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        珀金斯Perkins1600發動機故障維修排除資料手冊

        詳細描述

        Troubleshooting

        1600 Series Industrial Engine

        Electrical Connector - Inspect

        Most electrical faults are caused by poor connections.

        The following procedure will assist in detecting faults

        with connectors and with wiring. If a fault is found,

        correct the condition and verify that the fault is

        resolved.

        Intermittent electrical faults are sometimes resolved

        by disconnecting and reconnecting connectors. It is

        very important to check for diagnostic codes

        immediately before disconnecting a connector. Also

        check for diagnostic codes after reconnecting the

        connector. If the status of a diagnostic code is

        changed due to disconnecting and reconnecting a

        connector, there are several possible reasons. The

        likely reasons are loose terminals, improperly

        crimped terminals, moisture, corrosion, and

        inadequate mating of a connection.

        Illustration 30

        g01131019

        Seal for a three-pin connector (typical example)

        Follow these guidelines:

        •   Always use a breakout harness for a voltmeter

        probe or a test light. Never break the insulation of a

        wire in order to access a circuit for measurements.

        •   If a wire is cut, always install a new terminal for the

        repair.

        The connection  of any  electrical equipment  and

        the  disconnection  of   any  electrical  equipment

        may cause an explosion hazard which may result

        in injury  or death. Do  not connect any  electrical

        equipment or disconnect any electrical equipment

        in an explosive atmosphere.

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


         

        116

        KENR8774

        Diagnostic Functional Tests

        Table 49

        TroubleshootingTest Steps

        Values

        Results

        1. Check Connectors for Moisture and Corrosion

        Harness,

        connectors,

        and seals are

        OK.

        Result: A fault has been found with the harness or the

        connectors.

        A. Inspect all the harnesses. Ensure that the routing of the wiring

        harness allows the wires to enter the face of each connector at a

        perpendicular angle. Otherwise, the wire will deform the seal bore.

        This will create a path for the entrance of moisture. Verify that the

        seals for the wires are sealing correctly.

        Repair the connectors or the wiring, as required. Ensure that

        all of the seals are correctly installed. Ensure that the con-

        nectors have been reattached.

        If corrosion is evident on the pins, sockets or the connector,

        use only denatured alcohol to remove the corrosion. Use a

        cotton swab or a soft brush to remove the corrosion.

        If moisture was found in the connectors, run the engine for

        several minutes and check again for moisture. If moisture re-

        appears, the moisture is wicking into the connector. Even if

        the moisture entry path is repaired, it may be necessary to re-

        place the wires.

        Use the electronic service tool in order to clear all logged di-

        agnostic codes and then verify that the repair eliminates the

        fault.

        Result: The harness, connectors, and seals are in good

        condition.

        B. Ensure that the sealing plugs are in place. If any of the plugs are

        missing, replace the plug. Ensure that the plugs are inserted cor-

        rectly into the connector.

        C. Disconnect the suspect connector and inspect the connector

        seal. Ensure that the seal is in good condition. If necessary, replace

        the connector.

        D. Thoroughly inspect the connectors for evidence of moisture

        entry.

        Note: It is normal to see some minor seal abrasion on connector

        seals. Minor seal abrasion will not allow the entry of moisture.

        If moisture or corrosion is evident in the connector, the source of

        the moisture entry must be found and the source of the moisture

        entry must be repaired. If the source of the moisture entry is not re-

        paired, the fault will recur. Simply drying the connector will not recti-

        fy the fault. Check the following items for the possible moisture

        entry path:

        Proceed to Test Step 2.

        · Missing seals

        · Incorrectly installed seals

        · Nicks in exposed insulation

        · Improperly mated connectors

        Moisture can also travel to a connector through the inside of a wire.

        If moisture is found in a connector, thoroughly check the connector

        harness for damage. Also check other connectors that share the

        harness for moisture.

        Note: The ECM is a sealed unit. If moisture is found in an ECM

        connector, the ECM is not the source of the moisture. Do not re-

        place the ECM.

        2. Check the Wires for Damage to the Insulation

        The wiring is   Result: There is damage to the harness.

        OK

        A. Carefully inspect each wire for signs of abrasion, nicks, and

        cuts.

        Inspect the wires for the following conditions:

        · Exposed insulation

        Repair the wires or replace the wires, as required.

        Use the electronic service tool in order to clear all logged di-

        agnostic codes and then verify that the repair eliminates the

        fault.

        · Rubbing of a wire against the engine

        · Rubbing of a wire against a sharp edge

        Result: The wires are free of abrasion, nicks, and cuts and

        the harness is correctly clamped.

        B. Check all of the fasteners for the harness and the strain relief

        components on the ECM in order to verify that the harness is cor-

        rectly secured. Also check all of the fasteners in order to verify that

        the harness is not compressed. Pull back the harness sleeves in

        order to check for a flattened portion of wire. A fastener that has

        been overtightened flattens the harness. This damages the wires

        that are inside the harness.

        Proceed to Test Step 3.

        3. Inspect the Connector Terminals

        Terminals are  Result: The terminals of the connector are damaged.

        aligned and

        undamaged

        Repair the terminals and/or replace the terminals, as

        required.

        (continued)

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


         

        KENR8774

        117

        Diagnostic Functional Tests

        (Table 49, contd)

        TroubleshootingTest Steps

        Values

        Results

        A. Visually inspect each terminal in the connector. Verify that the

        terminals are not damaged. Verify that the terminals are correctly

        aligned in the connector and verify that the terminals are correctly

        located in the connector.

        Use the electronic service tool in order to clear all logged di-

        agnostic codes and then verify that the repair eliminates the

        fault.

        Result: The terminals are OK.

        Proceed to Test Step 4.

        Illustration 31

        g01802454

        A typical example of the lock wedge.

        (1) Lock wedge

        Table 50

        TroubleshootingTest Steps

        Values

        Results

        4. Perform a Pull Test on Each Wire Terminal Connection

        Pull test OK    Result: A wire has been pulled from a terminal or a terminal

        has been pulled from the connector in the 45 N  (10 lb) pull

        test.

        A. Ensure that the locking wedge for the connector is installed cor-

        rectly. Terminals cannot be retained inside the connector if the lock-

        ing wedge is not installed correctly.

        Replace the terminal. Replace damaged connectors, as

        required.

        B. Perform the 45 N (10 lb) pull test on each wire. Each terminal

        and each connector should easily withstand 45 N  (10 lb) of tension

        and each wire should remain in the connector body. This test

        checks whether the wire was correctly crimped in the terminal and

        whether the terminal was correctly inserted into the connector.

        Use the electronic service tool in order to clear all logged di-

        agnostic codes and then verify that the repair eliminates the

        fault.

        Result: All terminals pass the pull test.

        Proceed to Test Step 5.

        5. Check Individual Pin Retention into the Socket

        The sockets    Result: Terminals are damaged.

        provide good

        A. Verify that the sockets provide good retention for the pins. Insert  retention for  Replace the damaged terminals. Verify that the repair elimi-

        a new pin into each socket one at a time in order to check for a

        good grip on the pin by the socket.

        the new pin.    nates the problem.

