3176C, 3196 & 3406E MARINE ENGINES Caterpillar

SECTION 3: Troubleshooting Without A Diagnostic Code

Usage:

Troubleshooting Without A Diagnostic Code

This section is to be used for troubleshooting problems that have symptoms but do not have ACTIVE/LOGGED diagnostic codes. Some engine symptoms are caused by conditions or components other than the electronic control system, such as poor fuel quality or improperly adjusted valves.

Before using this section, be sure that you have gathered information about the complaint to adequately describe the symptoms, verified that the complaint is not due to normal engine operation and repair all ACTIVE Diagnostic Codes. Refer to Section 4: Troubleshooting With A Diagnostic Code.

The basic philosophy of troubleshooting this engine is to follow the three steps listed below FIRST to diagnose a malfunctioning engine:

1. Gather Operator Information. Verify complaint is not due to normal engine operation.

2. Perform a visual inspection of vessel. Check fuel and oil level, supply and/or condition. Check for visible wiring and connector problems or damaged components.

3. Check and repair all ACTIVE/LOGGED Diagnostic Codes using the troubleshooting procedures in Section 4, Troubleshooting With A Diagnostic Code.

If ALL three of these inspections reveal no problems, identify probable causes using the procedure or procedures in this section that best describes the symptoms. Narrow the probable causes given in the procedure by considering operator information, operating conditions, and repair history of the vessel.

Operator Information

* What happened, and when?

* Under what conditions?Was the engine rpm (speed) high or low?Was the engine under load?

* Are there any customer or dealer installed systems that could cause this symptom?

* What else occurred?

* When the did the symptoms begin (and what else happened at that time)?

LOGGED Diagnostic Codes

* Do they correlate to probable causes?

* Did they occur at the same time as the symptoms?

* Are some codes Logged repeatedly?

Other Symptoms

* Are they related to this symptom?

* Do they have common probable causes?

Finally, test each probable cause using the tests suggested by the procedure. Be sure to check connectors, especially on intermittent problems! Refer to Section 5, P-501: Inspecting Electrical Connectors for details.

Operator Questionnaire

Ask the operator to answer the following question before attempting to repair an intermittent problem, or a problem with symptoms but no diagnostic codes. Use this and the response guidelines to these questions on the next page.

Questionnaire Response

P-301: Engine Will Not Crank

NOTE: This is NOT an electronic system problem. Refer to the Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable root causes:

* Battery Cables/Batteries

* Starting motor solenoid or circuit problem (in system wiring)

* Starting motor/flywheel ring gear

* Engine accessory

* Hydraulic cylinder lock

* Internal engine problem

Perform the following tests in order:

1. Check shutdown switch, battery posts and battery/starter cables for loose connections and corrosion. Remove and clean cables and connections if corroded. Load test batteries. Refer to Special Instruction, SEHS9249, Use of 4C4911 Battery Load Tester. If necessary, charge the batteries. Refer to Special Instruction, SEHS7633, Battery Test Procedure.

2. Test starting motor solenoid operation. Check system wiring to starting motor solenoid.

3. Test starting motor operation. Refer to Systems Operation, Testing & Adjusting Manual. Inspect starting motor pinion and ring gear for damage.

4. Ensure free movement of driveline. Refer to the Systems Operation, Testing & Adjusting Manual. Check transmission neutral gear indicator for proper operation and adjustment, repair or replace as required.

5. Verify timing pin was not left in the flywheel housing after setting valve lash. Use the 9S9082 Engine Turning Tool and attempt to manually turn the engine. If unable to turn the engine, remove and inspect engine accessories that can lock up the engine (air compressor, oil pump, etc). Repair or replace as necessary. Refer to the System Operation Testing & Adjusting Manual.

6. Remove injectors and check for fluid in the cylinders.

7. Disassemble engine to inspect for internal components that may be seized, broken, bent, out of alignment, etc. Refer to the Disassembly & Assembly Manual.

8. 3176C/3196 Engines

Ensure the Engine Shutdown Switch is not engaged. Measure the resistance between pin 1 and pin 2 at the Engine Shutdown Switch. The resistance should be less than 2 ohms. If the resistance is greater than 2 ohms replace the switch.

9. 3406E Engine

Ensure the Engine Shutdown Switch is not engaged. Measure the resistance between pin 3 and pin 4 at the Engine Shutdown Switch (located on the control panel). The resistance should be less than 2 ohms. If the resistance is greater than 2 ohms replace the switch.

P-302: Engine Cranks But Will Not Start

Probable root causes:

* Starting aids/fuel gel (cold temperature operation)

* Engine Shutdown Switch setting

* Vessel/Engine wiring

* Personality Module or ECM

* Engine Speed/Timing signal; injection timing, incorrect Engine Speed/Timing wheel orientation assembly, Engine Speed/Timing Sensor calibration error after replacement.

* Electrical connections to the unit injector solenoids

* Fuel supply

* Combustion problem

Perform the following tests in order:

1. If cold ambient conditions exist, check operation of starting aids. Check cylinder block jacket water heater for malfunction and replace if required. Check for presence of congealed fuel (wax).

2. Ensure the Engine Shutdown Switch is not engaged. Connect an Electronic Service Tool and verify Shutdown Switch position status. If the Electronic Service Tool does not show the current switch position, refer to P-343: Engine Synchronize Switch Not Functioning Properly.

3. Remove Pin 36 at the J3 Customer Connector.

4. For the 3176C and 3196 Marine Engines remove pin B from P-107. For the 3406E Marine Engine remove pin 2 from P-110. Restart the Engine. If the Engine starts there is a problem in the customer supplied wiring. Ensure the engine shutdown Switch is in the RUN position.

5. If Electronic Service Tool does not operate, Refer to P-307: Electronic Service Tool Will Not Communicate With ECM. If a shutdown occurs, the keyswitch must be turned to the OFF position, then to the ON position before the engine will start.

NOTE: Aftermarket engine protection devices usually interrupt power to the ECM and prevent communications with the Electronic Service Tool. Check for correct installation and operation of aftermarket engine protection devices. Aftermarket devices may need to be bypassed to continue.

6. Check for correct installation of the ECM connectors J1/P1 and J2/P2, Engine Speed/Timing Sensor connector J20/P20, J44/P44 and Unit Injector connectors J91/P91. Refer to P-501: Inspecting Electrical Connectors. If the problem occurs only after the engine is warmed up, the circuit breakers may be exceeding the trip point because of overheating. Check the circuit breakers on the vessel, reset if required.

7. Turn Keyswitch ON, engine OFF. Use signal reading probes and measure the voltage between J1 pin 4 and J1 pin 5. The voltage should be 12 ± 2 VDC and 24 ± 2 VDC. If the voltage is out of range, refer to P-346: Electrical Power Supply to the ECM.

8. Verify there is not an Active 25302 Diagnostic Code. If the diagnostic code is present, refer to P-513: ECM Personality Module.

9. Observe the engine rpm on an Electronic Service Tool Status screen while cranking the engine. If the Electronic Service Tool displays 0 rpm while cranking the engine, there is a problem in the Engine Speed/Timing Sensor circuit. Refer to P-514: Engine Speed/Timing. If engine rpm is present (50 rpm or greater while cranking) the Engine Speed/Timing circuitry appears to be operating correctly. If engine speed is present but the engine does not fire, check the wiring harness connections for the Speed/Timing Sensor(s). If the Primary Speed/Timing Sensor if plugged into the Secondary Speed/Timing Sensor Location in the wiring harness the engine speed will read, but the engine will not fire. Verify that the timing reference gear is installed correctly and keyed to the camshaft by means of the locating dowel. If the gear was installed backwards or flipped over during assembly, the engine will not start. Check calibration of Engine Speed/Timing Sensor, recalibrate if required. Refer to P-614: Engine Speed/Timing Sensor Calibration. Check for proper orientation between crankshaft and camshaft drive gears, repair as required. Refer to procedure in Disassembly & Assembly Manual.

10. Make sure the Unit Injector connectors are properly installed. Refer to P-515: Injector Solenoids and perform the Injector Solenoid Test as a quick check to confirm that the ECM can energize the unit injector solenoids.

11. Check for a fuel supply problem. Refer to P-339: Engine Has A Fuel Supply Problem.

12. Check for combustion problems.

P-303: Engine Misfires, Runs Rough Or Is Unstable

NOTE: If the problem is intermittent and cannot be re-created, Refer to P-306: Intermittent Low Power Or Power Cutouts. If the problem is consistent and can be re-created, continue with this procedure.

Probable root causes:

* Engine Overspeed Warning (CID-FMI) 190-00Engine Overspeed Warning. The Electronic control Module (ECM) detects and engine speed greater than 2700 rpm for 0.6 seconds. The CID-FMI may be viewed on the display modules or an Electronic Service Tool. It is logged in memory except as noted. The ECM will attempt to limit Top Engine Limit by not allowing the unit injectors to inject fuel.

* Cold Mode Operation (Normal Operation, if the problem occurs only after start-up)

* Throttle Input Signal

* Faulty electronic unit injector circuit (individual cylinder malfunction)

* Fuel supply

* Air inlet or exhaust restrictions or air system leaks

* Internal engine problem

NOTE: If the problem only occurs under certain conditions (high rpm, full load, engine operating temperature, etc), test the engine under those conditions. Troubleshooting the symptoms under other conditions can give misleading results.

Perform the following tests in order:

1. Monitor the Electronic Service Tool Status screen to verify the engine has exited cold mode. Observe the coolant temperature reading on the Electronic Service Tool. If incorrect, refer to P-591: Engine Sensor Open/Short.

