3406C (PEEC III) DIESEL TRUCK ENGINE Caterpillar

The Tests in this section are designed to establish whether a component and related parts are working properly, and if not, to pinpoint the faulty part.

They may be used for basic health checks, to determine if problems exist, or as a guide to check for intermittent problems.

NOTE: Whenever troubleshooting any problem, be sure to check the service history records of the vehicle in order to prevent unnecessary parts swapping.

P-500: Inspecting Electrical Connectors

Vehicle Circuits Tests

P-501: Electrical Power Supply To PEEC III

P-502: Throttle Position Sensor

P-503: Diagnostic Lamp

P-504: Vehicle Speed Signal

P-505: Cruise Control And PTO Switches

P-506: Service Brake And Clutch Switch

P-507: Parking Brake Switch

P-508: Coolant Level Sensor

Engine Circuits Tests

P-510: ECM/Personality Module

P-511: Sensor Supply Voltage

P-512: Engine Speed Signal

P-513: Shutoff Solenoid

P-514: Boost Pressure Sensor

P-515: Oil Pressure Sensor

P-516: Coolant Temperature Sensor

P-517: Retarder Enable Signal

Rack Controls Tests

P-520: Dynamic Rack Controls

P-521: Rack Position Sensor

P-522: Rack Solenoid (BTM)

Timing Controls Tests

P-530: Dynamic Injection Timing

P-531: Timing Position Sensor

P-532: Timing Solenoid (BTM)

P-533: Static Injection Timing

Special Features Tests

P-540: Idle Shutdown Timer

P-541: Multi-Torque

P-542: Power Demand Cruise Control

P-543: Powertrain Data Link

P-500: Inspecting Electrical Connectors

Many of the Operational Procedures and Diagnostic Code Procedures in this troubleshooting guide will direct you to check a specific electrical connector. Use the following steps to help determine if the connector is the cause of the problem. If a problem is found in the electrical connector, repair the connector and continue the test procedure.

1. Check Connector Lock Ring Or Allen Screw. Make sure that the connector is properly locked and that the lock ring or allen screw (4mm) is capable of locking the connector together.

2. Perform 10 Pound Pull Test On Each Pin/Wire. Each pin and connector should easily withstand 10 pounds of pull, and remain in the connector body. This test checks whether the wire was properly crimped in the pin, and whether the pin was properly inserted into the connector. Repair as needed.

NOTE: Pins should ALWAYS be crimped onto the wires; NEVER soldered.

3. Visually Inspect Wiring. Look for worn or abraded wires. Check for pinched or damaged harnesses.

4. Visually Inspect Connectors. Verify that pins and sockets are not corroded or damaged. Verify proper alignment and location of pins in the connector.

5. Check Individual Pins And Sockets. This is especially important for intermittent problems. Using a new pin, insert the pin into each socket one at a time to check for a good grip on the pin by the socket. Repeat for each pin on the mating side of the connector, using a new socket for the test.

P-501: Electrical Power Supply To PEEC III

System Operation

The PEEC III ECM receives electrical power (battery voltage) through wiring supplied by the vehicle manufacturer. In typical applications, PEEC III receives power whenever the key is turned on.

Some vehicles may be equipped with an engine protection shutdown system or an idle timer shutdown system (external to PEEC III) that interrupts electrical power to the ECM to shut down the engine. Some of these will not supply power to PEEC III until the engine is cranked, until oil pressure comes up to acceptable limits, or until an override button is pressed. Keep in mind that these devices may be the cause of intermittent power to the ECM.

This procedure tests whether proper voltage is being supplied by vehicle wiring.

For intermittent problems that could be caused by vehicle wiring (such as intermittent shutdowns) temporarily bypassing the vehicle wiring may be an effective means of determining the root cause. If symptoms vanish with the wiring bypassed, vehicle wiring was the cause. A means of bypassing vehicle wiring is explained in step 4 of the functional test.

Schematic

Diagnostic Codes

Functional Test

Figure 3

P-502: Throttle Position Sensor

System Operation

The throttle position sensor is used to provide a throttle signal to the ECM. Sensor output is a constant frequency signal with a pulse width that varies with throttle position. This output signal is referred to as either "Duty Cycle" or "Pulse Width Modulated" (PWM) signal and is expressed as a percentage between 0 and 100%.

The throttle position sensor may be one of two types. The "remote mounted" sensor is slightly smaller than a soda can and is connected to the throttle pedal by OEM supplied linkage. This sensor requires adjustment for proper operation. The "pedal mounted" sensor is attached directly to the pedal and requires no adjustment. Both sensors provide the same type signal to the ECM.

When properly adjusted, the remotely mounted TPS will produce a "Duty Cycle" of 15 to 20% at low idle and 80 to 85% at full throttle. The pedal mounted sensor will produce a "Duty Cycle" of 10 to 22% at low idle and 75 to 90% at full throttle. The percent duty cycle is translated in the ECM into throttle position of 3 to 100%.

