Usage:
P-301: Static Injection Timing Adjustment By Pin Method
1. Put No. 1 piston at top center on the compression stroke. See the topic, Finding Top Center Compression Position For No. 1 Piston in Systems Operation And Testing And Adjusting Form No. SENR3485. Remove the timing bolt from the flywheel and use 9S9082 Engine Turning Tool to rotate the crankshaft clockwise 45° as seen from the flywheel end of the engine.
Fuel Injection Pump
(1) Plug (timing pin hole).
2. Remove plug (1) from the fuel injection pump housing.
Timing Pin Installed
(2) 6V4186 Timing Pin.
3. Install 6V4186 Timing Pin (2) in the fuel injection pump housing as shown. Slowly rotate the crankshaft counterclockwise (as seen from the flywheel end of the engine) until timing pin (2) goes into the slot in the fuel pump camshaft.
Timing Position Sensor Cover
(3) Cover. (4) Housing. (5) Timing Solenoid (BTM).
4. Remove the timing position sensor cover (3) from housing (4).
5. Rotate the crankshaft clockwise 15° as seen from the flywheel end of the engine. Observe the motion of the timing advance power piston through housing (4).
6. Rotate the crankshaft counterclockwise as viewed from the rear of the engine until the timing advance power piston moves to its fully retracted position and light pressure is applied to timing pin (2).
| NOTICE |
|---|
DO NOT APPLY EXCESSIVE FORCE TO ROTATE THE ENGINE WITH THE TIMING PIN INSTALLED. EXCESSIVE FORCE WILL SHEAR OFF THE TIMING PIN AND/OR CAUSE FUEL PUMP DAMAGE. APPLY ONLY ENOUGH FORCE TO RETRACT THE TIMING ACTUATOR POWER PISTON. |
Install Timing Bolt
(6) 9S9082 Engine Turning Tool. (7) Timing bolt.
7. Put the timing bolt in the timing hole in the flywheel housing. If the bolt can be installed in the timing hole in the flywheel, the static injection timing of the fuel injection pump is correct.
8. If the timing bolt does not go into the timing hole in the flywheel, the timing is not correct. Perform the following steps to adjust the fuel injection pump static timing.
A. Remove Timing Solenoid (BTM) (5).
B. Remove timing advance housing (4).
Automatic Timing Advance Unit (Governor and Fuel Pump Drive Group)
(8) Bolts.
C. Loosen the four bolts (8) on the timing advance. With the timing pin installed in the fuel pump and the timing bolt removed, turn the engine crankshaft clockwise as viewed from the rear of the engine a minimum of 30 degrees. Make sure that the power piston of the timing advance does not move from its fully retracted position.
D. Lightly tighten two of the four timing advance bolts to 2.3 N·m (21 lb in). (FINGER TIGHT ONLY so as not to bend the timing pin).
E. Rotate the crankshaft counterclockwise as viewed from the rear of the engine (direction of engine rotation) slowly until the timing bolt can be installed in the flywheel. The number one piston is now at top dead center.
F. Tighten the four timing advance bolts (8) to a torque of 10 N·m (7 lb ft). Remove the timing pin from the fuel injection pump.
G. Tighten the four timing advance bolts to a torque of 55 ± 7 N·m (41 ± 5 lb ft). Remove the timing bolt from the flywheel.
H. Turn the crankshaft two complete revolutions counterclockwise as viewed from the rear of the engine to make sure that the timing advance piston is in the fully retracted position. Repeat Steps 6 and 7 to check the timing again to see if the timing pin will go into the groove in the fuel pump camshaft and the timing bolt will go into the flywheel.
I. If the timing is not correct repeat the Steps C through H again.
J. If the timing is correct, remove the timing bolt from the flywheel and remove the timing pin from the fuel pump.
Location Of Screwdriver While Holding Bellcrank
K. Rotate the timing position sensor bellcrank clockwise by inserting a No. 2 Phillips screwdriver between the arm of the bellcrank in contact with the timing position sensor until the screwdriver can be inserted into the hole in the cover to hold the bellcrank in position.