2. Observe the throttle position input reading on the Electronic Service Tool Status screen. If incorrect or erratic, refer to P-504: Throttle Position Sensor.

3. Inspect ECM connector J2/P2 and the Electronic Unit Injector connector J91/P91 for proper connection. Repair or replace as required. Refer to P-501: Inspecting Electrical Connectors. Check for active or recently logged Injector Solenoid diagnostic codes. Use an Electronic Service Tool and cut out each cylinder at low idle to isolate the misfiring cylinder(s). Refer to P-515: Injector Solenoids.

4. Check for a fuel supply problem. Refer to P-339: Engine Has A Fuel Supply Problem.

5. Check inlet air and exhaust systems for restrictions and leaks. Refer to Systems Operation, Testing & Adjusting Manual. Look for a Check Engine Lamp indication, or tripped restriction indicators (if equipped) associated with plugged air filters. Replace plugged air filters, or clean filters as per operation and maintenance guidelines, and repair any leaks found. Also, refer to P-521: Analog Sensor Supply. Refer to Systems Operation, Testing & Adjusting Manual if an internal engine problem is suspected.

P-304: Low Power/Poor Or No Response To Throttle

Probable root causes:

* Cold Mode Operation (Normal operation if the problem occurs only after start-up in cold weather)

* Engine is in a derated mode

* Throttle input signal to the ECM

* Faulty electronic unit injector (individual cylinder malfunction)

* Inlet Air Manifold Pressure Sensor signal

* Air inlet or exhaust system restrictions or leaks

* Improper adjustment of FRC Offset, Full Load Setting, Full Torque Setting

* Fuel supply

Perform the following tests in order:

1. If ECM has been replaced, check Read/Change parameters and compare to values on Engine Information Plate. Make sure the correct personality module is installed. Refer to Section 2: Programming Parameters.

2. Monitor the Electronic Service Tool Status screen to verify the engine has exited cold mode. During Cold Mode, engine power and response may be limited. Observe the coolant temperature reading on the Electronic Service Tool. If incorrect, refer to P-591: Engine Sensor Open/Short.

3. The engine may be derated due to, dirty air filters, or other factors. Connect an Electronic Service Tool and check for Active engine derates.

4. Monitor the Throttle Status on an Electronic Service Tool. Observe throttle position and verify it is stable and can reach 100 percent. Refer to P-504: Throttle Position Sensor.

5. Ensure the engine is not synchronized to another throttle. If the Desired Engine Speed does not change when the throttle is adjusted, move the other throttle and watch the Desired Engine Speed. If the Desired Engine Speed does not change check the battery connection to the throttle refer to Section 5 P-504: Throttle Position Sensor.

6. Turn the keyswitch to the OFF position and inspect ECM connectors J1/P1 and J2/P2, and the Unit Injector connector for proper connection. Refer to P-501: Inspecting Electrical Connectors. Start the engine and perform the cylinder cutout test to check for any non-operable unit injectors. If results are inconclusive, perform test under load or shut off half of the engine's cylinders and repeat cutout on remaining active cylinders to locate those missing. If it can be isolated to a specific cylinder(s), Refer to P-515: Injector Solenoids.

7. Monitor Actual Fuel, Max Fuel, and FRC Limit on the Electronic Service Tool. These parameters should be as follows while the vessel is operating under full load.

If the parameters are as indicated above, the electronics are operating correctly. If these parameters are not as indicated, verify proper Inlet Air Manifold Pressure Sensor (boost) operation.

Check inlet air and exhaust systems for restrictions and leaks. Refer to Systems Operation, Testing & Adjusting Manual. Look for a Check Engine Lamp indication, or tripped restriction indicators (if equipped) associated with plugged air filters. Replace plugged air filters, or clean filters as per operation and maintenance guidelines, and repair any leaks found. Refer to P-591: Engine Sensor Open/Short.

8. Check for a fuel supply problem. Refer to P-339: Engine Has A Fuel Supply Problem.

P-305: Intermittent Engine Shutdowns

NOTE: Use this procedure only if the engine shut down completely and had to be restarted.

Probable root causes:

* Faulty electrical connections, Electrical Power Supply to the ECM

* Engine Speed/Timing Sensor

* Fuel supply

Perform the following tests in order:

1. Check for correct installation of ECM connectors J1/P1 and J2/P2, Vessel Interface connectors, and Engine Speed/Timing Sensor connector J20/P20. Refer to P-501: Inspecting Electrical Connectors.

Check the Electronic Service Tool for logged Diagnostic Codes 168-01 Battery Voltage Below Normal or 168-02 Battery Voltage Intermittent. Follow battery wires from the ECM back to the battery compartment. Refer to Electrical System Schematic. Inspect wires and power relay. Check ECM power and ground connections. Refer to P-346: Electrical Power Supply to the ECM, if not already done. If the problem occurs only after the engine is warmed up and disappears after the has been allowed to cool, the circuit breakers may be exceeding the trip point because of overheating. Check the circuit breakers on the vessel, reset if required.

NOTE: Aftermarket engine protection devices usually interrupt power to the ECM. Check for correct installation and operation of aftermarket engine protection devices. Aftermarket devices may need to be bypassed to continue.

3. Check the Electronic Service Tool for logged Diagnostic Codes 19002 Loss of Engine RPM Signal, or 6402 Loss of Backup Engine Speed/Timing Signal. Refer to P-514: Engine Speed/Timing.

4. Check for a fuel supply problem. Refer to P-339: Engine Has A Fuel Supply Problem.

P-306: Intermittent Low Power Or Power Cutouts

NOTE: Use this procedure only if the engine DOES NOT shut down completely (the engine did not have to be restarted).

Probable root causes:

* An engine derate is occurring

* Throttle Input signal

* Faulty electrical connections

* Fuel supply

Perform the following tests in order:

1. The engine may be derating due to, dirty air filters, low boost or other factors. Use an Electronic Service Tool or Display Module (such as VIMS) to check for logged engine derate events.

2. Monitor the Throttle Status on an Electronic Service Tool. Observe throttle position and verify it is stable and can reach 100 percent. Check for logged diagnostic codes related to the Throttle Position Sensor. Refer to P-504: Throttle Position Sensor.

3. Check the Electronic Service Tool for logged Diagnostic Codes 16801 Battery Voltage Below Normal or 16802 Battery Voltage Intermittent. Follow battery wires from the ECM back to the battery compartment. Refer to Electrical System Schematic. Inspect wires and power relay. Check ECM power and ground connections. Refer to P-346: Electrical Power Supply to the ECM, if not already done.

4. Check for a fuel supply problem. Refer to P-339: Engine Has A Fuel Supply Problem.

P-307: Electronic Service Tool Will Not Communicate With ECM

Probable root causes:

* Electronic Service Tool or Communication Adapter Service Tool cable problem

* Personality Module or ECM Problem

* ATA Data Link

* Electrical Power Supply to the ECM Connector or wiring problem in electronic system wiring harness

Perform the following tests in order:

1. Check the Electronic Service Tool connections and wiring. Verify that battery voltage is present at pin A and pin B of the Service Tool Connector (the Communication Adapter Display will be blank if the Communication Adapter Tool is not receiving power). Verify correct operation of Electronic Service Tool and Communication Adapter Tool and connector cables on another engine, if possible.

2. Be sure the correct Personality Module is properly installed in the ECM. In the event that the ECM on the engine is new, the engine will not start or communicate until the Personality Module is installed. Refer to Section 2: Programming Parameters.

3. Turn keyswitch OFF and check ECM Connector J1/P1, Customer Connector J3/P3, Service Tool Connectors J42 and J60 and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors for details.

4. Turn keyswitch OFF and disconnect J1/P1 and any Electronic Service Tool connected to the Service Connectors J42 or J60. Set the multimeter on the 20k Ohm scale and using Signal Reading Probes measure the resistance from the harness side of P1 socket 1 to P1 harness side socket 7. The resistance should be greater than 20k Ohms. If the resistance does not measure greater than 20k Ohms there is a short in the harness, repair or replace the harness.

5. Set the multimeter to 20k Ohm scale and measure the resistance from the harness side of P1 socket 1 to P1 socket 5. Set the multimeter on the 20k Ohm scale and measure the resistance between P1 socket 7 and P1 socket 5. The resistance should be greater than 20k Ohms. If the resistance does not measure greater than 20k Ohms there is a short in the harness, repair or replace the harness.

6. Connect one Signal Reading Probe to the harness side of ECM connector P1 socket 1 and the other to harness side of P1 socket 7. Use a jumper wire to short (connect) J3 Pin 31 and J3 pin 32. Set the Ohmmeter on the 200 Ohm scale and using Signal Reading Probes measure the resistance from the harness side of ECM Connector P1 socket 1 to P1 socket 5. The resistance should be greater less than 10 Ohms. If the resistance is not less than 10 Ohms there is an open in the vessel wiring harness. Repair of replace the harness. If the problem is still present Refer to Section 2: ECM Replacement Procedure.

7. The ECM may not be receiving power on the +Battery and -Battery inputs. Refer to P-346: Electrical Power Supply To The ECM. The ECM will remain in a powered down (OFF) state and will not communicate until 24 VDC is supplied to the ECM Battery Input. Check the wiring harness including ECM connectors J1/P1 and J2/P2, Vessel Interface connectors, and Service Tool connector for faulty connections. Refer to P-501: Inspecting Electrical Connectors.