Schematic

Diagnostic Codes

Functional Test

Example PEEC III 3406: ECAP "Display Status" Screen

Illustration 1

The "Throttle Position" should read 3% with the throttle pedal released and progressively increase to 100% when the throttle pedal is fully depressed.

PEEC III 3406: ECAP "Duty Cycle Screen"

Illustration 2

For the remote mounted sensor the Duty Cycle should be between 15 and 20% at the low idle position and 80 to 85% at the full throttle position. For the pedal mounted sensor the Duty Cycle should be between 10 and 22% at the low idle position and 75 to 90% at the full throttle position.

Calibration/Adjustment

Correct Low Idle Position Adjustment

Figure 5

Correct High Idle Position Adjustment

Figure 5

P-503: PEEC III Diagnostic/Warning Lamp

System Operation

Diagnostic Lamp

The Diagnostic Lamp is used to indicate the existence of a diagnostic code, to indicate "driver alert" status of the Idle Shutdown Timer, and may be used to read Flash Codes. While the engine is operating, the lamp will go ON for a minimum of five seconds and off any time a fault condition exists. It will continue to "flash" as long as the fault is ACTIVE.

On power up (key ON, Engine OFF), the lamp comes on for five seconds, blinks off, comes on for another five seconds, then goes out for five seconds. After this time, active diagnostic codes will be flashed out.

Active faults may be flashed out at any time by turning the cruise On/Off switch to Off, and holding the Set/Resume switch in the Resume position until the lamp begins to flash, then releasing it.

Warning Lamp

The Warning Lamp is used to indicate the existence of a Caterpillar Engine Protection detected problem. The lamp is for Caterpillar Engine Protection, and necessary only when the Customer Parameter for Engine Protection is set to any mode other than "OFF".

The Warning Lamp will not come on with the key ON, engine OFF like the Diagnostic Lamp described above. The Warning Lamp should come on for a minimum of two seconds following engine start. If the oil pressure is insufficient the Warning Lamp will stay on until the oil pressure reaches an acceptable pressure. The Coolant Temperature and Coolant Level Sensors will not affect the Warning Lamp for the first 30 seconds following engine start up.

One terminal of the lamps is connected to battery voltage through a 10 Amp "Vehicle Fuse" whenever the key switch is On. The other terminal is connected to the ECM at P7/J7 pin 29 (Diagnostic Lamp) or pin 12 (Warning Lamp) to turn the lamp On. Pin 29 or 12 will be at battery voltage when the lamp is Off, and less than 2 volts when the lamp is On.

Warning Lamp And Engine Protection Modes

If the Customer Parameter for Engine Protection is set to "OFF", the Warning Lamp should not operate, and is unnecessary.

If the Customer Parameter for Engine Protection is set to "Warning", the Lamp will come on Solid (continuously ON) when a "Warning" condition exists.

If the Customer Parameter for Engine Protection is set to "Derate", the lamp will first go through the "Warning" mode just described, and if conditions persist, go to "Derate" with a FLASHING Warning Lamp.

If the Customer Parameter for Engine Protection is set to "Shutdown" the Warning Lamp will continue to FLASH following the "Derate" mode described above.

Schematic

Functional Test

P-504: Vehicle Speed Signal

System Operation

The vehicle speed circuit consists of the vehicle speed sensor, the vehicle speed buffer, and associated wiring. The sensor is a standard magnetic pickup and is supplied by the truck manufacturer. It senses movement of the teeth on the output shaft of the transmission. The buffer (Caterpillar supplied) takes the signal from the sensor, conditions it, and sends it to both the ECM and possibly vehicle speedometer.

The buffer is supplied with battery voltage through P14/J14 pin A. Ground is supplied through P14/J14 pin B. A good ground is important in order to reduce electrical "noise", which can cause erratic signals. Therefore, the buffer should be grounded to P7/J7 (pin 2).

The buffer has outputs to both the ECM and the vehicle speedometer. The output to the ECM is a series of 5 volt pulses at J14/P14 pin D, whose frequency varies directly with the speed of the vehicle. The buffer has two outputs to the speedometer, one at pin C and one at pin E. Output at each one is a series of -10 volt to +10 volt pulses. The two outputs oppose one another; when pin C is at +10 volts, pin E is at -10 volts, and vice versa. Either or both outputs may be used.

Schematic 1: Vehicle Speed Circuit Using One Vehicle Speed Sensor

Schematic 2: Vehicle Speed Circuit Using Two Separate Vehicle Speed Sensors

Schematic 3: Vehicle Speed Circuit Using Dual Winding Vehicle Speed Sensor

Diagnostic Codes

Functional Test

Example ECAP Screen of Vehicle Speed

Calibration/Adjustment

PEEC III uses vehicle speed information for cruise control, to limit engine speed in certain gears, and to limit vehicle speed.

PEEC III 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).

