Testing And Adjusting

Usage:

Introduction

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When servicing or repairing electric power generation equipment, do the following:

a. Make sure the unit is off-line (disconnected from utility power service and/or other generators) and either locked out or tagged DO NOT OPERATE.
b. Make sure the generator engine is stopped.
c. Make sure all batteries are disconnected.
d. Make sure all capacitors are discharged.

When power generation equipment is in operation to make tests and/or adjustments, high voltage and current are present. Make sure the testing equipment is designed for and correctly operated for the high voltage and current tests. Failure of improper test equipment presents a high voltage shock hazard to its user.

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When the engine-generator, or any source to which the engine-generator is synchronized to, is operating, voltages up to 600V are present in the control panel.

Do NOT short these terminals with line voltage to ground with any part of the body or any conductive material. Loss of life or injury could result from electrical shock or injury from molten metal.

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Do NOT connect generator to a utility electrical distribution system, unless it is isolated from the system. Personal injury or death is possible by electrical feedback into the distribution system.

Open and secure main distribution system switch or, if the connection is permanent, install a double throw transfer switch to prevent electrical feedback. Some generators are specifically approved by a utility to run in parallel with the distribution system and isolation is NOT required. Always check with the utility as to the applicable circumstances.

Service Tools

Fault Identification

GSC+ Display Area
(1) Dedicated shutdown indicators. (2) Spare fault indicators. (3) Fault shutdown indicator. (4) Fault alarm indicator. (5) Upper display. (6) Lower display. (7) Keypad. (8) DIAG indicator.

Faults that are detected and diagnosed by the GSC+ are shown to service personnel in the display area of the GSC+. The GSC+ uses dedicated shutdown indicators (1), fault shutdown indicator (3), fault alarm indicator (4), DIAG indicator (8), upper display (5) and lower display (6) to tell service personnel about a fault. Perform the following procedure to identify the fault detected by the GSC+.

NOTE: DIAG indicator (8) functions (either FLASHING or ON CONTINUOUSLY) whenever diagnostic information is available from the GSC+.

1. Note which of the indicators are functioning on the left side of the GSC+.

2. View the fault code on upper display (5). If fault alarm indicator (4) is FLASHING and no fault code is present on upper display (5), press the alarm codes key to view the fault code.

3. Note whether or not DIAG indicator (8) is FLASHING, ON CONTINUOUSLY, or ABSENT.

4. On the Fault Identification chart, look at the first column and locate the fault indicator that is functioning.

5. Go across to the second column in the chart and find the fault code that is presently shown on upper display (5).

6. Go across to the third column in the chart which describes the status of DIAG indicator (8).

7. Read the last two columns to find the type of fault and the corresponding topic within this module.

Diagnostic Fault Code Troubleshooting

Diagnostic fault codes are associated with failed electrical components or circuits, that provide information to or receive information from the GSC+. The diagnostic fault code closely identifies the cause of the fault.

Each diagnostic fault code consists of a component identifier (CID), a failure mode indicator (FMI) and an active/inactive status indicator (DIAG) that are shown on the upper display. The CID tells which component in the system is faulty and the FMI describes the nature of the fault. When the DIAG indicator is FLASHING, the fault is active (present now). When the DIAG indicator is ON CONTINUOUSLY, the fault is inactive and the CID FMI is recorded in the fault log. To view the fault log, see Fault Log Viewing OP1 within the topic Service Mode. When the DIAG indicator is absent (not showing), there are NO diagnostic fault codes detected or recorded. Service personnel interpret the identifiers to assist with troubleshooting.

When a diagnostic fault occurs (is active), the GSC+ FLASHES the DIAG indicator. The GSC+ determines the type of fault (alarm or shutdown) and FLASHES the corresponding fault alarm indicator or fault shutdown indicator. For a shutdown type of diagnostic fault, the CID FMI is immediately shown on the upper display. For an alarm type of diagnostic fault, the alarm codes key is pressed first and then the CID FMI is shown on the upper display.

The GSC+ has a fault log to help with troubleshooting of diagnostic faults. Inactive diagnostic fault codes (CID FMI) are recorded in the fault log for viewing at a later time. Also, the number of occurrences are totalled and shown on the upper display with the CID and FMI. An active diagnostic alarm fault (DIAG indicator is FLASHING) becomes inactive (DIAG indicator is ON CONTINUOUSLY) when the fault is no longer occurring and also for diagnostic shutdown faults the ECS must be turned to OFF/RESET. See Fault Log Viewing OP1 within the topic Service Mode.

During troubleshooting, it is necessary to disconnect the harness connector (40 contact) from the GSC+ and faults are created. Because of internal circuitry, the GSC+ recognizes this condition (connector removed) as a FMI 03 (signal too high) fault for certain components. This fact is also used as a troubleshooting aid. Clear these created faults after the particular fault is corrected and cleared. In a properly operating system when the harness connector is removed from the GSC+, the following diagnostic fault codes are recorded:

CID 100 FMI 3, engine oil pressure sensor

CID 110 FMI 3, engine coolant temperature sensor

CID 111 FMI 3, engine coolant loss sensor (if equipped)

CID 175 FMI 3, engine oil temperature sensor (if equipped)

CID 190 FMI 3, engine magnetic pickup

CID 336 FMI 2, engine control switch

After a diagnostic fault is investigated and/or corrected, clearing it from the fault log will avoid confusion during a future service call. The DIAG indicator is OFF (absent) when all diagnostic faults are cleared from the fault log and no active diagnostic faults exist. See Fault Log Clearing OP4 within the topic Service Mode.

Diagnostic Fault Codes

Example

Upper Display Showing A "CID 190 FMI 3" Diagnostic Fault Code

CID 100

Engine Oil Pressure Sensor (EOPS)

System Schematic For Engine Oil Pressure Sensor (EOPS)

System Operation

The EMCP II+ system monitors engine oil pressure to protect the engine in case of an oil pressure problem. The oil pressure sensor is mounted on an oil gallery of the engine. The exact location of the engine oil pressure sensor varies depending on the engine model.

The sensor is powered by an 8 volt sensor supply from the GSC+. The oil pressure signal is a pulse width modulated (PWM) signal. The base frequency of the signal is 500 ± 150 Hz. As pressure changes, the duty cycle of the signal varies from 10 to 95 percent.

* 0 kPa (0 psi) is approximately 13% duty cycle (approximately 1.0 DCV).

* 690 kPa (100 psi) is approximately 85% duty cycle.

NOTE: The GSC+ is usually programmed to treat an oil pressure sensor fault as an alarm fault (P004 = 0, factory default). If the GSC+ is programmed to shutdown (P004 = 1) for an oil pressure sensor fault, then it is not necessary to press the alarm codes key to view the CID FMI. The CID FMI are automatically shown on the upper display.

NOTE: Faults are created when the harness connector (40 contact) is disconnected from the GSC+ during these troubleshooting procedures. Clear these created faults after the particular fault is corrected and cleared. In a properly operating system when the harness connector is removed from the GSC+, the following diagnostic fault codes are recorded:

CID 100 FMI 3, Engine Oil Pressure Sensor

CID 110 FMI 3, Engine Coolant Temperature Sensor

CID 111 FMI 3, Engine Coolant Loss Sensor (if equipped)

CID 175 FMI 3, Engine Oil Temperature Sensor (if equipped)

CID 190 FMI 3, Engine Magnetic Pickup

CID 336 FMI 2, Engine Control Switch

CID 100 FMI 2

Engine Oil Pressure Sensor (EOPS); Signal Out Of Range

The possible causes of a CID 100 FMI 2 fault are:

* The base frequency of the sensor signal is beyond accepted limits.

* The duty cycle of the sensor signal is beyond accepted limits.

Begin performing these procedures only when CID 100 FMI 2 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 100 FMI 2 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

NOTE: If desired, this procedure can be replaced by troubleshooting the sensor signal with a meter capable of measuring frequency and duty cycle. See the topic PWM Sensor Test.

NOTE: If a sensor supply fault (CID 269) is active, correct it prior to proceeding with this procedure.

1. Check GSC+ And Harness. Make sure that CID 100 FMI 2 is showing on the display.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the sensor from the engine harness (the sensor remains fastened to the engine).

c. Turn the ECS to the STOP position.

d. Press the alarm codes key (not required for shutdown faults).

e. Monitor the display to see if CID 100 FMI 2 is no longer showing (inactive) and CID 100 FMI 3 is now showing (active).

Expected Result: CID 100 FMI 2 is not showing, CID 100 FMI 3 is now showing (active).

Results:

* OK - The GSC+ and the harness function properly. Therefore, the sensor is faulty. Replace the sensor. (If desired, more sensor testing is available; see the topic PWM Sensor Test.) STOP.

* Not OK - CID 100 FMI 2 fault remains showing. The harness or the GSC+ is faulty. Proceed to next step.

2. Check GSC+.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the harness connector from the GSC+.

c. Turn the ECS to the STOP position.

d. Press the alarm codes key.

e. Monitor the display to see if CID 100 FMI 2 is no longer showing (inactive) and CID 100 FMI 3 is now showing (active).

Expected Result: CID 100 FMI 2 is not showing, CID 100 FMI 3 is now showing (active).

Results:

* OK - The GSC+ functions properly. Therefore, the signal wire is faulty in the harness. Troubleshoot the signal wire in the harness between the sensor connector and the GSC+ connector. Also check the electrical connectors and terminals; see the topic Electrical Connector Inspection. STOP.

* Not OK - CID 100 FMI 2 fault remains showing. The GSC+ is faulty. Replace the GSC+; see the topic Generator Set Control + Replacement. STOP.

CID 100 FMI 3

Engine Oil Pressure Sensor (EOPS); Signal Too High

The possible causes of a CID 100 FMI 3 fault are:

* A short to battery positive (B+) of the sensor signal.

* An open circuit of the sensor signal.

Begin performing these procedures only when CID 100 FMI 3 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 100 FMI 3 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

NOTE: If a sensor supply fault (CID 269) is active, correct it prior to proceeding with this procedure.

1. Check Supply Circuit.

a. Turn the ECS to OFF/RESET and then to the STOP position.

b. Disconnect the sensor from the engine harness (the sensor remains fastened to the engine).

c. At the engine harness side of the sensor connector, measure the voltage (DCV) between contact A (supply) and contact B (sensor ground).

Expected Result: The voltage should be 8.0 ± 0.5 DCV.

Results:

* OK - The supply circuit functions properly. Proceed to next step.

* Not OK - The supply circuit is faulty. Check the upper display for a sensor supply fault (CID 269) and correct it. If a sensor supply fault (CID 269) is not showing on the upper display, then the engine harness has an open circuit. Proceed to Step 4.

2. Check Signal Circuit. The ECS remains in the STOP position and the sensor remains disconnected from the engine harness.

a. At the engine harness side of the sensor connector, measure the voltage (DCV) between contact C (signal) and contact B (sensor ground).

Expected Result: The voltage should be 7.0 ± 0.5 DCV.

Results:

* OK - The signal circuit functions properly. Verify this result by checking to see if the fault remains present. Reconnect the sensor. Turn the ECS to OFF/RESET and then to STOP. If the CID 100 FMI 3 fault is still showing on the upper display, the sensor is faulty. Replace the sensor. STOP.

* Not OK - Voltage is equal to battery positive (B+). The engine harness is faulty. The signal circuit within the engine harness is shorted to battery positive (B+). Troubleshoot and repair the engine harness. STOP.

* Not OK - Voltage is NOT 7.0 ± 0.5 DCV and is NOT equal to battery positive (B+). The GSC+ or the harness is faulty. Proceed to next step.

3. Check For Shorted Harness. When performing this Step, see the preceding System Schematic. The sensor remains disconnected from the engine harness.

a. Turn the ECS to OFF/RESET.

b. Disconnect the harness connector from the GSC+.

c. At the GSC+ harness connector, measure the resistance from signal contact 8 to all other contacts of the connector.

Expected Result: For each measurement, the resistance should be 5k ohms or greater.

Results:

* OK - The harness functions properly. Proceed to next step.

* Not OK - The harness wiring with the incorrect resistance is shorted in the harness. Troubleshoot and repair the faulty harness wiring between the sensor connector and the GSC+ connector. STOP.

4. Check For Open Harness. When performing this Step, see the preceding System Schematic. The ECS remains in the OFF/RESET position. The sensor remains disconnected from the engine harness and the GSC+ remains disconnected from the harness connector.

a. Measure the resistance of the ground circuit, from contact B of the sensor harness connector to contact 31 of the GSC+ harness connector.

b. Measure the resistance of the signal circuit, from contact C of the sensor harness connector to contact 8 of the GSC+ harness connector.

c. Measure the resistance of the sensor supply circuit, from contact A of the sensor harness connector to contact 9 of the GSC+ harness connector.

Expected Result: For each measurement, the resistance should be 5 ohms or less.

Results:

* OK - The harness functions properly. Proceed to next step.

* Not OK - The harness wiring with the incorrect resistance measurement is open (faulty). Troubleshoot and repair the faulty harness wiring between the sensor connector and the GSC+ connector. STOP.

5. Check Electrical Connectors.

a. Check the electrical connectors, terminals and wiring; proceed to the topic Electrical Connector Inspection.

Expected Result: All connectors, terminals and wiring should function properly.

Results:

* OK - Connect all harness connectors that were previously disconnected. Start the engine. If the CID 100 FMI 3 fault is still showing, replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

* Not OK - Repair the faulty area. STOP.

CID 100 FMI 4

Engine Oil Pressure Sensor (EOPS); Signal Too Low

The possible cause of a CID 100 FMI 4 fault is:

* A short to battery negative (B-) of the sensor signal.

Begin performing these procedures only when CID 100 FMI 4 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 100 FMI 4 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

NOTE: If a sensor supply fault (CID 269) is active, correct it prior to proceeding with this procedure.

1. Check GSC+ And Harness. Make sure that CID 100 FMI 4 is showing on the display.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the sensor from the engine harness (the sensor remains fastened to the engine).

c. Turn the ECS to the STOP position.

d. Press the alarm codes key.

e. Monitor the display to see if CID 100 FMI 4 is no longer showing (inactive) and CID 100 FMI 3 is now showing (active).

Expected Result: CID 100 FMI 4 is not showing and CID 100 FMI 3 is now showing (active).

Results:

* OK - The GSC+ and the harness function properly. Therefore the sensor is faulty. Replace the sensor. (If desired, more sensor testing is available, see the topic PWM Sensor Test.) STOP.

* Not OK - CID 100 FMI 4 fault remains showing. The harness or the GSC+ is faulty. Proceed to next step.

2. Check GSC+.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the harness connector from the GSC+.

c. Turn the ECS to the STOP position.

d. Press the alarm codes key.

e. Monitor the display to see if CID 100 FMI 4 is no longer showing (inactive) and CID 100 FMI 3 is now showing (active).

Expected Result: CID 100 FMI 4 is not showing and CID 100 FMI 3 is now showing (active).

Results:

* OK - The GSC+ functions properly. Therefore, the signal wire is shorted to battery negative (B-) in the harness. Troubleshoot the signal wire in the harness between the sensor connector and the GSC+ connector. Also check the electrical connectors and terminals; see the topic Electrical Connector Inspection. STOP.

* Not OK - CID 100 FMI 4 fault remains showing. The GSC+ is faulty. Replace the GSC+; see the topic Generator Set Control + Replacement. STOP.

CID 110

Engine Coolant Temperature Sensor (ECTS)

System Schematic For Engine Coolant Temperature Sensor (ECTS)

System Operation

The EMCP II+ system monitors engine coolant temperature to protect the engine in case of a coolant temperature problem. The coolant temperature sensor is mounted in the water jacket, towards the front of the engine. The exact location of the engine coolant temperature sensor varies depending on the engine model.

The sensor is powered by an 8 volt sensor supply from the GSC+. The coolant temperature signal is a pulse width modulated (PWM) signal. The base frequency of the signal is 455 Hz (370 to 550 Hz). As temperature changes, the duty cycle of the signal varies from 10 to 95 percent.

* -40°C (-40°F) is approximately 10% duty cycle (approximately 1.0 DCV).

* 135°C (275°F) is approximately 93% duty cycle.

NOTE: The GSC+ is usually programmed to treat a coolant temperature sensor fault as an alarm fault (P004 = 0, factory default). If the GSC+ is programmed to shutdown (P004 = 1) for a coolant temperature sensor fault, then it is not necessary to press the alarm codes key to view the CID FMI. The CID FMI are automatically shown on the upper display.