P-308: ECM Will Not Accept Factory Passwords

Probable root causes:

* Error entering password

* Incorrect Serial Number (Engine, ECM, or Electronic Service Tool), Total Tattletale, or Reason Code used to obtain password

Perform the following tests in order:

1. Verify correct passwords were entered. Check each character in passwords for accuracy (for instance letter l vs. number 1, Z vs. 2, O vs. 0, etc). Turn the keyswitch to the OFF/RESET position for 30 seconds and then retry.

2. Verify the Electronic Service Tool is on the Factory Passwords screen. Verify Engine serial number used to calculate password is correct. Verify the Total Tattletale, Reason Code, Electronic Service Tool Serial Number and ECM Serial Number is correct. Refer to Factory Passwords in Section 2: Programming Parameters for more details.

P-310: Excessive Black Smoke

Probable root causes:

* Air inlet restriction or air system leaks

* Engine Speed/Timing Signal; injection timing or calibration, incorrect Engine Speed/Timing wheel orientation assembly, Engine Speed/Timing Sensor calibration error after replacement

* Faulty Inlet Air Manifold Pressure Sensor, Atmospheric Pressure Sensor, or sensor calibration.

* Personality Module

* Fuel supply: low supply pressure, air in low pressure fuel system, poor fuel quality

* Incorrect valve adjustment

Perform the following tests in order:

1. Connect an Electronic Service Tool and compare atmospheric and inlet pressure readings. Check for filter restriction derates and alarms. Check inlet air and exhaust systems for restrictions and leaks. Check for a failed turbocharger. Refer to Systems Operation, Testing & Adjusting Manual. Replace plugged air filters, or clean filters as per operation and maintenance guidelines, and repair any leaks found. Verify proper operation of the Inlet Air Manifold Pressure and Atmospheric Pressure Sensors. Refer to P-521: Analog Sensor Supply.

2. Check calibration of the Engine Speed/Timing Sensor, recalibrate if required. Refer to P-614: Engine Speed/Timing Sensor Calibration. Check for proper orientation between crankshaft and camshaft drive gears, repair as required. Refer to procedure in Disassembly & Assembly Manual.

3. Monitor Atmospheric Pressure with an Electronic Service Tool. Observe Inlet Air Manifold Pressure, Fuel Pos, Rated Fuel Pos and FRC Fuel Pos while the vessel is operating under full load.

NOTE: A problem with the FRC will only create black smoke problems on acceleration, not steady state operation. Check for a restriction in the Atmospheric path, remove dirt and debris, if required. Atmospheric pressure should range from 50 to 100 kPa (7.5 to 15 psi) depending on your area of operation. Refer to P-521: Analog Sensor Supply.

4. Check for a fuel supply problem. Refer to P-339: Engine Has A Fuel Supply Problem.

5. Check valve adjustment.

P-311: Excessive White Smoke

NOTE: Some white smoke may be present during cold start-up conditions when the engine is operating normally.

Probable root cause:

* Faulty Coolant Temperature Sensor

* Engine Speed/Timing Signal; injection timing or calibration, incorrect speed/timing wheel orientation assembly, Engine Speed/Timing Sensor calibration error after replacement

* Personality Module

* Fuel Supply

* Combustion system problem

Perform the following tests in order:

1. Verify Cold Mode is active when the engine is cold. Monitor coolant temperature status on an Electronic Service Tool. Observe coolant temperature and ensure the reading is reasonable. If temperature reading is incorrect, Refer to P-591: Engine Sensor Open/Short.

2. Check timing calibration of Engine Speed/Timing Sensor, recalibrate if required. Refer to P-614: Engine Speed/Timing Sensor Calibration. Check for proper orientation between crankshaft and camshaft drive gears, repair as required. Refer to procedure in Disassembly & Assembly Manual.

3. Connect an Electronic Service Tool and verify the correct Personality Module is installed for the engine configuration and application. Refer to Section 2: Programming Parameters.

4. Check for a fuel supply problem. Refer to P-339: Engine Has A Fuel Supply Problem.

5. Excessive valve, piston, ring and/or liner wear, or low cranking speed can result in reduced compression pressure, resulting in white smoke. Coolant leakage into the cylinder or exhaust system can also produce symptoms similar to white smoke emissions from unburned fuel. Refer to the Systems Operations, Testing & Adjusting Manual.

P-312: Can Not Reach Top Engine RPM

NOTE: If this problem occurs only under load, Refer to P-304: Low Power/Poor Or No Response to Throttle.

Probable root causes:

* Engine is in Cold Mode or derated

* Personality Module

* Throttle Position Sensor signal

* Faulty Inlet Air Manifold Pressure Sensor or Atmosphere signal or calibration

* Fuel supply

* Air inlet or exhaust restriction or air system leaks

* Air supply/low boost

* Faulty Accessory Equipment

Perform the following tests:

1. Connect an Electronic Service Tool screen and verify the engine has exited Cold Mode, check for Active engine derates. Verify the programming parameters are correct. Refer to Section 2: Programming Parameters

NOTE: The engine may be derated due to, dirty air filters, high exhaust temperatures or other factors.

2. Monitor the Throttle Status on an Electronic Service Tool. Observe throttle position and verify it can reach 100 percent. Operate the engine at high idle with the vessel in neutral. If the engine can not reach programmed high idle or if the Electronic Service Tool reading is unstable, Refer to P-504: Throttle Position Sensor.

3. Monitor Actual Fuel, Max Fuel, and FRC Limit on the Electronic Service Tool. These parameters should be as follows while the engine is operating under full load.

If the parameters are as indicated above, the electronics are operating correctly. If these parameters are not as indicated check the following. Monitor boost pressure and atmospheric pressure on the Electronic Service Tool Status screen for normal operation. Verify proper Inlet Air Manifold Pressure Sensor (boost) operation.

4. Check for a fuel supply problem. Refer to P-339: Engine Has A Fuel Supply Problem.

6. Check all accessory equipment. Remove and inspect engine accessories that may create excessive load on the engine (air compressor, power steering pump, oil pump, etc). Repair or replace as required. Refer to the Systems Operation, Testing & Adjusting Manual.

P-313: Poor Acceleration or Response

Probable root causes:

* The engine is in Cold Mode or a derate mode.

* Personality Module

* Throttle Position Sensor signal

* Faulty electronic unit injector

* Incorrect Inlet Air Manifold Pressure Sensor or Atmosphere signal or improper adjustment of FRC value

* Air inlet or exhaust restriction or leaks

* Fuel supply

Perform the following tests in order:

1. Connect an Electronic Service Tool and check for Active engine derates. Verify the engine has exited Cold Mode operation. The engine will not respond as fast until it is warmed to operating temperature.

NOTE: The engine may be derated due to, dirty air filters, high exhaust temperatures or other factors. Check Acceleration Delay and Acceleration Ramp Rate settings if applicable.

2. Verify the correct Personality Module is installed. Refer to Section 2: Programming Parameters.

3. Monitor the Throttle Position Status on an Electronic Service Tool. Observe throttle position and verify the reading is stable and can reach 100 percent. If a problem with the sensor or switch is suspected, Refer to P-504: Throttle Position Sensor.

4. Inspect ECM connectors J1/P1 and J2/P2, Vessel Interface connectors, and the Unit Injector connectors J91/P91 for proper connection. Repair or replace as required. Refer to P-501: Inspecting Electrical Connectors. Perform the cylinder cutout test to check for any non-operable unit injectors, and replace only those diagnosed as faulty by the cylinder cutout check. Connect an Electronic Service Tool and cut out each cylinder to isolate the misfiring cylinder(s). If results are inconclusive, perform the test under load or shut off half of the engine's cylinders and repeat cutout on remaining active cylinders to locate those missing. If it can be isolated to a specific cylinder(s), refer to P-515: Injector Solenoids.

5. Monitor atmospheric pressure with an Electronic Service Tool. Observe Inlet Air Manifold Pressure, Fuel Pos, Rated Fuel Pos and FRC Fuel Pos while the vessel is operating under full load. Atmospheric pressure should range from 50 to 100 kPa (7.5 to 15 psi). Refer to Systems Operation, Testing & Adjusting Manual.

NOTE: A problem with the FRC will only create black smoke problems on acceleration, not steady state operation. Check for a restriction in the Atmosphere path, remove dirt and debris, if required. Refer to P-591: Engine Sensor/Open Short.

6. Check inlet air and exhaust systems for restrictions and leaks. Refer to Systems Operation, Testing & Adjusting Manual. Look for a Check Engine Lamp indication, or tripped restriction indicators (if equipped) associated with plugged air filters. Replace plugged air filters, or clean air filters as per operation and maintenance guidelines, and repair any leaks found. Also, refer to P-521: Analog Sensor Supply.

7. Check for a fuel supply problem. P-339: Engine Has A Fuel Supply Problem.

P-314: Poor Fuel Consumption

NOTE: This is NOT an electronic system problem. Refer to The Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable root causes:

* Improper vessel operation

* Engine Speed/Timing Signal; injection timing or calibration, incorrect speed/timing wheel orientation, Engine Speed/Timing Sensor calibration error after replacement

* Faulty electronic unit injector(s) (individual cylinder malfunction)

* Fuel supply

* Air inlet or exhaust restrictions or air system leaks

* Accessory equipment

Perform the following tests in order:

1. Use the monitoring system such as VIMS (if equipped) to inspect the Trip or Job Totals for idle time and the Histograms for excessive idle time, poor operating habits or high load factor.

3. Inspect ECM connector J2/P2 and Unit Injector connector J91/P91 for proper connection. Refer to P-501: Inspecting Electrical Connectors. Connect an Electronic Service Tool and cut out each cylinder to isolate the misfiring cylinder(s). If results are inconclusive, shut off half of the engine's cylinders and repeat cutout on remaining active cylinders to locate those missing. Refer to P-515: Injector Solenoids.