P-505: Cruise Control And PTO Switches

System Operation

The PEEC III cruise control operates similar to automotive cruise controls. The set and resume switches are customer programmable for set/accel, resume/decel or set/decel, resume/accel. The following five switch inputs affect cruise or PTO:

1. Cruise On/Off - this switch must be On for cruise or PTO to be activated.

2. Set/Accel or Decel - with the cruise On/Off switch On, momentarily pressing this switch will activate cruise, and will tell the cruise or PTO to try to maintain the current speed. Holding this switch On will cause cruise or PTO to slowly accelerate (Set/Accel) or decelerate (Set/Decel) this setpoint. Bumping the switch will accelerate (Set/Accel) or decelerate (Set/Decel) the setpoint at one mph (in cruise control) or 20 rpm (in PTO mode).

3. Resume/Decel or Accel - with the cruise On/Off switch On, momentarily pressing this switch will activate cruise, and will tell the cruise or PTO to resume with the setpoint used when cruise was last disabled. Holding this switch On will cause cruise or PTO to slowly decelerate (Resume/Decel) or accelerate (Resume/Accel) this setpoint. Bumping the switch will decelerate (Resume/Decel) or accelerate (Resume/Accel) the setpoint at one mph (in cruise control) or 20 rpm (in PTO mode).

4. Clutch - depressing the clutch pedal will cause the cruise or PTO to deactivate.

5. Brake - depressing the brake pedal will cause the cruise or PTO to deactivate.

NOTE: All of these switches are typically in the truck cab, and are supplied by the OEM. To troubleshoot the On/Off, Set, or Resume switches, use this procedure. To troubleshoot the Clutch or Brake switches, use P-506: Service Brake And Clutch Switch Tests.

Voltage at each of the inputs to the ECM should be 5.0 plus or minus .5 volts with the switch Off, and less than .5 volts with the switch On.

Schematic

Functional Test

Example ECAP Screen of Cruise Control/PTO Switch Status

P-506: Service Brake And Clutch Switch

System Operation

The Brake and Clutch switches are used in cruise control and PTO mode to discontinue cruise or PTO operation. The switches may also be used to override the Idle Shutdown Timer.

The brake and clutch switches are separate circuits which are normally closed with the pedals released. Depressing either the clutch or the brake will open the individual circuits. Both switches are OEM supplied. The brake switch is typically a pressure switch. The clutch switch is typically a limit switch mounted near the pedal and is usually adjustable.

The brake signal goes to the ECM through P4 pin 7. The clutch signal goes to the ECM through P4 pin 26. Voltage at pins 7 or 26 to ground, should be 5.0 ± .5 volts with the switch open and less than .5 volts with the switch closed.

Schematic

Functional Test

Example ECAP Screen of Cruise Control/PTO Switch Status

P-507: Parking Brake Switch

System Operation

The Parking Brake switch is used only to enable the Idle Shutdown Timer. The idle shutdown timer will only be activated when the parking brake is on.

The parking brake switch is supplied by the OEM. It should be normally closed (with brake applied, and no air pressure to the parking brake). Releasing the brake should open the circuit. The idle shutdown timer will not operate unless the switch is installed to connect the parking brake input to P7 pin 2.

The signal goes through J4/P4 pin 17 to the ECM. Voltage at pin 17 should be 5.0 ± .5 volts with the switch open (parking brake released) and less than .5 volts with the switch closed (parking brake applied).

Schematic

Functional Test

Example ECAP Screen of Parking Brake Switch Status

P-508: Coolant Level Sensor

System Operation

The coolant level sensor is a vehicle OEM purchased and installed component. The sensor is the only optional sensor for Caterpillar Engine Protection equipped engines, selectable through a Customer Programmable Parameter (protected by Customer Passwords).

Caterpillar currently specifies the vehicle OEM use only the Robertshaw Controls Co. RS-805B (85927-C1) sensor.

The sensor operates as a coolant loss sensor indicating the presence/absence of coolant at the sensor. The sensor is powered from the ECM through the 40-Pin Vehicle connector J7/P7, pin 18 (+5V). Note that this 5 volt supply is shared by the Oil Pressure, Boost Pressure, Coolant Temperature, Rack Position, and Timing Position Sensors. The sensor output wires are connected to the Vehicle Connector J7/P7 at pins 19 (Cool Level Low) and 39 (Cool Level Normal). The sensor common wire is connected to the 40-Pin Vehicle Connector through pin 2 (- battery).

The sensor pin out is:

Pin A = Coolant Level Low

Pin B = Sensor Common

Pin C = + 5V

Pin D = Coolant Level Normal

Coolant Level Low has a nominal output of 0 volts DC with coolant present, Coolant Level Normal has a nominal output of +5 volts DC with coolant present. The two outputs are complimentary, if coolant were not present at the sensor, the Coolant Level Low output would be +5 volts DC, and the Coolant Level Normal output would be 0 volts DC.

