanical operation of the throttle Check the engine intake for large air leaks downstream of the throttle body
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Draft Rev. A-Jan. 2008
SPN 91, FIM 31 - FPP1/2 Simultaneous Voltages Out-of-Range
33
34
4
3
67
66
5V_ext1
Vs=+5 VDC
FPP2
5V_ext2
Vs=+5 VDC
5V_rtn1
5V_rtn2
ECM
FPP1
FPP2
FPP1
D
F
B
G
C
J
Grey
Blue
Black/Wh
Grey
Green
Black/Wh
• Electronic foot pedal/throttle control sensor • Check Condition- Key On, Engine Off • Fault Condition- FPP1 and FPP2 VDC out-of-range • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, and forced idle • Non-emissions related fault
The FPP sensor is an electronic device that is coupled to a mechanically driven input as
commanded by the vehicle/engine operator. A FPP sensor may be, but is not limited to a foot pedal assembly, a cable-lever-sensor assembly, or a rotary potentiometer. General sensor configurations consist of single potentiometer with IVS, two potentiometers, or two potentiometers with IVS. The FPP sensor outputs are proportional to the commanded input. The ECM uses the FPP sensor inputs to control the throttle and adjust the engine’s load in order to achieve the requested power. Since the FPP sensor inputs directly affect the engine’s power output, redundant sensors are generally used to ensure safe, reliable operation.
This fault is only applicable with sensors that incorporate dual potentiometer and indicates that FPP1 and FPP2 voltages are out-of-range resulting in a loss of redundancy. As a result, the engine is commanded to a forced idle.
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Draft Rev. A-Jan. 2008
SPN 91, FIM 31 - FPP1/2 Simultaneous Voltages Out-of-Range
Diagnostic Aids
Troubleshoot according to FPP1 voltage out-of-range following DTC 2122 and 2123 procedures.
Troubleshoot according to FPP2 voltage out-of-range following DTC 2127 and 2128 procedures.
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Draft Rev. A-Jan. 2008
SPN 520199, FMI 11 - FPP1 & FPP2 Do Not Match Each Other or IVS
33
34
4
3
67
66
5V_ext1
Vs=+5 VDC
FPP2
5V_ext2
Vs=+5 VDC
5V_rtn1
5V_rtn2
ECM
FPP1
FPP2
FPP1
D
F
B
G
C
J
Grey
Blue
Black/Wh
Grey
Green
Black/Wh
• Electronic foot pedal/throttle control sensor • Check Condition- Key On, Engine Off • Fault Condition- FPP1 and FPP2 %’s do not correlate and neither correlate with IVS state • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, and forced idle • Non-emissions related fault
The FPP sensor is an electronic device that is coupled to a mechanically driven input as
commanded by the vehicle/engine operator. A FPP sensor may be, but is not limited to a foot pedal assembly, a cable-lever-sensor assembly, or a rotary potentiometer. General sensor configurations consist of single potentiometer with IVS, two potentiometers, or two potentiometers with IVS. The FPP sensor outputs are proportional to the commanded input. The ECM uses the FPP sensor inputs to control the throttle and adjust the engine’s load in order to achieve the requested power. Since the FPP sensor inputs directly affect the engine’s power output, redundant sensors are generally used to ensure safe, reliable operation.
This fault is only applicable for dual potentiometer/single IVS sensors and indicates that FPP1 and FPP2 percentages do not correlate with each other and neither of the two potentiometers correlate with the IVS.
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Draft Rev. A-Jan. 2008
SPN 520199, FMI 11 - FPP1 & FPP2 Do Not Match Each Other or IVS
Diagnostic Aids
Troubleshoot according to FPP1 & FPP2 Do Not Match following DTC 2121 and 2126 procedures.
Troubleshoot according to FPP1 & FPP2 Do Not Match IVS following DTC 2115, 2116, 2139, and 2140 procedures.
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Draft Rev. A-Jan. 2008
SPN 4236, FMI 0 -Closed Loop Bank 1 High (Gasoline)
ECM
58
66
B
A
D
C
- +
Sensor
Heater
EGO1 (HO2S 1)
74EGOH1
(PWM-to-Gnd)
5Vrtn1
GR/BR
BK/DG
BL/BR
To System Power Relay
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 1/Bank 1-Before Catalyst) • Check Condition- Engine Running • Fault Condition- Bank 1 closed loop fuel multiplier higher than defined in diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault .
• Emissions related fault
The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then “learned” with the Adaptive multiplier. The multipliers only update when the system is in either “CL Active” or “CL + Adapt” control modes. The purpose of the closed loop fuel multiplier is to quickly adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation prior to adaptive learn fueling correction “learning” the fueling deviation.
This fault sets if the closed loop multiplier exceeds the high limit of normal operation indicating that the engine is operating lean (excess oxygen) and requires more fuel than allowed by corrections. Often high positive fueling corrections are a function of one or more of the following conditions: 1) exhaust leaks upstream or near the HEGO sensor, 2) reduced fuel supply pressure to the fuel injection system, 3) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck closed. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.
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Draft Rev. A-Jan. 2008
SPN 4236, FMI 0 -Closed Loop Bank 1 High (Gasoline)
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check
for short to ground between harness and sensor and on sensor harness Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust
condition at light load. Injectors - System will be lean if an injector driver or driver circuit fails. The system
will also be lean if an injector fails in a closed manner or is dirty. Fuel Pressure - System will be lean if fuel pressure is too low. Check fuel pressure
in the fuel rail during key-on, engine off and during normal operating conditions. Air in Fuel - If the fuel return hose/line is too close to the fuel supply pickup in the fuel
tank, air may become entrapped in the pump or supply line causing a lean condition and driveability problems.
Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition.
Fuel Quality - A drastic variation in fuel quality may cause the system to be lean including oxygenated fuels.
System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems.
If all tests are OK, replace the HO2S sensor with a known good part and retest.
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Draft Rev. A-Jan. 2008
SPN 4236, FMI 1 - Closed Loop Bank 1 Low (Gasoline)
ECM
58
66
B
A
D
C
- +
Sensor
Heater
EGO1 (HO2S 1)
74EGOH1
(PWM-to-Gnd)
5Vrtn1
GR/BR
BK/DG
BL/BR
To System Power Relay
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 1/Bank 1-Before Catalyst) • Check Condition- Engine Running • Fault Condition- Bank 1 closed loop fuel multiplier lower than defined in diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault .
• Emissions related fault
The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then “learned” with the Adaptive multiplier. The multipliers only update when the system is in either “CL Active” or “CL + Adapt” control modes. The purpose of the closed loop fuel multiplier is to quickly adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation prior to adaptive learn fueling correction “learning” the fueling deviation.
This fault sets if the closed loop multiplier exceeds the low limit of normal operation indicating
that the engine is operating rich (excess fuel) and requires less fuel than allowed by corrections. Often high negative fueling corrections are a function of one or more of the following conditions: 1) high fuel supply pressure to the fuel injection system, 2) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck open. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.
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Draft Rev. A-Jan. 2008
SPN 4236, FMI 1 - Closed Loop Bank 1 Low (Gasoline)
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check
for short to ground between harness and sensor and on sensor harness Injectors - System will be rich if an injector driver or driver circuit fails shorted-to-
ground. The system will also be rich if an injector fails in an open. Fuel Pressure - System will be rich if fuel pressure is too high. Check fuel pressure
in the fuel rail during key-on, engine off and during normal operating conditions. System Grounding - ECM and engine must be grounded to the battery with very little
resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems.
If all tests are OK, replace the HO2S sensor with a known good part and retest.
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Draft Rev. A-Jan. 2008
SPN 4236, FMI 0 - Closed Loop Bank 2 High (Gasoline)
ECM
57
66
B
A
D
C
- +
Sensor
Heater
EGO2 (HO2S 2)
75EGOH2
(PWM-to-Gnd)
5Vrtn1
GR
BK/GR
BL/RD
To System Power Relay
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 1/Bank 1-Before Catalyst) • Check Condition- Engine Running • Fault Condition- Bank 2 closed loop fuel multiplier higher than defined in diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault .
• Emissions related fault
The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then “learned” with the Adaptive multiplier. The multipliers only update when the system is in either “CL Active” or “CL + Adapt” control modes. The purpose of the closed loop fuel multiplier is quickly adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation prior to adaptive learn fueling correction “learning” the fueling deviation.
This fault sets if the closed loop multiplier exceeds the high limit of normal operation indicating that the engine is operating lean (excess oxygen) and requires more fuel than allowed by corrections. Often high positive fueling corrections are a function of one or more of the following conditions: 1) exhaust leaks upstream or near the HEGO sensor, 2) reduced fuel supply pressure to the fuel injection system, 3) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck closed. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.
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Draft Rev. A-Jan. 2008
SPN 4236, FMI 0 -Closed Loop Bank 2 High (Gasoline)
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check
for short to ground between harness and sensor and on sensor harness Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust
condition at light load. Injectors - System will be lean if an injector driver or driver circuit fails. The system
will also be lean if an injector fails in a closed manner or is dirty. Fuel Pressure - System will be lean if fuel pressure is too low. Check fuel pressure
in the fuel rail during key-on, engine off and during normal operating conditions. Air in Fuel - If the fuel return hose/line is too close to the fuel supply pickup in the fuel
tank, air may become entrapped in the pump or supply line causing a lean condition and driveability problems.
Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition.
Fuel Quality - A drastic variation in fuel quality may cause the system to be lean including oxygenated fuels.
System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems.
If all tests are OK, replace the HO2S sensor with a known good part and retest.
Indmar Products 2008 All Rights Reserved 238
Draft Rev. A-Jan. 2008
SPN 4236, FMI 1 - Closed Loop Bank 2 Low (Gasoline)
ECM
57
66
B
A
D
C
- +
Sensor
Heater
EGO2 (HO2S 2)
75EGOH2
(PWM-to-Gnd)
5Vrtn1
GR
BK/GR
BL/RD
To System Power Relay
PK/B
K
• Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 1/Bank 1-Before Catalyst) • Check Condition- Engine Running • Fault Condition- Bank 2 closed loop fuel multiplier lower than defined in diagnostic calibration • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault .
• Emissions related fault
The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then “learned” with the Adaptive multiplier. The multipliers only update when the system is in either “CL Active” or “CL + Adapt” control modes. The purpose of the closed loop fuel multiplier is quickly adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation prior to adaptive learn fueling correction “learning” the fueling deviation.
This fault sets if the closed loop multiplier exceeds the low limit of normal operation indicating
that the engine is operating rich (excess fuel) and requires less fuel than allowed by corrections. Often high negative fueling corrections are a function of one or more of the following conditions: 1) high fuel supply pressure to the fuel injection system, 2) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck open. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.
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Draft Rev. A-Jan. 2008
SPN 4236, FMI 1 - Closed Loop Bank 2 Low (Gasoline)
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check
for short to ground between harness and sensor and on sensor harness Injectors - System will be rich if an injector driver or driver circuit fails shorted-to-
ground. The system will also be rich if an injector fails in an open. Fuel Pressure - System will be rich if fuel pressure is too high. Check fuel pressure
in the fuel rail during key-on, engine off and during normal operating conditions. System Grounding - ECM and engine must be grounded to the battery with very little
resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems.
If all tests are OK, replace the HO2S sensor with a known good part and retest.
Indmar Products 2008 All Rights Reserved 240
Draft Rev. A-Jan. 2008
SPN 1323, FMI 11 - Misfire Detected Cylinder #1
• Cylinder #1 Misfire Detected-Driveability/Performance • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in poor driveability but not necessarily catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
2) Emissions are higher than allowed by legislation due to the presence or misfire.
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Draft Rev. A-Jan. 2008
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #1 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 242
Draft Rev. A-Jan. 2008
SPN 1323, FMI 11 - Misfire Detected Cylinder #1
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
Indmar Products 2008 All Rights Reserved 243
Draft Rev. A-Jan. 2008
SPN 1324, FMI 11 - Misfire Detected Cylinder #2
• Cylinder #2 Misfire Detected-Driveability/Performance • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in poor driveability but not necessarily catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
2) Emissions are higher than allowed by legislation due to the presence or misfire.
Indmar Products 2008 All Rights Reserved 244
Draft Rev. A-Jan. 2008
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #2 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 245
Draft Rev. A-Jan. 2008
SPN 1324, FMI 11 - Misfire Detected Cylinder #2
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
Indmar Products 2008 All Rights Reserved 246
Draft Rev. A-Jan. 2008
SPN 1325, FMI 11 - Misfire Detected Cylinder #3
• Cylinder #3 Misfire Detected-Driveability/Performance • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in poor driveability but not necessarily catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
2) Emissions are higher than allowed by legislation due to the presence or misfire.
Indmar Products 2008 All Rights Reserved 247
Draft Rev. A-Jan. 2008
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #3 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 248
Draft Rev. A-Jan. 2008
SPN 1325, FMI 11 - Misfire Detected Cylinder #3
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
Indmar Products 2008 All Rights Reserved 249
Draft Rev. A-Jan. 2008
SPN 1326, FMI 11 - Misfire Detected Cylinder #4
• Cylinder #4 Misfire Detected-Driveability/Performance • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in poor driveability but not necessarily catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
2) Emissions are higher than allowed by legislation due to the presence or misfire.
Indmar Products 2008 All Rights Reserved 250
Draft Rev. A-Jan. 2008
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #4 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 251
Draft Rev. A-Jan. 2008
SPN 1326, FMI 11 - Misfire Detected Cylinder #4
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
Indmar Products 2008 All Rights Reserved 252
Draft Rev. A-Jan. 2008
SPN 1327, FMI 11 - Misfire Detected Cylinder #5
• Cylinder #5 Misfire Detected-Driveability/Performance • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in poor driveability but not necessarily catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
2) Emissions are higher than allowed by legislation due to the presence or misfire.
Indmar Products 2008 All Rights Reserved 253
Draft Rev. A-Jan. 2008
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #5 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 254
Draft Rev. A-Jan. 2008
SPN 1327, FMI 11 - Misfire Detected Cylinder #5
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
Indmar Products 2008 All Rights Reserved 255
Draft Rev. A-Jan. 2008
SPN 1328, FMI 11 - Misfire Detected Cylinder #6
• Cylinder #6 Misfire Detected-Driveability/Performance • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in poor driveability but not necessarily catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
2) Emissions are higher than allowed by legislation due to the presence or misfire.
Indmar Products 2008 All Rights Reserved 256
Draft Rev. A-Jan. 2008
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #6 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 257
Draft Rev. A-Jan. 2008
SPN 1328, FMI 11 - Misfire Detected Cylinder #6
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
Indmar Products 2008 All Rights Reserved 258
Draft Rev. A-Jan. 2008
SPN 1329, FMI 11 - Misfire Detected Cylinder #7
• Cylinder #7 Misfire Detected-Driveability/Performance • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in poor driveability but not necessarily catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
2) Emissions are higher than allowed by legislation due to the presence or misfire.
Indmar Products 2008 All Rights Reserved 259
Draft Rev. A-Jan. 2008
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #7 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 260
Draft Rev. A-Jan. 2008
SPN 1329, FMI 11 - Misfire Detected Cylinder #7
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
Indmar Products 2008 All Rights Reserved 261
Draft Rev. A-Jan. 2008
SPN 1330, FMI 11 - Misfire Detected Cylinder #8
• Cylinder #8 Misfire Detected-Driveability/Performance • Check Condition- Key On, Engine Running • Fault Condition- Misfire occurrences higher than allowed for each operating condition
calibrated at a level that can result in poor driveability but not necessarily catalyst damage • Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault.
• Emissions related fault
The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinder’s rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV).
Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due
to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engine’s driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected.
Emissions/catalyst misfire is generally thought of as a per “bank” fault as multiple cylinders
misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions:
1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components
2) Emissions are higher than allowed by legislation due to the presence or misfire.
Indmar Products 2008 All Rights Reserved 262
Draft Rev. A-Jan. 2008
Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold.
Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system.
Misfire is typically a result of one or more factors. These factors can include but may not be
limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected.
This fault sets if the misfire counter for cylinder #8 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.
Indmar Products 2008 All Rights Reserved 263
Draft Rev. A-Jan. 2008
SPN 1330, FMI 11 - Misfire Detected Cylinder #8
Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first.
Oil Level- Many engines have valve trains that utilize lifters that are hydraulically
actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures.
Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components.
Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire.
o Spark Plug(s) – Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s).
o Spark Plug Wire(s) – Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s).
o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles.
Fuel Pressure – Check fuel rail pressure at key-on/engine-off or with External Power-All On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest.
Cylinder Check – Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats.
Exhaust Leak – Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).
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SPN 701, FMI 3 - AUX Analog Pull-Up 1 High Voltage Fault
• Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type)
• Check Condition- Key On, Engine On • Fault Condition- AUX_ana_PU1 voltage higher than expected • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. • Non-emissions related fault
The auxiliary analog input circuit is customer specific and can be used to perform an action based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is above the limit defined in calibration.
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SPN 701, FMI 3 - AUX Analog Pull-Up 1 High Voltage Fault
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SPN 701, FMI 4 - AUX Analog Pull-Up 1 Low Voltage Fault
• Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type)
• Check Condition- Key On, Engine On • Fault Condition- AUX_ana_PU1 voltage lower than expected • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. • Non-emissions related fault
The auxiliary analog input circuit is customer specific and can be used to perform an action
based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is below the limit defined in calibration.
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SPN 701, FMI 4 - AUX Analog Pull-Up 1 Low Voltage Fault
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SPN 702, FMI 3 - AUX Analog Pull-Up 2 High Voltage Fault
• Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type)
• Check Condition- Key On, Engine On • Fault Condition- AUX_ana_PU2 voltage higher than expected • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. • Non-emissions related fault
The auxiliary analog input circuit is customer specific and can be used to perform an action
based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is above the limit defined in calibration.
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SPN 702, FMI 3 - AUX Analog Pull-Up 2 High Voltage Fault
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SPN 702, FMI 4 - AUX Analog Pull-Up 2 Low Voltage Fault
• Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type)
• Check Condition- Key On, Engine On • Fault Condition- AUX_ana_PU2 voltage lower than expected • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. • Non-emissions related fault
The auxiliary analog input circuit is customer specific and can be used to perform an action
based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is below the limit defined in calibration.
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SPN 702, FMI 4 - AUX Analog Pull-Up 2 Low Voltage Fault
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SPN 703, FMI 3 - AUX Analog Pull-Up 3 High Voltage Fault
• Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type)
• Check Condition- Key On, Engine On • Fault Condition- AUX_ana_PU3 voltage higher than expected • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. • Non-emissions related fault
The auxiliary analog input circuit is customer specific and can be used to perform an action
based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is above the limit defined in calibration.
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SPN 703, FMI 3 - AUX Analog Pull-Up 3 High Voltage Fault
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SPN 703, FMI 4 - AUX Analog Pull Up 3 Low Voltage Fault
• Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type)
• Check Condition- Key On, Engine On • Fault Condition- AUX_ana_PU3 voltage lower than expected • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. • Non-emissions related fault
The auxiliary analog input circuit is customer specific and can be used to perform an action
based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is below the limit defined in calibration.
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SPN 703, FMI 4 - AUX Analog Pull Up 3 Low Voltage Fault
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SPN 1079, FMI 31 - Sensor Supply Voltage (5Vext 1/2) Simultaneous Out-of-Range
ECM
4
Sensors, Actuators 5V_rtn13
67
5V_rtn266
5V_ext2
5V_ext1
Vs=+5 VDC
Vs=+5 VDC
FPP2 Sensor
Grey
Black/Wh
Grey
Black/Gr
• Powered sensors/actuators and FPP2 • Check Condition- Engine on • Fault Condition- high or low voltage feedback on both 5V_ext1 and 5V_ext2 • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, and forced idle • Non-emissions related fault
5V_ext1 is a regulated 5 VDC output that supplies power to sensors and actuators. This power is generally supplied, but is not limited to hall-effects, potentiometers, switches, and pressure transducers. 5V_ext2 is a low-current 5 VDC power supply intended solely for powering a second potentiometer used for electronic throttle control in configurations where high redundancy is required. High accuracy of the power supplies are required in order to ensure proper signal scaling. Both power supplies have a feedback voltage that is monitored by the ECM to determine if the output is overloaded, shorted, or otherwise out of specification. This fault indicates that both power supply feedback voltages are out-of-range as defined in the calibration. In configurations where the crank and/or camshaft position sensors are powered hall-effect sensors, the engine may stall due to loss of synchronization.