4. Check for a fuel supply problem. Refer to P-339: Engine Has A Fuel Supply Problem.

6. Check all accessory equipment. Remove and inspect engine accessories that may create excessive load on the engine. Repair or replace as required. Refer to the Systems Operation, Testing & Adjusting Manual.

P-318: Engine Stalls At Low RPM

Probable root causes:

NOTE: This is NOT an electronic system problem. Refer to the Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

* Faulty electronic unit injector(s)

* Fuel Pressure is low

* Faulty Engine Accessories

Perform the following tests in order:

1. Connect an Electronic Service Tool and cut out each cylinder at high idle to isolate the misfiring cylinder(s). If results are inconclusive, perform test under load or shut off half of the engine's cylinders and repeat cutout on remaining active cylinders to locate those misfiring. Refer to P-515: Injector Solenoids.

2. Check for a fuel supply problem. Refer to P-339: Engine Has A Fuel Supply Problem

3. Check all accessory equipment. Remove and inspect engine accessories that may create excessive load on the engine. Repair or replace as required. If problem is not resolved, Refer to P-303: Engine Misfires, Runs Rough, Or is Unstable.

P-319: Too Much Vibration

NOTE: This is NOT an electronic system problem. Refer to the Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Loose or faulty vibration damper

* Engine supports are loose, wrong or are improperly torqued

* Equipment may not be in alignment or is out of balance

* Engine misfiring or running rough

Perform the following tests in order.

1. Check vibration damper for damage. Tighten bolts. If vibration damper bolt holes have damage or wear, replace with new parts. Install a new vibration damper if necessary.

2. Run engine through speed range while looking for loose or broken mounts or brackets. Tighten all mounting bolts. Install new components if necessary.

3. Check alignment and balance, correct if required.

4. Refer to P-303: Engine Misfires, Runs Rough, Or Is Unstable.

P-320: Noise Coming From Cylinder

NOTE: This is NOT an electronic system problem. Refer to the Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Low quality fuel

* Incorrect fuel injection timing calibration

* Faulty electronic unit injector(s)

* Improper valve train operation or valve train noise (clicking)

* Damage to valve spring(s) or locks

* Not enough lubrication

* Too much valve lash

* Damage to valve(s)

* Unit injector plunger

* Damaged camshaft lobe

* Little or no valve lash, worn valve seat or face of valve

Perform the following tests in order:

1. Check for a fuel supply problem. Refer to P-339: Engine Has A Fuel Supply Problem.

2. Check and calibrate electronic injection timing with Electronic Service Tool. Refer to P-614: Engine Speed/Timing Sensor Calibration.

3. Connect an Electronic Service Tool and cut out each cylinder at low idle to isolate the misfiring cylinder(s). If results are inconclusive, perform test under load or shut off half of the engine's cylinders and repeat cutout on remaining active cylinders to locate those misfiring. Refer to P-515: Injector Solenoids.

4. Damage to valve spring(s). Replace damaged parts. Damage to camshaft. Replace damaged parts. Clean engine valve train thoroughly. Replace damaged valve lifters. Inspect camshaft lobes for damage. Look for valves that do not move freely. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual. Refer to P-322: Valve Rotocoil Or Spring Lock Is Free.

5. Install new parts when necessary. Broken locks can cause the valve to fall into the cylinder. This will cause severe damage.

6. Check lubrication in valve compartment. There must be a strong flow of oil at high engine idle rpm, but only a small flow of oil at low rpm. Oil passages must be clean, especially those that send oil to the cylinder head.

7. Refer to P-321: To Much Valve Lash. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

8. Replace the valve(s) and adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

9. Plunger may be stuck, repair as required. Refer to the Systems Operation, Testing & Adjusting Manual.

10. Refer to Systems Operation, Testing & Adjusting Manual

11. Reconditioning of cylinder head is required. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

P-321: Too Much Valve Lash

NOTE: This is NOT an electronic system problem. Refer to the Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Not enough lubrication

* Rocker arm worn at face that contacts bridge

* Bridges for valves worn/incorrect adjustment

* End of valve stem worn

* Worn cams on camshaft

* Loose or broken rocker shaft retaining bolt

Perform the following tests in order:

1. Check lubrication in valve compartment. There must be a strong flow of oil at high engine idle rpm, but only a small flow at low rpm. Oil passages must be clean.

2. If there is too much wear, install new parts or rocker arms. Adjust valve lash according to topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

3. Adjust or replace bridges as necessary.

4. If there is too much wear, install new parts. Adjust valve lash according to topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

5. If there is too much wear, adjust valve lash according to topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

6. Clean engine valve train thoroughly. Check camshaft for wear. Check for free movement of valves or bent valve stem. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

7. Check valve lash. Check for free movement of valves or bent valve stems. Install a new camshaft. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

8. Repair or replace rocker shaft retaining bolt as required.

P-322: Valve Rotocoil Or Spring Lock Is Free

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Cracked inlet valve rotocoil

* Broken spring locks

* Broken valve spring(s)

* Broken valve

Perform the following tests in order:

1. Determine cause of engine overspeed that would crack rotocoil.

2. Install new parts where necessary. Broken locks can cause the valve to fall into the cylinder, and will cause severe damage.

3. Install new valve spring(s).

4. Replace valve and other damaged parts.

P-323: Mechanical Noise (Knock) In Engine

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Faulty accessory or driven equipment

* Damaged camshaft lobe

* Damaged gears

* Failure of bearing for connecting rod or damaged crankshaft

Perform the following tests in order:

1. Attempt to isolate the source of the noise. If suspected, remove and inspect engine accessories. Repair or replace as necessary. Refer to the System Operation Testing & Adjusting Manual.

2. If noise may be coming out of cylinder head, check for damage to camshaft or valve train components. Replace damaged parts. Clean engine valve train thoroughly. Check for valves that do not move freely. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual. Refer to P-320: Noise Coming From Cylinder.

3. Install new parts where necessary.

4. Inspect the connecting rod bearings and the bearing surfaces (journals) on the crankshaft. Install new parts where necessary.

P-324: Oil In Cooling System

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Faulty engine cooler core or driven equipment oil cooler (if equipped)

* Failure of cylinder head gasket or water seals

Perform the following tests in order:

1. Inspect each cooler and replace or repair faulty oil cooler.

2. Check cylinder liner projection. Install a new cylinder head gasket and new water seals in the spacer plate. Tighten the cylinder head bolts according to the Specifications Manual.

P-325: Fuel In Cooling System

NOTE: This is NOT an electronic system problem. Refer to System Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Internal cylinder head problem

Perform the following tests in order:

1. Remove the valve cover. Remove the fuel supply and fuel return line from cylinder head. Cap fuel return connector and apply 700 kPa (100 psi) maximum air pressure to fuel supply connector. Check for fuel leakage around unit injector. If leakage is present, it will be necessary to remove unit injector and install new O-ring seal.

P-326: Coolant In Lubrication Oil

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Failure of any of the oil cooler cores

* Failure of cylinder head gasket or water seals

* Crack in cylinder head

* Cracked or broken cylinder liner

* Crack in cylinder block

Perform the following tests in order:

1. Install a new oil cooler core. Drain crankcase and refill with clean lubricant. Install new oil filters.

2. Check cylinder liner projection. Install a new cylinder head gasket and new liner water seals in the spacer plate. Tighten the bolts that hold the cylinder head according to the Specifications Manual.

3. Check for cracks in cylinder head. Repair or replace as required.

4. Check for cracked liners. Replace cracked cylinder liners.

5. Repair or replace cylinder block.

P-327: Fuel Dilution Of Lubrication Oil

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Leaking fuel seals on unit injector case or barrel

* Leaking fuel seals on cylinder head adapters

* Gross unit injector nozzle tip leakage or breakage

* Cracked fuel supply manifold

* Fuel transfer pump seal leaking with plugged weep hole

Perform the following tests in order.

1. Inspect for signs of damage to unit injector fuel seals, replace if required.

2. Inspect for signs of damage to cylinder head fuel seals, replace if required.

3. Inspect for signs of unit injector damage, replace as required.

4. Inspect for signs of fuel supply manifold damage, replace if required.

5. Repair or replace fuel transfer pump.

P-328: Engine Has Early Wear

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Dirt in lubrication oil

* Air inlet leaks

* Fuel leakage into lubrication oil

* Low Oil Pressure

Perform the following tests in order:

1. Remove dirty lubrication oil. Install new filters. Put clean oil in the engine. Check oil filter bypass valve for a weak or broken spring.

2. Inspect all gaskets and connections. Repair if leaks are found.

3. This will cause high fuel consumption and low engine oil pressure. This condition may also increase the oil level in the crankcase. Refer to P-327: Fuel Dilution of Lubrication Oil.

4. Refer to P-329: Engine Has Low Oil Pressure.

P-329: Engine Has Low Oil Pressure

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests

Show/hide table

NOTICE

Do not operate engine with low oil pressure, engine damage will result. If measured oil pressure is low, discontinue engine operation until the problem is corrected.

Probable Root Causes:

* Low Engine Oil Pressure Warning (CID-FMI) 100-01 Oil pressure data is below normal operating range for two seconds. The fault and event will be active, and logged only if the engine has been running for at least 15 seconds. The warning lamp is also illuminated. The fault will not appear if Caterpillar Engine Monitoring is programmed to the OFF mode.

* Very Low Engine Oil Pressure (CID-FMI) 100-11 Oil pressure data is below normal operating range for two seconds. The fault and event will be logged. If Derate is selected the warning lamp will begin to flash, engine power is derated, engine rpm limited to 1350 rpm. Fault will not appear if Caterpillar Engine Monitoring is programmed to the OFF mode.