CID 100 FMI 3, Engine Oil Pressure Sensor

CID 110 FMI 3, Engine Coolant Temperature Sensor

CID 111 FMI 3, Engine Coolant Loss Sensor (if equipped)

CID 175 FMI 3, Engine Oil Temperature Sensor (if equipped)

CID 190 FMI 3, Engine Magnetic Pickup

CID 336 FMI 2, Engine Control Switch

CID 110 FMI 2

Engine Coolant Temperature Sensor (ECTS); Signal Out Of Range

The possible causes of a CID 110 FMI 2 fault are:

* The base frequency of the sensor signal is beyond accepted limits.

* The duty cycle of the sensor signal is beyond accepted limits.

Begin performing these procedures only when CID 110 FMI 2 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 110 FMI 2 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

NOTE: If desired, this procedure can be replaced by troubleshooting the sensor signal with a meter capable of measuring frequency and duty cycle. See the topic PWM Sensor Test.

NOTE: If a sensor supply fault (CID 269) is active, correct it prior to proceeding with this procedure.

1. Check GSC+ And Harness. Make sure that CID 110 FMI 2 is showing on the display.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the sensor from the engine harness (the sensor remains fastened to the engine).

c. Turn the ECS to the STOP position.

d. Press the alarm codes key (not required for shutdown faults).

e. Monitor the display to see if CID 110 FMI 2 is no longer showing (inactive) and CID 110 FMI 3 is now showing (active).

Expected Result: CID 110 FMI 2 is not showing, CID 110 FMI 3 is now showing (active).

Results:

* OK - The GSC+ and the harness function properly. Therefore, the sensor is faulty. Replace the sensor. (If desired, more sensor testing is available; see the topic PWM Sensor Test.) STOP.

* Not OK - CID 110 FMI 2 fault remains showing. The harness or the GSC+ is faulty. Proceed to next step.

2. Check GSC+.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the harness connector from the GSC+.

c. Turn the ECS to the STOP position.

d. Press the alarm codes key.

e. Monitor the display to see if CID 110 FMI 2 is no longer showing (inactive) and CID 110 FMI 3 is now showing (active).

Expected Result: CID 110 FMI 2 is not showing, CID 110 FMI 3 is now showing (active).

Results:

* Not OK - CID 110 FMI 2 fault remains showing. The GSC+ is faulty. Replace the GSC+; see the topic Generator Set Control + Replacement. STOP.

CID 110 FMI 3

Engine Coolant Temperature Sensor (ECTS); Signal Too High

The possible causes of a CID 110 FMI 3 fault are:

* A short to battery positive (B+) of the sensor signal.

* An open circuit of the sensor signal.

Begin performing these procedures only when CID 110 FMI 3 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 110 FMI 3 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

NOTE: If a sensor supply fault (CID 269) is active, correct it prior to proceeding with this procedure.

1. Check Supply Circuit.

a. Turn the ECS to OFF/RESET and then to the STOP position.

b. Disconnect the sensor from the engine harness (the sensor remains fastened to the engine).

c. At the engine harness side of the sensor connector, measure the voltage (DCV) between contact A (supply) and contact B (sensor ground).

Expected Result: The voltage should be 8.0 ± 0.5 DCV.

Results:

* OK - The supply circuit functions properly. Proceed to next step.

2. Check Signal Circuit. The ECS remains in the STOP position and the sensor remains disconnected from the engine harness.

a. At the engine harness side of the sensor connector, measure the voltage (DCV) between contact C (signal) and contact B (sensor ground).

Expected Result: The voltage should be 7.0 ± 0.5 DCV.

Results:

* OK - The signal circuit functions properly. Verify this result by checking to see if the fault remains present. Reconnect the sensor. Turn the ECS to OFF/RESET and then to STOP. If the CID 110 FMI 3 fault is still showing on the upper display, the sensor is faulty. Replace the sensor. STOP.

* Not OK - Voltage is NOT 7.0 ± 0.5 DCV and is NOT equal to battery positive (B+). The GSC+ or the harness is faulty. Proceed to next step.

3. Check For Shorted Harness. When performing this Step, see the preceding System Schematic. The sensor remains disconnected from the engine harness.

a. Turn the ECS to OFF/RESET.

b. Disconnect the harness connector from the GSC+.

c. At the GSC+ harness connector, measure the resistance from signal contact 7 to all other contacts of the connector.

Expected Result: For each measurement, the resistance should be 5k ohms or greater.

Results:

* OK - The harness functions properly. Proceed to next step.

* Not OK - The harness wiring with the incorrect resistance is shorted in the harness. Troubleshoot and repair the faulty harness wiring between the sensor connector and the GSC+ connector. STOP.

a. Measure the resistance of the ground circuit, from contact B of the sensor harness connector to contact 31 of the GSC+ harness connector.

b. Measure the resistance of the signal circuit, from contact C of the sensor harness connector to contact 7 of the GSC+ harness connector.

c. Measure the resistance of the sensor supply circuit, from contact A of the sensor harness connector to contact 9 of the GSC+ harness connector.

Expected Result: For each measurement, the resistance should be 5 ohms or less.

Results:

* OK - The harness functions properly. Proceed to next step.

* Not OK - The harness wiring with the incorrect resistance measurement is open (faulty). Troubleshoot and repair the faulty harness wiring between the sensor connector and the GSC+ connector. STOP.

5. Check Electrical Connectors.

a. Check the electrical connectors, terminals and wiring; proceed to the topic Electrical Connector Inspection.

Expected Result: All connectors, terminals and wiring should function properly.

Results:

* OK - Connect all harness connectors that were previously disconnected. Start the engine. If the CID 110 FMI 3 fault is still showing, replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

* Not OK - Repair the faulty area. STOP.

CID 110 FMI 4

Engine Coolant Temperature Sensor (ECTS); Signal Too Low

The possible cause of a CID 110 FMI 4 fault is:

* A short to battery negative (B-) of the sensor signal.

Begin performing these procedures only when CID 110 FMI 4 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 110 FMI 4 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

NOTE: If a sensor supply fault (CID 269) is active, correct it prior to proceeding with this procedure.

1. Check GSC+ And Harness. Make sure that CID 110 FMI 4 is showing on the display.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the sensor from the engine harness (the sensor remains fastened to the engine).

c. Turn the ECS to the STOP position.

d. Press the alarm codes key.

e. Monitor the display to see if CID 110 FMI 4 is no longer showing (inactive) and CID 110 FMI 3 is now showing (active).

Expected Result: CID 110 FMI 4 is not showing and CID 110 FMI 3 is now showing (active).

Results:

* OK - The GSC+ and the harness function properly. Therefore the sensor is faulty. Replace the sensor. (If desired, more sensor testing is available, see the topic PWM Sensor Test.) STOP.

* Not OK - CID 110 FMI 4 fault remains showing. The harness or the GSC+ is faulty. Proceed to next step.

2. Check GSC+.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the harness connector from the GSC+.

c. Turn the ECS to the STOP position.

d. Press the alarm codes key.

e. Monitor the display to see if CID 110 FMI 4 is no longer showing (inactive) and CID 110 FMI 3 is now showing (active).

Expected Result: CID 110 FMI 4 is not showing and CID 110 FMI 3 is now showing (active).

Results:

* Not OK - CID 110 FMI 4 fault remains showing. The GSC+ is faulty. Replace the GSC+; see the topic Generator Set Control + Replacement. STOP.

CID 111

Engine Coolant Loss Sensor (ECLS)

System Schematic For Engine Coolant Loss Sensor (ECLS)

System Operation

The EMCP II+ system monitors engine coolant for loss of coolant to protect the engine in case of a coolant temperature problem. The engine coolant loss function is an option and requires the presence of the optional coolant loss sensor. The coolant loss sensor is usually mounted near the top of the radiator.

The sensor is powered by an 8 volt sensor supply from the GSC+. When coolant is NOT present at the sensor, a high signal (+5 DCV) is sent to the GSC+. When coolant is present at the sensor, a low signal (B-) is sent to the GSC+.

NOTE: The GSC+ is usually programmed to treat a coolant loss sensor fault as an alarm fault (P004 = 0). If the GSC+ is programmed to shutdown (P004 = 1) for a coolant loss sensor fault, then it is not necessary to press the alarm codes key to view the CID FMI. The CID FMI are automatically shown on the upper display.

CID 100 FMI 3, Engine Oil Pressure Sensor

CID 110 FMI 3, Engine Coolant Temperature Sensor

CID 111 FMI 3, Engine Coolant Loss Sensor (if equipped)

CID 175 FMI 3, Engine Oil Temperature Sensor (if equipped)

CID 190 FMI 3, Engine Magnetic Pickup

CID 336 FMI 2, Engine Control Switch

CID 111 FMI 3

Engine Coolant Loss Sensor (ECLS); Signal Too High

The possible causes of a CID 111 FMI 3 fault are:

* A short to battery positive (B+) of the sensor signal.

* An open circuit of the sensor signal.

Begin performing these procedures only when CID 111 FMI 3 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 111 FMI 3 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

NOTE: If a sensor supply fault (CID 269) is active, correct it prior to proceeding with this procedure.

1. Check Supply Circuit.

a. Turn the ECS to OFF/RESET and then to the STOP position.

b. Disconnect the sensor from the engine harness (the sensor remains fastened to the engine).

c. At the engine harness side of the sensor connector, measure the voltage (DCV) between contact A (supply) and contact B (sensor ground).

Expected Result: The voltage should be 8.0 ± 0.5 DCV.

Results:

* OK - The supply circuit functions properly. Proceed to next step.

2. Check Signal Circuit. The ECS remains in the STOP position and the sensor remains disconnected from the engine harness.

a. At the engine harness side of the sensor connector, measure the voltage (DCV) between contact C (signal) and contact B (sensor ground).

Expected Result: The voltage should be 2.5 ± 0.5 DCV.

Results:

* OK - The signal circuit functions properly. Verify this result by checking to see if the fault remains present. Reconnect the sensor. Turn the ECS to OFF/RESET and then to STOP. If the CID 111 FMI 3 fault is still showing on the upper display, the sensor is faulty. Replace the sensor. STOP.

* Not OK - Voltage is NOT 2.5 ± 0.5 DCV and is NOT equal to battery positive (B+). The GSC+ or the harness is faulty. Proceed to next step.

3. Check For Shorted Harness. When performing this Step, see the preceding System Schematic. The sensor remains disconnected from the engine harness.

a. Turn the ECS to OFF/RESET.

b. Disconnect the harness connector from the GSC+.

c. At the GSC+ harness connector, measure the resistance from signal contact 13 to all other contacts of the connector.

Expected Result: For each measurement, the resistance should be 5k ohms or greater.

Results:

* OK - The harness functions properly. Proceed to next step.

* Not OK - The harness wiring with the incorrect resistance is shorted in the harness. Troubleshoot and repair the faulty harness wiring between the sensor connector and the GSC+ connector. STOP.

a. Measure the resistance of the ground circuit, from contact B of the sensor harness connector to contact 31 of the GSC+ harness connector.

b. Measure the resistance of the signal circuit, from contact C of the sensor harness connector to contact 13 of the GSC+ harness connector.

c. Measure the resistance of the sensor supply circuit, from contact A of the sensor harness connector to contact 9 of the GSC+ harness connector.

Expected Result: For each measurement, the resistance should be 5 ohms or less.

Results:

* OK - The harness functions properly. Proceed to next step.

* Not OK - The harness wiring with the incorrect resistance measurement is open (faulty). Troubleshoot and repair the faulty harness wiring between the sensor connector and the GSC+ connector. STOP.

5. Check Electrical Connectors.

a. Check the electrical connectors, terminals and wiring; proceed to the topic Electrical Connector Inspection.

Expected Result: All connectors, terminals and wiring should function properly.

Results:

* OK - Connect all harness connectors that were previously disconnected. Start the engine. If the CID 111 FMI 3 fault is still showing, replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

* Not OK - Repair the faulty area. STOP.

CID 168

Battery Voltage

System Schematic For Battery Voltage

System Operation

The EMCP II+ system monitors battery voltage to protect the EMCP II+ system in case of a battery or charging problem. The EMCP II+ system operates on either 24 or 32 DCV battery systems. The GSC+ measures the battery voltage it is receiving at RM-1 of the relay module terminal strip on the rear of the GSC+. The GSC+ receives battery power whenever the Engine Control Switch (ECS) is turned to START, AUTO, or STOP.

NOTE: The GSC+ does not receive battery power when the ECS is in the OFF/RESET position unless contacts 6 and 9 of the ECS are wired together.

The GSC+ treats a CID 168 fault as an alarm fault.

CID 168 FMI 3

Battery Voltage; Voltage Too High

CID 168 FMI 4

Battery Voltage; Voltage Too Low

Use this procedure for either a FMI 3 or FMI 4 fault.

The possible causes of a CID 168 FMI 3 fault are:

* The battery voltage is greater than 32 DCV for 24 volt systems.

* The battery voltage is greater than 45 DCV for 32 volt systems.

The possible cause of a CID 168 FMI 4 fault is:

* The battery voltage is less than 18 DCV.

The setpoint for system voltage (P007) specifies the genset battery voltage; 0 for 24 volts, 1 for 32 volts.

This procedure is used for troubleshooting an active or inactive fault. Active alarm faults are shown on the upper display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. Inactive alarm faults are viewed in the fault log while in service mode; see Fault Log Viewing OP1 within the topic Service Mode. Clear the fault from the fault log after troubleshooting is complete.

1. Verify Fault.

a. View the upper display and check for active battery voltage diagnostic faults (CID 168 FMI 3 or CID 168 FMI 4).

b. Enter service mode and check the fault log for inactive battery voltage diagnostic faults (CID 168 FMI 3 or CID 168 FMI 4).

Expected Result: Is a CID 168 FMI 3 or CID 168 FMI 4 diagnostic fault active or inactive.

Results:

* No - Battery voltage diagnostic faults, DO NOT EXIST. STOP.

* Yes - Battery voltage diagnostic faults, DO EXIST. Proceed to next step.

2. Check Voltage.

a. Turn the ECS to the STOP position.

b. Note the battery voltage that is showing on the lower display.

c. Measure the voltage (DCV) between the terminals of the battery.

d. Measure the voltage (DCV) between RM-1 (B+) and RM-28 (B-) of the relay module terminal strip on the rear of the GSC+.

Expected Result: The three voltages (preceding b, c and d) should be within 2.0 volt of each other.

Results:

* OK - All voltages agree (less than 2.0 DCV difference). Proceed to Step 4.

* Not OK - Voltage measured at the batteries does not agree (greater than 2.0 DCV difference) with voltage measured at relay module terminal strip. Proceed to Step 3.

* Not OK - Voltage showing on the lower display does not agree (greater than 2.0 DCV difference) with voltage measured at relay module terminal strip. Replace the GSC+; see the topic Generator Set Control + Replacement. STOP.

3. Check Harness.

a. Disconnect the B+ and B- cables from the battery.

b. Disconnect the B+ wire from RM-1 and the B- wire from RM-28 of the relay module terminal strip on the rear of the GSC+.

c. Measure the resistance of each wire from the battery end to the terminal strip end.

Expected Result: The resistance of a single harness wire should be 5 ohms or less.

Results:

* OK - Both resistance measurements are correct. Therefore, an intermittent harness problem is likely. To further check the harness, proceed to the topic Electrical Connector Inspection. STOP.

* Not OK - A resistance measurement is greater than 5 ohms. The harness wiring with the incorrect resistance measurement is faulty. Troubleshoot and repair the faulty harness wiring between the battery and the relay module terminal strip.

4. Check System Voltage.

a. With the engine off, measure the system voltage at the battery.

Expected Result: For 24 volt systems, the battery voltage should be from 24.8 to 29.5 DCV. For 32 volt systems, the battery voltage should be from 33.1 to 39.3 DCV.

Results:

* OK - This procedure did not find the cause of the fault. The GSC+ is an unlikely cause of this fault. If the batteries or charging system is suspect, perform the charging system test, see the topic Charging System Test. If an intermittent harness or terminal problem is suspected, proceed to the topic Electrical Connector Inspection. If the fault is not discovered, clear the fault log and check for another occurrence of a CID 168 fault code. If a CID 168 fault code persists, replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

* Not OK - battery voltage is NOT correct. The charging system and/or the batteries are faulty. Perform the charging system test, see the topic Charging System Test. STOP.