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SPN 1079, FMI 31 - Sensor Supply Voltage (5Vext 1/2) Simultaneous Out-of-Range
Key On- Engine RunningRun Mode= "Running"Verify that DTC 1611 is active
Faulty sensor(s)/actuator(s)Faulty sensor(s)/actuator(s) wiringFaulty wireharness
No
Key Off-Engine OffDisconnect all 5VDC powered sensor(s)/actuator(s) from the wireharnessKey On-Engine OffRun Mode= "Stopped"
Is there aredundant FPP
sensorconnected to the
ECM?
Yes
No
Does the DSTindicate DTC
1611?
Yes
Faulty FPP sensor orFPP sensor wiring,replace sensor
Disconnect the FPP sensorfrom the wireharness
No
Does the DSTindicate DTC
1611?
No
Does the DSTindicate DTC
1611?
Yes
Yes
Faulty original FPP sensor
Faulty wireharnessFaulty ECM
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DTC 1612- Microprocessor Failure - RTI 1
ECM
Microprocessor
RAM
Microprocessor
RAM
• Engine Control Module • Check Condition- Key on • Fault Condition- Internal microprocessor error • MIL- On until code is cleared by technician • Adaptive- Disabled for the remainder of the key-on cycle • Closed Loop- Enabled • Power Derate (level 2 until fault is cleared manually)
The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault should be erased after diagnosis by removing battery power. It will not self-erase. During this active fault, Power Derate (level 2) will be enforced. When this is enforced, maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
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DTC 1613- Microprocessor Failure - RTI 2
ECM
Microprocessor
RAM
Microprocessor
RAM
• Engine Control Module • Check Condition- Key on • Fault Condition- Internal microprocessor error • MIL- On until code is cleared by technician • Adaptive- Disabled for the remainder of the key-on cycle • Closed Loop- Enabled • Power Derate (level 2 until fault is cleared manually)
The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault should be erased after diagnosis by removing battery power. It will not self-erase. During this active fault, Power Derate (level 2) will be enforced. When this is enforced, maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
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SFC 555- RTI 2 Loss
Key On - Engine RunningSystem Data Mode
Clear System Fault
Does SFC 555 resetwith engine idling?
Fault is intermittent
Replace ECM with knowngood part and retest
No
Check all power andground circuits to ECM
Are all circuits ok?
Repair wiring toECM and retest
Yes
Yes
No
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DTC 1614- Microprocessor Failure - RTI 3
ECM
Microprocessor
RAM
Microprocessor
RAM
• Engine Control Module • Check Condition- Key on • Fault Condition- Internal microprocessor error • MIL- On until code is cleared by technician • Adaptive- Disabled for the remainder of the key-on cycle • Closed Loop- Enabled • Power Derate (level 2 until fault is cleared manually)
The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault should be erased after diagnosis by removing battery power. It will not self-erase. During this active fault, Power Derate (level 2) will be enforced. When this is enforced, maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
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SFC 556- RTI 3 Loss
Key On - Engine RunningSystem Data Mode
Clear System Fault
Does SFC 556 resetwith engine idling?
Fault is intermittent
Replace ECM with knowngood part and retest
No
Check all power andground circuits to ECM
Are all circuits ok?
Repair wiring toECM and retest
Yes
Yes
No
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DTC 1615- Microprocessor Failure - A/D
ECM
Microprocessor
RAM
Microprocessor
RAM
• Engine Control Module • Check Condition- Key on • Fault Condition- Internal microprocessor error • MIL- On until code is cleared by technician • Adaptive- Disabled for the remainder of the key-on cycle • Closed Loop- Enabled • Power Derate (level 2 until fault is cleared manually)
The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault should be erased after diagnosis by removing battery power. It will not self-erase. During this active fault, Power Derate (level 2) will be enforced. When this is enforced, maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
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SFC 513- A/D Loss
Key On - Engine RunningSystem Data Mode
Clear System Fault
Does SFC 513 resetwith engine idling?
Fault is intermittent
Replace ECM with knowngood part and retest
No
Check all power andground circuits to ECM
Are all circuits ok?
Repair wiring toECM and retest
Yes
Yes
No
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DTC 1616- Microprocessor Failure - Interrupt
ECM
Microprocessor
RAM
Microprocessor
RAM
• Engine Control Module • Check Condition- Key on • Fault Condition- Internal microprocessor error • MIL- On until code is cleared by technician • Adaptive- Disabled for the remainder of the key-on cycle • Closed Loop- Enabled • Power Derate (level 2 until fault is cleared manually)
The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault should be erased after diagnosis by removing battery power. It will not self-erase. During this active fault, Power Derate (level 2) will be enforced. When this is enforced, maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
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SFC 512- Invalid Interrupt
Key On - Engine RunningSystem Data Mode
Clear System Fault
Does SFC 512 resetwith engine idling?
Fault is intermittent
Replace ECM with knowngood part and retest
No
Check all power andground circuits to ECM
Are all circuits ok?
Repair wiring toECM and retest
Yes
Yes
No
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DTC 1628- CAN Address Conflict Failure
• CAN device(s) • Check Condition- Key On, Engine on • Fault Condition- two or more devices on the network that contain the same SA • Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp • Non-emissions related fault
The controller area network serves as a communication portal between intelligent devices. These devices may be but are not limited to other engine ECMs (slave), diagnostic tools, “smart” gauges, “smart” sensors, powertrain control units, vehicle controllers, actuators, etc. The network permits several devices to communicate with each other receiving and broadcasting commands as programmed. This type of network allows devices to be added to an entire system through only two conductors and permits all other devices to broadcast and receive commands to and from the device when properly commanded. CAN1 is used for general network communication including gauge display, scan tool communication, and other general 3rd party traffic. CAN2 is reserved solely for engine control (engine synchronization, throttle control, vehicle controller commands, etc.) and is limited to EControls Inc. approved devices only. This fault indicates that there are two (2) or more devices on the network that use the same source address.
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DTC 1628- CAN Address Conflict Failure
Key On- Engine RunningRun Mode= "Running"Verify that DTC 1628 is active
Remove last deviceContact device manufactureto request alternate SA
No
Disconnect one (1) device from the CANWait three (3) seconds
Are there two ormore engines on
the CAN?
Yes
No
Does the DSTindicate DTC
1628?
Yes
Configure the secondaryengine(s) as slave(s)Reconnect engine(s) to thenetwork
Disconnect the secondaryengine(s) from the network
No
Does the DSTindicate DTC
1628?
Yes
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DTC 1631- PWM1/Gauge1 Open/Ground Short
Relay
+
-Gauge
ECM
ECM
• Analog gauge, proportional actuator, on-off device • Check Condition- Key-On, Engine On • Fault Condition- AUX PWM1 output open circuit or shorted to ground • Corrective Action(s)- Trigger buzzer/secondary warning device • Non-emissions related fault
AUX_PWM1 is an output that, depending on the ECM hardware configuration, may be used to:
• Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) • PWM an analog gauge (PWM config) • PWM the low-side of a on-off device (PWM config) • PWM a proportional actuator (PWM config)
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DTC 1631- PWM1/Gauge1 Open/Ground Short Duty-cycle PWM type
Key On, Engine RunningRun Mode= "Running"Operate engine at a conditionthat causes output to function
Using a DST, is DTC1631 active?
Intermittent Fault
Using a DMM, is the voltagepotential from the device signal
input to ground > 3 VDC?
Disconnect ECM output signal atdeviceOperate engine at idle in neutral
Yes
No
Faulty device (short toground)
Connect test light/noid fromVbat to ECM device outputOperate engine at a conditionthat causes output to function
Yes
No
Does test light/noidilluminate?
No
YesKey On, Engine OffRun Mode= "Stopped"Disconnect wireharnessheader from ECM
Does test light/noidilluminate?
No
Yes Faulty wireharness(ground short)
Faulty device(short to ground)Faulty ECM
Key Off, Engine OffDisconnect wireharness header fromECMCarefully remove yellow lock fromheader at device output terminalCAREFULLY check resistancebetween ECM output at header andsignal at device. NOTE: DO NOTINSERT probe or object intoterminals as this will cause theterminal to spread and may nolonger make contact with ECMpin. Spread pins will voidwarranty! Probe on the side ofterminal.
Using a DMM, is the resistancebetween the ECM output at the device
and the output at the header < 10ohms?
Yes
No
Faulty wireharness(open circuit)
Faulty ECM(open circuit)
Using a DMM, is the voltagepotential from the device signal
input to Vbat > 3 VDC?
Faulty device(open circuit)
No
Yes
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DTC 1631- PWM1/Gauge1 Open/Ground Short Resistance Simulation type
No
No
Key On-Engine RunningRun Mode= "Running"Verify that DTC 1631 is active
Stop engineKey-on, Engine OffRun Mode= “Stopped”Disconnect output signal from device
Does the DST indicate DTC 1632?
Using a DMM, is the resistance between the signal input of gauge
and gauge ground <50 ohms?
Faulty gauge (short circuit)
No
Does the “xxxx gauge pullup R estimate” value
in DST = inserted resistance ± 10%
Yes
Yes
Faulty wireharness (ground short)
Yes
Using a DMM, is the resistance between the device output
signal at header and the Ground pin(s) <
100 ohms?
No
Faulty gauge
Disconnect output signalPlace a known resistance (100-200 Ω) between the signal output and Vbat
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminal
CAREFULLY check resistance between ECM output at header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Short output signal to Vbat at gauge
Yes
Using a DMM, is the resistance between the device output
signal at header and the signal at gauge <
100 ohms?