        Use the electronic service tool in order to clear all logged di-

        agnostic codes and then verify that the repair eliminates the

        fault.

        Result: The terminals are OK.

        Proceed to Test Step 6.

        (continued)

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


         

        118

        KENR8774

        Diagnostic Functional Tests

        (Table 50, contd)

        TroubleshootingTest Steps

        Values

        Results

        6. Check the Locking Mechanism of the Connectors

        The connec-   Result: The locking mechanism for the connector is dam-

        tors are

        A. Ensure that the connectors lock correctly. After locking the con- locked and

        aged or missing.

        nectors, ensure that the two halves cannot be pulled apart.

        are not

        damaged

        Repair the connector or replace the connector, as required.

        Use the electronic service tool in order to clear all logged di-

        agnostic codes and then verify that the repair eliminates the

        fault.

        B. Verify that the latch tab of the connector is correctly latched. Also

        verify that the latch tab of the connector returns to the locked

        position.

        Result: The connectors are in good condition.

        Proceed to Test Step 7.

        8. Perform the “Continuous Monitor”  on the Electronic Serv-

        ice Tool

        Intermittent

        faults were

        indicated.

        Result: No intermittentfaults were found.

        If you were sent from another procedure, return to the proce-

        dure and continue testing. If this test confirms that the fault

        has been eliminated, return the engine to service.

        A. Run the “Continuous Monitor” test using the electronic service

        tool. Refer to Troubleshooting, “Electronic Service Tools”.

        B. Wiggle the wiring harness in order to reproduce intermittent

        faults.

        Result: At least one intermittent fault was indicated.

        Repair the harness or the connector.

        If an intermittent fault exists, the status will be highlighted.

        Use the electronic service tool in order to clear all logged di-

        agnostic codes and then verify that the repair eliminates the

        fault.

        i05527710

        Electrical Power Supply - Test

        (Electronic Control Module)

        This procedure tests that the correct voltage is being

        supplied to the Electronic Control Module (ECM).

        This procedure covers the following codes:

        Table 51

        Diagnostic Trouble Codes

        DTC

        Code Description

        Comments

        Electrical system voltage B+ out-of- DTC 112 is set when the Electronic Control Module (ECM) detects an alternator output

        range high                    greater than 32 Vat pin X3:3 for more than 0.5 seconds.

        112

        Electrical system voltage B+ out-of- DTC 113 is set when the ECM detects less than 10.3 Vat pin X3:3 for more than 0.5

        113

        626

        range low

        seconds.

        DTC 626 is set when power is interrupted to the ECM. Loose or dirty connections at

        fuses, relay connections, and battery or ground cables can cause the ECM to power

        down.

        Unexpected Reset Fault

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

        The ECM is grounded to the battery negative terminal

        at ECM pins X3:6 and X3:7.

        The ECM receives ignition voltage at pin X3:3. The

        ignition voltage signals the ECM to provide a ground

        path from pin X3:5 to terminal 85 on the main power

        relay. Switching the relay provides power from the

        battery positive terminal through the fuses and relay

        terminals 30 and 87 to ECM pins X4:1 and X4:2.

        Fault Detection/Management

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


         

        KENR8774

        119

        Diagnostic Functional Tests

        The ECM internally monitors battery voltage. When

        the ECM continuously receives less than 10.3 V or

        more than 32 V, a DTC will be set.

        Illustration 32

        g03502100

        Schematic diagram for the electrical power supply circuit to the ECM.

        Illustration 33

        g03502143

        Illustration 34

        g03502144

        View of the pin locations on the X3 ECM connector

        for the ECM power supply

        View of the pin locations on the X4 ECM connector

        for the ECM power supply

        (3) Ignition keyswitch

        (5) Main relay

        (6) Ground

        (1) Battery +

        (2) Battery +

        (7) Ground

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


         

        120

        KENR8774

        Diagnostic Functional Tests

        Table 52

        Required Tools

        Part Description

        Relay Breakout Harness

        Tool

        Part Number

        Qty

        A

        27610378

        1

        Batteries  give  off  flammable  fumes  which  can

        explode.

        To avoid  injury or  death, do  not strike  a match,

        cause  a  spark,  or  smoke   in  the  vicinity  of  a

        battery.

        Table 53

        TroubleshootingTest Steps

        Values

        Results

        1. Inspect Electrical Connectors and Wiring

        Damaged wire    Result: A damaged wire or damaged connector was found. A

        or connector

        fuse was blown.

        A. Thoroughly inspect the battery connections and the con-

        nections to the keyswitch, the main power relay, and the ECM.

        Refer to Troubleshooting, “Electrical Connectors - Inspect” for

        details.

        Repair the damaged wire or the damaged connector. Replace

        any blown fuses.

        Use the electronic service tool to clear all logged diagnostic co-

        des. Verify that the repair eliminates the fault.

        B. Check the harness for abrasion and for pinch points from

        the battery to the ECM, and from the keyswitch to the ECM.

        Result: All connectors, pins, and sockets are correctly con-

        nected and/or inserted and the harness is free of corrosion, of

        abrasion or of pinch points.

        C. Check the fuses.

        Proceed to Test Step 2.

        2. Check for Active Diagnostic Codes or Logged Diagnos-  Diagnostic

        Result: None of the diagnostic codes are active or recently

        tic Codes

        codes

        logged.

        A. Connect the electronic service tool to the diagnostic

        connector.

        If the fault is intermittent,refer to Troubleshooting, “Electrical

        Connectors - Inspect”.

        If the ECM is receiving no battery voltage, proceed to Test Step

        3.

        B. Turn the keyswitch to the ON position.

        C. Check if any of the diagnostic codes listed in Table 51  are

        active or recently logged.

        Result: At least one of the diagnostic codes is active or re-

        cently logged.

        Proceed to Test Step 3.

        3. Check the Batteries

        Battery load test Result: The batteries do not pass the load test. The measured

        passed

        voltage is less than 21 V.

        A. Load-test the batteries. Use a suitable battery load tester.

        Refer to Systems Operation, Testing and Adjusting, “Battery -

        Test” for the correct procedure.

        Recharge or replace the faulty batteries.

        Use the electronic service tool in order to clear all logged diag-

        nostic codes and then verify that the repair eliminates the fault.

        Result: The batteries pass the load test. The measured voltage

        is at least 21 V.

        Proceed to Test Step 4.

        (continued)

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


         

        KENR8774

        121

        Diagnostic Functional Tests

        (Table 53, contd)

        TroubleshootingTest Steps

        Values

        Results

        4. Check for Battery Voltage at the ECM Main Power Relay  21 V to 27 V

        Result: The measured voltage is not within the expected

        Inputs

        range.

        A. Turn the keyswitch to the OFF position.

        If a fuse is blown, there is a short in the wiring. If a fuse is not

        blown, there is an open circuit in the wiring.

        B. Connect Tooling A to the main relay and the power distribu-

        tion connector.

        Repair the harness or replace the harness.

        Result: The measured voltage is within the expected range.

        C. Turn the keyswitch to the ON position.

        Proceed to Test Step 5.