NOTE: If the Sensor is installed, whether the ECM is programmed to read the Coolant Level Sensor signals or not, the Sensor or its' Harness may still affect the + 5 volts Sensor Supply. Therefore it must be considered in the troubleshooting procedure.

NOTE: If Caterpillar Engine Protection is programmed through the Customer Programmable Parameter for Engine Protection in the OFF mode, or the Coolant Level Sensor is programmed to the Disable mode, the coolant level sensor is ignored by the ECM. Conversely, if both parameters are set (Engine Protection at either Warning, Derate, or Shutdown, Coolant Level at Enable), then a sensor must be installed or diagnostic codes will be present.

Schematic

Diagnostic Codes

Functional Test

Example 3406: ECAP "Display Status Screen"

P-510: ECM/Personality Module

System Operation

The Electronic Control Module (ECM) is the computer which controls the PEEC III Diesel Truck Engine. The Personality Module is the software which controls how the computer (ECM) behaves. The two must be used together - neither can do anything by itself.

The Personality Module consists of:

* All of the software, or instructions for the ECM to do its job. Because of this, updating the Personality Module to a different version may cause some engine functions to behave in a different manner.* Performance Maps, which define fuel rate, timing, etc. for various operating conditions to achieve optimum performance while meeting emissions requirements. These are programmed into the Personality Module at the factory only.

The ECM consists of:

* A microprocessor, to perform the computing necessary to perform the ECM's functions (governing, controlling timing, generating diagnostic codes, communicating with service tools, etc.). The microprocessor get its instructions from the software in the personality Module.* Programmable Parameters, stored in permanent memory (both Customer Specified and System Configuration Parameters). Refer to the section 2.0 Programming Parameters for details on what these parameters do.* Logged Diagnostics, PEEC logs certain diagnostic codes into memory so that a record of the diagnostic is retained. Refer to the section Troubleshooting Diagnostic Codes, for further information on logged codes.* Input Circuits, to filter electrical noise from sensor signals and to protect sensitive internal circuits from potentially damaging voltage levels.* Output Circuits, to provide the high currents necessary to energize lamps or rack and timing btm's as the microprocessor chooses.* Power circuits, to provide clean stable electrical power to internal circuits and external sensors.

NOTE: When your troubleshooting indicates that a failure has occurred in the ECM or Personality Module then temporarily install a new part and thoroughly Retest.

Diagnostic Codes

Functional Test

P-511: Sensor Supply Voltage

System Operation

The PEEC III ECM converts the battery voltage into 5 volt and 8 volt sensor supply voltages. These supply voltages are used to supply power and references voltages to the following sensors: rack position, timing position, engine speed, coolant temperature, coolant level, boost pressure (in the transducer module), and oil pressure (in the transducer module). In addition to the sensor supply voltages for the boost and oil sensors, the transducer module has internal connections which pass the sensor supply voltages on to the rack sensor and the engine speed sensor.

NOTE: A short anywhere on the 8 volt sensor supply circuit will cause a loss of the engine speed signal resulting in a permanent or possibly intermittent engine shutdown.

NOTE: If the coolant level sensor is installed, whether the ECM is programmed to read the Coolant Level Sensor signals or not, the sensor or its' harness may still affect the + 5V Sensor Supply. Therefore it must be considered in the troubleshooting procedure.

Schematic

Diagnostic Codes

Functional Test

P-512: Engine Speed Sensor/Adjustment

System Operation

The PEEC III Engine Speed Sensor determines engine speed by magnetically detecting the teeth on the fuel pump camshaft retainer. PEEC III will not try to start the engine (either energize the shutoff solenoid or move the rack BTM) until it senses an engine speed signal. Engine speed is determined by the frequency, not the voltage, of the engine speed sensor output signal. The output frequency should be between 0 and 460 Hz. The sensor is supplied with 8 volts from the ECM through the Transducer Module.

Schematic

Diagnostic Codes

Functional Test

Example ECAP Screen of Percent Duty Cycle

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 the 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 the 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 the Engine Speed Sensor.

8. Turn the 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 the engine speed sensor (9).

9. Use the 5P0326 Crowfoot Wrench and tighten the locknut on the 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. 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 to ward the front of the engine.

C. Put the gasket and housing (3) in position and in stall 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 be hind 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 the 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-521: Rack Position Sensor/Calibration procedure.

14. Install the rack solenoid (BTM) in housing (3). Make sure the lever on the rack solenoid engages correctly in the sleeve on the rack servo valve at assembly.

15. Install the gasket, cover, and connector clip on the end of the housing (3).

16. Fasten the wiring connections in position on the clip assembly (1).

P-513: Shutoff Solenoid

System Operation

Although the rack solenoid (BTM) is capable of shutting the engine down, the shutoff solenoid provides a secondary means for PEEC III to shut down the engine. When the solenoid receives a voltage, the solenoids plunger is pulled in to allow the engine to run. When the solenoid loses the voltage, the plunger releases and the engine shuts down.