Hold Timing Position Sensor Bellcrank In Position
L. Install the gasket and timing advance housing (4).
M. Remove the screwdriver to allow the bellcrank to contact the power piston.
9. Check the timing position sensor calibration using the procedure given in P-302: Timing Position Sensor Calibration.
10. Install the Timing Solenoid (BTM). Make sure the arm of the Timing Solenoid (BTM) is in the center groove of the control spool collar.
11. Install the timing advance position sensor cover (3).
P-302: Timing Position Sensor Calibration
Refer to Special Instruction, Form No. SEHS8746, Using The 1U5540 Tool Group.
Remove Cover And Timing Advance Solenoid
(1) Solenoid wires. (2) Cover. (3) Timing Solenoid (BTM).
1. Shut the engine off. Turn key OFF.
2. Remove timing position sensor cover (2) and disconnect the three pin timing solenoid (BTM) connector (P6/J6) that connects timing solenoid (BTM) wires (1) to the engine wiring harness.
3. Remove Timing Solenoid (BTM) (3) from the timing advance housing.
Install Timing Pin In Fuel Injection Pump
(4) 6V4186 Timing Pin.
4. Install 6V4186 Timing Pin (4) in the fuel injection pump housing as shown. Slowly rotate the crankshaft counterclockwise (as seen from the flywheel end of the engine) until timing pin (4) goes into the slot in the fuel pump camshaft.
NOTE: The following methods can be used to turn the engine crankshaft for installation of the timing pin:
- * By using the 9S9082 Engine Turning Tool.* By turning the flywheel ring gear if the housing has access.* By turning on the crankshaft vibration damper bolts.
With the timing pin installed in the fuel injection pump camshaft slot, slowly rotate the crankshaft counterclockwise (CCW) until "STOP" is felt.
| NOTICE |
|---|
Rotation of the crankshaft after "STOP" is felt will cause the timing pin to shear off in the fuel injection pump camshaft slot. |
This procedure makes sure that the timing advance power piston is in the fully retracted position (moved toward rear of engine). Movement can be checked through the top of the timing advance housing by watching the collar that is engaged by the Timing Solenoid (BTM).
Install Timing Gauge Assembly
(5) 1U5425 Timing Gauge Assembly. (6) Bellcrank.
5. Install the 1U5425 Timing Gauge Assembly (5) through the timing solenoid (BTM) hole on the inboard side of the timing advance housing.
The gauge assembly (block) must be positioned between the bearing on the power piston and the timing position sensor bellcrank (6). The gauge assembly (block) is inserted and rotated around the timing spool valve. Make sure that the tool is correctly seated on the bearing race and that the bellcrank is on the flat surface of the gauge block.
6. Disconnect the PEEC Data Link Connector (short pigtail out of the top of the ECM P1/J1 connector) from the truck harness. Connect the 8T5275 Harness and either the ECAP or DDT to the PEEC Data Link Connector.
7. Turn key ON, Engine OFF.
| NOTICE |
|---|
Do not engage the starter or damage to the engine will be the result. |
With the ECAP or DDT, select the status display that has "Timing Advance Position" from the main menu (see Special Instructions for the Service Tool used, for more information).
8. Read the "Timing Advance Position" on the ECAP or DDT display.
- A. If the "Timing Advance" reading is 13.7 ± 0.4 degrees the timing position sensor is correctly calibrated.
- B. If the "Timing Advance" reading is not 13.7 ± 0.4 degrees the timing position sensor needs adjustment as follows:
9. Keep electrical power on the ECM. On the ECAP or DDT, select the status display that has "Timing Position Sensor Calibration" from the main menu (see Special Instructions for the Service Tool used, for more information, Form No. SEHS8742 or SEHS8743).