CID 175

Engine Oil Temperature Sensor (EOTS)

System Schematic For Engine Oil Temperature Sensor (EOTS)

System Operation

The EMCP II+ system monitors engine oil temperature to protect the engine in case of an oil temperature problem. The oil temperature sensor is mounted in an oil gallery of the engine. The exact location of the engine oil temperature sensor varies depending on the engine model.

The sensor is powered by an 8 volt sensor supply from the GSC+. The oil temperature signal is a pulse width modulated (PWM) signal. The base frequency of the signal is 455 Hz (370 to 550 Hz). As temperature changes, the duty cycle of the signal varies from 10 to 95 percent.

* -40°C (-40°F) is approximately 10% duty cycle (approximately 1.0 DCV).

* 135°C (275°F) is approximately 93% duty cycle.

NOTE: The GSC+ is usually programmed to treat an oil temperature sensor fault as an alarm fault (P004 = 0, factory default). If the GSC+ is programmed to shutdown (P004 = 1) for an oil temperature sensor fault, then it is not necessary to press the alarm codes key to view the CID FMI. The CID FMI are automatically shown on the upper display.

CID 100 FMI 3, Engine Oil Pressure Sensor

CID 110 FMI 3, Engine Coolant Temperature Sensor

CID 111 FMI 3, Engine Coolant Loss Sensor (if equipped)

CID 175 FMI 3, Engine Oil Temperature Sensor (if equipped)

CID 190 FMI 3, Engine Magnetic Pickup

CID 336 FMI 2, Engine Control Switch

CID 175 FMI 2

Engine Oil Temperature Sensor (EOTS); Signal Out Of Range

The possible causes of a CID 175 FMI 2 fault are:

* The base frequency of the sensor signal is beyond accepted limits.

* The duty cycle of the sensor signal is beyond accepted limits.

Begin performing these procedures only when CID 175 FMI 2 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 175 FMI 2 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

NOTE: If desired, this procedure can be replaced by troubleshooting the sensor signal with a meter capable of measuring frequency and duty cycle. See the topic PWM Sensor Test.

NOTE: If a sensor supply fault (CID 269) is active, correct it prior to proceeding with this procedure.

1. Check GSC+ And Harness. Make sure that CID 175 FMI 2 is showing on the display.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the sensor from the engine harness (the sensor remains fastened to the engine).

c. Turn the ECS to the STOP position.

d. Press the alarm codes key (not required for shutdown faults).

e. Monitor the display to see if CID 175 FMI 2 is no longer showing (inactive) and CID 175 FMI 3 is now showing (active).

Expected Result: CID 175 FMI 2 is not showing, CID 175 FMI 3 is now showing (active).

Results:

* OK - The GSC+ and the harness function properly. Therefore, the sensor is faulty. Replace the sensor. (If desired, more sensor testing is available; see the topic PWM Sensor Test.) STOP.

* Not OK - CID 175 FMI 2 fault remains showing. The harness or the GSC+ is faulty. Proceed to next step.

2. Check GSC+.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the harness connector from the GSC+.

c. Turn the ECS to the STOP position.

d. Press the alarm codes key.

e. Monitor the display to see if CID 175 FMI 2 is no longer showing (inactive) and CID 175 FMI 3 is now showing (active).

Expected Result: CID 175 FMI 2 is not showing, CID 175 FMI 3 is now showing (active).

Results:

* Not OK - CID 175 FMI 2 fault remains showing. The GSC+ is faulty. Replace the GSC+; see the topic Generator Set Control + Replacement. STOP.

CID 175 FMI 3

Engine Oil Temperature Sensor (EOTS); Signal Too High

The possible causes of a CID 175 FMI 3 fault are:

* A short to battery positive (B+) of the sensor signal.

* An open circuit of the sensor signal.

Begin performing these procedures only when CID 175 FMI 3 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 175 FMI 3 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

NOTE: If a sensor supply fault (CID 269) is active, correct it prior to proceeding with this procedure.

1. Check Supply Circuit.

a. Turn the ECS to OFF/RESET and then to the STOP position.

b. Disconnect the sensor from the engine harness (the sensor remains fastened to the engine).

c. At the engine harness side of the sensor connector, measure the voltage (DCV) between contact A (supply) and contact B (sensor ground).

Expected Result: The voltage should be 8.0 ± 0.5 DCV.

Results:

* OK - The supply circuit functions properly. Proceed to next step.

2. Check Signal Circuit. The ECS remains in the STOP position and the sensor remains disconnected from the engine harness.

a. At the engine harness side of the sensor connector, measure the voltage (DCV) between contact C (signal) and contact B (sensor ground).

Expected Result: The voltage should be 7.0 ± 0.5 DCV.

Results:

* OK - The signal circuit functions properly. Verify this result by checking to see if the fault remains present. Reconnect the sensor. Turn the ECS to OFF/RESET and then to STOP. If the CID 175 FMI 3 fault is still showing on the upper display, the sensor is faulty. Replace the sensor. STOP.

* Not OK - Voltage is NOT 7.0 ± 0.5 DCV and is NOT equal to battery positive (B+). The GSC+ or the harness is faulty. Proceed to next step.

3. Check For Shorted Harness. When performing this Step, see the preceding System Schematic. The sensor remains disconnected from the engine harness.

a. Turn the ECS to OFF/RESET.

b. Disconnect the harness connector from the GSC+.

c. At the GSC+ harness connector, measure the resistance from signal contact 14 to all other contacts of the connector.

Expected Result: For each measurement, the resistance should be 5k ohms or greater.

Results:

* OK - The harness functions properly. Proceed to next step.

* Not OK - The harness wiring with the incorrect resistance is shorted in the harness. Troubleshoot and repair the faulty harness wiring between the sensor connector and the GSC+ connector. STOP.

a. Measure the resistance of the ground circuit, from contact B of the sensor harness connector to contact 31 of the GSC+ harness connector.

b. Measure the resistance of the signal circuit, from contact C of the sensor harness connector to contact 14 of the GSC+ harness connector.

c. Measure the resistance of the sensor supply circuit, from contact A of the sensor harness connector to contact 9 of the GSC+ harness connector.

Expected Result: For each measurement, the resistance should be 5 ohms or less.

Results:

* OK - The harness functions properly. Proceed to next step.

* Not OK - The harness wiring with the incorrect resistance measurement is open (faulty). Troubleshoot and repair the faulty harness wiring between the sensor connector and the GSC+ connector. STOP.

5. Check Electrical Connectors.

a. Check the electrical connectors, terminals and wiring; proceed to the topic Electrical Connector Inspection.

Expected Result: All connectors, terminals and wiring should function properly.

Results:

* OK - Connect all harness connectors that were previously disconnected. Start the engine. If the CID 175 FMI 3 fault is still showing, replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

* Not OK - Repair the faulty area. STOP.

CID 175 FMI 4

Engine Oil Temperature Sensor (EOTS); Signal Too Low

The possible cause of a CID 175 FMI 4 fault is:

* A short to battery negative (B-) of the sensor signal.

Begin performing these procedures only when CID 175 FMI 4 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 175 FMI 4 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

NOTE: If a sensor supply fault (CID 269) is active, correct it prior to proceeding with this procedure.

1. Check GSC+ And Harness. Make sure that CID 175 FMI 4 is showing on the display.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the sensor from the engine harness (the sensor remains fastened to the engine).

c. Turn the ECS to the STOP position.

d. Press the alarm codes key.

e. Monitor the display to see if CID 175 FMI 4 is no longer showing (inactive) and CID 175 FMI 3 is now showing (active).

Expected Result: CID 175 FMI 4 is not showing and CID 175 FMI 3 is now showing (active).

Results:

* OK - The GSC + and the harness function properly. Therefore the sensor is faulty. Replace the sensor. (If desired, more sensor testing is available, see the topic PWM Sensor Test.) STOP.

* Not OK - CID 175 FMI 4 fault remains showing. The harness or the GSC+ is faulty. Proceed to next step.

2. Check GSC+.

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the harness connector from the GSC+.

c. Turn the ECS to the STOP position.

d. Press the alarm codes key.

e. Monitor the display to see if CID 175 FMI 4 is no longer showing (inactive) and CID 175 FMI 3 is now showing (active).

Expected Result: CID 175 FMI 4 is not showing and CID 175 FMI 3 is now showing (active).

Results:

* Not OK - CID 175 FMI 4 fault remains showing. The GSC+ is faulty. Replace the GSC+; see the topic Generator Set Control + Replacement. STOP.

CID 190

Engine Magnetic Pickup (MPU)

System Schematic For Engine Magnetic Pickup (MPU)

System Operation

The EMCP II+ system monitors engine speed to use the information when needed for other tasks. Tasks such as: activating an engine overspeed shutdown, terminating engine cranking, determining the oil step speed and causing the air shut off solenoid to engage during some fault shutdowns. The EMCP II+ does not control engine speed. The engine magnetic pickup is mounted on the flywheel housing of the engine.

The sensor creates a sine wave signal from passing ring gear teeth at the rate of one pulse per tooth. The sensor sends the GSC+ the sine wave signal in which the frequency is in direct proportion to the speed of the engine.

The GSC+ treats a CID 190 fault as a shutdown fault. The engine is not allowed to crank or run when either a CID 190 FMI 2 or CID 190 FMI 3 diagnostic fault is active.

NOTE: Engines equipped with an electronic governor have a separate magnetic pickup with the cable marked 973-458, 458-873, 973-407 or 873-507. The cable of the magnetic pickup used by the GSC+ is marked 838-873 or 838-973.

CID 100 FMI 3, Engine Oil Pressure Sensor

CID 110 FMI 3, Engine Coolant Temperature Sensor

CID 111 FMI 3, Engine Coolant Loss Sensor (if equipped)

CID 175 FMI 3, Engine Oil Temperature Sensor (if equipped)

CID 190 FMI 3, Engine Magnetic Pickup

CID 336 FMI 2, Engine Control Switch

CID 190 FMI 2

Engine Magnetic Pickup (MPU); Signal Out Of Range

CID 190 FMI 3

Engine Magnetic Pickup (MPU); Signal Too High

This troubleshooting procedure is for a FMI 2 or a FMI 3 fault that is active or inactive.

The possible causes of a CID 190 FMI 2 fault are:

* The frequency of the signal is beyond accepted limits (short to B-).

* The air gap of the magnetic pickup is too large.

The possible cause of a CID 190 FMI 3 fault is:

* An open circuit of the signal.

Clear the fault from the fault log after troubleshooting is complete.

1. Check Harness And MPU.

a. Turn the ECS to OFF/RESET.

b. Disconnect the harness connector from the GSC+.

c. At the GSC+ harness connector, measure the resistance from contact 1 to contact 2.

Expected Result: The resistance should be 100 to 350 ohm.

Results:

* OK - The fault is most likely intermittent. Reconnect the harness connector to the GSC+. Turn the ECS to OFF/RESET and then to STOP. Check to see if a CID 190 fault remains showing (active) on the upper display.

a. If a CID 190 fault is showing, continue with this procedure. Proceed to next step.

b. If a CID 190 fault is NOT showing, this Step has corrected the fault. STOP. (If desired, continue with this procedure. Proceed to next step.)

* Not OK - The harness wiring or the MPU is faulty. Proceed to Step 2.

2. Check MPU Resistance.

a. Disconnect the MPU from the engine harness (the MPU remains fastened to the engine).

b. At the connector of the MPU, measure the resistance between contact 1 and contact 2.

Expected Result: The resistance should be 100 to 350 ohm.

Results:

* OK - The resistance of the MPU is correct. Proceed to next step.

* Not OK - Replace the MPU. Also, see the topic Magnetic Pickup (MPU) Adjustment. STOP.

3. Check Harness For Open And Short. The ECS remains in the OFF/RESET position. The MPU and the GSC+ remain disconnected from the harness.

a. Check for open circuit, from contact 2 of the MPU harness connector to contact 2 of the GSC+ harness connector. The resistance should be 5 ohms or less.

b. Check for open circuit, from contact 1 of the MPU harness connector to contact 1 of the GSC+ harness connector. The resistance should be 5 ohms or less.

c. Check for short circuit, from contact 1 to contact 2, both of the GSC+ harness connector. The resistance should be greater than 5K ohms.

Expected Result: The resistance for a and b should be 5 ohms or less. The resistance for c should be greater than 5K ohms.

Results:

* OK - The harness functions properly. Proceed to next step.

* Not OK - The harness wiring with the incorrect resistance measurement is faulty. Replace the faulty harness from the MPU to the GSC+ connector. STOP.

4. Check Shield And Connectors. The ECS remains in the OFF/RESET position. The MPU and the GSC+ remain disconnected from the harness. The harness has a shield (bare wire) which protects the MPU signal wire from electrical interference. It is important that this shield is securely fastened and makes good electrical connection to the inside enclosure of EMCP II+.

a. Within the EMCP II+, check that the shield is securely fastened.

b. Within the EMCP II+, measure the resistance from the shield to a metal surface within the enclosure of EMCP II+. A good reference point is any component mounting screw that directly contacts the metal enclosure. The resistance should be 5 ohms or less.

c. Check the connector of the MPU and the mating harness connector. Proceed to the topic Electrical Connector Inspection.

Expected Result: The shield should be securely fastened, the resistance (of b) should be 5 ohms or less and the connectors should be proper.

Results:

* OK - Proceed to next step.

* Not OK - One of the items is NOT correct. Repair or replace the harness. STOP.

5. Inspect And Adjust MPU.

a. Remove the MPU from the engine flywheel housing.

b. Inspect for damage and remove any debris from the tip.

Expected Result: No damage should be present.

Results:

* OK - Reinstall and adjust the MPU; see the topic Magnetic Pickup (MPU) Adjustment. Proceed to next step.

* Not OK - Replace the MPU. Also, see the topic Magnetic Pickup (MPU) Adjustment. STOP.

6. Check Fault Status.

a. Reconnect the harness connector to the GSC+ and the MPU.

b. Turn the ECS to OFF/RESET and then to STOP.

c. Check the upper display to see if a CID 190 fault remains showing (active).

Expected Result: Is a CID 190 FMI 2 or CID 190 FMI 3 diagnostic fault active.

Results:

* No - These procedures have corrected the fault. STOP. (If desired, continue with this procedure. Proceed to next step.)

* Yes - A CID 190 fault is showing, the fault is still active and the engine will not start. Use the process of elimination to find the faulty component. Stop when the fault is no longer showing. First, replace and adjust the MPU. Second, replace the harness. Third (last), replace the GSC+.

7. Check Signal Voltage. This is an additional check of the circuit. Make sure all harness connectors are connected.

a. Setup a multimeter with 7X-1710 Cable Probes to measure the AC signal voltage from contact 1 to contact 2 of the GSC+ connector.

b. Start and run the engine at rated speed.

c. Measure the AC signal voltage of the MPU.

Expected Result: The voltage should be 10 ACV or greater.

Results:

* OK - The MPU circuit checks correctly. STOP.

* Not OK - The most likely cause is improper air gap of the pickup. Repeat Step 5. STOP.

CID 248

CAT Data Link

System Schematic For CAT Data Link
Note: When a CCM is connected to a single genset, B+ is connected directly from TS1-17. When a CCM is connected to multiple gensets, the diode must be connected shown and B+ wired to TS1-15.

System Operation

On gensets so equipped, the GSC+ uses the CAT data link to communicate with the Customer Communication Module (CCM). The CAT data link consists of two wires that connect the GSC+ to the CCM.

CID 248 FMI 9

CAT Data Link; Abnormal Update

The possible causes of a CID 248 FMI 9 fault are:

* A short to battery positive (B+) of either of the two CAT data link wires.

* A short to battery negative (B-) of either of the two CAT data link wires.

The GSC+ cannot detect an open in the circuit of the CAT data link. The GSC+ treats a CID 248 FMI 9 as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. Troubleshoot and repair the wiring, see the Generator Set Wiring Diagram in the Schematics & Wiring Diagrams section. Clear the fault from the fault log after troubleshooting is complete.

