ENR8774

17

Electronic Troubleshooting

The ECM checks the Injection pressure regulator

circuit.

•   Barometric Absolute Pressure (BAP)

•   Battery Voltage

When the OCC is done, the DTC window will display

DTCs, if there are problems.

•   EGR Valve Position

Note: When using the EST to do KOEO or Key-On

Engine-Running (KOER) diagnostic tests, Standard

test is always selected and run first. If the ignition

switch is not cycled, do not run the Standard Test

again.

•   Exhaust Back Pressure (EBP)

•   Engine Coolant Level (ECL)

•   Engine Fuel Pressure (EFP) (optional)

•   Engine Oil Pressure (EOP)

•   Engine Oil Temperature (EOT)

•   Intake Air Temperature (IAT)

•   Injection Control Pressure (ICP)

•   Manifold Air Temperature (MAT)

•   Manifold Absolute Pressure (MAP)

Injector Test

Note: The Standard test must be done before doing

the Injector test. The Injector test diagnoses electrical

problems in IDM wiring or injectors.

Note: Before doing the Injector test, DTCs should be

accessed, noted, and cleared. DTCs found will then

be displayed as Active DTCs.

During the Injector test, the ECM requests the IDM

actuate the injectors in numerical order (1 through 6),

not in ring order. The IDM monitors the electrical

circuit for each injector, evaluates the performance of

the injector coils, and checks the operation of the

electrical circuit. If an electronic component in the

injector drive circuit fails the expected parameters,

the IDM sends a fault to the ECM. The ECM logs the

fault, a DTC is set and sent to the EST.

Output State Low Test

The Output State Low test allows the technician to

diagnose the operation of the output signals and

actuators.

In the Output State Low test mode, the ECM pulls

down the output voltage to the low state. This

grounds the low side driver circuits and actuates the

output components controlled by the ECM.

Note: The technician can monitor injector operation

by listening to the sound of each injector when

activated by the IDM. During Hard Start and No Start

conditions, when oil is cold and thick, injectors may

be hard to hear.

During Output State Low test, the output of the circuit

in question can be monitored with a Digital Multimeter

(DMM). The DMM measures a low voltage state as

the outputs are toggled. The actual voltage will vary

with the circuit tested.

The DTC window will display DTCs, if there are

problems.

Note: A breakout harness and a DMM are required to

monitor the suspected circuit or actuator. DTCs are

not set by the ECM during this test.

Continuous Monitor Test

The Continuous Monitor test troubleshoots

intermittent connections between the ECM and

sensors. The engine can be off or running.

The following actuators are activated when toggled

low during the test:

•   Injection Pressure Regulator (IPR) (electrical

circuit only)

The EST monitors the following circuits:

•   EGR (audible and visual inspection only)

continuous monitoring by EGR drive module

Glow Plug/Inlet Air Heater Output State

Test

The Glow Plug/Inlet Air Heater Output State test

allows the technician to determine if the Inlet Air

Heater System is operating correctly.

The inlet air heater relay operation is activated for 30

seconds. A DMM and current clamp are used to

measure the time the relay is on and the amperage

that is drawn for the inlet air heater.

This document has been printed from SPI2. NOT FOR RESALE.

18

KENR8774

Electronic Troubleshooting

Key-On Engine-Running(KOER) Tests

Standard Test

When all cylinders are active, the contribution of each

cylinder is 17% of the overall effect to maintain

governed speed. When three cylinders are shut off,

contribution of each remaining cylinder is 33% of the

overall effect to maintain governed speed. The

technician should monitor fuel rate and engine load.

During the KOER Standard test, the ECM commands

the IPR through a step test to determine if the ICP

system is performing as expected. The ECM monitors

signal values from the ICP sensor and compares

those values to the expected values. When the

Standard test is done, the ECM returns the engine to

normal operation and transmits DTCs set during the

test.

Note: The Relative Compression test should be done

after doing the Injector Disable test to distinguish

between an injector or mechanical problem.

Note: Before running the manual or automatic

injector disable test, ensure that the following

conditions are met:

Note: Before doing this test, confirm the following

conditions:

•   Make sure that accessories are turned off. Items

cycled during this test could corrupt the test

results.

•   Problems causing active DTCs were corrected,

and active DTCs were cleared.