Adjustment Of Timing Position Sensor
(7) Timing position sensor. (8) Locknut.
10. Use the 1U5536 Crowfoot Wrench to loosen locknut (8).
11. Turn timing position sensor (7) in or out until the ECAP or DDT indicates the timing position sensor is calibrated. If the timing sensor is unable to calibrate, go to P-241: Timing Position Sensor Test to troubleshoot the sensor.
12. Tighten the locknut (8) to 55 ± 7 N·m (41 ± 5 lb ft).
13. Check the timing position calibration reading on the ECAP or DDT to make sure that the timing position sensor is still in calibration after tightening the locknut.
14. Turn key OFF.
15. Disconnect the ECAP or DDT from the ECM. Connect the PEEC Data Link Connector to the truck harness.
16. Remove the 1U5425 Timing Gauge Assembly.
17. Remove the 6V4186 Timing Pin. (Rotate the crankshaft in the clockwise direction as seen from the rear of the engine to release the pressure on the timing pin)
18. Install the Timing Solenoid (BTM) and make sure that the arm on the Timing Solenoid (BTM) is assembled in the groove of the timing advance servo collar.
19. Connect Timing Solenoid (BTM) connector to wiring harness (P6/J6). Install timing position sensor cover.
P-303: Rack Position Sensor Calibration
Refer to Special Instruction, Form No. SEHS8746, Using The 1U5540 Tool Group.
1. Shut the engine off. Turn key OFF.
Fuel Injection Pump Housing
(1) Plug (rack centering pin). (2) Cover (rack position indicator).
2. Remove plug (1) and cover (2) from the fuel injection pump housing.
Fuel Rack Against Timing Pin
(3) 6V4186 Timing Pin.
3. Install the 6V4186 Timing Pin (3) in the top of the fuel injection pump housing. Make sure timing pin (3) engages in the slot of the fuel rack as shown.
Holding Fuel Rack In Zero Position
(3) 6V4186 Timing Pin. (4) 8T9198 Bracket Assembly. (5) 1U5426 Compressor Assembly.
| NOTICE |
|---|
Do not start the engine with bracket assembly (4) and compressor assembly (5) installed on the fuel injection pump housing. Engine overspeed can result. |
4. Install bracket assembly (4) on the fuel injection pump housing. Make sure the lever of the bracket assembly is engaged in the slot of the fuel rack.
5. Install the 1U5426 Compressor Assembly (5) all the way into the 8T9198 Bracket Assembly (4) to compress the spring.
6. Tighten the collet on bracket assembly (4) to hold compressor assembly (5). Spring force now holds the fuel rack against timing pin (3) in the zero position.
7. Disconnect the PEEC Data Link Connector (short pigtail out of the top of the ECM P1/J1 connector) from the truck wiring harness and connect the 8T5275 Harness and either the ECAP or DDT.
8. Turn the ignition switch to the ON position WITHOUT THE ENGINE RUNNING. Select the status display from the main menu that shows "Actual Rack Position" (see the Service Tool Special Instruction).
9. With the rack held back against the "zero pin", read the "Actual Rack Position" on the ECAP or DDT display.
- A. If the "Actual Rack Position" reading is 9.50 ± 0.20 mm the rack position sensor is correctly calibrated. Stop.
- B. If the "Actual Rack Position" reading is not 9.50 ± 0.20 mm the rack position sensor needs adjustment as follows:
Fuel Injection Pump And Rack Actuator Housing
(6) Clip assembly. (7) Cover.
10. Remove the wiring connectors from clip assembly (6). Do not disconnect any wiring at this time.
11. Remove the five bolts and cover (7) from the rack actuator housing.
Rack position Sensor Adjustment
(8) Wiring for transducer module. (9) Wiring for rack position sensor. (10) rack position sensor.