CID 268

GSC+ Internal Memory; System Operation

A portion of memory within the GSC+ stores the setpoints of important genset conditions including engine/generator setpoint programming (OP5-0), protective relaying setpoints (OP5-1), spare input/output programming (OP6) and voltmeter/ammeter programming (OP8). The GSC+ detects a CID 268 fault when the setpoint data is invalid or out of range. After detecting a CID 268 fault, the GSC+ sets the affected setpoints to the default value. For more information regarding setpoints and default values see the following topics in the Systems Operation section of this manual:

Engine/Generator Programming OP5-0

Protective Relay Programming OP5-1

Spare Input/Output Programming OP6

Voltmeter/Ammeter Programming OP8

CID 268 FMI 2

GSC+ Internal Memory; Signal Out Of Range

The possible cause of a CID 268 FMI 2 fault is:

* Electrical interference.

This procedure is for an active or inactive CID 268 fault. Clear the fault from the fault log after troubleshooting is complete.

The GSC+ treats a CID 268 fault as an alarm fault or a shutdown fault, depending upon the particular setpoint with corrupt data. The ring gear teeth (P009) setpoint and the engine overspeed (P010) setpoint are treated as shutdown faults when the particular data is corrupted. All other setpoints are treated as alarm faults when the particular data is corrupted.

NOTE: If the fault shutdown indicator is FLASHING and the 6 to 9 jumper is NOT installed on the ECS, then the jumper must be temporarily installed. The GSC+ setpoints must be programmed in OFF/RESET when a fault shutdown is active. If the fault alarm indicator is FLASHING the GSC+ can be programmed with the ECS in any position.

1. Check Setpoints.

a. View the setpoints that are stored in the memory of the GSC+; see Engine/Generator Setpoint Viewing OP2-0 within the topic Service Mode in the Systems Operation section.

b. Also check the spare input/output programming (OP6) and the voltmeter/ammeter programming (OP8).

c. Compare the stored setpoints to the specified setpoints of 129-4053 Control Panel Chart (packaged within the control panel).

Expected Result: The stored setpoints and specified setpoints should match.

Results:

* OK - All the setpoints match. Start the engine and check to see if the CID 268 FMI 02 fault is active. If the fault remains active, replace the GSC+. See the topic Generator Set Control + Replacement. If the fault was inactive prior to performing this procedure, then these steps should have corrected the fault. STOP.

* Not OK - One or more of the setpoints do not match. Program the setpoints; see Engine/Generator Programming OP-5, Protective Relay Programming OP5-1, Spare Input/Output Programming OP6 and Voltmeter/Ammeter Programming OP8 within the topic Service Mode in the Systems Operation section. STOP.

CID 269

Sensor Power Supply

System Schematic For Sensor Power Supply

System Operation

The EMCP II+ system has an 8 volt DC sensor supply from the GSC+ that powers the four engine sensors: oil pressure, oil temperature (optional), coolant temperature and coolant loss (optional). The sensor power supply functions whenever power is applied to the GSC+.

NOTE: The GSC+ is usually programmed (factory default) to treat a fault with the sensor power supply (CID 269) as an alarm fault (P004 = 0). If the GSC+ is programmed to shutdown (P004 = 1) for a fault with the sensor power supply, then it is not necessary to press the alarm codes key to view the CID FMI. The CID FMI are automatically shown on the upper display.

CID 100 FMI 3, Engine Oil Pressure Sensor

CID 110 FMI 3, Engine Coolant Temperature Sensor

CID 111 FMI 3, Engine Coolant Loss Sensor (if equipped)

CID 175 FMI 3, Engine Oil Temperature Sensor (if equipped)

CID 190 FMI 3, Engine Magnetic Pickup

CID 336 FMI 2, Engine Control Switch

CID 269 FMI 3

Sensor Power Supply; Voltage Too High

The possible cause of a CID 269 FMI 3 fault is:

* The voltage of the sensor power supply is greater than 8.5 DCV.

Begin performing these procedures only when CID 269 FMI 3 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 269 FMI 3 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

1. Check The GSC+.

a. Disconnect the harness connector from the GSC+.

b. Turn the ECS to OFF/RESET and then to the STOP position.

c. Press the alarm codes key.

d. Observe the upper display to see if the CID 269 FMI 3 fault is showing (is active).

Expected Result: The CID 269 FMI 3 fault should NOT be showing (is inactive).

Results:

* OK - The GSC+ is functioning properly. Therefore, the engine harness has a short to B+. Repair the engine harness. STOP.

* Not OK - The GSC+ is faulty, replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

CID 269 FMI 4

Sensor Power Supply; Voltage Too Low

The possible cause of a CID 269 FMI 4 fault is:

* The voltage of the sensor power supply is less than 7.5 DCV.

Begin performing these procedures only when CID 269 FMI 4 is showing and the DIAG indicator is FLASHING (fault is active) on the upper display. The GSC+ treats a CID 269 FMI 4 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. For an inactive fault, the problem may be intermittent. To troubleshoot an inactive fault, use the preceding system schematic and see the topic Electrical Connector Inspection. Clear the fault from the fault log after troubleshooting is complete.

1. Check The GSC+.

a. Turn the ECS to OFF/RESET.

b. Disconnect the harness connector from the GSC+.

c. Turn the ECS to STOP.

d. Press the alarm codes key.

e. Observe the upper display to see if the CID 269 FMI 4 fault is showing (is active).

Expected Result: The CID 269 FMI 4 fault should NOT be showing (is inactive).

Results:

* OK - The GSC+ is functioning properly. Therefore, the engine harness or a sensor is faulty. Proceed to next step.

* Not OK - The GSC+ is faulty, replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

2. Check Oil Pressure Sensors.

a. Turn the ECS to OFF/RESET.

b. Reconnect the harness connector to the GSC+.

c. Disconnect the engine harness from the oil pressure sensor.

d. Turn the ECS to STOP.

e. Press the alarm codes key.

f. Observe the upper display to see if the CID 269 FMI 4 fault is showing (is active).

Expected Result: If the sensor is the cause of the CID 269 FMI 4 fault, then CID 269 FMI 4 should NOT be showing when the sensor is disconnected.

Results:

* OK - The CID 269 FMI 4 fault is NOT showing (is inactive). The oil pressure sensor is faulty. Replace the sensor. STOP.

* Not OK - The CID 269 FMI 4 fault is still showing (is active). The oil pressure is not the cause of the CID 269 FMI 4 fault. Proceed to next step.

3. Check Other Sensors And Harness.

a. Repeat Step 2 for the coolant temperature sensor, the optional oil temperature sensor and the optional coolant loss sensor.

Expected Result: If a sensor is the cause of the CID 269 FMI 4 fault, then CID 269 FMI 4 should NOT be showing when the sensor is disconnected.

Results:

* OK - When a sensor is disconnected, the CID 269 FMI 4 fault is NOT showing (is inactive). The sensor is faulty. Replace the sensor. STOP.

* Not OK - With all the sensors disconnected, the CID 269 FMI 4 fault is still showing (is active). The sensor are not the cause of the CID 269 FMI 4 fault. Therefore the engine harness has a short to battery negative (B-). Repair the engine harness. STOP.

CID 333

Alarm Module (ALM)

System Schematic For Alarm Module (ALM)

System Operation

The alarm module (ALM) is available as an option. It is either mounted on the instrument panel or at a distance as a remote annunciator. It is used to satisfy customer or National Fire Protection Association (NFPA) requirements by annunciating the presence of a fault.

The ALM communicates with the GSC+ by a serial data link. When the data link malfunctions, all of the indicators on the ALM that are controlled by the data link, flash at a rate of .5 Hz.

NOTE: The maximum number of modules, ALM or CIM, connected to the serial data link is three. The maximum distance between a module and the GSC+ is 305 m (1000 ft). If these specifications are not met, it is possible for the ALM indicators to flash and for the GSC+ to declare a CID 333 fault. If not in compliance with the specifications, reduce the number of modules and/or shorten the distance to them.

CID 100 FMI 3, Engine Oil Pressure Sensor

CID 110 FMI 3, Engine Coolant Temperature Sensor

CID 111 FMI 3, Engine Coolant Loss Sensor (if equipped)

CID 175 FMI 3, Engine Oil Temperature Sensor (if equipped)

CID 190 FMI 3, Engine Magnetic Pickup

CID 336 FMI 2, Engine Control Switch

CID 333 FMI 3

Alarm Module (ALM); Signal Too High

CID 333 FMI 4

Alarm Module (ALM); Signal Too Low

Use this procedure for either a FMI 3 or FMI 4 fault that is active or inactive.

The possible cause of a CID 333 FMI 3 fault is:

* A short to B+ of the data signal.

The possible cause of a CID 333 FMI 4 fault is:

* A short to B- of the data signal.

The GSC+ treats a CID 333 FMI or CID 333 FMI 4 fault as an alarm fault. Clear the fault from the fault log after troubleshooting is complete.

NOTE: If a CID 333 FMI 3 or a CID 333 FMI 4 fault is showing on the upper display and no alarm module is installed, then check for a short to B+ or B- between the auxiliary terminal strip and the GSC+.

1. Check Fault Status (Active/Inactive).

a. Turn the ECS to OFF/RESET and then to STOP.

b. Press the alarm codes key.

c. Observe the upper display to see if a CID 333 FMI 3 or a CID 333 FMI 4 fault is showing (is active).

d. If the fault is not showing, enter service mode and view the fault log (OP1) to see if the faults are showing (is inactive).

Expected Result: Is a CID 333 FMI 3 or a CID 333 FMI 4 fault showing as active or inactive?

Results:

* No - A CID 333 FMI 3 or a CID 333 FMI 4 fault has not occurred (is NOT active and is NOT inactive). STOP.

* Yes - A CID 333 FMI 3 or a CID 333 FMI 4 fault is active. Proceed to Step 2.

* Yes - A CID 333 FMI 3 or a CID 333 FMI 4 fault is inactive. Proceed to Step 4.

2. Check Voltage Of Data Signal.

a. Turn the ECS to STOP.

b. At the ALM, measure the DC voltage from terminal 2 (positive meter lead) to terminal 7 (negative meter lead).

Expected Result: The measured voltage should change constantly, within the range of 0 to 10 DCV.

Results:

* OK - Voltage measurement is correct. Proceed to Step 4.

* Not OK - Voltage measurement is NOT correct. Proceed to Step 3.

3. Check Voltage Of ALM And GSC+.

a. Turn the ECS to STOP.

b. At the ALM, remove wire #18 from terminal 2.

c. Disconnect the harness connector from the GSC+.

d. At the ALM, measure the DC voltage from terminal 2 (positive meter lead) to terminal 7 (negative meter lead). The voltage should be 11.6 ± 0.5 DCV.

e. At the GSC+, measure the DC voltage from contact 35 of the GSC+, to the battery negative (B-) terminal of the relay module. The measured voltage should change constantly, within the range of 0 to 5.5 DCV.

Expected Result: For Step d, the voltage should be 11.6 ± 0.5 DCV. For Step c, the voltage should be changing constantly, within the range of 0 to 5.5 DCV.

Results:

* OK - Both voltage measurements are correct. Proceed to Step 4.

* Not OK - Voltage measured at the ALM (Step d) is NOT correct. Replace the ALM. STOP.

* Not OK - Voltage measured at the GSC+ (Step e) is NOT correct. Replace the GSC+. STOP.

4. Check For B+ Short In Harness.

a. Disconnect the harness connector from the GSC+.

b. At the ALM, remove wire #18 from terminal 2.

c. Measure the resistance from wire #18 at the ALM to battery positive (B+) at the relay module.

d. Also, measure the resistance from wire #18 at the ALM to battery negative (B-) at the relay module.

Expected Result: For each measurement, the resistance should be 20k ohms or greater.

Results:

* OK - Check the electrical connectors, terminals and wiring; see the topic Electrical Connector Inspection. If the indicators on the ALM still flash after the inspection, replace the ALM. STOP.

* Not OK - One or both of the resistance measurements are less than 20k ohms. The harness wiring with the incorrect resistance measurement is shorted (faulty). Troubleshoot and repair the faulty harness wiring between the ALM and the GSC+. See the preceding System Schematic.

CID 334

Spare Output

System Schematic For Spare Output

System Operation

The spare output on the GSC+ is strictly for customer use. The spare output is programmable to activate under a variety of conditions. The default is for the output to activate when the engine is in cooldown. The GSC+ treats a CID 334 FMI 3 fault and a CID 334 FMI 4 fault as alarm faults. For more information, see Spare Input/Output Programming OP6 within the topic Service Mode in the Systems Operation section. It is the customers and/or the dealers responsibility to document and troubleshoot any connections to this output.

With no connections and when not active, the voltage on the spare output is approximately 5.0 volts DC. When active, the voltage on the spare output is approximately 0 volts. The spare output is capable of drawing (sinking) approximately 100 mA.

CID 334 FMI 3

Spare Output; Signal Too High

CID 334 FMI 4

Spare Output; Signal Too Low

The possible cause of a CID 334 FMI 3 fault is:

* A short to battery positive (B+) of the spare output signal.

The possible cause of a CID 334 FMI 4 fault is:

* A short to battery negative (B-) of the spare output signal.

Troubleshooting of a spare output fault is straightforward. The FMI defines the fault; FMI 3 = short to B+, FMI 4 = short to B-. Use the FMI information, spare output system schematic and the customer/dealer documentation to find the exact cause of the fault.

CID 336

Engine Control Switch (ECS)

System Schematic For Engine Control Switch (ECS)

System Operation

The Engine Control Switch (ECS) is used by the operator for manually controlling the engine. The ECS has four positions and each position connects to a corresponding input of the GSC+. The selected position of the ECS connects the corresponding input of the GSC+ to battery negative (B-). At any time, only one of these four positions (inputs) is connected to battery negative (B-).

Each position of the ECS places the engine in a different mode. The four positions and the corresponding engine modes are:

* OFF/RESET - The engine is shut down and the GSC+ is reset (upper display and fault indicators on the left side are temporarily cleared). The GSC+ turns OFF unless a jumper is installed from ECS terminal 6 to 9.

* AUTO - The engine starts and runs only when the customer's remote start/stop contact closes the start input on the GSC+ to battery negative (B-) or when the customer communication module (CCM) sends a remote start command. At this time, the GSC+ starts the engine and it runs normally until the remote start/stop contact opens or when the customer communication module (CCM) sends a remote stop command. The engine then enters a cooldown time after which the engine is shut down. The GSC+ shows faults on the upper display and on the fault indicators as they occur. The GSC+ is ON with the ECS in this position.

* MAN/START - The engine starts and runs until the operator turns the ECS to OFF/RESET, to COOLDOWN/STOP or until the GSC+ detects a fault shutdown. The GSC+ shows faults on the upper display and on the fault indicators as they occur. The GSC+ is ON with the ECS in this position.

* COOLDOWN/STOP - The engine maintains rated speed for the cooldown period (programmable 0 to 30 minutes). After the cooldown period elapses, the engine is shut down. The GSC+ shows faults on the upper display and on the fault indicators as they occur. The GSC+ is ON with the ECS in this position.

NOTE: The remote start/stop contacts (if equipped) are connected to the GSC+ start input via terminal TS1-14 in the generator housing. Before troubleshooting, disconnect the remote start contacts by removing the wires from terminal TS1-14.

CID 100 FMI 3, Engine Oil Pressure Sensor

CID 110 FMI 3, Engine Coolant Temperature Sensor

CID 111 FMI 3, Engine Coolant Loss Sensor (if equipped)

CID 175 FMI 3, Engine Oil Temperature Sensor (if equipped)

CID 190 FMI 3, Engine Magnetic Pickup

CID 336 FMI 2, Engine Control Switch

CID 336 FMI 2

Engine Control Switch (ECS); Undefined State

The possible causes of a CID 336 FMI 2 fault are:

* None of the GSC+ inputs from the ECS are connected to ground.

* More than one GSC+ input from the ECS is connected to battery negative (B-) at the same time. The one exception is the start input. The start input of the GSC+ is also connected to the remote start/stop contact and is controlled by the customer. Therefore the GSC+ accepts a battery negative (B-) connection at the start input in combination with any other ECS input.

The CID 336 FMI 2 fault is the only ECS fault detected by the GSC+. Clear the fault from the fault log after troubleshooting is complete. The GSC+ treats a CID 336 FMI 2 fault as a shutdown fault. Use these procedures for an active or an inactive fault.