The shutoff solenoid should receive 6-12 VDC from the OEM crank relay during cranking, through the "crank" input (pin 4 J7/P7) to the ECM (pin 12 J4/P4), but no voltage from the crank relay while the engine is running. With the engine running, the voltage at the shutdown solenoid connector should be between 1.5 and 2.5 VDC (from pin A to pin B).

Schematic

Diagnostic Codes

Functional Test

P-514: Boost Pressure Sensor/Calibration

System Operation

The PEEC III system monitors boost pressure with a sensor located inside the Transducer Module. The boost pressure sensor is supplied with electrical power by the 8 volt sensor supply and the 5 volt reference voltages from the ECM. The sensor can only be replaced by replacing the Transducer Module.

The boost pressure is used to reduce smoke emissions during acceleration. PEEC III limits the amount of fuel injected until certain boost pressures are reached. It does this by converting boost pressure to "FRC Rack" (as shown on the ECAP status display). The FRC Rack (Fuel Ratio Control) is then a limit on rack position based on boost pressure.

The inlet air hose from the air cleaner to the Transducer Module must be installed. The air inlet serves as a vent for the transducer module and is required for proper operation of the boost pressure sensor.

The PEEC III boost pressure sensor must be calibrated for a zero boost condition with the engine off. Calibration is accomplished electronically without the need for manual adjustments.

NOTE: The sensor must be recalibrated whenever the ECM or transducer module has been replaced in order to avoid poor engine response.

Schematic

Diagnostic Codes

Functional Test

Example Screen for Boost Pressure Sensor being Calibrated

P-515: Oil Pressure Sensor

System Operation

The PEEC III system monitors oil pressure with a sensor located in the transducer module. The oil pressure sensor is supplied with electrical power by the 8 volt sensor supply and the 5 volt reference voltages from the ECM.

The oil pressure sensor can measure oil pressure from 0 kPa (0 psi) to 312 kPa (45 psi). Any pressure greater than 312 kPa is displayed as 312 kPa. The oil pressure measured by PEEC III is about 10 kPa (1 psi) less than the gallery oil pressure.

After the engine has been running for about ten seconds, PEEC III will monitor oil pressure to ensure that it stays above certain limits. When it drops below the limits, PEEC III will limit engine speed to 1350 rpm, and generate Code 100-1 (low oil pressure). If Engine Protection has been installed and is not in the Off mode, PEEC III immediately begins monitoring oil pressure. If Derate or Shutdown is selected, and oil pressure drops below the limits for two seconds, the warning lamp will turn On, engine power is derated, and vehicle speed is limited to 45 mph. The engine is shutdown if the previous conditions continue for more than 30 seconds and the Shutdown mode is selected.

NOTE: PEEC III uses oil pressure only as an engine protection function. Lack of oil pressure does not prevent PEEC III from starting the engine. PEEC III will still try to start the engine even if oil pressure is low.

Schematic

Diagnostic Codes

Functional Test

ECAP Example Screen of Oil Pressure Reading

P-516: Coolant Temperature Sensor

System Operation

The coolant temperature sensor measures the temperature of the engine coolant. The ECM uses this information to set the mode of operation and to notify the operator of excessive engine temperature if the engine protection mode is not Off.

Cold Mode is activated whenever coolant temperature is ever below 4°C (40°F). In Cold Mode engine power is limited, timing is retarded, and low idle is increased to approximately 1000 rpm and slowly ramps down to low idle to improve warm-up time. Once activated, Cold Mode will continue until coolant temperature rises above 20°C (68°F), vehicle speed exceeds two mph, or until the engine has been running for 15 minutes. The ECM then causes the engine to leave Cold Mode and normal engine operation is restored.

The sensor operates on 5 volts DC, supplied through pin 30 of the ECM connector J4/P4. Note that the 5 volt reference and sensor common is the same as the other sensors of PEEC III.

NOTE: Extended Brake-Saver operation on a 460 hp PEEC III can cause a fault 110-00 High Coolant Temperature Warning 61 to be logged.

Schematic

Diagnostic Codes

Functional Test

P-517: Retarder Enable Signal

System Operation

The Retarder Enable signal is provided by the ECM to indicate that conditions are acceptable for an engine retarder to operate. Operation of the retarder is inhibited during undesirable engine operating conditions (such as while the engine is being fueled).

With the cruise control On/Off switch in the Off position, the retarder is enabled under the following conditions:

Engine rpm is greater than 1,000 rpm and the drivers foot is off the throttle pedal and clutch pedal.

With the cruise control On/Off switch On, the operation of the retarder is also controlled through the customer parameter "Engine Retarder Mode". Programming the parameter to "Coast" allows retarding with the service brakes applied, but allows the engine to coast with no retarding after they are released. Programming the parameter to "Latch" allows retarding with the service brakes applied and keeps the retarder latched On after the service brakes are released (until rpm drops below 950 rpm or the driver presses the throttle or clutch pedal).