        D. Use a multimeter to measure the voltage between the fol-

        lowing points:

        · Relay terminal 86 and ground

        · Relay terminal 30 and ground

        E. Turn the keyswitch to the OFF position.

        5. Check the Main Relay Signal Voltage at the Relay

        0.06 V to 2 V

        Result: The measured voltage is within the expected range.

        A. Turn the keyswitch to the ON position.

        Proceed to Test Step 6.

        B. Use a multimeter to measure the voltage between relay ter-

        minal 85 and ground.

        Result: The measured voltage is not within the expected

        range.

        Proceed to Test Step 7.

        6. Check the Output Voltage From the Relay

        21 V to 27 V

        Result: The measured voltage is not within the expected

        range.

        A. Use a multimeter to measure the voltage between relay ter-

        minal 87 and ground.

        Replace the ECM main power relay.

        Result: The measured voltage is within the expected range.

        Proceed to Test Step 7.

        7. Check the Resistance of the Wiring Between the Main

        Relay and the ECM

        Less than 5

        Ohms

        Result: At least one of the resistance measurements is greater

        than 5 Ohms.

        A. Turn the keyswitch to the OFF position.

        B. Disconnect the X3 and X4 ECM connectors.

        There is an open circuit or high resistance in the wiring between

        the main relay and the ECM.

        Repair the harness or replace the harness.

        C. Use a multimeter to measure the resistance between the

        following points:

        Result: All resistance measurements are less than 5 Ohms.

        · Relay terminal 85 and ECM X3:5

        · Relay terminal 87 and ECM X4:1

        · Relay terminal 87 and ECM X4:2

        Proceed to Test Step 8.

        (continued)

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


         

        122

        KENR8774

        Diagnostic Functional Tests

        (Table 53, contd)

        TroubleshootingTest Steps

        Values

        Results

        8. Check the Resistance Between the ECM Connectors

        and Ground.

        Less than 5

        Ohms for Step    the expected range.

        C.

        Result: At least one of the resistance measurements not within

        A. Turn the keyswitch to the OFF position.

        B. Disconnect the negative battery cable.

        There is a fault in the wiring.

        Greater than

        500 Ohms for

        Repair the harness or replace the harness.

        Note: Use the disconnected cable for the ground test point in Step D.

        the following steps.

        Result: All resistance measurements are within the expected

        Greater than 1k

        Ohm for step E.

        range.

        C. Use a multimeter to measure the resistance between the

        following points:

        Proceed to Test Step 10.

        · ECM X3:6 and ground

        · ECM X3:7 and ground

        D. Use a multimeter to measure the resistance between ECM

        X3:3 and ground

        E. Use a multimeter to measure the resistance between the

        following points:

        · ECM X3:5 and ground

        · ECM X4:1 and ground

        · ECM X4:2 and ground

        10. Check the Resistance of the Ignition Keyswitch Signal  Less than 5

        Result: The measured resistance is greater than 5 Ohms.

        Wire

        Ohms

        There is an open circuit or high resistance in the ignition key-

        switch signal wire.

        A. Disconnect the connector for the ignition keyswitch.

        Repair the harness or replace the harness.

        B. Use a multimeter to measure the resistance between the

        connector for the ignition keyswitch and ECM X3:3 on the har-

        ness connector.

        Result: The measured resistance is less than 5 Ohms.

        Replace the ignition keyswitch.

        If the fault persists, contact Perkins Global Technical Support

        i05535204

        Electrical Power Supply - Test

        (Injector Driver Module)

        This procedure tests that the correct voltage is being

        supplied to the Injector Driver Module (IDM).

        This procedure covers the following codes:

        Table 54

        Diagnostic Trouble Codes

        DTC

        Code Description

        Comments

        DTC 523 is set by the ECM when the ignition keyswitch signal voltage to the IDM is less

        than 10.3 V.

        523

        IDM voltage low

        DTC 525 is set by the ECM when there is an internal IDM failure.

        When this DTC is set, replace the IDM.

        525

        533

        IDM Fault

        IDM relay voltage high

        DTC 533 is set by the ECM when the voltage from the IDM power relay exceeds 32 V.

        (continued)

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


         

        KENR8774

        123

        Diagnostic Functional Tests

        (Table 54, contd)

        Diagnostic Trouble Codes

        DTC

        Code Description

        Comments

        DTC 534 is set by the ECM when the voltage from the IDM main power relay is less than

        10.3 V.

        534

        IDM relay voltage low

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

        The IDM is grounded to the battery negative terminal

        at IDM pins X3:1, X3:2, X3:3, X3:22 and X3:26.

        The IDM receives ignition voltage at pin X3:7. The

        ignition voltage signals the IDM to provide a ground

        path from pin X3:27 to terminal 85 on the IDM main

        power relay. Switching the relay provides power from

        the battery positive terminal through a fuse and relay

        terminals 30 and 87 to ECM pins X3:4, X3:23, X3:24,

        and X3:25. Switching the relay also supplies power

        through a fuse to pin X3:8 logic power.

        Fault Detection/Management

        The IDM internally monitors battery voltage. When

        the IDM continuously receives less than 10.3 V or

        more than 32 V, a DTC will be set.

        Illustration 35

        g03506173

        Schematic diagram for the IDM electrical power supply

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


         

        124

        KENR8774

        Diagnostic Functional Tests

        Illustration 36

        g03506844

        View of the pin locations for the IDM power supply on

        the IDM X3 connector

        (1) Ground

        (2) Ground

        (3) Ground

        (4) Power

        (7) Ignition keyswitch

        (8) IDM logic power

        (22) Ground

        (23) Power

        (24) Power

        (25) Power

        (26) Ground

        (27) IDM power relay

        Table 55

        Required Tools

        Tool

        Part Number

        Part Description

        Qty

        A

        27610378

        Relay Breakout Harness

        1

        Batteries  give  off  flammable  fumes  which  can

        explode.

        To avoid  injury or  death, do  not strike  a match,

        cause  a  spark,  or  smoke   in  the  vicinity  of  a

        battery.

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


         

        KENR8774

        125

        Diagnostic Functional Tests

        Table 56

        TroubleshootingTest Steps

        Values

        Results

        1. Inspect Electrical Connectors and Wiring

        Damaged wire    Result: A damaged wire or damaged connector was found. A

        or connector

        fuse was blown.

        A. Thoroughly inspect the battery connections and the con-

        nections to the keyswitch, the IDM relay and the IDM. Refer to

        Troubleshooting, “Electrical Connectors - Inspect” for details.

        Repair the damaged wire or the damaged connector. Replace

        any blown fuses.

        Use the electronic service tool to clear all logged diagnostic co-

        des. Verify that the repair eliminates the fault.

        B. Check the harness for abrasion and for pinch points from

        the battery to the IDM, and from the keyswitch to the IDM.

        Result: All connectors, pins, and sockets are correctly con-

        nected and/or inserted and the harness is free of corrosion, of

        abrasion or of pinch points.

        C. Check the fuses.

        Proceed to Test Step 2.

        2. Check for Active Diagnostic Codes or Logged Diagnos-  Diagnostic

        Result: None of the diagnostic codes are active or recently

        tic Codes

        codes

        logged.