1. Check For Open Circuit. When performing this Step, see the preceding System Schematic.

a. If equipped, disconnect the remote start/stop contacts by removing the wires from terminal TS1-14. Reconnect after troubleshooting is complete.

b. Disconnect the harness connector from the GSC+.

c. Check that for each position of the ECS, the corresponding contact of the GSC+ harness connector is the only one connected to battery negative (B-).

d. Place the ECS in the OFF/RESET position. At the GSC+ harness connector, measure the resistance from contact 39 to the B- terminal of the relay module. The resistance should be 5 ohms or less. Measure the resistance from contacts 32, 33 and 40 to the B- terminal. The resistance should be greater than 5k ohms.

e. Place the ECS in the AUTO position. At the GSC+ harness connector, measure the resistance from contact 40 to the B- terminal of the relay module. The resistance should be 5 ohms or less. Measure the resistance from contacts 32, 33 and 39 to the B- terminal. The resistance should be greater than 5k ohms.

f. Place the ECS in the MAN/START position. At the GSC+ harness connector, measure the resistance from contact 33 to the B- terminal of the relay module. The resistance should be 5 ohms or less. Measure the resistance from contacts 32, 39 and 40 to the B- terminal. The resistance should be greater than 5k ohms.

g. Place the ECS in the COOLDOWN/STOP position. At the GSC+ harness connector, measure the resistance from contact 32 to the B- terminal of the relay module. The resistance should be 5 ohms or less. Measure the resistance from contacts 33, 39 and 40 to the B- terminal. The resistance should be greater than 5k ohms.

Expected Result: For each measurement of steps d, e, f and g; the resistance should be as stated in the step.

Results:

* OK - All resistance measurements are correct. The circuits in the harness are NOT open. To further check the harness, go to the topic Electrical Connector Inspection. STOP.

* Not OK - One or more of the resistance measurements are NOT correct. The ECS is faulty or the harness wiring with the incorrect resistance measurement is open (faulty). Troubleshoot the ECS and/or repair the faulty harness wiring between battery negative (B-) and the GSC+ connector. STOP.

CID 441

Electronic Governor Relay (EGR)

System Schematic For Electronic Governor Relay (EGR)

System Operation

The GSC+ uses the electronic governor relay (EGR) to activate the close-for-rated speed contacts of the electronic governor. When this occurs, the electronic governor increases the engine speed from idle to rated. The electronic governor relay output is rated at 1 amp. The EGR is located within the relay module.

When engine oil pressure is greater than the setpoint for low oil pressure shutdown at idle speed (P014), the GSC+ activates the EGR. (Also, K1 is showing on the lower display.) This closes the relay contacts of the EGR and tells the electronic governor to go to rated engine speed.

When engine oil pressure is less than the setpoint for low oil pressure shutdown at idle speed (P014), the GSC+ does not activate the EGR. (Also, K1 is not showing on the lower display). This opens the relay contacts of the EGR and tells the electronic governor to go to idle engine speed.

NOTE: Whenever the GSC+ activates or attempts to activate the EGR, K1 is shown on the lower display. When the EGR is not activated, K1 is not shown.

CID 441 FMI 12

Electronic Governor Relay (EGR); Faulty Component

The possible cause of a CID 441 FMI 12 fault is:

* An open or shorted coil of the EGR.

The system response to this fault is:

* If a CID 441 fault occurs while the EGR is activated, then the engine speed drops from rated to idle speed (if equipped with an electronic governor).

* If a CID 441 fault occurs while the EGR is not activated, then the engine is able to start and run, but can not reach rated speed (if equipped with an electronic governor).

The GSC+ treats a CID 441 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. Clear the fault from the fault log after troubleshooting is complete.

This troubleshooting procedure is for an active or inactive CID 441 fault.

1. Check Fault Status (Active/Inactive).

a. Turn the ECS to OFF/RESET and then to STOP.

b. Press the alarm codes key.

c. Observe the upper display to see if the CID 441 FMI 12 fault is showing (is active).

d. If the fault is not showing, enter service mode and view the fault log (OP1) to see if the fault is showing (is inactive).

Expected Result: Is a CID 441 FMI 12 fault showing as active or inactive?

Results:

* No - A CID 441 FMI 12 fault has not occurred (is NOT active and is NOT inactive). STOP.

* Yes - A CID 441 FMI 12 fault is active or inactive. Proceed to next step.

2. Check Internal Cable Of Relay Module.

NOTE: Only open the relay module in a dry environment. If the inspection and repair takes more than approximately 20 minutes, replace the desiccant bag in the GSC+ housing. See the topic Relay Module Replacement.

a. Turn the ECS to OFF/RESET.

b. Temporarily, remove the relay module from the GSC+, see the topic Relay Module Replacement.

c. Check the cable that attaches the relay module to the GSC+.

Expected Result: The cable should be firmly seated in the connector with the clamp in place. The cable should not be damaged.

Results:

* OK - Reassemble the relay module to the GSC+. Proceed to next step.

* Not OK - Replace the connector clamp if it is missing. If the cable is damaged, replace the GSC+. STOP.

3. EGR Functional Check.

a. Turn the ECS to OFF/RESET.

b. Disconnect all wires from RM-13 and RM-14 of the relay module.

c. At the relay module, measure the resistance from RM-13 to RM-14. Resistance should be greater than 5k ohms.

d. Start and run the engine. Make sure the engine oil pressure is greater than the setpoint for low oil pressure shutdown at idle speed (P014).

e. At the relay module, measure the resistance from RM-13 to RM-14. Resistance should be less than 5 ohms.

Expected Result: For Step c, the resistance should be greater than 5K ohms. For Step e, the resistance should be less than 5 ohms.

Results:

* OK - It is likely that a temporary bad electrical connection existed and this troubleshooting procedure corrected it. Check the electrical connectors, terminals and wiring; see the topic Electrical Connector Inspection. STOP.

* Not OK - Either one of the resistance measurements are NOT correct. The relay module is faulty. Replace the relay module; see the topic Relay Module Replacement. STOP.

CID 442

Generator Fault Relay (GFR)

System Schematic For Generator Fault Relay (GFR)

System Operation

The GSC+ uses the generator fault relay (GFR) to activate the shunt trip coil of the optional circuit breaker during a shutdown fault. The GFR is located within the relay module. The optional circuit breaker is located in the generator housing.

NOTE: Whenever the GSC+ activates or attempts to activate the GFR, K2 is shown on the lower display. When the GFR is not activated, K2 is not shown.

CID 442 FMI 12

Generator Fault Relay (GFR); Faulty Component

The possible cause of a CID 442 FMI 12 fault is:

* An open or shorted coil of the GFR.

The system response to this fault is:

* If a CID 442 fault occurs while the GFR is activated, then there is no effect on the system because the optional circuit breaker is already open and shutdown mode is functioning. The generator is already off-line.

* If a CID 442 fault occurs while the GFR is not activated and a shutdown fault occurs, then the GFR cannot activate the shunt trip coil of the optional circuit breaker. The generator remains on-line.

The GSC+ treats a CID 442 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. Clear the fault from the fault log after troubleshooting is complete.

This troubleshooting procedure is for an active or inactive CID 442 fault.

1. Check Fault Status (Active/Inactive).

a. Turn the ECS to OFF/RESET and then to STOP.

b. Press the alarm codes key.

c. Observe the upper display to see if the CID 442 FMI 12 fault is showing (is active).

d. If the fault is not showing, enter service mode and view the fault log (OP1) to see if the fault is showing (is inactive).

Expected Result: Is a CID 442 FMI 12 fault showing as active or inactive?.

Results:

* No - A CID 442 FMI 12 fault has not occurred (is NOT active and is NOT inactive). STOP.

* Yes - A CID 442 FMI 12 fault is active or inactive. Proceed to next step.

2. Check Internal Cable Of Relay Module.

a. Turn the ECS to OFF/RESET.

b. Temporarily, remove the relay module from the GSC+, see the topic Relay Module Replacement.

c. Check the cable that attaches the relay module to the GSC+.

Expected Result: The cable should be firmly seated in the connector with the clamp in place. The cable should not be damaged.

Results:

* OK - Reassemble the relay module to the GSC+. Proceed to next step.

* Not OK - Replace the connector clamp if it is missing. If the cable is damaged, replace the GSC+. STOP.

3. GFR Functional Check.

a. Turn the ECS to OFF/RESET.

b. Disconnect all wires from RM-22 of the relay module.

c. At the relay module, measure the resistance from RM-22 to RM-7. Resistance should be greater than 5k ohms.

d. Turn the ECS to STOP and push in the emergency stop button.

e. At the relay module, measure the resistance from RM-22 to RM-7. Resistance should be less than 5 ohms.

Expected Result: For Step c, the resistance should be greater than 5K ohms. For Step e, the resistance should be less than 5 ohms.

Results:

* Not OK - Either one of the resistance measurements are NOT correct. The relay module is faulty. Replace the relay module; see the topic Relay Module Replacement. STOP.

CID 443

Crank Termination Relay (CTR)

System Schematic For Crank Termination Relay (CTR)

System Operation

The GSC+ uses the crank termination relay (CTR) to activate optional components: the auxiliary relay (AUXREL) and the governor switch (GS). The CTR is located within the relay module. The AUXREL is located on the sub-panel within the control panel. The GS is located on the instrument panel.

The CTR is used to indicate that the engine is beginning to run without cranking. The GSC+ activates the CTR when engine speed is greater than the crank terminate setpoint (400 RPM, setpoint P011) and the starting motor relay has been deactivated. The CTR deactivates when the engine RPM reaches 0.

NOTE: Whenever the GSC+ activates or attempts to activate the CTR, K3 is shown on the lower display. When the CTR is not activated, K3 is not shown.

CID 443 FMI 12

Crank Termination Relay (CTR); Faulty Component

The possible cause of a CID 443 fault is:

* An open or shorted coil of the CTR.

The system response to this fault is:

* If a CID 443 fault occurs while the CTR is activated, then the engine continues to run, but the AUX and GS are deactivated.

* If a CID 443 fault occurs while the CTR is not activated, then the engine is able to start and run, but the AUX and the GS are not activated.

The GSC+ treats a CID 443 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. Clear the fault from the fault log after troubleshooting is complete.

This troubleshooting procedure is for an active or inactive CID 443 fault.

1. Check Fault Status (Active/Inactive).

a. Turn the ECS to OFF/RESET and then to STOP.

b. Press the alarm codes key.

c. Observe the upper display to see if the CID 443 FMI 12 fault is showing (is active).

d. If the fault is not showing, enter service mode and view the fault log (OP1) to see if the fault is showing (is inactive).

Expected Result: Is a CID 443 FMI 12 fault showing as active or inactive?.

Results:

* No - A CID 443 FMI 12 fault has not occurred (is NOT active and is NOT inactive). STOP.

* Yes - A CID 443 FMI 12 fault is active or inactive. Proceed to next step.

2. Check Internal Cable Of Relay Module.

a. Turn the ECS to OFF/RESET.

b. Temporarily, remove the relay module from the GSC+, see the topic Relay Module Replacement.

c. Check the cable that attaches the relay module to the GSC+.

Expected Result: The cable should be firmly seated in the connector with the clamp in place. The cable should not be damaged.

Results:

* OK - Reassemble the relay module to the GSC+. Proceed to next step.

* Not OK - Replace the connector clamp if it is missing. If the cable is damaged, replace the GSC+. STOP.

3. CTR Functional Check.

a. Turn the ECS to OFF/RESET.

b. Disconnect all wires from RM-16 of the relay module.

c. At the relay module, measure the resistance from RM-16 to RM-3. Resistance should be greater than 5k ohms.

d. Start and run the engine. Make sure the engine speed is greater than the setpoint for crank terminate (P011).

e. At the relay module, measure the resistance from RM-16 to RM-3. Resistance should be less than 5 ohms.

Expected Result: For Step c, the resistance should be greater than 5K ohms. For Step e, the resistance should be less than 5 ohms.

Results:

* Not OK - Either one of the resistance measurements are NOT correct. The relay module is faulty. Replace the relay module; see the topic Relay Module Replacement. STOP.

CID 444

Starting Motor Relay (SMR)

System Schematic For Starting Motor Relay (SMR)

System Operation

The GSC+ uses the starting motor relay (SMR) to activate the starting motor magnetic switch (SMMS), start aid switch (SAS) (3500 product only) and the pre-lube pump. The SMR is located within the relay module and the SAS (3500 product only) is located on the instrument panel of the control panel. The pre-lube pump is located external to the control panel.

NOTE: Whenever the GSC+ activates or attempts to activate the SMR, K4 is shown on the lower display. When the SMR is not activated, K4 is not shown.

CID 444 FMI 12

Starting Motor Relay (SMR); Faulty Component

The possible cause of a CID 444 FMI 12 fault is:

* An open or shorted coil of the SMR.

The system response to this fault is:

* If a CID 444 fault occurs while the SMR is activated, then the engine stops cranking, the pre-lube pump is disabled and the AUTO position of the start aid switch is disabled.

* If a CID 444 fault occurs while the SMR is not activated, then the engine can not crank or start, the pre-lube pump is disabled and the AUTO position of the start aid switch is disabled. If the engine is already running, then it continues to run.

The GSC+ treats a CID 444 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. Clear the fault from the fault log after troubleshooting is complete.

This troubleshooting procedure is for an active or inactive CID 444 fault.

1. Check Fault Status (Active/Inactive).

a. Turn the ECS to OFF/RESET and then to STOP.

b. Press the alarm codes key.

c. Observe the upper display to see if the CID 444 FMI 12 fault is showing (is active).

d. If the fault is not showing, enter service mode and view the fault log (OP1) to see if the fault is showing (is inactive).

Expected Result: Is a CID 444 FMI 12 fault showing as active or inactive?.

Results:

* No - A CID 444 FMI 12 fault has not occurred (is NOT active and is NOT inactive). STOP.

* Yes - A CID 444 FMI 12 fault is active or inactive. Proceed to next step.

2. Check Internal Cable Of Relay Module.

a. Turn the ECS to OFF/RESET.

b. Temporarily, remove the relay module from the GSC+, see the topic Relay Module Replacement.

c. Check the cable that attaches the relay module to the GSC+.

Expected Result: The cable should be firmly seated in the connector with the clamp in place. The cable should not be damaged.

Results:

* OK - Reassemble the relay module to the GSC+. Proceed to next step.

* Not OK - Replace the connector clamp if it is missing. If the cable is damaged, replace the GSC+. STOP.

3. SMR Functional Check.

a. Turn the ECS to OFF/RESET.

b. Disconnect all wires from RM-18 of the relay module.

c. Remove fuse F4 from the relay module.

d. At the relay module, measure the resistance from RM-18 to RM-6. Resistance should be greater than 5k ohms.

e. Prepare to measure the resistance from RM-18 to RM-6 of the relay module.

f. Turn the ECS to START and quickly measure the resistance before the starting motor relay drops out because of the cycle crank time. Resistance should be less than 5 ohms.

Expected Result: For Step d, the resistance should be greater than 5K ohms. For Step f, the resistance should be less than 5 ohms.

Results:

* Not OK - Either one of the resistance measurements are NOT correct. The relay module is faulty. Replace the relay module; see the topic Relay Module Replacement. STOP.

CID 445

Run Relay (RR)

System Schematic For Run Relay (RR)

System Operation

The GSC+ uses the run relay (RR) to activate the electronic governor (EG) and the start aid switch (3500 product). The GSC+ also provides a set of contacts of the run relay (RR1) for customer use. The RR is located within the relay module. The electronic governor (EG) is usually mounted on the sub-panel within the control panel. The SAS is mounted on the instrument panel.

The GSC+ activates the run relay (RR) during engine cranking and running.

NOTE: Whenever the GSC+ activates or attempts to activate the RR, K5 is shown on the lower display. When the RR is not activated, K5 is not shown.

CID 445 FMI 12

Run Relay (RR); Faulty Component

The possible cause of a CID 445 FMI 12 fault is:

* An open or shorted coil of the RR.

The system response to this fault is:

* If a CID 445 fault occurs while the RR is activated, then:

On gensets with an electronic governor, the engine shuts down and does not start.

On gensets with a mechanical governor, the engine is able to run or start.

The MAN position of the start aid switch (3500 only) is disabled.

Any customer equipment on RM-23 of the relay module is disabled.

* If a CID 445 fault occurs while the RR is not activated, then:

On gensets with an electronic governor, the engine can not start.

On gensets with a mechanical governor, the engine is able to run or start.

The MAN position of the start aid switch (3500 only) is disabled.

Any customer equipment on RM-23 of the relay module remains activated.

The GSC+ treats a CID 445 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. Clear the fault from the fault log after troubleshooting is complete.

This troubleshooting procedure is for an active or inactive CID 445 fault.