No Faulty wireharness (open circuit)
Faulty ECM
Yes
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DTC 1632- PWM1/Gauge1 Short-To-Power
Relay
+
-Gauge
ECM
ECM
• Analog gauge, proportional actuator, on-off device • Check Condition- Key-On, Engine On • Fault Condition- AUX PWM1 output shorted to power • Corrective Action(s)- Trigger buzzer/secondary warning device • Non-emissions related fault
AUX_PWM1 is an output that, depending on the ECM hardware configuration, may be used to:
• Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) • PWM an analog gauge (PWM config) • PWM the low-side of a on-off device (PWM config) • PWM a proportional actuator (PWM config)
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DTC 1632- PWM1/Gauge1 Short-To-Power Duty-cycle PWM type
Yes
No
Key On-Engine RunningRun Mode= "Running"Verify that DTC 1632 is active
Disconnect output signal from device
Does the DST stillindicate DTC 1632?
Using a DMM, is thevoltage potential from the
device signal to Vbat >80% of Vbat?
Faulty deviceFaulty device wiring
No
Key On, Engine OffRun Mode= "Stopped"
Using a DMM, is theresistance between the
device output signal at thedevice and Vbat < 100
ohms?
No Faulty deviceFaulty device wiring
Yes
Faulty ECM
Disconnect wireharnessheader from ECM
No
Using a DMM, is theresistance between the
device output signal at thedevice and Vbat < 100
ohms?
YesFaulty wireharness
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DTC 1632- PWM1/Gauge1 Short-To-Power Resistance Simulation type
Yes
No
Key On-Engine RunningRun Mode= "Running"Verify that DTC 1632 is active
Disconnect output signal from device
Does the DST still indicate DTC 1632?
Using a DMM, is the resistance between the
signal input of gauge and gauge Vbat <50 ohms?
Faulty gaugeNo
Key On, Engine OffRun Mode= "Stopped"
Does the “xxxx gauge pullup R estimate” value
in DST = inserted resistance ± 10%
Yes
Yes
Faulty wireharness
Yes
Using a DMM, is the resistance between the device output
signal at header and the VBat pin(s) < 100
ohms?
No
Faulty gauge
Place a known resistance in series between the PWM output and Vbat
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminal
CAREFULLY check resistance between ECM output at header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty ECM
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DTC 1633- PWM2/Gauge2 Open/Ground Short
Relay
+
-Gauge
ECM
ECM
• Analog gauge, proportional actuator, on-off device • Check Condition- Key-On, Engine On • Fault Condition- AUX PWM2 output open circuit or shorted to ground • Corrective Action(s)- Trigger buzzer/secondary warning device • Non-emissions related fault
AUX_PWM2 is an output that, depending on the ECM hardware configuration, may be used to:
• Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) • PWM an analog gauge (PWM config) • PWM the low-side of a on-off device (PWM config) • PWM a proportional actuator (PWM config)
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DTC 1633- PWM2/Gauge2 Open/Ground Short Key On, Engine RunningRun Mode= "Running"Operate engine at a conditionthat causes output to function
Using a DST, is DTC1633 active?
Intermittent Fault
Using a DMM, is the voltagepotential from the device signal
input to ground > 3 VDC?
Disconnect ECM output signal atdeviceOperate engine at idle in neutral
Yes
No
Faulty device (short toground)
Connect test light/noid fromVbat to ECM device outputOperate engine at a conditionthat causes output to function
Yes
No
Does test light/noidilluminate?
No
YesKey On, Engine OffRun Mode= "Stopped"Disconnect wireharnessheader from ECM
Does test light/noidilluminate?
No
Yes Faulty wireharness(ground short)
Key Off, Engine OffDisconnect wireharness header fromECMCarefully remove yellow lock fromheader at device output terminalCAREFULLY check resistancebetween ECM output at header andsignal at device. NOTE: DO NOTINSERT probe or object intoterminals as this will cause theterminal to spread and may nolonger make contact with ECMpin. Spread pins will voidwarranty! Probe on the side ofterminal.
Using a DMM, is the resistancebetween the ECM output at the device
and the output at the header < 10ohms?
Yes
No
Faulty wireharness(open circuit)
Faulty ECM(open circuit)
Using a DMM, is the voltagepotential from the device signal
input to Vbat > 3 VDC?
Faulty device(open circuit)
No
Yes
Faulty device(short to ground)Faulty ECM
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DTC 1634- PWM2/Gauge2 Short-To-Power
Relay
+
-Gauge
ECM
ECM
• Analog gauge, proportional actuator, on-off device • Check Condition- Key-On, Engine On • Fault Condition- AUX PWM2 output shorted to power • Corrective Action(s)- Trigger buzzer/secondary warning device • Non-emissions related fault
AUX_PWM2 is an output that, depending on the ECM hardware configuration, may be used to:
• Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) • PWM an analog gauge (PWM config) • PWM the low-side of a on-off device (PWM config) • PWM a proportional actuator (PWM config)
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DTC 1634- PWM2/Gauge2 Short-To-Power Duty-cycle PWM type
Yes
No
Key On-Engine RunningRun Mode= "Running"Verify that DTC 1634 is active
Disconnect output signal from device
Does the DST stillindicate DTC 1634?
Using a DMM, is thevoltage potential from the
device signal to Vbat >80% of Vbat?
Faulty deviceFaulty device wiring
No
Key On, Engine OffRun Mode= "Stopped"
Using a DMM, is theresistance between the
device output signal at thedevice and Vbat < 100
ohms?
No Faulty deviceFaulty device wiring
Yes
Faulty ECM
Disconnect wireharnessheader from ECM
No
Using a DMM, is theresistance between the
device output signal at thedevice and Vbat < 100
ohms?
YesFaulty wireharness
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DTC 1634- PWM2/Gauge2 Short-To-Power Resistance Simulation type
Yes
No
Key On-Engine RunningRun Mode= "Running"Verify that DTC 1634 is active
Disconnect output signal from device
Does the DST still indicate DTC 1634?
Using a DMM, is the resistance between the
signal input of gauge and gauge Vbat <50 ohms?
Faulty gaugeNo
Key On, Engine OffRun Mode= "Stopped"
Does the “xxxx gauge pullup R estimate” value
in DST = inserted resistance ± 10%
Yes
Yes
Faulty wireharness
Yes
Using a DMM, is the resistance between the device output
signal at header and the VBat pin(s) < 100
ohms?
No
Faulty gauge
Place a known resistance in series between the PWM output and Vbat
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminal
CAREFULLY check resistance between ECM output at header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty ECM
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DTC 1635- PWM3/Gauge3 Open/Ground Short
Relay
+
-Gauge
ECM
ECM
• Analog gauge, proportional actuator, on-off device • Check Condition- Key-On, Engine On • Fault Condition- AUX PWM3 output open circuit or shorted to ground • Corrective Action(s)- Trigger buzzer/secondary warning device • Non-emissions related fault
AUX_PWM3 is an output that, depending on the ECM hardware configuration, may be used to:
• Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) • PWM an analog gauge (PWM config) • PWM the low-side of a on-off device (PWM config) • PWM a proportional actuator (PWM config)
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DTC 1635- PWM3/Gauge3 Open/Ground Short Duty-cycle PWM type
Key On, Engine RunningRun Mode= "Running"Operate engine at a conditionthat causes output to function
Using a DST, is DTC1635 active?
Intermittent Fault
Using a DMM, is the voltagepotential from the device signal
input to ground > 3 VDC?
Disconnect ECM output signal atdeviceOperate engine at idle in neutral
Yes
No
Faulty device (short toground)
Connect test light/noid fromVbat to ECM device outputOperate engine at a conditionthat causes output to function
Yes
No
Does test light/noidilluminate?
No
YesKey On, Engine OffRun Mode= "Stopped"Disconnect wireharnessheader from ECM
Does test light/noidilluminate?
No
Yes Faulty wireharness(ground short)
Key Off, Engine OffDisconnect wireharness header fromECMCarefully remove yellow lock fromheader at device output terminalCAREFULLY check resistancebetween ECM output at header andsignal at device. NOTE: DO NOTINSERT probe or object intoterminals as this will cause theterminal to spread and may nolonger make contact with ECMpin. Spread pins will voidwarranty! Probe on the side ofterminal.
Using a DMM, is the resistancebetween the ECM output at the device
and the output at the header < 10ohms?
Yes
No
Faulty wireharness(open circuit)
Faulty ECM(open circuit)
Using a DMM, is the voltagepotential from the device signal
input to Vbat > 3 VDC?
Faulty device(open circuit)
No
Yes
Faulty device(short to ground)Faulty ECM
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DTC 1636- PWM3/Gauge3 Short-To-Power
Relay
+
-Gauge
ECM
ECM
• Analog gauge, proportional actuator, on-off device • Check Condition- Key-On, Engine On • Fault Condition- AUX PWM3 output shorted to power • Corrective Action(s)- Trigger buzzer/secondary warning device • Non-emissions related fault
AUX_PWM3 is an output that, depending on the ECM hardware configuration, may be used to:
• Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) • PWM an analog gauge (PWM config) • PWM the low-side of a on-off device (PWM config) • PWM a proportional actuator (PWM config)
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DTC 1636- PWM3/Gauge3 Short-To-Power Duty-cycle PWM type
Yes
No
Key On-Engine RunningRun Mode= "Running"Verify that DTC 1636 is active
Disconnect output signal from device
Does the DST stillindicate DTC 1636?
Using a DMM, is thevoltage potential from the
device signal to Vbat >80% of Vbat?
Faulty deviceFaulty device wiring
No
Key On, Engine OffRun Mode= "Stopped"
Using a DMM, is theresistance between the
device output signal at thedevice and Vbat < 100
ohms?
No Faulty deviceFaulty device wiring
Yes
Faulty ECM
Disconnect wireharnessheader from ECM
No
Using a DMM, is theresistance between the
device output signal at thedevice and Vbat < 100
ohms?
YesFaulty wireharness
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DTC 1636- PWM3/Gauge3 Short-To-Power Resistance Simulation type
Yes
No
Key On-Engine RunningRun Mode= "Running"Verify that DTC 1636 is active
Disconnect output signal from device
Does the DST still indicate DTC 1636?
Using a DMM, is the resistance between the
signal input of gauge and gauge Vbat <50 ohms?