        A. Connect the electronic service tool to the diagnostic

        connector.

        If the fault is intermittent,refer to Troubleshooting, “Electrical

        Connectors - Inspect”.

        If the ECM is receiving no battery voltage, proceed to Test Step

        3.

        B. Turn the keyswitch to the ON position.

        C. Check if any of the diagnostic codes listed in Table 54  are

        active or recently logged.

        Result: At least one of the diagnostic codes is active or re-

        cently logged.

        Proceed to Test Step 3.

        3. Check the Batteries

        Battery load test Result: The batteries do not pass the load test. The measured

        passed

        voltage is less than 21 V.

        A. Load-test the batteries. Use a suitable battery load tester.

        Refer to Systems Operation, Testing and Adjusting, “Battery -

        Test” for the correct procedure.

        Recharge or replace the faulty batteries.

        Use the electronic service tool in order to clear all logged diag-

        nostic codes and then verify that the repair eliminates the fault.

        Result: The batteries pass the load test. The measured voltage

        is at least 21 V.

        Proceed to Test Step 4.

        4. Check for Battery Voltage at the IDM Main Power Relay 21 V to 27 V

        Result: The measured voltage is not within the expected

        Inputs

        range.

        A. Turn the keyswitch to the OFF position.

        If a fuse is blown, there is a short in the wiring. If a fuse is not

        blown, there is an open circuit in the wiring.

        B. Connect Tooling A to the IDM relay and the power distribu-

        tion connector.

        Repair the harness or replace the harness.

        Result: The measured voltage is within the expected range.

        C. Turn the keyswitch to the ON position.

        Proceed to Test Step 5.

        D. Use a multimeter to measure the voltage between the fol-

        lowing points:

        · Relay terminal 86 and ground

        · Relay terminal 30 and ground

        E. Turn the keyswitch to the OFF position.

        (continued)

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


         

        126

        KENR8774

        Diagnostic Functional Tests

        (Table 56, contd)

        TroubleshootingTest Steps

        Values

        Results

        5. Check the IDM Relay Signal Voltage at the Relay

        0.06 V to 2 V

        Result: The measured voltage is within the expected range.

        A. Turn the keyswitch to the ON position.

        Proceed to Test Step 6.

        B. Use a multimeter to measure the voltage between relay ter-

        minal 85 and ground.

        Result: The measured voltage is not within the expected

        range.

        Proceed to Test Step 7.

        6. Check the Output Voltage From the Relay

        21 V to 27 V

        Result: The measured voltage is not within the expected

        range.

        A. Use a multimeter to measure the voltage between relay ter-

        minal 87 and ground.

        Replace the IDM power relay.

        Result: The measured voltage is within the expected range.

        Proceed to Test Step 7.

        7. Check the Resistance of the Wiring Between the IDM

        Relay and the IDM

        Less than 5

        Ohms

        Result: At least one of the resistance measurements is greater

        than 5 Ohms.

        A. Turn the keyswitch to the OFF position.

        B. Disconnect the X3 IDM connector.

        There is an open circuit or high resistance in the wiring between

        the main relay and the ECM. The fuse between relay terminal

        87 and ECM X3:8 may have blown.

        C. Use a multimeter to measure the resistance between the

        following points:

        If necessary, replace the fuse. Repair the harness or replace

        the harness.

        · Relay terminal 85 and IDM X3:27

        · Relay terminal 87 and IDM X3:4

        · Relay terminal 87 and IDM X3:23

        · Relay terminal 87 and IDM X3:24

        · Relay terminal 87 and IDM X3:25

        · Relay terminal 87 and IDM X3:8

        Result: All resistance measurements are less than 5 Ohms.

        Proceed to Test Step 8.

        (continued)

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


         

        KENR8774

        127

        Diagnostic Functional Tests

        (Table 56, contd)

        TroubleshootingTest Steps

        Values

        Results

        8. Check the Resistance Between the ECM Connectors

        and Ground.

        Less than 5

        Ohms for Step    is greater than 5 Ohms.

        C.

        Result: At least one of the resistance measurements in Step C

        A. Turn the keyswitch to the OFF position.

        B. Disconnect the negative battery cable.

        There is an open circuit or high resistance in the wiring.

        Greater than

        900 Ohms for

        Repair the harness or replace the harness.

        Note: Use the disconnected cable for the ground test point in step D.

        the following steps.

        Result: At least one of the resistance measurements in Step D

        is less than 900 Ohms.

        C. Use a multimeter to measure the resistance between the

        following points:

        · IDM X3:1 and ground

        There is a short to ground in the wiring.

        Repair the harness or replace the harness.

        · IDM X3:2 and ground

        · IDM X3:3 and ground

        · IDM X3:22 and ground

        Result: All resistance measurements are within the expected

        · IDM X3:26 and ground

        range.

        D. Use a multimeter to measure the resistance between the

        following points:

        Proceed to Test Step 10.

        · IDM X3:4 and ground

        · IDM X3:23 and ground

        · IDM X3:24 and ground

        · IDM X3:25 and ground

        · IDM X3:8 and ground

        · IDM X3:27 and ground

        · IDM X3:7 and ground

        10. Check the Resistance of the Ignition Keyswitch Signal  Less than 5

        Result: The measured resistance is greater than 5 Ohms.

        Wire

        Ohms

        There is an open circuit or high resistance in the ignition key-

        switch signal wire.

        A. Disconnect the connector for the ignition keyswitch.

        Repair the harness or replace the harness.

        B. Use a multimeter to measure the resistance between the

        connector for the ignition keyswitch and IDM X3:7 on the har-

        ness connector.

        Result: The measured resistance is less than 5 Ohms.

        Replace the ignition keyswitch.

        If the fault persists, contact Perkins Global Technical Support

        i05538541

        Note: A compressed air source of 689 kPa  (100 psi)

        is required in order to perform this procedure.

        Injection Actuation Pressure -

        Note: If the Electronic Control Module (ECM) detects

        low boost pressure or an incorrect feedback signal

        from the Injection Control Pressure (ICP) sensor, the

        ECM commands the Injection Pressure Regulator

        (IPR) valve to reduce ICP.

        Test

          Table 57

        Required Tools

        Tool

        Part Number

        Part Description

        Qty

        A

        27610374

        Actuator Breakout Harness

        1

        1

        1

        Pressure Sensor Breakout

        Harness

        B

        C

        27610393

        27610384

        ICP Sensor Adaptor

        High-pressure Hose

        D

        E

        F

        3033222C

        1875784C

        27610398

        1

        1

        1

        ICP Sensor

        UVC Sensor Breakout Harness

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


         

        128

        KENR8774

        Diagnostic Functional Tests

        Illustration 37

        g03509736

        Illustration 38

        g03509756

        (1) IPR valve

        (2) Engine Oil Temperature (EOT) sensor

        1. Disconnect the engine wiring harness connector

        from IPR valve (1). Inspect the engine harness

        terminals and the IPR valve for corrosion, bent

        pins, or pins pushed back. Make any necessary

        repairs.

        6. Disconnect the engine harness connector from

        Engine Oil Temperature (EOT) sensor (2).