1. Check Fault Status (Active/Inactive).

a. Turn the ECS to OFF/RESET and then to STOP.

b. Press the alarm codes key.

c. Observe the upper display to see if the CID 445 FMI 12 fault is showing (is active).

d. If the fault is not showing, enter service mode and view the fault log (OP1) to see if the fault is showing (is inactive).

Expected Result: Is a CID 445 FMI 12 fault showing as active or inactive?.

Results:

* No - A CID 445 FMI 12 fault has not occurred (is NOT active and is NOT inactive). STOP.

* Yes - A CID 445 FMI 12 fault is active or inactive. Proceed to next step.

2. Check Internal Cable Of Relay Module.

a. Turn the ECS to OFF/RESET.

b. Temporarily, remove the relay module from the GSC+, see the topic Relay Module Replacement.

c. Check the cable that attaches the relay module to the GSC+.

Expected Result: The cable should be firmly seated in the connector with the clamp in place. The cable should not be damaged.

Results:

* OK - Reassemble the relay module to the GSC+. Proceed to next step.

* Not OK - Replace the connector clamp if it is missing. If the cable is damaged, replace the GSC+. STOP.

3. RR Functional Check.

a. Turn the ECS to OFF/RESET.

b. Disconnect all wires from RM-24 of the relay module.

c. At the relay module, measure the resistance from RM-24 to RM-8. Resistance should be greater than 5k ohms.

d. Turn the ECS to START.

e. At the relay module, measure the resistance from RM-24 to RM-8. Resistance should be less than 5 ohms.

Expected Result: For Step c, the resistance should be greater than 5K ohms. For Step e, the resistance should be less than 5 ohms.

Results:

* Not OK - Either one of the resistance measurements are NOT correct. The relay module is faulty. Replace the relay module; see the topic Relay Module Replacement. STOP.

CID 446

Air Shutoff Relay (ASR)

System Schematic For Air Shutoff Relay (ASR)

System Operation

The GSC+ uses the air shutoff relay (ASR) to activate the air shutoff solenoid during a shutdown fault. The ASR is located within the relay module. The air shutoff solenoid is located within the air inlet system of the engine.

The GSC+ activates the air shutoff relay (ASR) for some active shutdown faults.

NOTE: Whenever the GSC+ activates or attempts to activate the ASR, K6 is shown on the lower display. When the ASR is not activated, K6 is not shown.

CID 446 FMI 12

Air Shutoff Relay (ASR); Faulty Component

The possible cause of a CID 446 FMI 12 fault is:

* An open or shorted coil of the ASR.

The system response to this fault is:

* If a CID 446 fault occurs while the ASR is activated, then there is no effect on the system because the air shutoff is already operating and shutdown mode is functioning.

* If a CID 446 fault occurs while the ASR is not activated, then there is no immediate effect on the system; the engine is able to start and run.

* If a CID 446 fault occurs while the ASR is not activated and a shutdown fault occurs, then the ASR cannot energize the air shutoff solenoid.

The GSC+ treats a CID 446 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. Clear the fault from the fault log after troubleshooting is complete.

This troubleshooting procedure is for an active or inactive CID 446 fault.

1. Check Fault Status (Active/Inactive).

a. Turn the ECS to OFF/RESET and then to STOP.

b. Press the alarm codes key.

c. Observe the upper display to see if the CID 446 FMI 12 fault is showing (is active).

d. If the fault is not showing, enter service mode and view the fault log (OP1) to see if the fault is showing (is inactive).

Expected Result: Is a CID 446 FMI 12 fault showing as active or inactive?.

Results:

* No - A CID 446 FMI 12 fault has not occurred (is NOT active and is NOT inactive). STOP.

* Yes - A CID 446 FMI 12 fault is active or inactive. Proceed to next step.

2. Check Internal Cable Of Relay Module.

a. Turn the ECS to OFF/RESET.

b. Temporarily, remove the relay module from the GSC+, see the topic Relay Module Replacement.

c. Check the cable that attaches the relay module to the GSC+.

Expected Result: The cable should be firmly seated in the connector with the clamp in place. The cable should not be damaged.

Results:

* OK - Reassemble the relay module to the GSC+. Proceed to next step.

* Not OK - Replace the connector clamp if it is missing. If the cable is damaged, replace the GSC+. STOP.

3. ASR Functional Check.

a. Turn the ECS to OFF/RESET.

b. Disconnect all wires from RM-19 of the relay module.

c. At the relay module, measure the resistance from RM-19 to RM-5. Resistance should be greater than 5k ohms.

d. Turn the ECS to STOP and push in the emergency stop push button (ESPB).

e. At the relay module, measure the resistance from RM-19 to RM-5. Resistance should be less than 5 ohms.

Expected Result: For Step c, the resistance should be greater than 5K ohms. For Step e, the resistance should be less than 5 ohms.

Results:

* Not OK - Either one of the resistance measurements are NOT correct. The relay module is faulty. Replace the relay module; see the topic Relay Module Replacement. STOP.

CID 447

Fuel Control Relay (FCR)

System Schematic For Fuel Control Relay On ETR Systems
Note: For 3408 and 3412 engines, the AFCR shall be connected to SR terminal 87 instead of fuel solenoid, and provided with F16.

System Schematic For Fuel Control Relay On ETS Systems

System Operation

The GSC+ uses the fuel control relay (FCR) to activate the fuel solenoid (FS). The FCR is located within the relay module. The fuel solenoid is located in the fuel system of the engine.

There are two types of fuel system solenoids: energized to run (ETR) and energized to shutdown (ETS).

* For ETR systems, the GSC+ activates the FCR which energizes the fuel solenoid to run the engine.

* For ETS systems, the GSC+ activates the FCR which energizes the fuel solenoid to shutdown the engine.

NOTE: Whenever the GSC+ activates or attempts to activate the FCR, K7 is shown on the lower display. When the FCR is not activated, K7 is not shown. Also, setpoint P001 selects the fuel solenoid type: 0 = ETR or 1 = ETS.

CID 447 FMI 12

Fuel Control Relay (FCR); Faulty Component

The possible cause of a CID 447 FMI 12 fault is:

* An open or shorted coil of the FCR.

The system response to this fault is:

* For ETR systems with the FCR activated - If a CID 447 fault occurs while the engine is running, then a CID 566 (unexpected shutdown) fault is declared and shutdown mode is functioning (the engine stops).

* For ETR systems with the FCR not activated - If a CID 447 fault occurs, then the engine can not start or run.

* For ETS systems with the FCR activated - If a CID 447 fault occurs, then the engine is able to run and start but the fuel solenoid will not shutdown the engine.

* For ETS systems with the FCR not activated - If a CID 447 fault occurs, then the engine is able to run and start but the fuel solenoid will not shutdown the engine.

NOTE: On 3500 engines equipped with an electronic governor, the status of the FCR has no effect on starting or running the engine.

The GSC+ treats a CID 447 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. Clear the fault from the fault log after troubleshooting is complete.

This troubleshooting procedure is for an active or inactive CID 447 fault.

1. Check Fault Status (Active/Inactive).

a. Turn the ECS to OFF/RESET and then to STOP.

b. Press the alarm codes key.

c. Observe the upper display to see if the CID 447 FMI 12 fault is showing (is active).

d. If the fault is not showing, enter service mode and view the fault log (OP1) to see if the fault is showing (is inactive).

Expected Result: Is a CID 447 FMI 12 fault showing as active or inactive?.

Results:

* No - A CID 447 FMI 12 fault has not occurred (is NOT active and is NOT inactive). STOP.

* Yes - A CID 447 FMI 12 fault is active or inactive. Proceed to next step.

2. Check Internal Cable Of Relay Module.

a. Turn the ECS to OFF/RESET.

b. Temporarily, remove the relay module from the GSC+, see the topic Relay Module Replacement.

c. Check the cable that attaches the relay module to the GSC+.

Expected Result: The cable should be firmly seated in the connector with the clamp in place. The cable should not be damaged.

Results:

* OK - Reassemble the relay module to the GSC+. Proceed to next step.

* Not OK - Replace the connector clamp if it is missing. If the cable is damaged, replace the GSC+. STOP.

3. FCR Functional Check.

a. Turn the ECS to OFF/RESET.

b. Disconnect all wires from RM-15 of the relay module.

c. At the relay module, measure the resistance from RM-15 to RM-4. Resistance should be greater than 5k ohms.

d. For ETR systems, turn the ECS to START. For ETS systems, turn the ECS to START and then to OFF/RESET. Make sure that K7 is showing on the lower display.

e. At the relay module, measure the resistance from RM-15 to RM-4. Resistance should be less than 5 ohms.

Expected Result: For Step c, the resistance should be greater than 5K ohms. For Step e, the resistance should be less than 5 ohms.

Results:

* Not OK - Either one of the resistance measurements are NOT correct. The relay module is faulty. Replace the relay module; see the topic Relay Module Replacement. STOP.

CID 448

Programmable Spare Relay (PSR)

System Schematic For Programmable Spare Relay (PSR)

System Operation

The GSC+ uses the Programmable Spare Relay (PSR) to activate customer equipment. See the topic Spare Input/Output Programming OP6 within the topic Service Mode in the System Operation section.

NOTE: Whenever the GSC+ activates or attempts to activate the PSR, K8 is shown on the lower display. When the PSR is not activated, K8 is not shown.

CID 448 FMI 12

Programmable Spare Relay (PSR); Faulty Component

The possible cause of a CID 448 FMI 12 fault is:

* An open or shorted coil of the PSR.

The system response to this fault is:

* If a CID 448 fault occurs while the PSR is active, any customer equipment on RM-25 (normally open output) will be deactivated and any customer equipment on RM-26 (normally closed) will remain activated.

* If a CID 448 fault occurs while the PSR is inactive, any customer equipment on RM-25 (normally open output) will remain deactivated and any customer equipment on RM-26 (normally closed) will remain activated.

The GSC+ treats a CID 448 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS is in any position except the OFF/RESET position. Clear the fault from the fault log after troubleshooting is complete.

This troubleshooting procedure is for an active or inactive CID 448 fault.

1. Check Fault Status (Active/Inactive).

a. Turn the ECS to OFF/RESET and then to STOP.

b. Press the alarm codes key.

c. Observe the upper display to see if the CID 448 FMI 12 fault is showing (is active).

d. If the fault is not showing, enter service mode and view the fault log (OP1) to see if the fault is showing (is inactive).

Expected Result: Is a CID 448 FMI 12 fault showing as active or inactive?.

Results:

* No - A CID 448 FMI 12 fault has not occurred (is NOT active and is NOT inactive). STOP.

* Yes - A CID 448 FMI 12 fault is active or inactive. Proceed to next step.

2. Check Internal Cable Of Relay Module.

a. Turn the ECS to OFF/RESET.

b. Temporarily, remove the relay module from the GSC+, see the topic Relay Module Replacement.

c. Check the cable that attaches the relay module to the GSC+.

Expected Result: The cable should be firmly seated in the connector with the clamp in place. The cable should not be damaged.

Results:

* OK - Reassemble the relay module to the GSC+. Proceed to next step.

* Not OK - Replace the connector clamp if it is missing. If the cable is damaged, replace the GSC+. STOP.

3. PSR Functional Check.

a. Turn the ECS to OFF/RESET.

b. Disconnect all wires from RM-25 of the relay module.

c. At the relay module, measure the resistance from RM-25 to RM-10. Resistance should be greater than 5k ohms.

d. Setpoint SP16 defines the trigger condition of the PSR. The factory default for SP16, is to trigger during cooldown mode. Go to the topic Spare Input/Output Programming OP6 to determine the actual trigger condition of the genset in question. Activate the PSR by satisfying the trigger condition.

e. At the relay module, measure the resistance from RM-25 to RM-10. Resistance should be less than 5 ohms.

Expected Result: For Step c, the resistance should be greater than 5K ohms. For Step e, the resistance should be less than 5 ohms.

Results:

* Not OK - Either one of the resistance measurements are NOT correct. The relay module is faulty. Replace the relay module; see the topic Relay Module Replacement. STOP.

CID 475

Relay Driver Module (RDM) Data Link

System Schematic For Relay Driver Module (RDM) Data Link

System Operation

The GSC+ communicates with the relay driver module (RDM) by a serial data link. When the data link malfunctions, R1 output (terminal 2 of the RDM) will be activated on and off at a rate of 0.5 Hz. Relays R2 through R9 will either maintain their current states or default to off. This is controlled by a jumper between terminals 6 and 7 of the RDM. If a jumper is NOT present when the serial data link has a fault, the relay outputs (R2 through R9) will maintain their current states. If the jumper is present, R2 through R9 will default to OFF.

NOTE: The maximum distance between a module and the GSC+ is 305m (1000 ft.). If this specification is not met, it is possible for the data link to malfunction and for the GSC+ to declare a CID 475 fault. If not in compliance with the specification, shorten the distance between the RDM and the GSC+.

CID 100 FMI 3, Engine Oil Pressure Sensor

CID 110 FMI 3, Engine Coolant Temperature Sensor

CID 111 FMI 3, Engine Coolant Loss Sensor (if equipped)

CID 175 FMI 3, Engine Oil Temperature Sensor (if equipped)

CID 190 FMI 3, Engine Magnetic Pickup

CID 336 FMI 2, Engine Control Switch

CID 475 FMI 3

Relay Driver Module (RDM) Data Link; Signal Too High

CID 475 FMI 4

Relay Driver Module (RDM) Data Link; Signal Too Low

This troubleshooting procedure is for a FMI 3 or a FMI 4 fault that is active or inactive.

The possible cause of a CID 475 FMI 3 fault is:

* A short to B+ of the data signal.

The possible cause of a CID 475 FMI 4 fault is:

* A short to B- of the data signal.

The GSC+ is not able to detect an open circuit condition of the relay driver module data link. Clear the fault from the fault log after troubleshooting is complete.

1. Check Voltage Of Data Signal.

a. At the RDM, measure the DC voltage from terminal 4 (positive meter lead) to terminal 7 (negative meter lead).

Expected Result: The voltage should change constantly, within the range of 0 to 10 DCV.

Results:

* OK - The voltage measurement is correct. Proceed to Step 3.

* Not OK - The voltage measurement is NOT correct. Proceed to Step 2.

2. Check Voltage Of RDM And GSC+.

a. At the RDM, disconnect all wires from terminal 4.

b. Disconnect the harness connector from the GSC+.

c. At the RDM, measure the DC voltage from terminal 4 (positive meter lead) to terminal 7 (negative meter lead). Voltage should be 11.6 ± 0.5 DCV.

d. Measure the DC voltage from contact 30 of the GSC+, to the battery negative (B-) terminal of the relay module on the rear of the GSC+. The voltage should change constantly, within the range of 0 to 5.5 DCV.

Expected Result: For Step c, the voltage should be 11.6 ± 0.5 DCV. For Step d, the voltage should change constantly, within the range of 0 to 5.5 DCV.

Results:

* OK - Both voltage measurements are correct. Proceed to next step.

* Not OK - Voltage measured at the RDM (Step c) is NOT correct. Replace the RDM. STOP.

* Not OK - Voltage measured at the GSC+ (Step d) is NOT correct. Replace the GSC+. STOP.

3. Check For B+ Short In Harness.

a. Disconnect the harness connector from the GSC+.

b. At the RDM, remove wire number 1-PK from terminal 4.

c. Measure the resistance from the wire at RDM terminal 4 to battery positive (B+) terminal of the relay module on the rear of the GSC+.

d. Measure the resistance from the wire at RDM terminal 4 to battery negative (B-) terminal of the relay module on the rear of the GSC+.

Expected Result: Both measurements (steps c and d) should be greater than 20k ohms.

Results:

* OK - Both resistance measurements are correct. Check the electrical connectors, terminals and wiring; see the topic Electrical Connector Inspection. If the fault still exists after the inspection, replace the RDM. STOP.

* Not OK - Either one or both of the resistance measurements are NOT correct. The harness wiring with the incorrect resistance measurement is shorted (faulty). Troubleshoot and repair the faulty harness wiring between the RDM and the GSC+. See the preceding System Schematic. STOP.

CID 500

Generator Set Control (GSC); System Operation

A CID 500 FMI 12 fault means that the GSC+ is no longer able to accurately measure AC voltage and current. The engine remains able to run or start.

NOTE: On the GSC+, the CID 500 FMI 12 service code will be shown even when the engine control switch (ECS) is in the OFF/RESET position.