The retarder enable signal should be 12 volts DC (nominal) to indicate that the retarder is enabled and 0 volts DC (nominal) to indicate that it is disabled. The remainder of the engine retarder circuit is supplied by the OEM. In typical applications the retarder enable signal will operate a relay, which switches battery power to energize the retarder solenoids. An "Engine Brake On" switch will be wired in series with the relay and must be On before the brake will operate.

Schematic

Functional Test

P-520: Dynamic Rack Controls

System Operation

The primary function of the PEEC III system is to electronically govern the engine. The PEEC III governor senses engine speed (using the engine speed sensor on the fuel pump camshaft), then controls the fuel rack to achieve a desired rpm. This test is used to determine if the PEEC III governor is properly controlling the fuel rack.

Because this test requires monitoring several internal PEEC III variables, the ECAP should be used rather than the DDT. The variables displayed on the ECAP "Status Display" which are used in this test are:

Desired RPM

An input to the electronic governor within the ECM. The electronic governor uses inputs from the Throttle Position Sensor, Engine Speed Sensor and Customer Parameters to determine "Desired RPM".

Desired Rack Position ("Des Rack Pos" on ECAP)

The rack position where the ECM wants to move the rack, based on the PEEC III governor trying to maintain "Desired RPM". "Desired Rack" will not go farther than the "FRC Rack" or "Rated Rack".

Actual Rack

The ECM's interpretation of the signal from the Rack Position Sensor which represents actual position of the rack, assuming the sensor signal is valid. If the rack controls are working properly, "Actual Rack" should follow "Desired Rack".

Fuel Ratio Control (FRC) Rack

FRC Fuel Pos. - is a limit based on control of the fuel-air ratio and is used for emission control purposes. When the ECM senses a higher boost pressure (more air into cylinder), it increases the "FRC Fuel Pos" limit (allows more fuel into cylinder).

Rated Rack Position

A limit on rack position which provides the specified horsepower and torque curves. This value comes from maps programmed into the personality module at the factory

For a better understanding of PEEC III governing refer to Section 1: System Operation page 6. A brief description of each variable can be found in Section 6: Glossary of PEEC III Terms.

Schematic

Functional Test

P-521: Rack Position Sensor/Calibration

System Operation

The rack position sensor is magnetically attached to the fuel rack. The sensor is supplied with 8 volts for operation, and uses 5 volts for sensor reference. The signal output of 0.3 volts to 5.25 volts is read by the ECM as rack position of 0 to 17.5mm (.69 in).

Schematic

Diagnostic Codes

Functional Test

Calibration

Refer to Special Instruction, Form No. SEHS8746, Using The 1U5540 Tool Group.

1. Shut the engine Off. Turn key Off.

2. Connect the ECAP or DDT to the engine data link connector J8.

3. Turn the ignition switch to the On position, engine Off. Select "Calibrate/Monitor" from the main menu and then select "Rack Position Sensor Calibration" to monitor "Rack Position".

Fuel Injection Pump Housing
(1) Plug (rack centering pin). (2) Cover (rack position indicator).

4. Remove plug (1) and cover (2) from the fuel injection pump housing.

Fuel Rack Against Timing
Pin. (3) 6V4186 Timing Pin.

5. 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.

Show/hide table

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.

6. 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.

7. Install the 1U5426 Compressor Assembly (5) all the way into the 8T9198 Bracket Assembly (4) to compress the spring.

8. Tighten the collet on the bracket assembly (4) to hold compressor assembly (5). Spring force now holds the fuel rack against the timing pin (3) in the zero position.

9. With the rack held back against the "zero pin", read the "Rack Position" on the ECAP or DDT display.

A. If the "Rack Position" reading is 9.50 ± 0.20 mm (0.37 ± 0.008 in) the rack position sensor is calibrated cor- rectly. Stop.

B. If the "Rack Position" reading is not 9.50 ± 0.20 mm (0.37 ± 0.008 in) the rack position sensor needs adjust ment 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 inch drive ratchet to loosen the locknut on the rack position sensor (10).

13. Make sure the rack position sensor wiring (9) is connected to the transducer module wiring (8).

14. With electrical power to the ECM, select the Calibrate/Monitor display that has "Rack Position Sensor Calibration" from the main menu on the ECAP or DDT.

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 position sensor is unable to calibrate go back to Functional Test Step 3.

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 8T9198 Bracket Assembly and the 1U5426 Compressor Assembly. Install the gasket and cover on the side of the fuel injection pump housing.

22. Remove the 6V4186 Timing pin and install the plug in the top of the fuel injection pump housing.

23. Disconnect the ECAP or DDT from the engine data link connector J8.

P-522: Rack Solenoid (BTM)

System Operation

The Rack Solenoid [or brushless torque motor (BTM)] is used to move the engine fuel rack. The Rack Solenoid BTM is spring actuated to the Fuel Off position. The Rack Solenoid BTM will move into the Fuel On range when a voltage is applied.