•   Keep engine oil temperature within a 2° C  (5° F)

range from the beginning to the end of the test.

Engine oil temperature affects injection timing. Too

much of a change in engine oil temperature could

corrupt the test results.

•   Engine coolant temperature must be at least 70° C

(158° F)70 °C (158 °F).

•   Battery voltage must be higher than 10.5 VDC.

Continuous Monitor Test

Note: If any injectors are removed and reinstalled or

replaced, run the engine for 30 minutes before

checking for misfire or rough idle.

The Continuous Monitor test troubleshoots

intermittent connections at sensors and actuators.

The engine can be off or running.

Automatic Test

The EST monitors the following circuits:

•   Barometric Absolute Pressure (BAP)

•   Battery Voltage

The Automatic test is used when comparing cylinder

to cylinder test data.

Note: Do KOER Standard test before doing this test.

•   Exhaust Back Pressure (EBP)

•   Engine Coolant Level (ECL)

•   Engine Fuel Pressure (EFP) (optional)

•   Engine Oil Pressure (EOP)

Manual Test - Engine Cold

The Manual test is used when diagnosing each

cylinder for cold misfire, considering engine oil

temperature changes.

The engine oil temperature indicator will change from

red to green when engine temperature reaches 70° C

(158° F) or higher.

•   Engine Oil Temperature (EOT)

•   Intake Air Temperature (IAT)

•   Injection Control Pressure (ICP)

•   Manifold Air Temperature (MAT)

•   Manifold Absolute Pressure (MAP)

If the engine oil temperature indicator is red,

erroneous comparisons are likely from cylinder to

cylinder. However, when diagnosing a cold misfire, a

technician can listen to tone changes from cylinder-

to-cylinder.

When the engine oil temperature indicator is green

and the engine temperature is 70° C  (158° F) or

higher, fuel rate and timing are more stable, meaning

that comparisons from cylinder to cylinder are more

accurate. Overall engine operation is more stable.

Injector Disable Tests

The Injector Disable tests allow the technician to shut

off injectors to determine if a specific cylinder is

contributing to engine performance. Injectors can be

shut off one at a time, alternative cylinders at a time

or alternative cylinders plus one.

Shut off one injector at a time and listen for changes

in exhaust tone.

Note: If any injectors are removed and reinstalled or

replaced, run the engine for 30 minutes before

checking for misfire or rough idle.

Alternate cylinders are every other cylinder in ring

order.

Firing order: 1-5-3-6-2-4

This document has been printed from SPI2. NOT FOR RESALE.

KENR8774

19

Electronic Troubleshooting

i05584049

If an input signal is out of range (over or under normal

operating range), the ECM logs a fault and sets a

Diagnostic Trouble Code (DTC). The ECM monitors

the operation of systems for in range conditions to

determine if systems are working in a normal

operational range. If the ECM detects that a system

falls outside a predetermined range, a fault will be

logged and a DTC will be set.

Replacing the ECM

NOTICE

Keep all parts clean from contaminants.

Each DTC has a three-digit number to identify the

source of a malfunction measured or monitored

electronically. A fault is a malfunction measured or

monitored electronically.

Contaminants may cause  rapid wear and  shortened

component life.

The engine is equipped with an Electronic Control

Module (ECM). The ECM contains no moving parts.

Follow the troubleshooting procedures in this manual

in order to be sure that replacing the ECM will correct

the problem. Verify that the suspect ECM is the cause

of the problem.

The ECM continuously monitors the Injection Control

Pressure (ICP) system and the Air Management

System (AMS). If the ECM detects that a system falls

outside a predetermined range, the ECM logs a fault

and sets a DTC.

During normal engine operation, the ECM

automatically performs several tests to detect faults.

Note: Ensure that the ECM is receiving power and

that the ECM is properly grounded before

replacement of the ECM is attempted. Refer to the

schematic diagram.

When a fault is detected, the ECM often runs a fault

management strategy to allow continued, though

sometimes degraded, engine operation.

Note: When a new ECM is not available, an ECM can

be used from an engine that is not in service. The

ECM must have the same serial number suffix.

Ensure that the replacement ECM and the part

number for the flash file match the suspect ECM. Be

sure to record the parameters from the replacement

ECM.