12. Use the 1U5536 Crowfoot Wrench and a 3/8 in. drive ratchet to loosen the locknut on rack position sensor (10).
13. Make sure rack position sensor wiring (9) is connected to transducer module wiring (8).
14. With electrical power to the ECM, select the status display that has "Rack Position Sensor Calibration" from the main menu on the ECAP or DDT (see Special Instructions for the Service Tool used, for more information, refer to Special Instruction Form No. SEHS8742 or SEHS8743).
15. With the rack held back against the timing pin, turn the collar on the rack position sensor in or out until the ECAP or DDT indicates the rack position sensor is calibrated. If the rack sensor is unable to calibrate, go to P-231: Rack Position Sensor Test to troubleshoot the sensor.
16. Tighten the locknut to 55 ± 7 N·m (41 ± 5 lb ft).
17. Check the rack position calibration reading on the ECAP or DDT to make sure that the rack position sensor is still in calibration after tightening the locknut.
18. Turn key OFF.
19. Install cover (7) and clip assembly (6) on rack actuator housing. Make sure not to pinch a wire between the cover and housing.
20. Install wiring connectors in clip assembly (6).
21. Remove the 6V4186 Timing Pin and install the plug in the top of the fuel injection pump housing.
22. Remove the 8T9198 Bracket Assembly and 1U5426 Compressor Assembly. Install the gasket and cover on the side of the fuel injection pump housing.
23. Disconnect the ECAP or DDT from the ECM. Connect the PEEC Data Link Connector to the truck harness.
P-304: Engine Speed Sensor Adjustment
Refer to Special Instruction, Form No. SEHS8746, Using The 1U5540 Tool Group.
Fuel Injection Pump And Rack Actuator Housing
(1) Clip assembly. (2) Cover.
1. Remove the wiring connections from clip assembly (1)
2. Remove the five bolts and cover (2) from the rack actuator housing.
Remove Rack Actuator Housing
(3) Housing. (4) Rack position sensor. (5) Wiring for transducer module. (6) Wiring for engine speed sensor.
3. Disconnect the engine speed sensor wiring (6) and the wiring for rack position sensor (4) from transducer module wiring (5).
Remove Shutoff Lever Group
(3) Housing. (7) Shutoff lever and clip assembly. (8) Rack Solenoid (BTM).
4. Remove shutoff lever and clip assembly (7) from the center of housing (3).
5. Remove Rack Solenoid (BTM) (8) from housing (3).
6. Remove the bolts and remove housing (3) from the rack actuator center housing.
Engine Speed Sensor Adjustment
(9) Engine Speed Sensor.
7. Use the 5P0326 Crowfoot Wrench and a 3/8 in. drive ratchet to loosen the locknut on Engine Speed Sensor (9).
8. Turn Engine Speed Sensor (9) into the threads in the housing until it makes contact with the gear tooth on the fuel pump camshaft retainer. Back the engine speed sensor out 1/2 turn ± 30 degrees. This gives a clearance of 0.76 ± 0.15 mm (.030 ± .006 in) between the camshaft retainer and the end of Engine Speed Sensor (9).
9. Use the 5P0326 Crowfoot Wrench and tighten the locknut on engine speed sensor (9) to a torque of 13 ± 2 N·m (10 ± 1 lb ft). Be careful to prevent rotation of the engine speed sensor while tightening the locknut.
NOTE: Do not over torque locknut. Damage to engine speed sensor may result.
Install Rack Actuator Housing
(3) Housing. (4) Rack Position Sensor.
10. To prevent damage to the rack position sensor, install the gasket and housing (3) as follows:
A. Push the plunger (3/4 of its travel) into the rack position sensor (4).
B. Push the fuel rack and magnetic connection toward the front of the engine.
C. Put the gasket and housing (3) in position and install the bolts.
D. Slowly pull the fuel rack and rack position sensor plunger together until the magnet holds the two parts together.
Install Shutoff Lever Assembly
(10) Lever. (11) Pin. (12) Lever.
11. Install shutoff lever and clip assembly as follows:
A. Put the shutoff lever and clip assembly in position. Make sure the wiring from the transducer module is positioned over the top of the shutoff lever and clip assembly.