Schematic

Diagnostic Codes

Functional Test

P-530: Dynamic Injection Timing

System Operation

Besides governing the engine, PEEC III also controls fuel injection timing to optimize performance and emissions. This test is used to determine if PEEC III is controlling timing properly.

The amount of timing advance that PEEC III desires is controlled by software in the personality module, and is dependent on rpm, load, and other operating conditions. To control timing, PEEC III increases voltage to the timing solenoid (BTM) to increase advance until it senses the actual timing advance is in the desired position.

The following are internal PEEC III variables related to the injection timing which can be monitored on the ECAP status display:

Static Timing Specification

Fixed number of degrees determined by design of the fuel pump camshaft (determines injection timing with no advance). Note that the value displayed is the specification for static timing, not an electrically measured value. To determine if static timing is actually adjusted according to this specification, refer to P-533: Static Injection Timing By Pin Method.

Desired Timing Advance ("Des Timing Adv")

The injection timing advance calculated by the ECM as required to meet emission and performance specifications.

Estimated Dynamic Timing

The ECM's estimation of actual injection timing calculated internally by the ECM. Est. Dyn Timing = Static Timing Spec + Actual Timing Advance + Port Effect (.2 deg/100rpm).

Actual Timing Advance

Degrees of advance beyond static, as measured by the Timing Position Sensor (assumes that Timing Position Sensor is calibrated).

For a better understanding of PEEC III timing refer to Section 1: System Operation page 6. A brief description of each variable can be found in Section 6: Glossary of PEEC III Terms.

Schematic

Functional Test

P-531: Timing Position Sensor/Calibration

System Operation

The PEEC III engine timing advance is measured by the timing position sensor. The sensor measures the movement of the timing bellcrank. Note that the bellcrank moves with the actual timing advance, not just the timing advance servo spool. The sensor is supplied with 8 volts and 5 volts from the ECM. The sensors output ranges from 0.3 to 5.25 volts DC which represents a timing advance of 0 to 35 degrees.

Schematic

Diagnostic Codes

Functional Test

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 3 pin timing solenoid (BTM) connector J6/P6 that connects timing solenoid (BTM) wires (1) to the engine wiring harness.

3. Remove the 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:

A. By using the 9S9082 Engine Turning Tool.

B. By turning the flywheel ring gear if the housing has access.

C. 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 the "Stop" is felt.

NOTE: Rotation of the crankshaft after the "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 in on the flat surface of the gauge block.

6. Connect the ECAP or DDT to the engine data link connector J8.

7. Turn key On, engine Off.

NOTE: 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".

8. Read the "Timing Advance Position" on the ECAP or DDT display.

A. If the "Timing Advance Position" reading is 13.7 ± 0.4 degrees, the timing position sensor is correctly calibrated.

B. If the "Timing Advance Position" reading is not 13.7 ± 0.4 degrees, the timing position sensor needs adjustment as follows:

9. Keep electrical power to the ECM. On the ECAP or DDT, select the "Calibrate/Monitor Sensors" then select "Timing Position Sensor Calibration" (see Special Instructions for the service tool used, for more information, Form No.SEHS9349 or SEHS8743).

Adjustment of Timing Position Sensor
(7) Timing Position Sensor. (8) Locknut.

10. Use the 1U5536 Crowfoot Wrench to loosen the 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 Functional Step 3 of P-531.

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 to the engine data link connector J8.

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 of the solenoid is assembled in the groove of the timing advance servo collar.

19. Connect timing solenoid (BTM) connector to the wiring harness (P6/J6). Install timing position sensor cover.

P-532: Timing Solenoid (BTM)

System Operation

The Timing Solenoid [or brushless torque motor (BTM)] is used to move the spool which advances and retards timing. The Timing Solenoid BTM is spring actuated to the retarded position. The Timing Solenoid BTM will move into the advance range when a voltage is applied.

Schematic

Diagnostic Codes

Functional Test

P-533: Static Injection Timing Adjustment By Pin Method

1. Put No. 1 piston at top center on the compression stroke. See topic, Finding Top Center Compression Position For No. 1 Piston in Systems Operation and Testing and Adjusting Form No. SENR5508. Remove the timing bolt from the flywheel and use 9S9082 Engine Turning Tool to rotate the crankshaft clockwise 45 degrees 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 degrees 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 in the counterclockwise direction as seen from the rear of the engine until the timing advance power piston moves to its fully retracted position and light pressure is applied to the timing pin (2).

NOTE: 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 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 crank shaft 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 rotation) slowly until the timing bolt can be in stalled 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 pis ton is in the fully retracted position. Repeat step 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 fly wheel.

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 clock wise by inserting the 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 sensor position calibration as described in P-531: Timing Position Sensor/Calibration.

10. Install the timing solenoid (BTM). Make sure the arm of the timing solenoid is in the center groove of the control spool collar.