With the engine running, engine events are

permanently recorded in the ECM. Engine events can

be retrieved with the Perkins  1306/1606 Diagnostic

Software.

Diagnostic Trouble Code – When a fault in the

electronic system is detected, the ECM generates a

diagnostic trouble code. The diagnostic trouble code

indicates the specific fault in the circuitry.

NOTICE

If  the   flash  file   and  engine   application  are   not

matched, engine damage may result.

Diagnostic codes can have three different states:

Active – With the ignition switch in the ON position,

active indicates a DTC for a condition currently in the

system. When the ignition switch is turned off, an

active DTC becomes inactive. (If a problem remains,

the DTC will be active on the next ignition switch

cycle and the Perkins  1306/1606 Diagnostic

Software will display active/inactive.)

A replacement ECM and IDM can be obtained with

the flash file already installed or a blank ECM can be

ordered.

If a blank ECM or IDM is being installed, contact

“[email protected] ” for the correct flash

file. To install the flash file, refer to Troubleshooting,

“Flash Programming”.

Inactive – With the ignition switch in the ON position,

inactive indicates a DTC for a condition during a

previous ignition switch cycle. When the ignition

switch is turned to OFF, inactive DTCs from previous

ignition switch cycles remain in the ECM memory until

cleared.

i05345689

Self-Diagnostics

Active/Inactive – With the ignition switch in the ON

position, active/inactive indicates a DTC for a

condition currently in the system and was present in a

previous ignition switch cycle, if the code was not

cleared.

The Electronic Control Module (ECM) can detect

faults in the electronic system and with engine

operation.

When a fault is detected, a diagnostic trouble code is

generated. An alarm may also be generated.

Engine Events

Standard Engine Events

Standard engine events include excessive coolant

temperature and engine rpm (over-speed).

This document has been printed from SPI2. NOT FOR RESALE.

20

KENR8774

Electronic Troubleshooting

Optional Engine Events

Optional engine events are monitored and recorded,

if the engine is equipped with the optional Engine

Warning Protection System (EWPS). Optional engine

events recorded by the ECM include low coolant level

and low oil pressure.

Engine Event Hours

The ECM records engine events in hours .

The ECM stores the two most recent events. Two

events could happen in the same hour, and two

events could happen in the same mile.

i05346137

Sensors and Electrical

Connectors

Sensor Locations for the Engine

The illustrations in this section show the typical

locations of the sensors for the industrial engine.

Specific engines may appear different from the

illustration due to differences in applications.

Illustration 7

g02974017

Typical example

(1) Exhaust Gas Recirculation (EGR) valve

(2) Inlet air temperature sensor

(3) Inlet manifold air pressure sensor

(4) Water in fuel sensor

(5) Engine oil temperaturesensor

(9) Control module

(10) Crankshaft position sensor

(11) Coolant jacket heater

(6) Injection pressure regulator

(7) Engine fuel pressure sensor

(8) Air inlet heater

(12) Engine oil pressure sensor

This document has been printed from SPI2. NOT FOR RESALE.

KENR8774

21

Electronic Troubleshooting

Illustration 8

g02976178

Typical example

(13) Injection control pressure sensor

(internal)

(14) Exhaust back pressure sensor

(15) Engine coolant temperature sensor

(16) Camshaft position sensor

This document has been printed from SPI2. NOT FOR RESALE.

22

KENR8774

Electronic Troubleshooting

Illustration 9

g02732035

Typical example

(1) EGR valve

(2) Inlet air temperature sensor

(3) Inlet manifold air pressure sensor

(4) Water in fuel sensor

(5) Engine oil temperaturesensor

(6) Injection pressure regulator

(7) Engine fuel pressure sensor

(8) Inlet Air Heater (IAH)

This document has been printed from SPI2. NOT FOR RESALE.

KENR8774

23

Electronic Troubleshooting

Illustration 10

g02732036

Typical example

(9) Control module

(A) EGR valve control module

(B) Injection Drive Module (IDM)

(C) IAH relay

(D) Electronic Control Module (ECM)

Illustration 11

g02976197

Typical example

(10) Crankshaft position sensor

(11) Coolant jacket heater

(12) Engine oil pressure sensor

This document has been printed from SPI2. NOT FOR RESALE.