Faulty gaugeNo
Key On, Engine OffRun Mode= "Stopped"
Does the “xxxx gauge pullup R estimate” value
in DST = inserted resistance ± 10%
Yes
Yes
Faulty wireharness
Yes
Using a DMM, is the resistance between the device output
signal at header and the VBat pin(s) < 100
ohms?
No
Faulty gauge
Place a known resistance in series between the PWM output and Vbat
Disconnect wireharness header from ECMCarefully remove yellow lock from header at device output terminal
CAREFULLY check resistance between ECM output at header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.
Faulty ECM
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SPN 920, FMI 4 - Buzzer Control Ground Short
• Buzzer/Secondary warning device • Check Condition- Key On, Engine On • Fault Condition- ECM buzzer output shorted to ground • Corrective Action(s)- Illuminate MIL • Non-emissions related fault
This ECM output is used to provide a low-side switch to a secondary warning device such as an audible buzzer or secondary warning lamp.
+ Buzzer
-
Buzzer
ECM
+ VDC
Buzzer may be configuredin calibration to:
Pin -BuzzerPin - AUX PWM1Pin - AUX PWM2Pin - AUX PWM3Pin - AUX PWM4Pin - AUX PWM5
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SPN 920, FMI 4 - Buzzer Control Ground Short
Key On- Engine On Run Mode= "Running"
Verify that DTC 1641 is active
Does the DST still indicate DTC 1641?
Yes
No
Faulty ECM
No
Faulty buzzer
Faullty wireharness,
Key Off, Engine Off
Using a DVOM, is theresistance between the ECM
buzzer output signal andground< 100 ohms ?
Yes
Using a DVOM, is the voltage potential from the buzzer low-side to ground
> 80% of Vbat? Yes
No Faulty buzzer orbuzzer wiring
Disconnect harness from ECM
No
Using a DVOM, is the resistance between the ECMbuzzer output at buzzer and
ground< 100 ohms ? Yes
Disconnect output signal from buzzer
Operate engine at Idle
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SPN 920, FMI 5 - Buzzer Open
• Buzzer/Secondary warning device • Check Condition- Key On, Engine Off • Fault Condition- ECM buzzer output open circuit • Corrective Action(s)- Illuminate MIL • Non-emissions related fault
This ECM output is used to provide a low-side switch to a secondary warning device such as an audible buzzer or secondary warning lamp.
+ Buzzer
-
Buzzer
ECM
+ VDC
Buzzer may be configuredin calibration to:
Pin -BuzzerPin - AUX PWM1Pin - AUX PWM2Pin - AUX PWM3Pin - AUX PWM4Pin - AUX PWM5
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SPN 920, FMI 5 - Buzzer Open
Key On- Engine OffRun Mode= "Stopped"Verify that DTC 1642 is active
Faulty ECM
No
Faulty buzzer Faulty buzzer orbuzzer wiring
Key OffConnect test noid from Vbatto ECM buzzer output
Key-On with engineoff. Does noid flashand then extinguish?
Yes
Using a DVOM, is thevoltage potential from thebuzzer low-side to ground
> 80% of Vbat?
No
Yes
No
Using a DVOM, is theresistance between the ECMoutput at the buzzer and theECM buzzer output at the
header > 10 ohms?
Key OffDisconnect wireharness header from ECMCarefully remove yellow lock from header at buzzeroutput terminalCAREFULLY check continuity between ECM output atheader and signal at buzzer. NOTE: DO NOTINSERT probe or object into terminals as this willcause the terminal to spread and may no longermake contact with ECM pin. Spread pins will voidwarranty! Probe on the side of terminal.
Faulty wireharnessYes
Disconnect output signal from buzzer
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SPN 920, FMI 3 - Buzzer Control Short-To-Power
• Buzzer/Secondary warning device • Check Condition- Key On, Engine On • Fault Condition- ECM buzzer output shorted to power • Corrective Action(s)- Illuminate MIL • Non-emissions related fault
This ECM output is used to provide a low-side switch to a secondary warning device such as an audible buzzer or secondary warning lamp.
+ Buzzer
-
Buzzer
ECM
+ VDC
Buzzer may be configuredin calibration to:
Pin -BuzzerPin - AUX PWM1Pin - AUX PWM2Pin - AUX PWM3Pin - AUX PWM4Pin - AUX PWM5
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SPN 920, FMI 3 - Buzzer Control Short-To-Power
Key On- Engine RunningRun Mode= "Running"Verify that DTC 1643 is active
Does the DST stillindicate DTC 1643?
Yes
No
Faulty Buzzer wiringFaulty ECM
No
Faulty buzzer
Faulty wireharness
Key OffDisconnect header from ECM
Using a DVOM, is theresistance between the ECM
buzzer output signal at thebuzzer and Vbat < 100 ohms?
YesUsing a DVOM, is the
voltage potential from thebuzzer low-side to ground
> 80% of Vbat?
Yes
No
Disconnect output signal from buzzer
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SPN 1213, FMI 4 - MIL Control Ground Short
ECM
MIL
+
-
+12 VDC
• MIL • Check Condition- Key On, Engine Off or Running • Fault Condition- ECM MIL output shorted to ground • Corrective Action(s)- sound audible warning or illuminate secondary warning lamp • Non-emissions related fault
This ECM output is used to provide a low-side switch to a MIL that is used to indicate that an
emission related fault has been set. This fault will set if the ECM detects that there is a ground short of the MIL output.
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SPN 1213, FMI 4 - MIL Control Ground Short
Key On- Engine Off Run Mode= "Stopped" Verify that DTC 1644 is active
Does the DST still indicate DTC 1644?
Yes
No
Faulty ECM
No
Faulty MIL
Faullty wireharness
Key Off, Engine Off
Using a DVOM, is theresistance between the ECM
MIL output signal and ground<100 ohms ?
Yes
Using a DVOM, is the voltage potential from the MIL low-side to ground >
80% of Vbat? Yes
No Faulty MIL or MILwiring
Disconnect harness from ECM
No
Using a DVOM, is the resistance between the ECM
MIL output at MIL and ground< 100 ohms ?
Yes
Disconnect output signal from MIL
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SPN 1213, FMI 3 - MIL Control Short to Power
• MIL • Check Condition- Key On, Engine Off • Fault Condition- ECM MIL output shorted to power • Corrective Action(s)- Trigger buzzer/secondary warning device • Non-emissions related fault
This ECM output is used to provide a low-side switch to a MIL indicating an emission related fault has been set.
+ MIL
-
MIL
ECM
+ VDC
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SPN 1213, FMI 3 - MIL Control Short to Power
Key On- Engine Off Run Mode= "Stopped" Verify that DTC 1645 is active
Does the DST still indicate DTC 1645?
Yes
No
Faulty MIL wiringFaulty ECM
No
Faulty MIL
Faulty wireharness
Key OffDisconnect header from ECM
Using a DVOM, is theresistance between the ECMMIL output signal at the MIL
and Vbat < 100 ohms?
YesUsing a DVOM, is the
voltage potential from the MIL low-side to ground >
80% of Vbat?
Yes
No
Disconnect output signal from MIL
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SPN 51, FMI 7 - : Unable to Reach Lower TPS
• Throttle Position Sensor • Check Condition-Cranking or Running • Fault Condition-Throttle command is 20% less than throttle position for 200ms or longer • MIL-On during active fault • Adaptive-Enabled • Closed Loop-Enabled • Engine Shut Down
There are 2 Throttle Position Sensors located within the throttle which use variable resistors to determine signal voltage based on throttle plate position. TPS1 will read low voltage when closed and TPS2 will read high voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. This fault will set if the throttle command is 20% less than the actual throttle position. During this active fault the MIL light will be on and the engine will shut down.
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Draft Rev. A-Jan. 2008
Does DST display TPS1voltage less than 0.2 volts?
SFC 638-Throttle Unable To Close
* Ignition "Off"* Disconnect Throttle Connector* Ignition "On"
Move FP untilthrottle command is
32%-37%NOTE: To sweep
throttle on stationaryapplications,go to
DBW page and typedesired throttle
opening % in theFPP1 box.
* TPS1 signal circuit shorted to poweror
* Faulty ECM
Probe sensor ground circuit onharness (ECM) side (bk/lt grn) with
test light connected to battery voltage
Does test light come on?
* Foreign object not allowing Throttleto close
or* Faulty Throttle connection
or* Faulty Throttle
or* Faulty ECM
* Open sensor ground circuitor
* Faulty ECM
Yes
No
Yes
No
Key On -Engine OffDBW Throttle Test Mode
Is TPS 1 voltage greaterthan 2.0 volts?
Intermittent Problem
No
Yes
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DTC 2112: Unable to Reach Higher TPS
• Throttle Position Sensor • Check Condition-Cranking or Running • Fault Condition-Throttle command is 20% more than actual throttle position • MIL-On during active fault • Adaptive-Enabled • Closed Loop-Enabled • Engine Shut Down
There are 2 Throttle Position Sensors located within the throttle which use variable resistors to determine signal voltage based on throttle plate position. TPS1 will read low voltage when closed and TPS2 will read high voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. This fault will set if the throttle command is 20% or more than the actual throttle position. During this active fault the MIL light will be on and the engine will shut down.
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SPN 91, FMI 18 - FPP1 Lower than FPP2
33
34
4
3
67
66
5V_ext1
Vs=+5 VDC
FPP2
5V_ext2
Vs=+5 VDC
5V_rtn1
5V_rtn2
ECM
FPP1
FPP2
FPP1
D
F
B
G
C
J
Grey
Blue
Black/Wh
Grey
Green
Black/Wh
• Electronic foot pedal/throttle control sensor • Check Condition- Key On, Engine Off • Fault Condition- FPP1% lower than FPP2% • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, and power derate, low rev limit, or forced idle • Non-emissions related fault
The FPP sensor is an electronic device that is coupled to a mechanically driven input as commanded by the vehicle/engine operator. A FPP sensor may be, but is not limited to a foot pedal assembly, a cable-lever-sensor assembly, or a rotary potentiometer. General sensor configurations consist of single potentiometer with IVS, two potentiometers, or two potentiometers with IVS. The FPP sensor outputs are proportional to the commanded input. The ECM uses the FPP sensor inputs to control the throttle and adjust the engine’s load in order to achieve the requested power. Since the FPP sensor inputs directly affect the engine’s power output, redundant sensors are generally used to ensure safe, reliable operation. This fault indicates that the measured % deflection of sensor 1 is less than sensor 2 by an amount defined in calibration.