CID 500 FMI 12 (Faulty Component)

Generator Set Control (GSC)

If a CID 500 FMI 12 fault occurs, replace the GSC+. See the topic Generator Set Control + (GSC+) Replacement.

Show/hide table

NOTICE

If a CID 500 FMI 12 fault occurs and the engine is running, the generator output may be at full voltage potential even if the GSC+ display is showing 0 AC volts and 0 AC current for all three phases.

CID 566

Unexpected Shutdown

System Schematic For Unexpected Shutdown

Fuel Control Relay For ETR Systems
Note: For 3408 and 3412 engines, the AFCR shall be connected to SR terminal 87 instead of fuel solenoid, and provided with F16.

Fuel Control Relay On ETS Systems

System Operation

The purpose of the CID 566 fault is to alert the operator that the GSC+ did not control the engine shutdown. The GSC+ normally controls all engine shutdown functions, for both normal operation and fault shutdowns. If an outside influence causes an engine shutdown, the GSC+ declares a CID 566 fault. There is only one failure mode for a CID 566 fault and it is FMI 7 (faulty mechanical response).

The sequence of events for this fault is:

1. On a running engine, the GSC+ detects that engine speed has dropped from rated to 0 rpm when the GSC+ has not called for a shutdown.

2. The GSC+ determines that no engine speed sensor fault is present that explains the drop in speed signal.

3. The GSC+ declares a CID 566 FMI 7 fault and disables the engine from running or starting.

NOTE: An unexpected shutdown fault (CID 566) will initiate a circuit breaker shunt trip signal.

CID 100 FMI 3, Engine Oil Pressure Sensor

CID 110 FMI 3, Engine Coolant Temperature Sensor

CID 111 FMI 3, Engine Coolant Loss Sensor (if equipped)

CID 175 FMI 3, Engine Oil Temperature Sensor (if equipped)

CID 190 FMI 3, Engine Magnetic Pickup

CID 336 FMI 2, Engine Control Switch

CID 566 FMI 7

Unexpected Shutdown; Faulty Mechanical Response

The possible cause of a CID 566 FMI 7 fault is:

* A component not under the control of the GSC+ has caused an engine shutdown.

The GSC+ treats a CID 566 FMI 7 fault as a shutdown fault. Clear the fault from the fault log after troubleshooting is complete.

NOTE: This procedure requires many voltage measurements during simulated engine cranking. Starting motor fuse F4 on the relay module is removed to prevent activating the starting motor and actual engine cranking does not occur. Voltage measurements must be made quickly before the total cycle crank time (setpoint P017) elapses. The total cycle crank time is usually 90 seconds; see the topic Engine/Generator Programming OP5-0 in the Systems Operation section. If a voltage measurement takes too long (more than 90 seconds) the GSC+ declares an overcrank fault and the overcrank shutdown indicator will FLASH. To continue with a voltage measurement, the overcrank fault must be reset by turning the ECS to OFF/RESET and then to START.

Preliminary Step. Initial Check. Before proceeding with the troubleshooting procedures, do the following:

a. Make sure that there are NO OTHER ACTIVE FAULTS (no fault codes showing on upper display, no shutdown or alarm indicators are flashing). Failure to do so may result in erroneous troubleshooting and needless replacement of parts. The operator will make many voltage measurements while the GSC+ is attempting to crank the engine. If the GSC+ detects other faults, it will prevent starting by shutting off the fuel and air to the engine. The resulting voltage measurements would then be the exact opposite of what is expected in the procedures.

b. Check the fuel level and quality.

c. Check for a plugged fuel filter.

d. Check for a plugged air filter.

e. Refer to the Engine Service Manual if there is an obvious engine or fuel system fault.

f. If genset is equipped with an electronic governor, also check its magnetic pickup. See the procedure for CID 190 Engine Magnetic Pickup (MPU).

g. Check the air shutoff solenoid (if present) for activation. If the air shutoff solenoid is activated and cannot be deactivated, begin troubleshooting with Step 15. Otherwise begin troubleshooting with Step 1.

1. Verify Fault.

a. Observe the upper display to see if the CID 566 FMI 7 fault is showing (is active).

Expected Result: Is a CID 566 FMI 7 fault showing as active?.

Results:

* No - A CID 566 FMI 7 fault is NOT showing. No active CID 566 FMI 7 fault exists. STOP.

* Yes - Only a CID 566 FMI 7 fault is showing. Proceed to next step. (If desired and if an inactive CID 566 FMI 7 fault is showing in the fault log, check the fuel/engine problem history of the genset and proceed to next step.)

2. Check System Voltage.

a. With the engine off, measure the system voltage at the battery. Make a note of this measurement. The system voltage measurement is used for comparison in future Steps of this procedure.

Expected Result: For 24 volt systems, the system voltage should be from 24.8 to 29.5 DCV. For 32 volt systems, the system voltage should be from 33.1 to 39.3 DCV.

Results:

* OK - Proceed to next step.

* Not OK - System voltage is NOT correct. For troubleshooting see the CID 168 procedure. STOP.

3. Check Governor And Rack.

a. Remove fuse F4 from the relay module.

b. Prepare to monitor the movement of the governor linkage and the fuel rack.

c. Turn the ECS to OFF/RESET and then to START.

d. Observe the governor and the fuel rack.

Expected Result: The governor linkage and fuel rack should move in the "fuel on" direction.

Results:

* OK - /The fault is in the engine or fuel system. Refer to the corresponding Engine Service Manual. STOP.

* Not OK - Cannot see the governor linkage and fuel rack move in the "fuel on" direction. Proceed to next step.

4. Identify Fuel System. Determine the type of fuel solenoid used on the genset: ETR (energize to run) or ETS (energize to shutoff). Refer to the model number of the EMCP II+ on the inside bottom of the control panel and to the print 129-4053 included within the panel to identify the type of fuel solenoid.

a. Check setpoint P001 for proper programming (0=ETR, 1=ETS); see Engine/Generator Setpoint Viewing OP2-0 within the topic Service Mode in the Systems Operation section.

NOTE: For 3500 product only, if an electronic governor is present and a fuel solenoid is not present, go directly to Step 12.

Expected Result: Setpoint P001 should be programmed to match the type of fuel solenoid used on the genset.

Results:

* OK - Proceed to next step.

* Not OK - Setpoint P001 is NOT programmed correctly. Reprogram setpoint P001, see Engine/Generator Programming OP5-0 within the topic Service Mode in the Systems Operation section.

5. Check Voltage At Fuel Solenoid. Fuse F4 remains removed from the relay module.

a. Prepare to measure the voltage across the terminals of the fuel solenoid on the engine.

b. Turn the ECS to OFF/RESET and then to START.

c. At the fuel solenoid, measure the voltage across the terminals.

Expected Result:

For ETR fuel solenoids, the voltage should be ± 2.0 DCV of the system voltage measured in Step 2.

For ETS fuel solenoids, the voltage should be from 0 to 2.0 DCV.

Results:

* OK - The fault is with the governor or fuel rack. If an electronic governor is present, proceed to Step 12. Refer to the appropriate Service Manual. STOP.

* Not OK (ETR type) - Voltage is low. Proceed to Step 6.

* Not OK (ETS type) - Voltage is high. Proceed to Step 10.

6 (ETR). Check Fuses.

a. Turn the ECS to OFF/RESET.

b. Check fuses F2 and F10 on the relay module.

c. If the engine is a 3408 or 3412 and has the auxiliary fuel control relay (AFCR) installed, also check F16 on the rear inside wall of the panel.

Expected Result: None of these fuses should be blown (open).

Results:

* OK - Proceed to Step 7.

* Not OK - One or more of the fuses are blown. Proceed to Step 8.

7 (ETR). Check Voltage At Relay Module. Fuse F4 remains removed from the relay module.

a. Prepare to measure the voltage from RM-15 to the B- terminal of the relay module.

b. Turn the ECS to OFF/RESET and then to START.

c. At the relay module, measure the voltage from RM-15 to the B- terminal.

Expected Result: The voltage should be ± 2.0 DCV of the system voltage previously measured in Step 2.

Results:

* OK - Therefore, there is an open circuit between RM-15 of the relay module and the fuel solenoid. Repair the circuit. See the preceding System Schematic. STOP.

* Not OK - Voltage is low. Proceed to Step 9.

8 (ETR). Troubleshoot Blown Fuse. This Step continues troubleshooting from Step 6. For reference, see the preceding System Schematics and the Main Chassis Wiring Diagram in the Schematics & Wiring Diagrams section.

a. The ECS remains in the OFF/RESET position.

b. Remove the fuse that is blown.

* If the blown fuse is F2, measure the resistance from RM-15 of the relay module to battery negative (B-).

* If the blown fuse is F10, measure the resistance from RM-39 of the relay module to battery negative (B-).

* If the blown fuse is F16 (on the sub-panel), measure the resistance from terminal 2 (load side) of the fuse holder to battery negative (B-).

Expected Result: For a fuse that is blowing, the circuit resistance should be less than 3 ohms.

Results:

* OK - Resistance is greater than 3 ohms and fuse is no longer blowing. Carefully check ALL wires connected to the appropriate terminal of the relay module for abrasion or worn spots in the insulation that could be causing the short. Check wires in the panel, generator panel, and on the engine harness itself. Refer to the various wiring diagrams as necessary. Repair or replace wiring as necessary. STOP.

* Not OK - If a resistance is less than 3 ohms, there is a short to battery negative (B-). (NOTE: On some ETR fuel systems with a dual coil fuel solenoid, the correct normal resistance can measure less than 1 ohm.) Remove one component or wire at a time that is in series with the load side of the fuse terminal until the faulty component or wire is isolated. Repair or replace faulty component or wiring. STOP.

* Not OK - If a resistance is greater than 3 ohms and the fuse still blows when all wires are removed from the appropriate terminal, replace the relay module. See the topic Relay Module Replacement. STOP.

9 (ETR). Check Low Voltage Condition. This Step continues troubleshooting from Step 7. Fuse F4 remains removed from the relay module. For reference, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagrams section. Prepare to make voltage measurements at the relay module.

Step 9A.

a. Turn the ECS to OFF/RESET and then to START.

b. At the relay module, measure the voltage from RM-4 to the B- terminal and from RM-31 to the B- terminal.

pa Expected Result: The voltage should be ± 2.0 DCV of the system voltage measured previously in Step 2.

Results:

* OK - Proceed to Step 9B.

* Not OK - Voltage is NOT correct. Check the wiring and recheck the fuse F2. STOP.

Step 9B.

a. Make sure that no other faults are active.

b. Check the upper display for any active faults.

Expected Result: Only CID 566 FMI 7 is active.

Results:

* OK - Only CID 566 FMI 7 is active. Proceed to Step 9C.

* Not OK - A fault other than CID 566 FMI 7 is active. Correct the other fault. Proceed to the corresponding troubleshooting procedure. STOP.

Step 9C.

a. Recheck the voltage on RM-15 of the relay module. See Step 7.

Expected Result: The voltage should be ± 2.0 DCV of the system voltage previously measured in Step 2.

Results:

* OK - The voltage is correct. There is an open circuit between RM-15 of the relay module and the fuel solenoid. Repair the wiring. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagrams section. STOP.

* Not OK - The voltage remains low, replace the relay module. See the topic Relay Module Replacement. STOP.

10 (ETS). Check Voltage At Relay Module. This Step continues troubleshooting from Step 5. Fuse F4 remains removed from the relay module. Prepare to measure the voltage at the relay module.

a. Turn the ECS to OFF/RESET and then to START.

b. At the relay module, measure the voltage from RM-15 to the B- terminal.

Expected Result: The voltage should be from 0 to 2.0 DCV.

Results:

* OK - Voltage is correct. Therefore, a wire or a component between RM-15 of the relay module and the fuel solenoid is shorted to battery positive (B+). Repair the circuit. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagrams section. STOP.

* Not OK - Voltage is high. Proceed to next step.

11 (ETS). Check FCR And EFCR. Fuse F4 remains removed from the relay module.

a. Remove fuse F2 from the relay module.

b. Turn the ECS to OFF/RESET and then to STARt.

c. Make sure that K7 is not shown on the lower GSC+ display. (If K7 is showing, make sure that no other faults are active.)

d. At the relay module, measure the resistance from RM-4 to RM-15. A measurement of less than 100 ohms indicates there is a faulty component shorting RM-15 to RM-4.

e. Disconnect the wire from RM-4 of the relay module and watch for a change in resistance.

Expected Result: Both measurements should be greater than 10k ohms.

Results:

* OK - Both resistance measurements are greater than 10k ohms. Check for a short from battery positive (B+) to RM-15 of the relay module. Repair the shorted wiring. If the short is internal to the relay module, replace the relay module. See the topic Relay Module Replacement. STOP.

* Not OK - The resistance increases to greater than 10k ohms as the wire on RM-4 of the relay module is removed. Repair the shorted wiring to the emergency fuel control relay (EFCR) or replace the EFCR as necessary. STOP.

* Not OK - Resistance remains less than 100 ohms. The short is internal to the relay module. Replace the relay module, see the topic Relay Module Replacement. STOP.

12. Check Supply Voltage Of Electronic Governor. This Step continues troubleshooting from Step 4 or Step 5. Fuse F4 remains removed from the relay module. Prepare to make a voltage measurement from the electronic governor to the relay module.

a. Turn the ECS to OFF/RESET and then to START.

b. Measure the voltage from the positive supply terminal of the electronic governor to the B- terminal of the relay module.

Expected Result: The voltage should be ± 2.0 DCV of the system voltage previously measured in Step 2.

Results:

* OK - Supply voltage is correct. The fault is in the electronic governor or actuator system. For the 2301A governor, refer to module SENR4676. For the 2301A load sharing governor, refer to module SENR3585. For 524 and 1724 electrically powered governor systems, refer to module SENR6430. STOP.

* Not OK - Supply voltage is low. Check fuse F6 on the relay module and fuse F11 on the rear wall of the panel. If blown, proceed to Step 8. If fuse is OK, proceed to next step.

13. Check Voltage At Relay Module. Fuse F4 remains removed from the relay module. Prepare to make a voltage measurement at the relay module.

a. Turn the ECS to OFF/RESET and then to START.

b. At the relay module, measure the voltage from RM-24 to the B- terminal of the relay module.

Expected Result: The voltage should be ± 2.0 DCV of the system voltage previously measured in Step 2.

Results:

* OK - Voltage is correct. There is an open between RM-24 of the relay module and the electronic governor. Check the wiring. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagrams section. STOP.

* Not OK - Voltage is low. Proceed to next step.

14. Check Low Voltage Condition. Fuse F4 remains removed from the relay module. For reference, see the preceding System Schematic and the Main Chassis Wiring Diagram in the Schematics & Wiring Diagrams section. Prepare to make voltage measurements at the relay module.

Step 14A.

a. Turn the ECS to OFF/RESET and then to START.

b. At the relay module, measure the voltage from RM-8 to the B- terminal.

c. At the relay module, measure the voltage from RM-35 to the B- terminal.

Expected Result: Both measurements, should be ± 2.0 DCV of the system voltage previously measured in Step 2.

Results:

* OK - Voltage is correct. Proceed to Step 14B.

* Not OK - Voltage is not correct. Check the wiring and recheck the fuse F6. STOP.

Step 14B.

a. Make sure that no other faults are active.

b. Check the upper display for any active faults.

Expected Result: Only CID 566 FMI 7 is active.

Results:

* OK - Only CID 566 FMI 7 is active. Proceed to Step 14C.

* Not OK - A fault other than CID 566 FMI 7 is active. Correct the other fault. Proceed to the corresponding troubleshooting procedure. STOP.

Step 14C.

a. Recheck the voltage on RM-24 of the relay module. See Step 13.

Expected Result: The voltage should be ± 2.0 DCV of the system voltage previously measured in Step 2.

Results:

* OK - The voltage is correct. There is an open circuit between RM-24 of the relay module and the fuel solenoid. Repair the wiring. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagrams section. STOP.

* Not OK - The voltage remains low, replace the relay module. See the topic Relay Module Replacement. STOP.

15. Check Voltage At Air Shutoff Solenoid. This Step continues troubleshooting from the preliminary step (initial check). Prepare to make a voltage measurement at the air shutoff solenoid (air solenoid may activate for as little as 15 seconds).

a. Remove fuse F4 from the relay module.

b. Turn the ECS to OFF/RESET and then to START.

c. At the air shutoff solenoid, measure the voltage across the terminals of solenoid.