* Oil level may be too low

* Dirty oil filters or restriction in oil cooler(s)

* Diesel fuel in lubrication oil

* Faulty oil pressure gauge

* Oil pressure relief valve does not close

* Oil pump suction pipe problem, faulty oil pump or scavenge oil pump

* Too much clearance between rocker arm shaft and rocker arms too much clearance between camshaft and camshaft bearings

* Too much clearance between crankshaft and crankshaft bearings

Perform the following tests in order.

1. Add oil if required.

2. Check the operation of bypass valve for the filter. Install new oil filters if required. Clean or install new oil cooler core(s). Remove dirty oil from engine. Put clean oil in engine.

3. Check for presence of fuel in lubricating oil. Refer to P-327: Fuel Dilution Of Lubrication Oil.

4. Make sure gauge is accurate. Test on another engine, if possible.

5. Clean bypass valve and housing. Install new parts as necessary.

6. Check Oil Pump Inlet Screen for obstructions. Check for air leakage into the supply to the oil pump. Examine oil pump for excessive wear. Repair or replace as needed.

7. Install new camshaft and camshaft bearings if necessary.

8. Inspect the main bearings and replace as necessary.

P-330: Engine Uses Too Much Lubrication Oil

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Oil leaks

* Too much lubrication oil in engine

* Oil temperature is too high

* Too much oil in the valve compartment

* Turbocharger seal ring failure

* Worn valve guides

* Worn piston rings

Perform the following tests in order:

1. Find all oil leaks. Repair as required. Check for dirty crankcase breather(s).

2. Remove extra oil. Find where extra fluid comes from. Repair as required. Put correct amount of oil in engine.

3. Check for restrictions in the oil cooler or an oil cooler bypass valve stuck in the open position. Check for high coolant temperature. Refer to P-331: Engine Coolant Is Too Hot.

4. Verify the dowel is installed in the left bolt hole of the rocker shaft. This dowel is located between the rocker shaft and valve cover base. Check shaft and valve cover base. Check for dirty breather element.

5. Check inlet manifold for oil and repair the turbocharger if necessary.

6. Reconditioning of the cylinder is required.

7. Inspect and install new parts as required.

P-331: Engine Coolant Is Too Hot

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* High Coolant Temperature Warning (CID-FMI) 110-00 The engine is running, the Coolant Temperature Sensor reading is greater than or equal to 103°C (217°F) for two seconds, the Engine Monitoring mode is not Off, Code 232-03 (+5V Supply Above Normal) or Code 232-04 (+5V Supply Below Normal) is not active and Codes 110-03 or 110-04 are not active. If Caterpillar Engine Monitoring is programmed to WARNING: Warning Lamp comes on. If Caterpillar Engine Monitoring is programmed to DERATE: Warning lamp begins to flash and available HP and vehicle speed begin to derate.

* Very High Coolant Temperature (CID-FMI) 110-11 the Coolant Temperature Sensor reading is greater than or equal to 106°C (223°F) for two seconds, the Engine Monitoring mode is not Off, Code 232-03 (+5V Supply Above Normal) or Code 232-04 (+5V Supply Below Normal) is not active and Codes 110-03 or 110-04 are not active. The fault and event programmed to WARNING: Warning Lamp comes on. If Caterpillar Engine Monitoring is programmed to DERATE: Warning lamp begins to flash and available HP and vehicle speed begin to derate.

* Heat Exchanger

* Low coolant level in system

* Combustion gases in coolant

* Incorrect fuel injection timing calibration

* Faulty water temperature regulators (thermostats) or temperature gauge

* Faulty jacket water coolant pump or seawater pump

* Too much load on the system

Perform the following tests in order:

1. Clean obstructions in the heat exchanger plates.

2. Add coolant to cooling system. Check for leaks.

3. Inspect coolant for presence of bubbles. Check for Engine Speed/Timing timing error. Refer to P-614: Engine Speed/Timing Sensor Calibration.

4. Check water temperature regulators for correct operation. Check temperature gauge operation. Inspect jacket water or sea water pump impeller vanes for damage or erosion. Repair as necessary.

5. Reduce the load.

P-332: Exhaust Temperature Is Too High

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Incorrect fuel injection timing calibration

* Faulty unit injector(s)

* Low inlet air system pressure

* Exhaust system has a restriction

Perform the following tests in order:

1. Connect an Electronic Service Tool and check for Engine Speed/Timing, timing error. Refer to P-614: Engine Speed/Timing Sensor Calibration.

2. Cut out each cylinder at low idle to isolate the misfiring cylinder(s). If results are inconclusive, perform test under load or shut off half of the engine's cylinders and repeat cutout on remaining active cylinders to locate those misfiring. Refer to P-515: Injector Solenoids.

3. Check pressure in the inlet air manifold. Check for inlet air leaks. Look for restrictions at the air cleaner. Check for leaks between exhaust manifold and turbocharger. Repair or replace as necessary.

4. Check for exhaust restrictions. Repair as necessary.

P-333: Oil At The Exhaust

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Turbocharger seal ring failure

* Too much oil in the valve compartment

* Worn valve guides

* Worn piston rings

Perform the following tests in order:

1. Check inlet manifold for oil and repair the turbocharger if necessary.

2. Verify the dowel is installed in the left bolt hole of the rocker shaft.

3. Reconditioning of the cylinder head is required.

4. Inspect and install new parts as required.

P-339: Engine Has A Fuel Supply Problem

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Low Fuel Level

* Poor Fuel Quality

* Unit Injector Priming Problem

* Low Supply Pressure

* Fuel Supply Circuit

Perform the following tests in order:

1. Visually check fuel level (do not rely on fuel gauge only).

2. In temperatures below 0°C (32°F), check for congealed fuel (wax). Refer to SEBD0717, Diesel Fuels And Your Engine. Check fuel tank for foreign objects which may block the fuel supply.

3. Check for fuel line restrictions and repair or replace as required. Refer to the Systems Operation, Testing & Adjusting Manual.

4. Monitor exhaust for smoke while cranking. If smoke is not present there may be a fuel supply problem.

5. Check for air in the low pressure fuel supply system. Purge air from the low pressure fuel supply circuit with the hand priming pump and cranking the engine in 30 second cycles, pausing at least 2 minutes between cranking cycles to allow the starting motor to cool. Loosen low pressure fuel line fitting on inlet to pressure regulating valve and hand prime again if air in fuel continues. Also, use of a sight glass in the low pressure supply line can be helpful in diagnosing air in the fuel.

6. Check fuel pressure after the filter in the supply circuit during cranking. Refer to the Specifications manual for correct pressure values. If pressure is low, check for plugged fuel filters. If pressure still low, repair or replace fuel transfer pump, fuel transfer pump coupling, and fuel pressure regulating valve as needed.

7. Check for air in the low pressure fuel supply system after replacing filters, working on the low pressure fuel supply circuit or replacing unit injectors. Check fuel pressure after the filter in the supply circuit during cranking. Refer to the Specifications manual for correct pressure values. If the pressure is low, check for plugged fuel filters. If pressure still low, repair or replace fuel transfer pump, fuel transfer pump coupling, and fuel pressure regulating valve as needed.

P-340: Tachometer Not Functioning Properly

Probable Root Causes:

NOTE: For details regarding wiring harness Refer to Engine Electrical Schematic.

* Vessel Wiring

* Improper Installation

* Tachometer

* Electronic Control Module

* Improper Tachometer Calibration

Perform the following tests in order:

1. Determine the Tachometer Engine Speed Calibration setting. You may have to contact the OEM dealer for this information. Connect an Electronic Service Tool to the Data Link connector J42 or J60. Access the customer Parameters screen for the Tachometer Calibration Parameters. Set the calibration between 12 to 500 pulses per revolution (ppr). If the Tachometer valve cannot be adjusted replace the ECM. Refer to Section 2: ECM Replacement Procedure.

2. Turn keyswitch OFF and check ECM Connector J1/P1, Customer Connector J3/P3 and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors for details.

3. Start the engine, Install an Electronic Service Tool at the service tool connector, J42 or J60 and compare the RPM on the Electronic Service Tool display against the Tachometer reading. If the Tachometer and the Service Tool agree there is not a problem at this time.

4. Inspect the ECM Connector J1/P1 and the Customer Connector J3/P3 to see if the connections are present to the (Tachometer-) and the (Tachometer+) signal lines. Disconnect the wires to the Tachometer and check for continuity from the pins at the Tachometer through the harness to the ECM Connector P1 on the harness side, socket 11 and socket 17. Verify that the ECM wires are connected to the Tachometer and are not damaged, If damage to a wire is detected, repair the wire.

NOTE: Some tachometers require only one of the ECM signals be connected. Either of the ECM pins can be used for these Tachometers. The other should be left disconnected. If both wires are connected and one indicated and open circuit repair this line.

P-341: Indicator Lamp Not Functioning Properly

Probable Root Causes:

NOTE: For details regarding wiring harness Refer to Engine Electrical Schematic.

* Faulty Bulb

* Vessel Wiring

* Battery Voltage

Perform the following tests in order:

1. Turn keyswitch OFF and check ECM Connector J1/P1, and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors for details.

2. Turn keyswitch ON, engine OFF. If the indicator lamps does not illuminate for five seconds measure the voltage at the lamp socket when power is first applied. The voltage should be 12 ± 2 VDC for a 12 VDC system. If the voltage is in range replace the bulb.