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SPN 91, FMI 18 - FPP1 Lower than FPP2
Key On- Engine OffRun Mode="Stopped"
Ensure that the sensor issecurely mounted to bracketEnsure that the sensor isfully-closed
Using a DST, areFPP1 & 2 voltageswithin idle toleranceas specified by mfg?
Yes
No
Faulty FPP sensor orFPP sensor wiring
Using a DMM, is thevoltage potential across
sensor supply and sensorground= 4.60-5.40 VDC
No
Ensure that ECM hasnot turned offCycle Vsw
Does the DSTindicate DTC 642,643, 652, or 653?
Yes
Yes
Troubleshoot powersupply DTC(s)
No
Key On- Engine OnRun Mode= "Running"Operate engine at idle
Open the sensor to thefull open stop
Using a DST, areFPP1 & 2 voltages
within full-scaletolerance as
specified by mfg?
Yes
No
Faulty FPP sensor orFPP sensor wiring
Using a DMM, is thevoltage potential across
sensor supply and sensorground= 4.60-5.40 VDC
No
Ensure that ECM hasnot turned offCycle Vsw
Does the DSTindicate DTC 642,643, 652, or 653?
Yes
Yes
Troubleshoot powersupply DTC(s)
No
Key On- Engine OnRun Mode= "Running"Operate engine at idle
Intermittent Fault
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SPN 91, FMI 3 - FPP1 Voltage High
33
3
4
F
D
B
5 volts
Signal
Sensor Ground
ECM
FPP 1
Grey
Blue
Black/White
• Foot Pedal Position • Check Condition-Key On • Fault Condition-FPP1 sensor voltage exceeds 4.8 • MIL-On during active fault and flashing at 2 Hz (twice per second) after active fault for the
remainder of the key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level 1) and Low Rev Limit enforced
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. Less depression of pedal results in lower voltage, and greater depression results in higher voltage. This fault will set if voltage is over 4.8 volts at any operating condition while the key is on. If the voltage exceeds 4.8, then FPP is considered to be out of specifications. At this point the ECM does not have a valid signal, and must therefore enforce the low rev limit and Power Derate (level 1). When these are enforced the maximum throttle position is 50% and the maximum engine speed is 1600 RPM. The Low Rev Limit is enforced for the remainder of the key-on cycle. Rev limit is still enforced if the active fault is no longer present; the MIL light will flash at 2 Hz for the remainder of the key-on cycle. This is a reminder that the Low Rev Limit is still enforced.
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Draft Rev. A-Jan. 2008
Does DST display FPPvoltage of 4.8 volts or greater
with the Foot Pedal in idleposition?
Does DST display FPPvoltage less than 0.2 volts?
SFC 611-FPP High Voltage
* Key Off* Disconnect FPP sensor from harness* Key On
Intermittent Problem
*FPP signal circuit shorted to voltageor
* Faulty ECM
Probe sensor ground circuitwith test light connected to
battery voltage
Does test light come on?* Faulty ECM connection
orFaulty sensor
* Open sensor ground circuitor
* Faulty ECM
YesNo
Yes
No
Key On -Engine OffSystem Data Mode
Does DST FPP voltageever exceed 4.8 volts?
Slowly increase FPP whileobserving FPP voltage.
* Faulty FPP or* Poor Ground Circuit
or* Faulty Connection
Yes
No
Yes
No
Indmar Products 2008 All Rights Reserved 338
Draft Rev. A-Jan. 2008
SPN 520199, FMI11 - FPP2 Invalid Voltage and FPP1 Disagrees with IVS
33
34
4
3
67
66
5V_ext1
Vs=+5 VDC
FPP2
5V_ext2
Vs=+5 VDC
5V_rtn1
5V_rtn2
ECM
FPP1
FPP2
FPP1
D
F
B
G
C
J
Grey
Blue
Black/Wh
Grey
Green
Black/Wh
• Electronic foot pedal/throttle control sensor • Check Condition- Key On, Engine Off • Fault Condition- FPP2 VDC out-of-range, FPP1% does not match IVS state • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, and forced idle • Non-emissions related fault
The FPP sensor is an electronic device that is coupled to a mechanically driven input as commanded by the vehicle/engine operator. A FPP sensor may be, but is not limited to a foot pedal assembly, a cable-lever-sensor assembly, or a rotary potentiometer. General sensor configurations consist of single potentiometer with IVS, two potentiometers, or two potentiometers with IVS. The FPP sensor outputs are proportional to the commanded input. The ECM uses the FPP sensor inputs to control the throttle and adjust the engine’s load in order to achieve the requested power. Since the FPP sensor inputs directly affect the engine’s power output, redundant sensors are generally used to ensure safe, reliable operation. This fault is only applicable with dual potentiometer/single IVS sensors and indicates that FPP2 voltage is out-of-range and FPP1% does not correlate with the IVS state resulting in a loss of redundancy.
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Draft Rev. A-Jan. 2008
SPN 520199, FMI11 - FPP2 Invalid Voltage and FPP1 Disagrees with IVS
Diagnostic Aids
Troubleshoot FPP2 voltage out-of-range following DTC 2127 and 2128 procedures. Troubleshoot FPP1 disagrees with IVS following DTC 2115 and 2139 procedures.
Indmar Products 2008 All Rights Reserved 340
Draft Rev. A-Jan. 2008
SPN 91, FMI 16 - FPP1 Higher than FPP2
33
34
4
3
67
66
5V_ext1
Vs=+5 VDC
FPP2
5V_ext2
Vs=+5 VDC
5V_rtn1
5V_rtn2
ECM
FPP1
FPP2
FPP1
D
F
B
G
C
J
Grey
Blue
Black/Wh
Grey
Green
Black/Wh
• Electronic foot pedal/throttle control sensor • Check Condition- Key On, Engine Off • Fault Condition- FPP1% higher than FPP2% • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, and power derate, low rev limit, or forced idle • Non-emissions related fault
The FPP sensor is an electronic device that is coupled to a mechanically driven input as commanded by the vehicle/engine operator. A FPP sensor may be, but is not limited to a foot pedal assembly, a cable-lever-sensor assembly, or a rotary potentiometer. General sensor configurations consist of single potentiometer with IVS, two potentiometers, or two potentiometers with IVS. The FPP sensor outputs are proportional to the commanded input. The ECM uses the FPP sensor inputs to control the throttle and adjust the engine’s load in order to achieve the requested power. Since the FPP sensor inputs directly affect the engine’s power output, redundant sensors are generally used to ensure safe, reliable operation. This fault indicates that the measured % deflection of sensor 1 is greater than sensor 2 by an amount defined in calibration.
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Draft Rev. A-Jan. 2008
SPN 91, FMI 16 - FPP1 Higher than FPP2
Key On- Engine OffRun Mode= "Stopped"
Ensure that the sensor issecurely mounted to bracketEnsure that the sensor isfully-closed
Using a DST, areFPP1 & 2 voltageswithin idle toleranceas specified by mfg?
Yes
No
Faulty FPP sensor orFPP sensor wiring
Using a DMM, is thevoltage potential across
sensor supply and sensorground= 4.60-5.40 VDC
No
Ensure that ECM hasnot turned offCycle Vsw
Does the DSTindicate DTC 642,643, 652, or 653?
Yes
Yes
Troubleshoot powersupply DTC(s)
No
Key On- Engine OnRun Mode= "Running"Operate engine at idle
Open the sensor to thefull open stop
Using a DST, areFPP1 & 2 voltages
within full-scaletolerance as
specified by mfg?
Yes
No
Faulty FPP sensor orFPP sensor wiring
Using a DMM, is thevoltage potential across
sensor supply and sensorground= 4.60-5.40 VDC
No
Ensure that ECM hasnot turned offCycle Vsw
Does the DSTindicate DTC 642,643, 652, or 653?
Yes
Yes
Troubleshoot powersupply DTC(s)
No
Key On- Engine OnRun Mode= "Running"Operate engine at idle
Intermittent Fault
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SPN 29, FMI 4 - FPP2 voltage low
34
66
67
C
G
J
5 volts
Signal
Sensor Ground
ECM
FPP 2
Grey
Green
Black/White
• Foot Pedal Position • Check Condition-Key On • Fault Condition-FPP sensor voltage less than 0.2 • MIL-On during active fault and flashing at 2 Hz (twice per second) after active fault for the
remainder of the key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level 1) and Low Rev Limit enforced
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. Less depression of pedal results in lower voltage, and greater depression results in higher voltage. This fault will set if voltage is less than 0.2 volts at any operating condition while the key is on. If the voltage is less than 0.2, then FPP is considered to be out of specifications. At this point the ECM does not have a valid signal, and must therefore enforce the low rev limit and Power Derate (level-1). When these are enforced the maximum throttle position is 50% and the maximum engine speed is 1600 RPM. The low rev limit is enforced for the remainder of the key-on cycle. If the active fault is no longer present, the MIL light will flash at 2 Hz for the remainder of the key-on cycle. This is a reminder that the Low Rev Limit is still enforced.
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Draft Rev. A-Jan. 2008
Does DST display FPPvoltage of 0.2 volts or lesswith the Foot Pedal in idle
position?
Does DST display FPPvoltage of 4.8 volts or
greater?
SFC 612-FPP Low Voltage
* Key Off* Disconnect FPP sensor from harness* Jumper 5 volt reference circuit and FPPsignal circuit together* Key On
Intermittent Problem
Probe FPP signal circuit withtest light connected to battery
voltage.
* Poor sensor connectionor
* Faulty sensor
Does DST display FPPvoltage of 4.8 volts or
greater?
* 5 volt reference is open orshorted to ground
or* Faulty ECM connection
or* Faulty ECM
* FPP signal circuit open or shorted toground
or* Faulty ECM connection
or* Faulty ECM
YesNo
Yes
No
Yes
No
Key On -Engine OffSystem Data Mode
Does DST FPP voltageever drop below 0.2 volts?