        7. Slowly loosen the EOTsensor from the EOT port

        until oil flows out, indicating that the oil level is

        above the sensor.

        2. Connect Tooling A to the IPR. Do not connect to

        the engine harness.

        Note: Oil will spill out, if the sensor is removed. Catch

        the oil in a suitable container.

        Note: If the engine harness is connected to Tooling A,

        the ignition keyswitch fuse will blow or damage the

        wiring harness.

        If the oil level was above the EOTsensor, tighten

        the sensor and reconnect the harness. Continue

        with this procedure.

        3. Apply battery voltage and ground to the IPR valve.

        If the oil level is low, place a suitable container

        under the port to catch the oil. Crank the engine

        and check if oil flows out of the EOT port.

        Note: Do not leave the IPR valve energized for more

        than 120 seconds. This can damage the IPR valve.

        If oil does not flow out while cranking, the lube oil

        pump may not be supplying oil to the reservoir.

        Refer to Troubleshooting, “Oil Pressure Is Low”.

        If the engine starts, disconnect ground and battery

        voltage from the actuator breakout harness.

        4. Use the electronic service tool to monitor injection

        control pressure while cranking the engine for 20

        seconds. Record the results.

        5. If the injection control pressure increases above

        28 MPa (4061 psi), the mechanical system is

        operating correctly for the engine to start. Either

        the ECM is not controlling the IPR or the IPR circuit

        has failed. Troubleshoot any active diagnostic

        codes. Refer to Troubleshooting, “Diagnostic

        Trouble Codes”. Do not continue with this

        procedure until all diagnostic codes have been

        cleared.

        If 28 MPa (4061 psi) ICP cannot be reached,

        continue with this procedure.

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


         

        KENR8774

        129

        Diagnostic Functional Tests

        10. Install the test hose assembly to the high-

        pressure pump.

        Illustration 39

        g03509817

        Test hose

        (3) 13/16-16 NPT fitting

        (C) Tooling C - ICP Sensor Adaptor

        (D) Tooling D - High-pressure hose

        (E) Tooling E - ICP sensor

        Illustration 41

        g03509858

        Valve cover gasket

        (5) Pass-through connector for the ICP sensor

        8. Fabricate a test hose assembly using Tooling C,

        Tooling D, Tooling E, and a 13/16-16 NPT fitting

        11. Disconnect the engine wiring harness from valve

        cover gasket ICP connector (5).

        Note: Retain the high-pressure hose and the ICP

        sensor for future diagnostics.

        12. Connect Tooling F between the high-pressure

        hose assembly and the engine wiring harness.

        Note: Do not connect Tooling F to the valve cover

        gasket connector.

        13. Connect Tooling A to the IPR. Do not connect to

        the engine harness.

        Note: If the engine harness is connected to Tooling A,

        the ignition keyswitch fuse will blow or damage the

        wiring harness.

        14. Apply battery voltage and ground to the IPR

        valve.

        15. Use the electronic service tool to monitor the

        injection control pressure while cranking the

        engine for 20 seconds. Record the results.

        If the ICP increases above 28 MPa  (4061 psi), the

        high-pressure pump and IPR are operating

        correctly for the engine to start. Remove the test

        hose assembly from the high-pressure pump.

        Continue with this procedure.

        Illustration 40

        g03509843

        If 28 MPa (4061 psi) cannot be reached, proceed

        to Test Step 26.

        View of the high-pressure oil hose fitting on the high-

        pressure pump (some items are not shown for

        clarity).

        (4) High-pressure oil hose fitting

        9. Disconnect the high-pressure oil hose from high-

        pressure pump fitting (4).

        Note: Oil will spill from the hose. Position the high-

        pressure oil hose so that oil will not spill.

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


         

        130

        KENR8774

        Diagnostic Functional Tests

        Perform any necessary repairs.

        25. Install the valve mechanism cover. Refer to

        Disassembly and Assembly, “Valve Mechanism

        Cover - Remove and Install”.

        26. Remove Tooling C and Tooling E from Tooling D.

        Illustration 42

        g03509859

        (6) Air line fitting

        (7) In-line shut-off valve

        (8) 13/16-16 NPT fitting

        (9) High-pressure oil hose

        16. Install a 13/16-16 NPT fitting, a shut-off valve, and

        an air line fitting to the high-pressure oil hose that

        is connected to the cylinder head.

        Illustration 43

        g03509859

        Note: If the system does not leak when air pressure

        is applied, the system will maintain pressure. When

        the hose is removed, oil will be released with air

        pressure. Use the in-line shut-off valve to control and

        contain bleed-off mixture (air and oil).

        27. Install a 13/16-16 NPT fitting, a shut-off valve, and

        an air line fitting to the high-pressure oil hose that

        is connected to the cylinder head.

        28. Remove the oil level gauge from the oil fill tube.

        17. Remove the oil level gauge from the oil fill tube.

        29. Close the in-line shut-off valve.

        18. Close the in-line shut-off valve.

        30. Connect the air supply to the air line fitting.

        19. Connect the air supply to the air line fitting.

        31. Apply 689 kPa (100 psi) of pressure. Slowly open

        the shut-off valve.

        20. Apply 689 kPa (100 psi) of pressure. Slowly open

        the shut-off valve.

        32. Listen for an air leak in the crankcase through the

        oil fill tube.

        21. Listen for an air leak in the crankcase through the

        oil fill tube.

        A leak should be heard through the IPR valve

        when the IPR valve is not energized.

        If a leak is not heard, go back and check previous

        test results.

        33. Connect Tooling A to the IPR. Do not connect to

        the engine harness.

        If a leak is heard, continue with this procedure.

        Note: If the engine harness is connected to Tooling A,

        the ignition keyswitch fuse will blow or damage the

        wiring harness.

        22. Close the in-line shut-off valve to stop the air flow.

        23. Remove the valve mechanism cover. Refer to

        Disassembly and Assembly, “Valve Mechanism

        Cover - Remove and Install”.

        34. Apply battery voltage and ground to the IPR

        valve. Listen for an air leak in the crankcase

        through the oil fill tube.

        24. Open the in-line shut-off valve and listen for leaks.

        Check the following components:

        If the IPR valve is energized, the air leak should

        stop.

        •   Injector oil inlet adaptor and o-rings

        •   ICP sensor

        Note: Do not leave the IPR valve energized for more

        than 120 seconds. This can damage the IPR valve.

        •   O-ring for the high-pressure oil rail

        •   End plugs in the high-pressure oil rail

        If the air leak does not stop, replace the IPR valve.

        Refer to Disassembly and Assembly, “Injection

        Actuation Pressure Control Valve - Remove and

        Install”.

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


         

        KENR8774

        131

        Diagnostic Functional Tests

        If the air leak stops, continue with this procedure.

        35. Remove the high-pressure oil pump. Refer to

        Disassembly and Assembly, “Unit Injector

        Hydraulic Pump - Remove and Install”.

        Check that the high-pressure oil pump gear is

        tightened to a torque of 224 N·m  (165.21344 lb ft).

        If the high-pressure oil pump gear is tight, or the

        pump cam does not rotate, replace the pump.