3. Measure the voltage between pin-6 (+Battery) and pin-5 (-Battery) at ECM Connector J1/P1. The voltage should be 12 ± 2 VDC for a 12 VDC system. If the voltage is out of range refer to P-346: Electrical Power Supply to the ECM.

4. Connect a jumper wire between the suspect lamp driver of ECM Connector J1/P1 and -Battery or +Battery, refer to the table below. If the lamp illuminates the circuit is functioning normally but the ECM is not illuminating the lamp. Refer to P-346: Electrical Power Supply to the ECM.

P-342: Switch Not Functioning Properly

Probable Root Causes:

NOTE: For details regarding wiring harness Refer to Engine Electrical Schematic.

* Improper Customer Parameters

* Wiring

* Faulty Switch

* Electronic Control Module

Perform the following tests in order:

1. Turn keyswitch OFF and check ECM Connector J1/P1, and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors for details.

2. Make a jumper wire long enough to reach from -Battery Bus Bar to the J3 Customer Connector. Strip the insulation from both ends and put a Deutsch socket on one end and a terminal that will connect to the -Battery Bus Bar on the other end. Connect the wire from the engine room -Battery Bus Bar to the suspect pin on the J3 Customer Connector. Connect an Electronic Service Tool to the Service Tool Connector and observe the display Status screen. Remove and insert the Jumper while monitoring the switch status.

Trolling Mode- Turn keyswitch ON, engine OFF. Monitor the Desired Engine Speed on the Display Status Screen. Connect the -Battery Bus Bar to the J3 Customer Connector pin-37. Ensure the throttles are at the Low Idle position. Move the throttles, the Desired Engine Speed should change from the programmed low idle to the maximum trolling speed. The Desired Engine Speed must be within 30 rpm of low idle to enter or exit trolling mode.

Slow Vessel Mode- Turn keyswitch ON, engine OFF. Move the throttles to low idle. Connect the -Battery Bus Bar to the J3 Customer Connector pin-38 and monitor the Desired Engine Speed. The Desired Engine Speed should change from the programed low idle to 550 rpm.

Engine Shutdown- Turn keyswitch ON, engine OFF. Connect the -Battery Bus Bar to the J3 Customer Connector pin-36. Observe the Run/Stop parameter on the Electronic Service Tool. The Run/Stop status should read STOP when the connection is made.

3. Use a Digital Volt Meter and measure the resistance between the -Battery Bus Bar connection at the switch and a known good -Battery connection in the same location (another switch -Battery connection). The resistance should be less than 10 ohms. If the resistance is greater than 10 ohms there is an open circuit in the -Battery connection to the switch.

4. Turn the keyswitch OFF and make a jumper wire 100 mm (4 in) long with insulation removed from both ends. Connect one end of the jumper to the -Battery Bus Bar connection and the other to the suspect switch wire. Monitor the switch status on the Electronic Service Tool Status screen. If the status changes with the short installed replace the switch. If the status does not change measure voltage at the J3 Customer connector. Use signal reading probes to the suspect J3 input and the negative probe to the -Battery Bus Bar. The voltage should be less than 0.9 VDC be sure the -Battery Bus Bar connection to the switch is a direct connection to the -Battery Bus Bar in the engine room. If the voltage reading is fluctuating, the wire from the switch to the J3 Customer connector has an open circuit. Replace the wire.

5. Use a Digital Volt Meter and measure the resistance between the suspect J3 input and the -Battery J1 pin-5, the resistance should be greater than 10 ohms. Wiggle the harness during measurement to reveal an intermittent condition. If the resistance is less than 10 ohms there is a short to -Battery. Repair as required. Measure the resistance between the suspect J3 Customer connector and the ECM J1 connector signal wire.

6. Make a jumper long enough to reach from the -Battery Bus Bar to the J1 ECM Connector. Strip the insulation from both ends and connect a Deutsch socket on one end and a terminal that will contact to the -Battery Bus Bar on the other end. Connect the jumper wire from the Engine Room -Battery Bus Bar to the suspect pin on the J1 ECM Connector. Turn Keyswitch ON, engine OFF. Use signal reading probe sot measure the voltage at the ECM J1 Connector. Connect the positive probe to ECM Connector J1 pin-5. The voltage should be less than 0.9 VDC. If the voltage is less than 0.9 VDC the ECM is not reading the switch input. Replace the ECM. Refer to Section 2: ECM Replacement Procedure.

P-343: Engine Synchronize Switch Not Functioning Properly

Probable Root Causes:

NOTE: For details regarding wiring harness Refer to the Engine Electrical Schematic.

* Vessel Wiring

* Faulty Switch

* Electronic Control Module

* Faulty Display Indicator

Perform the following tests in order:

1. Turn keyswitch OFF and check ECM Connector J1/P1, Customer Connector J3/P3 and associated wiring for damage, abrasion, corrosion or incorrect attachments. Refer to P-501: Inspecting Electrical Connectors for details.

2. Remove the Engine Synchronization Inputs (J3 pin 34 and J3 pin 35) from the J3 Customer Connector for the PORT and STBD ECM.

3. Connect an Electronic Service Tool to the J60 or the J42 Service Tool Connector. Turn the keyswitch to the ON position, engine OFF. Monitor the Desired Engine Speed for both engines. They should change independently of each other. If they do not change independently refer to P-504: Throttle Position Sensor. If the Desired Engine Speed for both engines changes independently place both PORT and STBD Desired Engine Speeds within 50 rpm of each other.

4. Make two jumper wires long enough to reach from the -Battery Bus Bar to the J3 Customer Connector. Strip the insulation from each wire and place a Deutsch socket on one end of the wire and a terminal that will connect to the -Battery Bus Bar on the other end. Connect the wire from the Engine Room -Battery Bus Bar to the J3 Customer Connector pin-34 on the PORT connector and the other wire from the Engine Room -Battery Bus Bar to the J3 Customer Connector on the STBD connector. Turn the keyswitch to the ON position, engine OFF. Operate the PORT throttle and observe the Desired Engine Speed on Both ECM's. The PORT and STBD Desired Engine Speed should be equal and change equally while the PORT throttle is being moved. If the throttles are not equal, measure the resistance between the suspect J3 Customer Connector and the ECM J1 connection. The resistance is greater than 10 ohms there is an open circuit in the wire. Repair the open circuit. If the throttles are not equal measure the voltage at the ECM J1 Connector. Connect the positive probe to the suspect J1 input and the negative probe to J1 pin-5. The voltage should be less than 0.9 VDC. If the voltage is less than 0.9 VDC the ECM is not reading the switch input. Replace the ECM. Refer to Section 2: ECM Replacement Procedure.

5. Connect the jumper wire from the Engine Room -Battery Bus Bar to the J3 Customer Connector pin-35 on the PORT connector and the other wire from the Engine Room -Battery Bus Bar to the J3 Customer Connector on the STBD connector. Turn the keyswitch to the ON position, engine OFF. Operate the STBD throttle and observe the Desired Engine Speed on Both ECM's. The PORT and STBD Desired Engine Speed should be equal and change equally while the STBD throttle is being moved. If the throttles are not equal, measure the resistance between the suspect J3 Customer Connector and the ECM J1 connection. The resistance should be less than 10 ohms, if the resistance is greater than 10 ohms there is an open circuit in the wire. Repair the open circuit. If the throttles are not equal measure the voltage at the ECM J1 Connector. Connect the positive probe to the suspect J1 input and the negative probe to J1 pin-5. The voltage should be less than 0.9 VDC. If the voltage is less than 0.9 VDC the ECM is not reading the switch input. Replace the ECM. Refer to Section 2: ECM Replacement Procedure.

6. Use a 9U7330 Digital Multimeter and measure the resistance between the -Battery connection at the switch and a known good -Battery Bus Bar connection in the same location (another switch - Battery connection). The resistance should be less than 10 ohms. If the resistance is greater than 10 ohms there is an open circuit to the -Battery connection to the switch.

7. Make a jumper 4 in long and short across the switch contacts so the wire is connected to the -Battery Bus Bar. Monitor the Desired Engine Speed on an Electronic Service Tool. If the Desired Engine Speeds change with the short installed, replace the switch. If the Desired Engine Speed does not change, measure the voltage at the J3 Customer Connector. Use signal reading probes to monitor the voltage and connect the positive probe to monitor the voltage and connect the positive probe to the suspect J3 input and negative probe to the -Battery Bus Bar. The voltage should be less than 0.9 VDC. If the voltage is greater than 0.9 VDC be sure the -Battery connection to the switch is a direct connection to the -Battery Bus Bar in the engine room. If the voltage reading is fluctuating the wire from the switch to the J3 connector has an open circuit. Replace the wire.

8. Use a 9U7330 Digital Multimeter and measure the resistance between the suspect J3 input and the ECM Connector J1 pin-5 (Battery). The resistance should be greater than 10 ohms. Wiggle the harness during measurement to reveal an intermittent condition. If the resistance is less than 10 ohms there is a short to the -Battery connection. Repair as required.

9. Measure the resistance between the suspect J3 Customer Connector and the ECM Connector J1 connection. The resistance should be less than 10 ohms. If the resistance is greater than 10 ohms there is an open circuit in the wire. Repair as required.

10. Make a jumper long enough to reach from the -Battery Bus Bar to J1 ECM Connector. Strip the insulation from both ends and put a Deutsch socket on one end and a terminal that will connect to the - Battery Bus Bar on the other end. Connect the wire from the Engine Room -Battery Bus Bar to the suspect pin on the J1 ECM Connector. Turn the keyswitch to the ON position, engine OFF. Use signal reading probe to measure the voltage at the J1 ECM Connector. Connect the positive probe to the suspect J1 input and the negative probe to J1 pin-5 (-Battery). The voltage should be less than 0.9 VDC. If the voltage is less than 0.9 VDC the ECM is not reading the switch input. Replace the ECM. Refer to Section 2: ECM Replacement Procedure.