Slowly depress FP whileobserving FPP voltage.
* Faulty FPPor
* Faulty Connectionor
* Poor 5 volt power supply circuit
Yes
No
Indmar Products 2008 All Rights Reserved 346
Draft Rev. A-Jan. 2008
SPN 51, FMI 31 - TPS1/2 Simultaneous Voltages Out-of-Range
• Electronic throttle body • Check Condition- Key On, Engine On • Fault Condition- TPS1 and TPS2 voltages are both simultaneously out-of-range • Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning
lamp, and shutdown engine • Non-emissions related fault
The throttle is an air valve used to control the amount of air available to the engine for combustion and thereby the engine’s power output. An electronic throttle simply means that a motor is controlled electronically through an electronic control system to actuate the throttle valve. Electronic throttle control is advantageous because it tends to offer improved starting, improved idle governing, improved maximum speed governing, excellent load acceptance and steady-state speed governing, permits engine synchronization, and offers flexibility to protect the engine during certain fault conditions. This fault is generated when both feedback sensors in the ETB (TPS1 and TPS2) simultaneously produce out-of-range faults. This fault indicates that there is no feedback of the throttle valve and as a result throttle control cannot take place. This fault is, and should always be, configured to shut the engine down.
Indmar Products 2008 All Rights Reserved 347
Draft Rev. A-Jan. 2008
SPN 51, FMI 31 - TPS1/2 Simultaneous Voltages Out-of-Range
Diagnostic Aids
Troubleshoot according to TPS1 voltage out-of-range following DTC 122 and 123 procedures.
Troubleshoot according to TPS2 voltage out-of-range following DTC 222 and 223 procedures.
Indmar Products 2008 All Rights Reserved 348
Draft Rev. A-Jan. 2008
SPN 108, FMI 0 -BP High Pressure
• Barometric Pressure • Check Condition-Key On, Engine Off or after BP estimate during low-speed/high load operation • Fault Condition-Barometric Pressure is greater than y psia • Corrective Action(s): Illuminate MIL and/or sound audible warning or illuminate secondary
warning lamp, disable adaptive learn fueling correction for key-cycle • Emissions related fault
Barometric Pressure is estimated from the MAP sensor at key-on and in some calibrations during low speed/high load operation as defined in the engine’s calibration. The barometric pressure value is used for fuel and airflow calculations.
This fault sets if the barometric pressure is higher than y psia as defined in the diagnostic calibration.
Indmar Products 2008 All Rights Reserved 350
Draft Rev. A-Jan. 2008
SPN 1268, FMI 5 - Spark Coil #1 Primary Open/Short-to-Ground
A
B
C
D
Ignition Coil
47
2
ECM
Analog Return
Coil Driver #1
A
E
G
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Purple
Pink/DGr
Bk
Pink/DGr
Purple
Bk/Wh
Bk
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #1 fires either the 1st cylinder in the firing order or the 1st cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.
EC M
IC CO NTRO L
IG N ITIO N TIM ING S IG NAL
IG NITIO N VO LTAG E
CO IL DRIVER
G RO UND
12V+ From PTR Relay
SPARK PLUG S
HIG H VO LTAG E SW ITC H
IG NITIO N CO ILIG NITIO N
CO NTRO L M O DULE
(ICM )
H VS IG N ITIO N SYSTEM S
Pink/BkBrown
W hite B lackCoil W ire
Indmar Products 2008 All Rights Reserved 351
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 311-Coil Driver #1 Open
Does SFC 311 reset withengine idling?
Clear system fault
Fault is intermittent.
* Key Off* Disconnect harness connector fromthe ECM* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pin 27 of the ECMconnector and pin C of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins C & D on the
ignition coil.
* Faulty connection at ECM orcoilor
* Faulty ECM
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Yes
No
Indmar Products 2008 All Rights Reserved 352
Draft Rev. A-Jan. 2008
SPN 1268, FMI 6 - Spark Coil #1 Primary Short-to-Power
A
B
C
D
Ignition Coil
47
2
ECM
Analog Return
Coil Driver #1
A
E
G
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Purple
Bk
Pink/DGr
Bk/Wh
Purple
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is shorted-to-power • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #1 fires either the 1st cylinder in the firing order or the 1st cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.
EC M
IC CO NTRO L
IG N ITIO N TIM ING S IG NAL
IG NITIO N VO LTAG E
CO IL DRIVER
G RO UND
12V+ From PTR Relay
SPARK PLUG S
HIG H VO LTAG E SW ITC H
IG NITIO N CO ILIG NITIO N
CO NTRO L M O DULE
(ICM )
H VS IG N ITIO N SYSTEM S
Pink/BkBrown
W hite B lackCoil W ire
Indmar Products 2008 All Rights Reserved 353
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 312-Coil Driver #1 Shorted
Does SFC 312 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pins C & D on theignition coil..
Replace the coilIs circuit shorted?
Disconnect harness connector fromthe ECM
* Check between pin 27 of the ECMconnector and pin C of the coilconnector for a short to ground.NOTE: Perform this test using a
DVOM and check one pin at a time tobattery ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
Faulty coilor Faulty ECM
No
Yes
Indmar Products 2008 All Rights Reserved 354
Draft Rev. A-Jan. 2008
SPN 1269, FMI 5 - Spark Coil #2 Primary Open/Short-to-Ground
A
B
C
D
Ignition Coil
44
2
ECM
Analog Return
Coil Driver #1
A
E
B
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Red/Wh
Bk
Pink/DGr
Bk/Wh
Red/Wh
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #2 fires either the 2nd cylinder in the firing order or the 2nd cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 355
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 313-Coil Driver #2 Open
Does SFC 313 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the ECM* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure theresistance between pin 28 of the ECM connectorand pin C of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins C & D on the
ignition coil.
* Faulty connection at ECM orcoilor
* Faulty ECM
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Indmar Products 2008 All Rights Reserved 356
Draft Rev. A-Jan. 2008
SPN 1269, FMI 6- Spark Coil #2 Primary Short-to-Power
A
B
C
D
Ignition Coil
44
2
ECM
Analog Return
Coil Driver #1
A
E
B
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Red/Wh
Bk
Pink/DGr
Bk/Wh
Red/Wh
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is shorted-to-power • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #2 fires either the 2nd cylinder in the firing order or the 2nd cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 357
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 314-Coil Driver #2 Shorted
Does SFC 314 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pins C & D on theignition coil..
Replace the coilIs circuit shorted?
Disconnect harness connector fromthe ECM
* Check between pin 28 of the ECMconnector and pin C of the coilconnector for a short to ground.NOTE: Perform this test using a
DVOM and check one pin at a time tobattery ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
Faulty coilor Faulty ECM
No
Yes
Indmar Products 2008 All Rights Reserved 358
Draft Rev. A-Jan. 2008
SPN 1270, FMI 5 - Spark Coil #3 Primary Open/Short-to-Ground
A
B
C
D
Ignition Coil
25
2
ECM
Analog Return
Coil Driver #1
A
E
F
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Blue
Bk
Pink/DGr
Bk/Wh
Blue
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #3 fires either the 3rd cylinder in the firing order or the 3rd cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 359
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 315-Coil Driver #3 Open
Does SFC 315 reset withengine idling?
Clear system fault
Fault is intermittent.
* Key Off* Disconnect harness connector fromthe ECM* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pin 1 of the ECMconnector and pin C of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins C & D on the
ignition coil.
* Faulty connection at ECM orcoilor
* Faulty ECM
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Yes
No
Indmar Products 2008 All Rights Reserved 360
Draft Rev. A-Jan. 2008
SPN 1270, FMI 6 - Spark Coil #3 Primary Short-to-Power
A
B
C
D
Ignition Coil
25
2
ECM
Analog Return
Coil Driver #1
A
E
F
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Blue
Bk
Pink/DGr
Bk/Wh
Blue
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is shorted-to-power • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #3 fires either the 3rd cylinder in the firing order or the 3rd cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 361
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 316-Coil Driver #3 Shorted
Does SFC 316 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pins C & D on theignition coil..
Replace the coilIs circuit shorted?
Disconnect harness connector fromthe ECM
* Check between pin 1 of the ECMconnector and pin C of the coilconnector for a short to ground.NOTE: Perform this test using a
DVOM and check one pin at a time tobattery ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
Faulty coilor Faulty ECM
No
Yes
Indmar Products 2008 All Rights Reserved 362
Draft Rev. A-Jan. 2008
SPN 1271, FMI 5 - Spark Coil #4 Primary Open/Short-to-Ground
A
B
C
D
Ignition Coil
24
2
ECM
Analog Return
Coil Driver #1
A
E
C
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Green/Wh
Bk
Pink/DGr
Bk/Wh
Green/Wh
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #4 fires either the 4th cylinder in the firing order or the 4th cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 363
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 321-Coil Driver #4 Open
Does SFC 321 reset withengine idling?
Clear system fault
Fault is intermittent.
* Key Off* Disconnect harness connector fromthe ECM* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pin 2 of the ECMconnector and pin C of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins C & D on the
ignition coil.
* Faulty connection at ECM orcoilor
* Faulty ECM
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Yes
No
Indmar Products 2008 All Rights Reserved 364
Draft Rev. A-Jan. 2008
SPN 1271, FMI 6 - Spark Coil #4 Primary Short-to-Power
A
B
C
D
Ignition Coil
24
2
ECM
Analog Return
Coil Driver #1
A
E
C
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Green/Wh
Bk
Pink/DGr
Bk/Wh
Green/Wh
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is shorted-to-power • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #4 fires either the 4th cylinder in the firing order or the 4th cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 365
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 322-Coil Driver #4 Shorted
Does SFC 322 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pins C & D on theignition coil..
Replace the coilIs circuit shorted?
Disconnect harness connector fromthe ECM
* Check between pin 2 of the ECMconnector and pin C of the coilconnector for a short to ground.NOTE: Perform this test using a
DVOM and check one pin at a time tobattery ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
Faulty coilor Faulty ECM
No
Yes
Indmar Products 2008 All Rights Reserved 366
Draft Rev. A-Jan. 2008
SPN 1272, FMI 5 - Spark Coil #5 Primary Open/Short-to-Ground
A
B
C
D
Ignition Coil
23
2
ECM
Analog Return
Coil Driver #1
A
E
C
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Green
Bk
Pink/DGr
Bk/Wh
Green
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #5 fires either the 5th cylinder in the firing order or the 5th cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 367
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 323-Coil Driver #5 Open
Does SFC 323 reset withengine idling?