        Refer to Disassembly and Assembly, “Unit Injector

        Hydraulic Pump - Remove and Install”.

        If this procedure did not rectify the fault, contact

        Perkins  Global Technical Support.

        i05543549

        Injection Actuation Pressure

        Control Valve - Test

        This procedure covers the following codes:

        Table 58

        Diagnostic Trouble Codes

        DTC

        Code Description

        Comments

        Injection Control Pressure regulator DTC 241 is set b, y the Electronic Control Module (ECM) when the Output Circuit Check

        OCC self test failed

        (OCC) test has failed after the Key-On Engine-Off (KOEO) Standard Test has been run.

        241

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

        The IPR valve is supplied with voltage at pin A of the

        IPR connector through a 12-pin connector (pin 9)

        from the ignition keyswitch. The control of the

        injection control system is gained by the ECM

        grounding pin B of the IPR valve through pin X1:12 of

        the ECM. Precise control is gained by varying the

        percentage of ON/OFF time of the IPR solenoid. A

        high duty cycle indicates a high amount of injection

        control pressure is being commanded. A low duty

        cycle indicates less pressure being commanded.

        Fault Detection/Management

        An open or short to ground in the Injection Control

        Pressure (ICP) circuit can be detected by an on-

        demand output circuit check during KOEO Standard

        Test. If there is a circuit fault detected, a Diagnostic

        Trouble Code (DTC) will be set. When the engine is

        running, the ECM can detect if the ICP is equal to the

        desired pressure. When the measured ICP does not

        compare to the desired pressure, the ECM will ignore

        the measured ICP signal and controls the engine with

        the desired value.

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


         

        132

        KENR8774

        Diagnostic Functional Tests

        Illustration 44

        g03510058

        Illustration 45

        g03510138

        View of the pin locations for the IPR valve on the X1

        ECM connector

        (12) IPR ground

        (24) IPR power

        Table 59

        Required Tools

        Tool

        Part Number

        Part Description

        Qty

        A

        27610374

        Actuator Breakout Harness

        1

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


         

        KENR8774

        133

        Diagnostic Functional Tests

        Table 60

        TroubleshootingTest Steps

        Values

        Results

        1. Inspect Electrical Connectors and Wiring

        Damaged wire   Result: A damaged wire or damaged connector was found.

        or connector

        A. Thoroughly inspect the connections to the IPR, the ECM X1

        connector, the 12-pin connector, and the ignition keyswitch.

        Refer to Troubleshooting, “Electrical Connectors - Inspect” for

        details.

        Repair the damaged wire or the damaged connector.

        Use the electronic service tool to clear all logged diagnostic co-

        des. Verify that the repair eliminates the fault.

        Result: All connectors, pins, and sockets are correctly con-

        nected and/or inserted and the harness is free of corrosion, of

        abrasion or of pinch points.

        B. Check the harness for abrasion and for pinch points from

        the IPR to the ECM, and from the keyswitch to the IPR.

        Proceed to Test Step 2.

        2. Run the Key-On Engine-Off (KOEO) Standard Test

        Diagnostic

        codes

        Result: A 241 diagnostic code is not active.

        A. Connect the electronic service tool to the diagnostic

        connector.

        The IPR valve circuit appears to be operating correctly at this

        time.

        If a fault is still suspected, proceed to Test Step 3 in order to

        continue testing the IPR valve circuit.

        B. Turn the keyswitch to the ON position.

        C. Select “Tests”  from the menu bar. Select “Key-On Engine-

        Off”  from the drop-down menu.

        Result: A 241 diagnostic code is active.

        D. From the KOEO Diagnostics menu, select  “Standard”  ,

        then select “Run”  .

        Proceed to Test Step 3.

        Note: This test takes less than 5 seconds.

        E. Record all active diagnostic codes.

        3. Check the Voltage at IPR Valve Connector

        21 V to 27 V for Result: The voltage measurement between IPR valve pin A

        Step E.        and ground is not within the expected range.

        A. Turn the keyswitch to the OFF position.

        Less than 0.25  There is an open circuit in the wiring between the fuse for the

        V for step F.    ignition keyswitch and the IPR valve connector.

        Repair the harness or replace the harness.

        B. Disconnect the engine harness connector from the IPR

        valve.

        C. Connect Tooling A to the harness connector for the IPR

        valve.

        Result: The voltage measurement between IPR valve pin B

        and ground is greater than 0.25 V.

        D. Turn the keyswitch to the ON position.

        The IPR valve ground wire is shorted to another voltage

        source.

        E. Use a multimeter to measure the voltage between IPR

        valve pin A and ground.

        Repair the harness or replace the harness.

        F. Use a multimeter to measure the voltage between IPR valve

        pin B and ground.

        Result: The voltage measurements are within the expected

        range.

        Proceed to Test Step 4.

        (continued)

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


         

        134

        KENR8774

        Diagnostic Functional Tests

        (Table 60, contd)

        TroubleshootingTest Steps

        Values

        Results

        4. Check the Resistance Between the 12-Pin Connector

        and the IPR Valve Connector

        Less than 5

        Ohms

        Result: The measured resistance is greater than 5 Ohms.

        There is an open circuit in the wiring between the 12-pin con-

        nector and the IPR valve connector.

        A. Turn the keyswitch to the OFF position.

        B. Disconnect the 12-pin connector.

        Repair the harness or replace the harness.

        Result: The measured resistance is less than 5 Ohms.

        Proceed to Test Step 5.

        C. Remove the fuse from the ignition keyswitch circuit.

        D. Use a multimeter to measure the resistance between pin 9

        on the 12-pin connector and pin A on the harness connector

        for the IPR valve.

        5. Check the Resistance of the IPR Circuit Including the

        IPR Valve

        5 Ohms to 20   Result: The resistance measurement is within the expected

        Ohms

        range.

        A. Turn the keyswitch to the OFF position.

        The IPR valve circuit appears to be OK.

        If a fault persists, contact Perkins Global Technical Support.

        B. Disconnect the ECM X1 connector.

        Result: The resistance measurement is not within the expected

        C. Disconnect Tooling A from the engine harness.

        D. Connect the engine harness connector to the IPR valve.

        E. Remove the fuse from the ignition keyswitch circuit.

        range.

        Proceed to Test Step 6.

        F. Use a multimeterto measure the resistance between ECM

        X1:12 and the fuse connector.

        6. Check the Resistance of the IPR Valve Coil

        5 Ohms to 20   Result: The resistance measurement is not within the expected

        Ohms

        range.

        A. Disconnect the engine harness connector from the IPR

        valve.

        Replace the IPR valve. Refer to Disassembly and Assembly,

        “Injection Actuation Pressure Control Valve - Remove and

        Install”.

        B. Connect Tooling A to the IPR valve.

        C. Use a multimeter to measure the resistance between pin A

        and pin B on the IPR valve.

        Result: The resistance measurement is within the expected

        range.