P-344: Cannot Communicate With the CAT DATA Link

Probable Root Causes:

NOTE: For details regarding wiring harness Refer to Engine Electrical Schematic.

* Faulty Electrical Connectors

* Incorrect Wiring

* Battery Voltage

* Open/Short in wiring harness

* Faulty Modules

Perform the following tests in order:

1. Turn keyswitch OFF and check ECM Connector J1/P1, Customer Connector J3/P3, Service Tool Connectors J42 and J60 and associated displays and wiring for damage, abrasion, corrosion or incorrect attachment. Ensure the Battery connections are firmly connected and free of corrosion. Refer to P-501: Inspecting Electrical Connectors for details.

2. Verify that an error message is being displayed randomly on the Main EMS unit or CMS Display. Check the Engine Vision Display and verify that an ERROR message is randomly being displayed under ALL of the gauges. Verify that in a dual engine application with one of the engines turned OFF the display operates normally.

NOTE: The display units may operate properly for some time then start to display a symptom, be aware of intermittent wiring problems. The display units should function normally and show no signs of an intermittent problem. The display units should function normally and show no signs of an intermittent problem. The display units should function normally and show no signs of an intermittent problem. Turn keyswitch OFF and install the 140-2588 DATA Booster. Check to see if the modules are functioning normally.

NOTE: If Engine Vision is on a vessel a 140-2588 Data booster may need to be installed on both ECM's. If the Display does not function normally the problem is in the Data wire, verify the connections are free of abrasion damage or incorrect attachment and temporarily install another data wire run (143-018).

3. Turn keyswitch ON, Engine OFF. Use the signal reading probes to measure the voltage to the display modules. Measure the voltage at the ECM Connector P1 between socket-1 and socket-2 for EMS and CMS. Measure between (+Battery) and (-Battery) for GPSIM, EVIM and the Engine Vision Display should measure between 21 to 27 VDC. If the voltage is out of range and wiring is correct refer to Special Instruction SEHS7633, for Battery Test Procedure.

4. Turn keyswitch OFF and disconnect ECM connector J1/P1. Disconnect the EMS Main Module Connector J99/P99 and the CMS Main Module Connector, J97/P97 if installed. Disconnect the Data booster connector J114 on the PORT and STBD harness, EVIM Main Module connector J100/P100 and the SPSIM Main Module connector J11/P11 if installed. Set an ohmmeter on the 20k Ohm scale and at the ECM P1 Connector

Measure resistance between pin-9 and pin-3.

Measure resistance between pin-5 and pin-9.

Measure resistance between pin-5 and pin-3.

Measure resistance between pin-4 and pin-9.

Measure resistance between pin-4 and pin-3.

Measure resistance between P2 pin-36 and P1 pin-9.

Measure resistance between P2 pin-36 and P1 pin-3.

Wiggle the harness during measurement to reveal an intermittent short.

If the resistance DOES NOT measure greater than 20k Ohms there is a short in the wiring harness.

NOTE: Make sure to measure the wiring on both the PORT and STBD ECM displays. Leave the Modules disconnected.

5. Turn keyswitch OFF. Use a jumper wire to short the (CAT DATA +) P1 pin-9 to the (CAT DATA-) pin-3 at the PORT ECM P1 Connector. Set an Ohmmeter on the 20k Ohm scale and measure the resistance between the Data Pins on the Display modules. Repeat the step for the STBD ECM.

If the resistance measures less than 10 Ohms there is an open in the harness.

NOTE: Make sure to measure the wiring on both the PORT and STBD ECM displays.

6. Turn keyswitch OFF and make a Display Data Cable as indicated in the diagram below. Connect the Display Data Cable directly to the J60 Service Tool Connector on the engine harness. Connect the suspect display module to the Display Data Cable. Turn keyswitch to the ON position, Engine OFF. The Module should function normally. If the ECM and display function normally the problem is due to the wiring. Refer to step 2 to continue. If it does not function normally temporarily install the display on another engine. If the problem returns replace the display. If the Problem does not reoccur. Replace the ECM. Refer to Section 2: ECM Replacement Procedure.

Figure 1 - Display DATA Cable

P-346: Electrical Power Supply to The ECM

Probable Root Causes:

NOTE: For details regarding wiring harness Refer to Engine Electrical Schematic.

* Battery To ECM Below Normal (CID-FMI) 168-01 The Battery Voltage is below 10 VDC for a 12 VDC system for 60 seconds or below 20 VDC for a 24 VDC system for 60 seconds. Trip data is cleared. The Electronic Service Tool Display screens will indicate trip totals are cleared. Small amounts of ECM total data may also be lost.

NOTE: If there are a number of these diagnostic codes logged, the Unswitched +Battery connection is either connected to switched battery or a battery disconnect switch is used. Inspect the Event Code Log and record the number of times the code is logged. Briefly start the engine, turn the keyswitch OFF for about two minutes. Turn the keyswitch to the ON position and check to see if another Diagnostic code is logged. If another code is logged, the unswitched line is not properly connected.

* Intermittent or Low Battery (CID-FMI) 168-02 Indicates the battery circuit to the ECM has either an intermittent or low battery condition while the engine is running. If Battery voltage disappears without returning, the ECM will not log this diagnostic code and the engine will shutdown. The engine may experience engine rpm burps, intermittent and/or complete shutdowns while the conditions causing this diagnostic code are present. The CID-FMI may be viewed on the display modules or an Electronic Service Tool. It is logged only if the engine is running.

* Faulty Electrical Connectors

* Incorrect Vessel Wiring

* Open/Short in wiring harness

* Battery Voltage

Perform the following tests in order:

1. Ensure the vessel has not been serviced recently. Anytime the ECM Customer connector J3/P3 is disconnected this Diagnostic code will be generated. Also verify a battery disconnect switch is not the cause of the Diagnostic code before proceeding.

2. Turn keyswitch OFF and check ECM Connector J1/P1, Customer Connector J3/P3, Service Tool Connectors J42 and J60 and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors for details.

3. Use a 9U7330 Digital Multimeter and insert Signal Reading Probes to measure the voltage at P3 socket-26 (+Battery) and P3 socket-1 (Unswitched +Battery). For keyswitched battery, measure the voltage between P3 socket-26 (+Battery) and P3 socket-3 (-Battery). For unswitched battery, measure the voltage between P3 socket-1 (Unswitched +Battery) and P3 pin-3 (-Battery). The voltage should be between 11.0 and 32.0 VDC with the keyswitch ON.

4. Use a 9U7330 Digital Multimeter and insert Signal Reading Probes to measure the voltage at P1 socket-6 (+Battery) and P1 socket-4 (Unswitched +Battery) if checking unswitched battery. For keyswitched battery, measure the voltage between P1 socket-6 (+Battery) and P1 socket-14 (-Battery). For unswitched battery, measure the voltage between P1 socket-4 (Unswitched +Battery) and P1 socket-14 (-Battery). The voltage should be between 11.0 and 32.0 VDC with the keyswitch ON.

5. Verify there is not an Aftermarket engine protection switch overriding battery power to the ECM. Also ensure the circuit protection has not been tripped. The Aftermarket engine protection switch should not be overriding power to the ECM.

NOTE: Some vessels may be equipped with an engine protection shutdown system or a idle shut down system (external to the ECM) that interrupts electrical power to the ECM. Some of these will not supply power to the ECM until the engine is cranked, until the oil pressure comes up to acceptable limits or until and override button is pressed. These devices must not interrupt the Unswitched +Battery line. Reset the breaker or the switch and verify that the correct voltage is being received by the ECM.

6. Measure no-load battery voltage at the battery posts. Load test the batteries using the 4C4911 Battery Load Tester. Refer to the Special Instruction SEHS9249, and Special Instruction SEHS7633 for further assistance. The no-load voltage at the batteries should be at least 11.0 VDC, and the batteries should pass the load test.

7. Turn keyswitch OFF. Build a bypass circuit using a 14 AWG wire. Connect the battery end of the bypass DIRECTLY to the battery post. Remove P3 pin-26 (+Battery) and P3 pin-3 (-Battery) from P3 (vessel connector, vessel side). Insert the other end of the bypass into P3 pin-3 and P3 pin-26. Install the temporary switch in the operator compartment. It will take place of the normal ignition switch during testing. After the tests are complete, restore all wiring to the original condition. Symptoms disappear with the bypass installed, but reappear when it is removed, the problem is in the vessel wiring between the battery and the P3 connection supplying power to the ECM.

NOTE: This bypass is for TEST PURPOSES ONLY. It may be left on the vessel temporarily to test whether intermittent problems are due to interruptions in battery power to the ECM. Since this will also bypass any engine protection devices. Obtain approval from the owner before releasing the vessel with this bypass installed.

NOTE: The Added Switch Is Installed In Parallel With The Ignition Switch. Either One Will Turn Power On, And Both Must Be Off To Turn Power Off And Shut Down The Engine.

8. Turn keyswitch OFF. Build a bypass circuit using a 14 AWG wire. Connect the battery end of the bypass DIRECTLY to the battery post. Remove P1 pin-6 (+Battery) and P1 pin-5 (-Battery). Insert the other end of the bypass into P1 pin-5 and P1 pin-6. Install the temporary switch in the operator compartment. It will take place of the normal ignition switch during testing. After the tests are complete, restore all wiring to the original condition. Symptoms disappear with the bypass installed, but reappear when it is removed, the problem is in the vessel wiring supplying power to the ECM.