Clear system fault
Fault is intermittent.
* Key Off* Disconnect harness connector fromthe ECM* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pin 3 of the ECMconnector and pin C of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins C & D on the
ignition coil.
* Faulty connection at ECM orcoilor
* Faulty ECM
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Yes
No
Indmar Products 2008 All Rights Reserved 368
Draft Rev. A-Jan. 2008
SPN 1272, FMI 6 - Spark Coil #5 Primary Short-to-Power
A
B
C
D
Ignition Coil
23
2
ECM
Analog Return
Coil Driver #1
A
E
C
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Green
Bk
Pink/DGr
Bk/Wh
Green
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is shorted-to-power • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #5 fires either the 5th cylinder in the firing order or the 5th cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 369
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 324-Coil Driver #5 Shorted
Does SFC 324 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pins C & D on theignition coil..
Replace the coilIs circuit shorted?
Disconnect harness connector fromthe ECM
* Check between pin 3 of the ECMconnector and pin C of the coilconnector for a short to ground.NOTE: Perform this test using a
DVOM and check one pin at a time tobattery ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
Faulty coilor Faulty ECM
No
Yes
Indmar Products 2008 All Rights Reserved 370
Draft Rev. A-Jan. 2008
SPN 1273, FMI 5 - Spark Coil #6 Primary Open/Short-to-Ground
A
B
C
D
Ignition Coil
22
2
ECM
Analog Return
Coil Driver #1
A
E
F
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Blue/Wh
Bk
Pink/DGr
Bk/Wh
Blue/Wh
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #6 fires either the 6th cylinder in the firing order or the 6th cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 371
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 325-Coil Driver #6 Open
Does SFC 325 reset withengine idling?
Clear system fault
Fault is intermittent.
* Key Off* Disconnect harness connector fromthe ECM* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pin 4 of the ECMconnector and pin C of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins C & D on the
ignition coil.
* Faulty connection at ECM orcoilor
* Faulty ECM
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Yes
No
Indmar Products 2008 All Rights Reserved 372
Draft Rev. A-Jan. 2008
SPN 1273, FMI 6 - Spark Coil #6 Primary Short-to-Power
A
B
C
D
Ignition Coil
22
2
ECM
Analog Return
Coil Driver #1
A
E
F
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Blue/Wh
Bk
Pink/DGr
Bk/Wh
Blue/Wh
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is shorted-to-power • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #6 fires either the 6th cylinder in the firing order or the 6th cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 373
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 326-Coil Driver #6 Shorted
Does SFC 326 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pins C & D on theignition coil..
Replace the coilIs circuit shorted?
Disconnect harness connector fromthe ECM
* Check between pin 4 of the ECMconnector and pin C of the coilconnector for a short to ground.NOTE: Perform this test using a
DVOM and check one pin at a time tobattery ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
Faulty coilor Faulty ECM
No
Yes
Indmar Products 2008 All Rights Reserved 374
Draft Rev. A-Jan. 2008
SPN 1274, FMI 5 - Spark Coil #7 Primary Open/Short-to-Ground
A
B
C
D
Ignition Coil
45
2
ECM
Analog Return
Coil Driver #1
A
E
B
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Red
Bk
Pink/DGr
Bk/Wh
Red
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #7 fires either the 7th cylinder in the firing order or the 7th cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 375
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 331-Coil Driver #7 Open
Does SFC 331 reset withengine idling?
Clear system fault
Fault is intermittent.
* Key Off* Disconnect harness connector fromthe ECM* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pin 5 of the ECMconnector and pin C of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins C & D on the
ignition coil.
* Faulty connection at ECM orcoilor
* Faulty ECM
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Yes
No
Indmar Products 2008 All Rights Reserved 376
Draft Rev. A-Jan. 2008
SPN 1274, FMI 6 - Spark Coil #7 Primary Short-to-Power
A
B
C
D
Ignition Coil
45
2
ECM
Analog Return
Coil Driver #1
A
E
B
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Red
Bk
Pink/DGr
Bk/Wh
Red
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is shorted-to-power • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #7 fires either the 7th cylinder in the firing order or the 7th cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 377
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 332-Coil Driver #7 Shorted
Does SFC 332 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pins C & D on theignition coil..
Replace the coilIs circuit shorted?
Disconnect harness connector fromthe ECM
* Check between pin 5 of the ECMconnector and pin C of the coilconnector for a short to ground.NOTE: Perform this test using a
DVOM and check one pin at a time tobattery ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
Faulty coilor Faulty ECM
No
Yes
Indmar Products 2008 All Rights Reserved 378
Draft Rev. A-Jan. 2008
SPN 1275, FMI 5 - Spark Coil #8 Primary Open/Short-to-Ground
A
B
C
D
Ignition Coil
46
2
ECM
Analog Return
Coil Driver #1
A
E
G
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Purple/Wh
Bk
Pink/DGr
Bk/Wh
Purple/Wh
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst.
• Emissions related fault Coil driver #8 fires either the 8th cylinder in the firing order or the 8th cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 379
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 333-Coil Driver #8 Open
Does SFC 333 reset withengine idling?
Clear system fault
Fault is intermittent.
* Key Off* Disconnect harness connector fromthe ECM* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pin 6 of the ECMconnector and pin C of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins C & D on the
ignition coil.
* Faulty connection at ECM orcoilor
* Faulty ECM
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Yes
No
Indmar Products 2008 All Rights Reserved 380
Draft Rev. A-Jan. 2008
SPN 1275, FMI 6 - Spark Coil #8 Primary Short-to-Power
A
B
C
D
Ignition Coil
46
2
ECM
Analog Return
Coil Driver #1
A
E
G
H
Harness connector on valve
cover
To 12v relayed power
DISTRIBUTORLESS IGNITION
Bk/Wh
Purple/Wh
Bk
Pink/DGr
Bk/Wh
Purple/Wh
Bk
Pink/DGr
• Ignition/Spark Coil (Dumb-coil ONLY) • Check Condition- Key On, Engine On • Fault Condition- Primary circuitry of the ignition coil is shorted-to-power • Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary
warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit.
• Emissions related fault Coil driver #8 fires either the 8th cylinder in the firing order or the 8th cylinder in the block order depending on the configuration of the ‘Injector/Spark Diagnostic Numbering’ scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.
Indmar Products 2008 All Rights Reserved 381
Draft Rev. A-Jan. 2008
Key On - Engine RunningSystem Data Mode
SFC 334-Coil Driver #8 Shorted
Does SFC 334 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measurethe resistance between pins C & D on theignition coil..
Replace the coilIs circuit shorted?
Disconnect harness connector fromthe ECM
* Check between pin 6 of the ECMconnector and pin C of the coilconnector for a short to ground.NOTE: Perform this test using a
DVOM and check one pin at a time tobattery ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
Faulty coilor Faulty ECM
No
Yes
Indmar Products 2008 All Rights Reserved 384
Draft Rev. A-Jan. 2008
SPN 645, FMI 4 - Tach Output Ground Short
• Tachometer Gauge • Check Condition- Key On, Engine On • Fault Condition- ECM tachometer output shorted to ground • Corrective Action(s)- Sound soft warning or illuminate secondary warning lamp • Non-emissions related fault
This output is a 0-12 VDC constant duty-cycle, variable frequency square-wave used to drive a digital tachometer. This fault sets if the ECM tachometer output senses a short to ground.
Tach
ECM
+
Tach
-
Sig
+ VDC
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Draft Rev. A-Jan. 2008
SPN 645, FMI 4 - Tach Output Ground Short
Key On- Engine RunningRun Mode= "Running"Verify that DTC 2618 is active
Does the DST stillindicate DTC 2618?
Yes
No
Faulty ECM
No
Faulty gauge
Reconnect header to ECMKey On- Engine RunningRun Mode= "Running"
Is the ECM frequency outputbetween "Tach" and ground stable
and within 10% of calc_freq asmeasured with a DVOM?
RPMin speed engine N where,602
cyl of # (hz.) calc_freq =×=N
No
Faulty wireharness
Key Off,Disconnect header from ECM
Is the resistance between theECM tachometer output signal at
the gauge and ground < 100ohms?
Yes
Faulty gauge orgauge wiring
Yes
Operate engine at idle in neutral.
Disconnect output signal from tachometer
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Draft Rev. A-Jan. 2008
SPN 645, FMI 3 - Tach Output Short to Power
• Tachometer Gauge • Check Condition- Key On, Engine On • Fault Condition- ECM tachometer output shorted to power • Corrective Action(s)- Sound soft warning or illuminate secondary warning lamp • Non-emissions related fault
This output is a 0-12 VDC constant duty-cycle, variable frequency square-wave used to drive a digital tachometer. This fault sets if the ECM tachometer output senses a short to power.
Tach
ECM
+
Tach
-
Sig
+ VDC
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Draft Rev. A-Jan. 2008
SPN 645, FMI 3 - Tach Output Short to Power
Key On- Engine RunningRun Mode= "Running"Verify that DTC 2619 is active
Does the DST stillindicate DTC 2619?
Yes
No
Faulty ECM
No
Faulty gauge orgauge wiring
Reconnect header to ECMKey On- Engine RunningRun Mode= "Running"
Is the frequency outputbetween "Tach" and ground
stable and within 10% ofcalc_freq as measured with a
DVOM?
Operate engine at idle in neutral.
RPMin speed engine N where,602
cyl of # (hz.) calc_freq =×=N
No
Faulty wireharness
Disconnect output signal fromtachometer
Key Off,Disconnect header from ECM
Is the voltage potentialbetween the ECM tachometeroutput signal at the gauge and
ground > 1.00 VDC?
Yes
Faulty gauge or gauge wiringIntermittent short in wireharness
Yes
This Page Intentionally Left Blank
Note: If this manual wears out from normal use, Indmar will replace it at no
charge. Call 901-353-9930 for replacement.
SMP0503-09