11. Install the timing advance position sensor cover (3).

P-540: Idle Shutdown Timer

System Operation

The idle shutdown timer is a feature which helps improve fuel consumption by limiting idling time. The timer may be programmed to shut down the idling engine after a period of time. This "shutdown time" is a customer specified parameter, and may be programmed for any period from 3 to 60 minutes. Programming the time to zero disables the idle shutdown timer.

The timer is activated when the parking brake is set, vehicle speed is zero, and the engine is not under load. Ninety seconds before the programmed time is reached, the diagnostic lamp will begin to flash rapidly. If the driver moves the clutch pedal or brake pedal during this 90 second period, the timer will be overridden and is reset. A diagnostic code 71-00 will be set when the driver overrides the timer using the clutch or brake.

If the timer is activated and allowed to shutdown the engine, then a code 71-01 will be set. Code 71-01 merely records the event and does not indicate a fault in PEEC III.

NOTE: If any of the codes for vehicle speed are Active, the idle shutdown timer will not operate.

Diagnostic Codes

Functional Test

P-541: Multi-Torque

System Operation

Multi-Torque is an optional feature available with certain PEEC III engines. The feature is available only in certain personality modules.

The 310 Multi-Torque provides an otherwise standard 310 hp PEEC III engine with two different torque curves. In all gears except top gear, the engine performs as a standard 310 hp PEEC III. In top gear, however, the engine is provided with the torque of a standard 310 hp at 1800 rpm, but with the peak torque of 350 hp at 1150 rpm (see the following illustrations).

PEEC III determines whether the vehicle is in top gear by sensing the ratio of engine speed to vehicle speed. If the ratio of engine speed/vehicle speed is less than 26.6, the engine will perform like a standard 310 hp PEEC III.

The 350 Multi-Torque works just like the 310Multi-Torque, except for two key differences. First, the multi-torque curve provides the engine with the standard 350 hp torque at 1800 rpm, and with the peak torque of a 400 hp at 1200 rpm (see the following illustration). Second, the multi-torque is in effect in the top two gears, when the ratio of engine speed/vehicle speed is less than 37.6, multi-torque is in effect. If it is greater than 37.6. the engine will perform like a standard 350 hp PEEC III.

Functional Test

Illustration A

Illustration B

Illustration C

P-542: Power Demand Cruise Control

System Operation

Power Demand Cruise Control (PDCC) is an optional feature available for certain PEEC III engines installed in Navistar chassis. PDCC is only compatible with certain drive trains in Navistar chassis. Refer to sales information for compatibility.

PDCC provides an otherwise standard 310 hp PEEC III engine with special torque curves. In normal operation (not in cruise), the engine performs as a standard 310 hp engine, except the torque is limited in deep lug (below 1100 rpm) in top gear due to drive train limitations. In cruise mode, the engine has the standard 310 hp torque at 1800rpm, but has the peak torque of a 350 hp engine at 1150 rpm. Again, torque is limited in top gear while in deep lug due to drive train limitations. See the following illustration.

Functional Test

P-543: Powertrain Data Link

System Operation

Powertrain Data Link is an option designed to offer traction control of drive wheels to prevent wheel spin, and to provide smoother transmission gear shifts. This is accomplished by a momentary reduction of engine speed and/or torque, triggered by a signal from the affected control module. Powertrain Data Link sensors, control modules, and wiring are installed by the vehicle OEM, and questions relating to the hardware, software, and installation should be referred to the OEM.

NOTE: In the discussion that follows, Vehicle OEM Components (sensors, control modules, etc.) are identified as "Vehicle", and should not be confused with Caterpillar supplied components.

Either or both of the features may be installed, and are obtained by installing the required sensors and control modules, and by replacing the standard personality module with one containing the required software and hardware.

Loss of traction is determined by sensors mounted on the wheels, and transmission shift points by a sensor in the transmission. The sensor activates the Powertrain Data Link control module which then communicates with the engines ECM. The engines ECM responds by momentarily limiting engine speed, torque, or both.

The presence of an active Powertrain Data Link circuit can be determined by observing ECAP status screen 1. The display "Powertrain Stat" will show "Installed" if the proper personality module is installed on the ECM, and there is no action being requested at that time by any of the control modules on the data link. If the perosnality does not contain the proper software and hardware the status display will show "Not Installed".

If action is being requested by one of the control modules the display will show "Tractn Ctrl" or "Trans Ctrl" or a combination of the two. "Powertrain Control" is also displayed in the upper right hand corner of the display status screen. Failures of a sensor or wiring to a control module will not trigger a code 58, nor will failure of a control module. The data consists of a series of 5 volt pulses, with a baud rate of 9600. Data reaches the ECM through the vehicle connector J7/P7 pin 9 (data +) and pin 20 (data -), then through J4/P4 pin 38 (data +) and pin 29 (data -).

NOTE: The data link wires are a twisted pair to reduce electromagnetic interference. If a section of wiring must be replaced, the new wires should also be twisted together. Use care to maintain original wire polarity when installing pins and sockets into connectors.

Diagnostic Codes

Functional Test