B. Push the shutoff solenoid plunger into the solenoid and hold in this position.
C. Make sure pin (11) is engaged correctly with manual shutoff lever (12) as shown.
D. Make sure lever (10) is in the correct position behind the end of the rack servo valve as shown.
E. Install the bolts to hold the shutoff lever and clip assembly in housing (3).
F. Check for correct operation of the manual shutoff lever.
12. Connect the wiring for rack position sensor (4) and the wiring for the engine speed sensor to the transducer module wiring.
13. Check and adjust the rack position sensor if needed. Follow P-402: Rack Position Sensor Calibration procedure.
14. Install the Rack Solenoid (BTM) in housing (3). Make sure the lever on the rack solenoid (BTM) engages correctly in the sleeve on the rack servo valve at assembly.
15. Install the gasket, cover, and connector clip on the end of housing (3).
16. Fasten the wiring connections in position on the clip assembly (1).
P-305: Boost Pressure Sensor Calibration
The PEEC boost pressure sensor must be calibrated for a zero boost condition with the engine OFF. Calibration is accomplished electronically without need for manual adjustments.
The sensor must be recalibrated whenever the transducer module or ECM has been replaced. Incorrect sensor calibration may result in poor engine response or a Diagnostic Code 25 (Boost Pressure Sensor Fault) or a Diagnostic Code 42 (Check Sensor Calibration).
Calibration Procedure:
1. Turn key ON, engine OFF. The sensor will not calibrate if the engine is running.
2. Select the Boost Sensor Calibration screen on the ECAP or DDT (see the Special Instructions included with the ECAP or DDT).
3. Wait several seconds for the automatic calibration to occur. The screen will display "Calibrated" when finished.
4. If the boost pressure sensor will not calibrate, follow P-224: Boost Pressure Sensor Test.
P-306: Throttle Position Sensor Adjustment
The throttle position sensor (TPS) is used to provide a throttle signal to the Electronic Control Module (ECM). Sensor output is a constant frequency signal whose pulse width varies with throttle position. This output signal is referred to as either "Duty Cycle" or a "Pulse Width Modulated (PWM)" signal and is expressed as a percentage. When correctly adjusted, the remote mounted TPS will produce a "Duty Cycle" signal of 15% to 20% at the low idle throttle position and 80% to 85% at the full throttle position. The pedal mounted throttle position sensor will produce a Duty Cycle signal of 10 to 22% at low idle and 75 to 90% at full throttle. This signal is translated by the ECM into a "THROTTLE POSITION" signal of 3% at low idle and 100% at full throttle. Always use "DUTY CYCLE" for sensor adjustment.
The throttle position sensor may be one of two types. The "Remote-Mounted" TPS is about the size of a soft drink can and is connected to the throttle pedal by OEM-supplied linkage. It requires adjustment for proper operation (explained in this procedure). The "Pedal-Mounted" TPS is mounted directly to a specific style of throttle pedal and requires no adjustment, and in fact can not be adjusted (this procedure NOT needed). Both sensors provide the same type of signal to the ECM.
Step 1. Inspect Throttle Linkage
Inspect the throttle linkage for loose, bent, broken, missing, or worn components. Also check for interference with the linkage or spring. The throttle linkage should work smoothly without excessive drag and return to a low idle position without assistance in less than 1 second. Repair linkage if needed.
Step 2. Adjust At Low Idle Position
A. Turn engine OFF.
B. Install a 9-pin 'T' at J2/P2 (Vehicle connector) and connect the ECAP or DDT's PWM probe to Pin E (throttle signal) of the 'T'.
C. Adjust the pedal stop or the throttle linkage until the "DUTY CYCLE" reading shown on the ECAP or DDT is between 15 and 20% with the throttle pedal at low idle. See service tool Special Instructions Form No. SEHS8807 for more information on reading DUTY CYCLE. Proceed to Step 3.