        The fault is in the wiring or the connectors. Refer to Trouble-

        shooting, “Electrical Connector - Inspect” in order to identify the

        fault.

        i05546457

        Injection Actuation Pressure

        Sensor - Test

        This procedure covers the following codes:

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


         

        KENR8774

        135

        Diagnostic Functional Tests

        Table 61

        Diagnostic Trouble Codes

        DTC

        Code Description

        Comments

        DTC 124 is set by the Electronic Control Module (ECM) if signal voltage is less than

        0.039 V for more than 1 second.

        Injection Control Pressure signal

        out-of-rangelow

        124

        125

        332

        DTC 124 can be set due to an open circuit or short to ground on the signal circuit, a failed

        Injection Control Pressure (ICP) sensor. The DTC can also be set due to the sensor sup-

        ply circuit being open or shorted to ground.

        DTC 125 is set by the ECM if the signal voltage is greater than 4.9 V for more than 0.1

        second.

        Injection Control Pressure signal

        out-of-rangehigh

        DTC can be set due to the signal circuit shorted to the sensor supply voltage or battery

        voltage.

        DTC 332 is set by the ECM if the voltage signal from the ICP sensor is greater than ex-

        pected with the keyswitch in the ON position and the engine not running.

        Injection Control Pressure above

        spec. with engine not running

        If the ECM sets DTC 332, the ECM will ignore the ICP signal and operate the IPR with

        fixed values based on engine operating conditions.

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

        Function

        The ECM continuously monitors the signal of the ICP

        sensor to determine if the signal is within an expected

        range. If the ECM detects a voltage greater or less

        than expected, the ECM will set a DTC, ignore the

        ICP sensor signal, and use a preset value based on

        engine operating conditions.

        The ICP sensor is a micro strain gauge sensor. The

        ICP sensor is under the valve cover, forward of the

        No. 6 fuel injector in the high-pressure oil rail. The

        engine harness connection on the valve cover gasket

        for the ICP sensor is left of the No. 1 and No. 2

        injector connector. The ECM supplies a 5 V reference

        signal which the ICP sensor uses to produce a linear

        analog voltage that indicates pressure.

        The ICP sensor provides a feedback signal voltage to

        the ECM indicating injection control pressure. The

        ECM monitors ICP as the engine is operating to

        modulate the IPR. This is a closed loop function

        which means the ECM continuously monitors and

        adjusts for ideal ICP determined by conditions such

        as load, speed, and temperature.

        The ECM monitors the ICP signal to determine if the

        performance of the hydraulic system is satisfactory.

        During engine operation, if the ECM recognizes that

        the ICP signal is greater or less than the value that

        the Injection Pressure Regulator is trying to achieve,

        the ECM will set a DTC.

        The ICP signal from the ECM is one of the signals the

        Injector Driver Module uses to command the correct

        injector timing.

        ICP Circuit Operation

        The ICP sensor is supplied a 5 V reference signal at

        Pin 2 through valve cover gasket pin 8 from ECM pin

        X1:14. The ICP sensor supplied a signal ground at

        pin 1 through valve cover gasket pin 7 from ECM pin

        X1:6. The ECM monitors the ICP signal from sensor

        pin 3 through valve cover gasket pin 6 to ECM pin

        X1:20.

        Fault Detection/Management

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


         

        136

        KENR8774

        Diagnostic Functional Tests

        Illustration 46

        g03514918

        Schematic diagram of the ICP sensor circuit

        Illustration 47

        g03520740

        View of the pin locations for the ICP sensor on the X1

        ECM connector

        (6) Ground

        (14) Power

        (20) Signal

        Table 62

        Required Tools

        Tool

        A

        Part Number

        27610376

        27610375

        Part Description

        4mm Plug 3-way Harness

        500 Ohm Resistor Harness

        Qty

        1

        1

        B

        Under Valve Cover Sensor

        Breakout Harness

        C

        27610398

        1

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


         

        KENR8774

        137

        Diagnostic Functional Tests

        Table 63

        TroubleshootingTest Steps

        Values

        Results

        1. Inspect Electrical Connectors and Wiring

        Damaged wire   Result: A damaged wire or damaged connector was found.

        or connector

        A. Thoroughly inspect the connections to the ICP sensor, the

        ECM X1 connector, and the valve cover connector. Refer to

        Troubleshooting, “Electrical Connectors - Inspect” for details.

        Repair the damaged wire or the damaged connector.

        Use the electronic service tool to clear all logged diagnostic co-

        des. Verify that the repair eliminates the fault.

        B. Check the harness for abrasion and for pinch points from

        the ICP sensor to the ECM.

        Result: All connectors, pins, and sockets are correctly con-

        nected and/or inserted and the harness is free of corrosion, of

        abrasion or of pinch points.

        Proceed to Test Step 2.

        2. Run the Key-On Engine-Off(KOEO) Continuous Monitor

        Test

        Diagnostic

        codes

        Result: One of the Diagnostic codes listed in Table 61  is

        active.

        A. Connect the electronic service tool to the diagnostic

        connector.

        Proceed to Test Step 3.

        B. Turn the keyswitch to the ON position.

        Result: One of the Diagnostic codes listed in Table 61  became

        active only when wiggling the connectors.

        C. Select “Tests”  from the menu bar. Select “Key-On Engine-

        Off”  from the drop-down menu.

        Repair or replace any suspect connectors.

        D. From the KOEO Diagnostics menu, select  “Continuous

        Monitor” , then select “Run”  .

        E. Monitor the ICP signal voltage and verify any active DTCs

        for the ICP sensor circuit.

        F. Wiggle the connectors associated with the ICP sensor

        circuit.

        3. Check the Signal Voltage With the Sensor

        Disconnected

        Less than 0.039 Result: The voltage measurement is greater than 0.039 V.

        V

        There is a short to another voltage source on the sensor signal

        A. Turn the keyswitch to the OFF position.

        wire.

        Repair the harness or replace the harness.

        B. Remove the valve cover. Refer to Disassembly and Assem-

        bly, “Valve Mechanism Cover - Remove and Install”. Leave the

        valve cover harness connected to the engine harness.

        Result: The voltage measurement is less than 0.039 V

        Proceed to Test Step 4.

        C. Disconnect the ICP sensor from the valve cover harness

        connector.

        D. Turn the keyswitch to the ON position.

        E. Use the electronic service tool to monitor the ICP sensor

        signal voltage.

        (continued)

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


         

        138

        KENR8774

        Diagnostic Functional Tests

        (Table 63, contd)

        TroubleshootingTest Steps

        Values

        Results

        4. Check the Sensor Supply Voltage

        4.5 V to 5.5 V   Result: The measured voltage is greater than 5.5 V.

        There is a short to battery in the sensor power wiring.

        Repair the harness or replace the harness.

        A. Turn the keyswitch to the OFF position.

        B. Connect Tooling C to ICP connector on the valve cover

        harness.

        Result: The measured voltage is less than 4.5 V

        C. Turn the keyswitch to the ON position.

        There is an open circuit or short to ground in the sensor power

        wiring.

        D. Use a multimeter to measure the voltage between pin 2 on

        the breakout harness and ground.

        Result: The measured voltage is within the expected range.

        Proceed to Test Step 5.