NOTE: The added switch is installed in parallel with the ignition switch. Either one will turn power ON, and both must be OFF to turn power OFF and shut down the engine.

P-347: Engine Has A Low Coolant Level

NOTE: This is NOT an electronic system problem. Refer to the Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Leak in the cooling system

* Water pump seals

* High engine operating temperature

* Improper sensor installation

* Electrical Connectors and Wiring

* Wiring Harness OPEN/SHORT

* Electronic Control Module

* Low Coolant Level Warning 111-01. The engine has been running for at least 30 seconds and the Coolant Level Sensor has indicated the absence of fluid for at least ten seconds. The CID-FMI may be viewed on the display modules or an Electronic Service Tool. It is logged in memory except as noted. The ECM will activate the warning lamp.

* Very Low Coolant Level 111-11. The engine has been running for at least 30 seconds and the Coolant Level Sensor has indicated the absence of fluid for at least another 10 seconds after Low Coolant Level Warning has occurred. The Diagnostic code may be viewed on the Check Engine/Diagnostic Lamp or the Electronic Service Tool and is logged in memory. The ECM will activate the warning lamp (flashing if DERATE was selected, solid if WARNING is selected). If DERATE has been selected the engine will begin to derate power.

Perform the following tests in order:

1. Perform a visual inspection of the cooling system. Refer to System Operation Test and Adjustment Manual for more details.

2. Inspect water pump seals, a small amount of coolant leakage across the surface on the "face type" seals is normal, and required, to provide lubrication for this type of seal. A hole is provided in the water pump housing to allow this coolant/seal lubricant to drain from the pump housing. Intermittent leakage of small amounts of coolant from this hole is not an indication of water pump seal failure. Replace the water pump seals only if a large amount of leakage, or a constant flow of coolant is observed draining from the water pump housing. Refer to Disassembly and Assembly, for a complete description of replacement of the water pump seals.

3. Check ECM Connectors, J2/P2, Coolant Level Sensor Connector P34/J34 and wiring for damage, abrasion or corrosion. Refer to P-501: Inspecting Electrical Connectors for additional information. All connectors, pins, sockets should be completely mated and the harness should be free of corrosion, abrasion or pinched points.

4. Connect an Electronic Service Tool to the J60 or J42 Service Tool Connectors. Turn the keyswitch to the ON position, engine OFF. Monitor the Coolant Level on Display Status Screen.

5. Coolant Level Always Reads OK

Disconnect the coolant level Sensor from the harness and observe the status on the Electronic Service Tool. The Coolant Level Status should change from OK to LOW. If the status changes from OK to LOW replace the Coolant Level Sensor.

6. Coolant Level Always Reads LOW

Disconnect the Coolant Level Sensor from the harness. Observe the status on the Electronic Service Tool. Install a jumper wire from P34 pin-B (Sensor Common) to P34 pin C (Coolant Level Signal). The Coolant Level Status should change from LOW to OK with the jumped installed and the change from OK to LOW with the jumper removed. If the status changes from LOW to OK replace the Coolant Level Sensor.

7. Turn keyswitch OFF. Disconnect the Coolant Level Sensor at connector P34. Set an ohmmeter on the 200 Ohm scale and measure the resistance from P2 pin 16 (Coolant Level) to P34 pin C. Measure the resistance from P2 pin 30 (Digital Sensor Return) to P34 pin B. Measure the resistance from P2 pin 35 (Digital Sensor +8 V) to P34 pin A. Wiggle the harness during each measurement to reveal a possible intermittent condition. Resistance should read less than 10 Ohms through the wires. If the resistance reads greater than 10 Ohms. There is an open circuit in the harness. Repair as required.

8. Turn keyswitch OFF. Leave Coolant Level Sensor disconnected at connector P34 and disconnect J2/P2. Set an ohmmeter on the 20k Ohm scale and measure the resistance from P2 pin 35 (+8 V) to P2 pin 16 (Coolant Level). Measure the resistance from P2 pin 16 (Coolant Level) to P2 pin 30 (Sensor Common), and P2 pin 16 (Coolant Level) to the -Battery Bus Bar. Resistance should measure more than 20k Ohms through the wires. If the resistance measures less than 20k Ohms there is short circuit in the wiring harness. Repair as required.

9. Turn keyswitch OFF. Turn keyswitch to the ON position, engine OFF. Using Signal Reading Probes measure the voltage at P2 pin 35 (+8 V) to P2 pin 30 (Sensor Common). The voltage should be 8.0 ± 0.4 VDC. If the voltage is out of range refer to P-346: Electrical Power Supply to the ECM.

10. Remove J2 pin 16 (Coolant Level Signal). Make a jumper wire long enough reach from J2 pin 30 (Analog Sensor Common) to the J2 pin 16 (Coolant Level Signal). Strip the insulation from both ends of the wire and attach a deutsch socket on one end and a terminal that will connect to the Analog Sensor Common.

NOTE: Do not disconnect the Analog Sensor Common from the J2 Connector. Use a signal reading probe or a breakout T to access the Analog Sensor Common.

Turn the keyswitch to the ON position, engine OFF. Use signal reading probes to measure the voltage at the J2 ECM connector. Connect the positive probe to the suspect J2 pin 16 and the negative probe to J1 pin 5. The voltage should be less than 0.9 VDC. If the voltage is less than 0.9 VDC the ECM is not reading the switch input. Replace the ECM. Refer to Section 2: ECM Replacement Procedure.

P-348: Inlet Air Manifold Temperature Is Too High

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* High Inlet Air Manifold Temp Warning 105-00 the engine is running, the Inlet Air Manifold Temperature Sensor reading is greater than 90°C (194°F) for two seconds, Code 232-03 (+5 VDC Supply Above Normal) or Code 232-04 (+5VDC Supply Below Normal) is not active, and Codes 105-03 or 105-04 are not active. The fault and Diagnostic code is logged. If Caterpillar Engine Monitoring is programmed to WARNING or DERATE the Warning Lamp comes On.

* Very High Inlet Air Manifold Temp Warning 105-11. The engine is running, the Inlet Air Manifold Temperature Sensor reading is greater than or equal to 109°C (228°F) for at least two seconds, Code 232-03 (+5VDC Supply Above Normal) or Code 232-04 (+5VDC Supply Below Normal) is not active, and Codes 105-03 or 105-04 are not active. The fault and event is logged. If Caterpillar Engine Monitoring is programmed to WARNING or DERATE the Warning Lamp comes On.

* Incorrect fuel injection timing calibration

* Low inlet air system pressure

* Air inlet system has a restriction

Perform the following tests in order:

1. Connect an Electronic Service Tool and check for Engine Speed/Timing, timing error. Refer to P-614: Engine Speed/Timing Sensor Calibration.

2. Check pressure in the inlet air manifold. Check for inlet air leaks. Look for restrictions at the air cleaner. Check for leaks between inlet manifold and turbocharger. Repair or replace as necessary.

3. Check for Air Inlet restrictions. Refer to Systems Operation Testing and Adjusting manual. Repair as necessary.

P-349: Engine Has a High Fuel Temperature

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* High Fuel Temp Warning 174-00. The engine speed is greater than 1000 rpm, the Fuel Temperature Sensor reading is greater than 90°C (194°F) for 30 seconds, Code 232-03 (+5V Supply Above Normal) or Code 232-04 (+5V Supply Below Normal) is not active, and Codes 174-03 or 174-04 are not active. The fault and Event is logged and the warning lamp is illuminated.

* Improper Sensor Installation

* Low Fuel Level

* Poor Fuel Quality

* Low Supply Pressure

Perform the following tests in order:

1. Verify that the Fuel Temperature Sensor has been correctly installed. Refer to Disassembly and Assembly Manual.

2. Refer to P-339: Engine Has A Fuel Supply Problem.

P-350: Engine Has A High Transmission Oil Temperature

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Transmission Oil Temperature (CID-FMI) 177-00. The Transmission Oil Temperature Sensor reading is greater than or equal to 102°C (216°F) for five seconds and the engine has been running from 30 seconds and a transmission temperature sensor fault is not ACTIVE. The fault and Event is logged and the warning lamp is illuminated.

* Oil leaks

* Too much oil in the valve compartment

Perform the following tests in order:

1. Find all oil leaks. Repair as required.

2. Remove extra oil. Find where extra fluid comes from. Repair as required.

3. Check for restrictions in the relief valve.

4. Check for high coolant temperature. Refer to P-331: Engine Coolant Is Too Hot.

5. Inspect and install new parts as required. Refer to the OEM for your vessel transmission.

P-351: Engine Has A High Transmission Oil Pressure

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* High Transmission Oil Pressure (CID-FMI) 127-00. The Transmission Oil Pressure signal voltage is above normal operating range for five seconds and no transmission oil pressure sensor faults are active. The fault and event is logged (if the engine has been running for at least 30 seconds).

* Programmable Parameters

* Stuck Relief Valve

Perform the following tests in order:

1. Connect an Electronic Service Tool to the Service Tool Connector and view the Customer Specified Parameters screen. Transmission Oil Pressure can be programmed TO ANY VALUE from 700 to 2716 kPa (100 to 338 psi). The oil pressure gauge on the CMS will flash when any of the warning segments are ON.

2. Make sure that the pressure level set by the Electronic Service Tool for the Customer Specified Parameters is within a reasonable operating range. Adjust the range measurement if applicable.

3. The relief valve is stuck open. Refer to the OEM for your vessel transmission.