Correct Low Idle Position Adjustment
(1) Rotary disc. (2) Mechanical stop. (3) Low idle edge indicator. (4) Roll pin.
Slight movement of the throttle pedal off the low idle linkage stop should increase the "DUTY CYCLE" readings.
When properly adjusted, the rotary disc (1) should be positioned as shown when the pedal is in the low idle position.
| NOTICE |
|---|
THE ROLL PIN MUST NEVER CONTACT THE MECHANICAL STOP ON THE ROTARY DISC, OR THE SENSOR MAY FAIL. |
Step 3. Adjust At High Idle Position
A. With the pedal in the maximum throttle position, adjust the pedal stop or the throttle linkage until an 80 to 85% "DUTY CYCLE" is achieved.
Correct High Idle Position Adjustment
(1) Rotary disc. (2) Mechanical stop. (3) Low idle edge indicator. (4) Roll pin. (5) High idle edge indicator.
Slight movement of the throttle pedal off of the maximum throttle position should decrease the "DUTY CYCLE" readings.
When properly adjusted, the rotary disc (1) should be positioned as shown when the pedal is in the high idle position.
| NOTICE |
|---|
THE ROLL PIN MUST NEVER CONTACT THE MECHANICAL STOP ON THE ROTARY DISC OR THE SENSOR MAY FAIL. |
Step 4. Verify Adjustment
A. Repeat Steps 2 and 3 until proper conditions are met for both.
B. If the TPS can not be correctly adjusted, refer to procedure P-211: Throttle Position Sensor Test.
NOTE: To see 3% and 100% on "THROTTLE POSITION" status display (after adjusting the PWM value), the key must be turned OFF, then back ON. The ECM will automatically calibrate to the new PWM values for low idle and full throttle.
P-307: Vehicle Speed Calibration
PEEC uses vehicle speed information for cruise control, to limit engine speed in certain gears, and to limit vehicle speed.
PEEC calculates vehicle speed by converting the vehicle speed signal to miles per hour. The conversion factor is customer programmable and is stored in Pulses Per Mile (PPM).
NOTE: Changing PPM DOES NOT change the actual vehicle speed signal-only the way the ECM converts the signal to mph. (In other words, changing PPM will NOT affect the speedometer).
PPM is calculated by combining three variables:
- * tire revolutions per mile* rear axle ratio* number of chopper teeth on the transmission drive shaft where the magnetic pickup sensor is mounted.
Step 1. Calculating Pulses Per Mile When All The Variables Are Known
To calculate Pulses per Mile:
Pulses Per Mile = tire revolutions/mile X rear axle ratio X No. of chopper teeth.
Where:
- * Tire revolutions per mile can be found from the following tables. The radii listed are an average of several major tire manufactures.
If your tire size is not in the tables, you may calculate tire revolutions per mile by using the following formula:
Tire revolutions per mile = 10,085 divided by tire radius. * Rear axle ratio can typically be found on the housing of the rear axle, or on the spec sheet for the vehicle.* No. of chopper teeth is usually 16. (Some transmission have 11 tooth chopper wheels.
Step 2. Correcting Vehicle Speed Calibration When Some Variables Are Not Known
A. Determine the actual vehicle speed with a chassis dynamometer, or a stop watch, or an accurate speedometer.
B. Divide the speed displayed on the ECAP/DDT by the actual speed, and multiply this answer times the vehicle speed calibration parameter already programmed in the electronic control module (ECM). This is the corrected PPM that should be used for the new parameter.
Example:
ECAP speed = 55 mph
Actual speed = 65 mph
Present PPM = 29836
Correct PPM:
55 mph ÷ 65 mph × 29836 PPM = 25246 PPM (corrected)
Program 25246 PPM into the ECM with the ECAP/DDT and the correct speed should now be displayed.
Radial Tire Revolutions Per Mile
Bias Tire Revolutions Per Mile