        5. Monitor the Signal Voltage With the 500 Ohm Resistor

        Harness Installed

        4.9 V to 5.1 V   Result: The measured voltage is less than 4.9 V.

        Proceed to Test Step 6.

        A. Turn the keyswitch to the OFF position.

        B. Install Tooling B between pin 2 and pin 3 on Tooling C.

        C. Turn the keyswitch to the ON position.

        Result: The measured voltage is within the expected range.

        Proceed to Test Step 8.

        D. Use the electronic service tool to monitor the ICP sensor

        signal voltage.

        E. Turn the keyswitch to the OFF position.

        F. Remove Tooling B.

        6. Check for a Short to Ground in the Sensor Signal Wire  Greater than 1 k Result: The measured resistance is less than 1 k Ohm.

        Ohm

        A. Turn the keyswitch to the OFF position.

        B. Disconnect the negative battery cable.

        There is a short to ground in the sensor signal wiring.

        Repair the harness or replace the harness.

        Result: The measured resistance is greater than 1 k Ohm.

        C. Use a multimeter to measure the resistance between pin 3

        on Tooling C and the disconnected negative battery cable.

        Proceed to Test Step 7.

        7. Check the Sensor Signal Wire for an Open Circuit

        A. Turn the keyswitch to the OFF position.

        Less than 5

        Ohms

        Result: The measured resistance is greater than 5 Ohms.

        There is an open circuit or high resistance in the sensor signal

        wire.

        B. Disconnect the engine harness connector from ECM X1.

        Repair the harness or replace the harness.

        C. Use a multimeter to measure the resistance between pin 3

        on Tooling C and terminal X1:20 on the engine harness

        connector.

        Result: The measured resistance is less than 5 Ohms.

        Proceed to Test Step 8.

        (continued)

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


         

        KENR8774

        139

        Diagnostic Functional Tests

        (Table 63, contd)

        TroubleshootingTest Steps

        Values

        Results

        8. Check the Resistance of the Sensor Ground Wire

        A. Turn the keyswitch to the OFF position.

        Less than 5

        Ohms

        Result: The measured resistance is greater than 5 Ohms.

        There is an open circuit or high resistance in the sensor ground

        wiring.

        B. Disconnect the engine harness connector from ECM X1.

        Repair the harness or replace the harness.

        C. Use a multimeter to measure the resistance between pin 1

        on Tooling C and terminal X1:6 on the engine harness

        connector.

        Result: The measured resistance is less than 5 Ohms.

        Remove all tooling, reconnect all disconnected connectors, and

        install all removed components. Use the electronic service tool

        to clear all active diagnostic codes.

        Proceed to Test Step 9.

        9. Check for Active Diagnostic Codes

        Diagnostic

        codes

        Result: One of the diagnostic codes listed in Table 61  is still

        active.

        A. Turn the keyswitch to the ON position.

        Replace the ICP sensor. Refer to Disassembly and Assembly,

        “Injection Actuation Pressure Control Sensor - Remove and

        Install”.

        B. Use the electronic service tool to run the  “KOEO Standard

        Test”  .

        If the fault persists, contact Perkins Global Technical Support.

        C. Use the electronic service tool to check for active diagnos-

        tic codes.

        Result: The diagnostic code is no longer active.

        Return the engine to service.

        i05561312

        Injector Solenoid - Test

        This procedure covers the following codes:

        Table 64

        Diagnostic Trouble Codes

        DTC

        Code Description

        Comments

        High side to low side open (cylinder

        1)

        421

        High side to low side open (cylinder

        2)

        422

        423

        424

        425

        426

        431

        432

        High side to low side open (cylinder

        3)

        DTCs 421-426 are set by the Electronic Control Module (ECM) when the rising time is too

        High side to low side open (cylinder  long for the open or close coil. These codes normally indicate a harness or a coil is open.

        4)

        High side to low side open (cylinder

        5)

        High side to low side open (cylinder

        6)

        High side shorted to low side (cylin-

        der 1)

        DTCs 431-436 are set by the ECM when the rising time to 20 A is short, but not zero for

        High side shorted to low side (cylin-  the open or close coil. These codes normally indicate an internally shorted coil.

        der 2)

        (continued)

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


         

        140

        KENR8774

        Diagnostic Functional Tests

        (Table 64, contd)

        Diagnostic Trouble Codes

        DTC

        Code Description

        Comments

        High side shorted to low side (cylin-

        der 3)

        433

        High side shorted to low side (cylin-

        der 4)

        434

        435

        436

        451

        452

        453

        454

        455

        456

        High side shorted to low side (cylin-

        der 5)

        High side shorted to low side (cylin-

        der 6)

        High side short to ground or VBAT

        (cylinder 1)

        High side short to ground or VBAT

        (cylinder 2)

        High side short to ground or VBAT

        (cylinder 3)

        DTCs 451-456 are set by the ECM when the rising time to 20 A is zero for the open or

        close coil. These codes normally indicate the harness or coil is shorted to ground.

        High side short to ground or VBAT

        (cylinder 4)

        High side short to ground or VBAT

        (cylinder 5)

        High side short to ground or VBAT

        (cylinder 6)

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

        Function

        When the engine is running, the IDM can detect

        individual injector coil open and shorts to ground or

        battery. A Key-On Engine-Off (KOEO) Injector Test

        allows the operator to enable all injector coils when

        the engine is off to verify circuit operation. When the

        IDM detects a fault, DTCs are transmitted over the

        CAN datalink between the ECM and the IDM.

        The Injector Driver Module (IDM) is used to control

        the injectors. The IDM receives camshaft position and

        crankshaft position signals and fueling information via

        the CAN datalink from the ECM. The IDM calculates

        injection timing and injector actuation time based on

        the fuel quantity requested for any engine operating

        condition.

        The IDM transmits a high and low side drive output to

        the injectors. The high side output supplies the

        injectors with a power supply of 48 VDC at 20 A. The

        low side output supplies a return circuit to each

        injector coil.

        Injector Circuit Operation

        When a coil needs to be energized, the IDM turns on

        both the high side and low side driver.

        The injectors are under the valve cover. Each injector

        has a close and open coil. The IDM continuously

        monitors the amount of time (rising time) taken by

        each coil to draw 20 A. The time is compared to

        calibrated values and the IDM determines if a circuit

        or injector fault exists. Each injector has six failure

        modes and 3 DTCs. A failure can occur on the open

        or close coil circuit.

        High Side Drive Output

        The IDM regulates the current at an average of 20 A.

        When the current reaches 24 A, the IDM shuts off the

        high side driver. When the current drops to 16 A, the

        IDM turns on the high side driver.

        Low Side Drive Return

        When a short to ground condition is detected on an

        injector (low or high side), The IDM discontinues

        power to the shorted injector and operates the engine

        on the remaining cylinders.

        The injector solenoids are grounded through the low

        side return circuits. The ECM monitors the low side

        return circuits. The ECM monitors the low side return

        signal for diagnostic purposes and utilizes the fly

        back current from the injector solenoids to help

        charge the drive capacitors internal to the ECM.

        The last digit of the injector DTC corresponds to the

        cylinder where the fault has been detected.

        Fault Detection/Management

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

         

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