Expected Result: The voltage should be from 0 to 2.0 DCV.

Results:

* OK - Voltage is correct. If the air shutoff remains tripped or cannot be reset, the fault is in the air shutoff. Refer to the Engine Service Manual. STOP.

* Not OK - Voltage is high. Proceed to next step.

16. Check Voltage At Relay Module. Fuse F4 remains removed from the relay module. Prepare to make a voltage measurement at the relay module.

a. Turn the ECS to OFF/RESET and then to START.

b. At the relay module, measure the voltage from RM-19 to the B- terminal.

Expected Result: The voltage should be ± 2.0 DCV of the system voltage previously measured in Step 2.

Results:

* OK - The voltage is correct. A wire or a component between RM-19 of the relay module and the air shutoff solenoid is shorted to battery positive (B+). Repair the circuit. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagrams section. STOP.

* Not OK - The voltage is high. Proceed to next step.

17. Check ASR. Fuse F4 remains removed from the relay module.

a. Remove fuse F3 from the relay module.

b. Turn the ECS to OFF/RESET.

c. Make sure that K6 is not shown on the lower GSC+ display. (If K6 is showing, make sure that no other faults are active.)

d. At the relay module, measure the resistance from RM-5 to RM-19. A measurement of less than 100 ohms indicates the air shutoff relay is shorted.

Expected Result: The resistance should be greater than 10k ohms.

Results:

* OK - Resistance is greater than 10k ohms. Check for a short from battery positive (B+) to RM-19 of the relay module. Repair the shorted wiring. If the short is internal to the relay module, replace the relay module. See the topic Relay Module Replacement. STOP.

* Not OK - Resistance is less than 100 ohms. The short is internal to the relay module. Replace the relay module, see the topic Relay Module Replacement. STOP.

CID 590

Engine Electronic Control Module; System Operation

The CID 590 fault usually only applies to EUI applications. The CID 590 fault means that the engine electronic control module has stopped responding to periodic information requests by the GSC+.

CID 590 FMI 9

Engine Electronic Control Module; Abnormal Update

The only possible cause for this fault on a MUI application, is that the GSC+ setpoint P023 is not programmed correctly. For MUI applications, the GSC+ setpoint P023 must be set to 0. Reprogram setpoint P023 to 0. For more information on the P023 setpoint and other GSC+ setpoints, see Engine/Generator Programming OP5-0 within the topic Service Mode in the Systems Operation section.

CID 770

Customer Communication Module (CCM) Data Link

System Schematic For CCM Data Link

System Operation

This CCM data link is not used for MUI applications. It is unlikely for a CID 770 fault to occur. However, the connector contacts 21 and 22 are present and therefore a fault is possible.

CID 770 FMI 9

CCM Data Link; Abnormal Update

The possible causes of a CID 770 FMI 9 fault are:

* A short to battery positive (B+) of either of the two connector contacts, 21 or 22.

* A short to battery negative (B-) of either of the two connector contacts, 21 or 22.

The GSC+ cannot detect an open in the circuit of the CCM data link. Troubleshoot and repair the wiring, see the Generator Set Wiring Diagram in the Schematic & Wiring Diagrams section.

The GSC+ treats a CID 770 fault as an alarm fault. Active alarm faults are shown on the display when the alarm codes key is pressed and the ECS switch is in any position except the OFF/RESET position. Clear the fault from the fault log after troubleshooting is complete.

CID 859

kW Level Output

System Schematic For kW Level Output

System Operation

The kW level output (GSC+ connector contact 34) will be activated whenever the total power output of the generator passes the programmed threshold (setpoint P139). This threshold can be programmed from 0 to 110 percent of the nameplate power (setpoint P030) with a time delay from 0 to 120 seconds (setpoint P140). See Engine/Generator Programming OP5-0 and Protective Relaying Programming OP5-1 within the topic Service Mode.

Once activated, the kW relay level output will be deactivated when the total power output of the generator drops below a programmed threshold (setpoint P141). This threshold is different from the activation threshold and can be programmed from 0 to 110 percent of the nameplate power rating of the generator with a time delay from 0 to 120 seconds.

With no connections and when not active, the voltage on the kW level output is approximately 5.0 DCV. When active, the voltage on the kW level output is approximately 0 volts. The kW level output is capable of drawing (sinking) approximately 100 mA. It is the customers and/or the dealers responsibility to document and troubleshoot any connections to this output.

CID 859 FMI 3

kW Level Output; Signal Too High

CID 859 FMI 4

kW Level Output; Signal Too Low

The possible cause of a CID 859 FMI 3 is:

* A short to battery positive (B+) of the kW level output signal.

The possible cause of a CID 859 FMI 4 fault is:

* A short to battery negative (B-) of the kW level output signal.

The GSC+ treats a CID 859 FMI 3 fault and a CID 859 FMI 4 fault as alarm faults.

Troubleshooting of a kW level output fault is straightforward. The FMI defines the fault; FMI 3 = short to B+, FMI 4 = short to B-. Use the FMI information, kW level output system schematic and the customer/dealer documentation to find the exact cause of the fault.

SP Fault Code Troubleshooting

Upper Display With SP Fault Code SP1 Showing

System Schematic For Spare Fault Inputs

A spare fault informs the operator of an undesirable condition (fault) that exists. The spare fault inputs are programmed into the GSC+ to meet the requirements of the customer or application. An active spare fault input causes an alarm fault or shutdown fault. For programming of the spare fault inputs, see Spare Input/Output Programming OP6 within the topic Service Mode in the Systems Operation section. It is the responsibility of the programmer (customer, operator, or service personnel) to make a note of the actual conditions that cause a SP fault code to be shown on the upper display. The GSC+ does not diagnose the spare fault inputs and spare faults are not recorded in the fault log.

The GSC+ treats an active input state as a fault. The active state is programmable on the GSC+ to be either a high or low (factory default) voltage level. A high level is within the range of +5 DCV to battery positive. If the input is left floating (for example an open switch), the GSC+ pulls the input voltage up to 10.5 DCV and the input is treated as high level. A low level on the input is B- (ground).

When a spare fault occurs (is active), the GSC+ determines the type of fault (alarm or shutdown) and FLASHES the corresponding fault alarm indicator or fault shutdown indicator. For a shutdown type of fault, the SP fault code is immediately shown on the upper display. For an alarm type of fault, the alarm codes key is pressed first and then the SP fault code is shown on the upper display. After a spare fault is corrected or is not present, the SP fault code is no longer shown on the upper display.

SP fault codes are associated with the spare fault inputs. The SP fault code shown on the upper display, identifies the spare fault input that caused the alarm fault or shutdown fault. The spare fault inputs are accessed on the AUX terminal strip on the inside left wall of the panel.

When a SP fault code is showing on the upper display, check the programming notes (made by the customer, operator, or service personnel) to determine the cause.

The spare fault inputs can be used with factory and/or customer installed options. The factory options for the spare fault input are: ground fault, low fuel level, high fuel level, high generator winding temperature and high generator bearing temperature. Each of these options will include a dedicated indicator and a label on the custom alarm module.

Troubleshooting Procedure

To troubleshoot spare faults, use this general procedure.

1. Check for obvious causes related to the device that is responsible for the spare fault.

2. Verify that the programming of the spare fault (alarm or shutdown) is appropriate for the application.

3. Check the function of the responsible device. Reset the fault by turning the ECS to the OFF/RESET position. Verify that the fault is still present.

4. Disconnect the responsible device from the spare fault input and verify if the fault still exists.

5. Check the wiring to the corresponding spare fault input for an unwanted short to either battery negative (B-) or battery positive (B+).

AL Fault Code Troubleshooting

Upper Display With AL Fault Code AL3 Showing

AL Fault Codes are shown as "AL1" through "AL15" on the upper display. They include specific engine fault conditions (for example, low engine oil pressure alarm), and protective relaying functions (for example, underfrequency fault).

AL fault codes depend on certain setpoints, see the topic Service Mode for more information on setpoints. AL fault codes are not diagnosed by the GSC+ and they are not stored in the fault log. Many of the AL fault codes are programmable as a fault alarm or as a fault shutdown. The AL fault codes are accompanied by either the fault alarm indicator, or the fault shutdown indicator on the GSC+ to show the severity of the fault.

Dedicated Shutdown Indicator Troubleshooting

Display Area Of Generator Set Control + (GSC+)
(1) Dedicated shutdown indicators. (2) Spare fault indicators. (3) Fault shutdown indicator. (4) Fault alarm indicator. (5) Upper display. (6) Lower display. (7) Keypad.

The dedicated shutdown indicators inform the operator which system is responsible for an engine shutdown. The symbol and nomenclature nearest to the indicator identifies the responsible system. Dedicated shutdown faults are activated automatically by the GSC+ and depend upon certain setpoints. When the GSC+ decides that operating conditions are critical, it FLASHES the corresponding shutdown indicator and shuts the engine down. The GSC+ does not record dedicated shutdown faults in the fault log.

The dedicated shutdown indicators (faults) are:

* Low Oil Pressure

* Emergency Stop

* High Water Temperature

* Engine Overspeed

* Overcrank

To find the cause of a dedicated shutdown fault, perform the following corresponding procedure.

Low Oil Pressure Indicator

System Schematic For Engine Oil Pressure Sensor (EOPS)

To find the cause of a low oil pressure shutdown, perform this procedure.

1. Check For Diagnostic Fault.

a. Check for a CID 100 (oil pressure sensor) or CID 269 (sensor power supply) diagnostic code that is active. See the topic Diagnostic Fault Codes.

Expected Result: CID 100 or CID 269 should not be showing (active).

Results:

* OK - Proceed to next step.

* Not OK - Correct the active CID 100 or CID 269 prior to proceeding with this procedure. See the topic Diagnostic Fault Codes. STOP.

2. Check Obvious Causes.

a. Check for low oil pressure.

b. Check oil level.

c. Check for oil leaks.

d. Check for other obvious causes of low oil pressure.

Expected Result: No obvious cause should exist.

Results:

* OK - Proceed to next step.

* Not OK - An obvious cause does exist. Correct the fault. Refer to the Engine Service Manual. STOP.

3. Check Setpoints. This step checks the setpoints P012 (oil step speed), P013 (low oil pressure at rated speed) and P014 (low oil pressure at idle speed).

a. View and make a note of setpoints P012, P013 and P014. See Engine/Generator Setpoint Viewing OP2-0 within the topic Service Mode in the Systems Operation section.

b. Compare the setpoints viewed with the setpoint values that are specified on print 129-4053.

Expected Result: The viewed setpoint value and the specified setpoint value should agree.

Results:

* OK - Proceed to next step.

* Not OK - The setpoints do not agree. Reprogram setpoints P012, P013 and P014. See Engine/Generator Programming OP5-0 within the topic Service Mode in the Systems Operation section. STOP.

4. Check Low Oil Pressure Function.

a. Turn the ECS to OFF/RESET and then to START.

b. Allow oil pressure to stabilize.

c. When at idle speed, compare the actual pressure showing on the lower display with that of setpoint P014 (noted in Step 3). The actual pressure showing should be greater than setpoint P014.

d. When at rated speed, compare the actual pressure showing on the lower display with that of setpoint P013 (noted in Step 3). The actual pressure showing should be greater than setpoint P013.

Expected Result: The actual pressure at idle speed and at rated speed should be greater than the setpoint value. These actual pressures should not cause a low oil pressure shutdown.

Results:

* OK - Both actual pressures are greater than the corresponding setpoint value and the low oil pressure indicator does not FLASH. Problem is not present now. Problem may be intermittent. Check the harness and all electrical connections of the oil pressure circuit; see the topic Electrical Connector Inspection. STOP.

* OK - Both actual pressures are greater than the corresponding setpoint value and the low oil pressure indicator remains FLASHING. Therefore the GSC+ is faulty. Replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

* Not OK - Actual pressure showing is less than the setpoint for rated speed or idle speed. The pressures are correct for a low oil pressure shutdown. Therefore the engine should shutdown and the low oil pressure indicator should FLASH. The GSC+ is operating properly. Refer to the Engine Service Manual to find the cause of low oil pressure. STOP.

NOTE: If desired, check the accuracy of the pressure shown on the lower display of the GSC+. Install an accurate engine oil pressure gauge as close as possible to the EMCP II+ engine oil pressure sensor.

Emergency Stop Indicator

System Schematic For Emergency Stop Circuit On ETS Systems

System Schematic For Emergency Stop Circuit On ETR Systems

To find the cause of a emergency stop shutdown, perform this procedure.

1. Check ESPB.

a. Deactivate the ESPB by pulling it out (some versions of ESPB must be turned clockwise before popping out).

b. Turn the ECS to OFF/RESET and then to STOP.

Expected Result: The ESPB should pop out and the emergency stop indicator should be OFF.

Results:

* OK - The system is operating correctly. The problem may be intermittent. Check the harness and all electrical connections of the ESPB circuit; see the topic Electrical Connector Inspection. STOP.

* Not OK - The ESPB does not pop out, then replace the ESPB. STOP.

* Not OK - The ESPB pops out and the emergency stop indicator is FLASHING. Proceed to next step.

2. Check Emergency Stop Indicator.

NOTE: This Step creates diagnostic fault codes. Clear these created diagnostic fault codes after troubleshooting is complete.

a. The ECS remains in the STOP position.

b. Disconnect the harness connector from the GSC+.

c. Temporarily install a jumper from contact 39 of the GSC+ to B- (this simulates the OFF/RESET position of the ECS).

d. Check the operation of the emergency stop indicator.

Expected Result: The emergency stop indicator should be OFF.

Results:

* OK - Therefore, the fault is with the ESPB or the related wiring. Troubleshoot the circuit. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. Repair or replace faulty components or wiring as necessary. STOP.

* Not OK - The emergency stop indicator is FLASHING. Replace the GSC+. See the topic Generator Set Control + Replacement.

High Water Temperature Indicator

System Schematic For Engine Coolant Temperature Sensor (ECTS)

To find the cause of a high water temperature shutdown, perform this procedure.

1. Check For Diagnostic Fault.

a. Check for a CID 110 (coolant temperature sensor) or CID 269 (sensor power supply) diagnostic code that is active. See the topic Diagnostic Fault Codes.

Expected Result: CID 110 or CID 269 should not be showing (active).

Results:

* OK - Proceed to next step.

* Not OK - Correct the active CID 110 or CID 269 prior to proceeding with this procedure. See the topic Diagnostic Fault Codes. STOP.

2. Check Obvious Causes.

a. Check water level.

b. Check fan belts.

c. Check for other obvious causes of high water temperature.

Expected Result: No obvious cause should exist.

Results:

* OK - Proceed to next step.

* Not OK - An obvious cause does exist. Correct the fault. Refer to the Engine Service Manual. STOP.

3. Check Setpoint P015 (high water temperature).

a. View and make a note of setpoint P015. See Engine/Generator Setpoint Viewing OP2-0 within the topic Service Mode in the Systems Operation section.

b. Compare the setpoint viewed with the setpoint specified on print 129-4053.

Expected Result: The viewed setpoint value and the specified setpoint value should agree.

Results:

* OK - Proceed to next step.

* Not OK - The setpoints do not agree. Reprogram setpoint P015. See Engine/Generator Programming OP5-0 within the topic Service Mode in the Systems Operation section. STOP.

4. Check High Water Temperature Function.

a. Turn the ECS to OFF/RESET and then to START.

b. Allow water temperature to stabilize.

c. Check and note the actual water temperature showing on the lower display.

d. Compare the actual temperature showing on the lower display with that of setpoint P015 (noted in Step 3).

Expected Result: The actual temperature showing on the lower display should be less than setpoint P015. This actual temperature should not cause a high water temperature shutdown.

Results:

* OK - The actual temperature is less than the setpoint P015 and the high water temperature indicator does not FLASH. Problem is not present now. Problem may be intermittent. Check the harness and all electrical connections of the water temperature circuit; see the topic Electrical Connector Inspection. STOP.

* OK - The actual temperature is less than the setpoint P015 and the high water temperature indicator remains FLASHING. Therefore the GSC+ is faulty. Replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

* Not OK - Actual temperature showing is greater than the setpoint P015. The temperature is correct for a high water temperature shutdown. Therefore the engine should shutdown and the high water temperature indicator should FLASH. The GSC+ is operating properly. Refer to the Engine Service Manual to find the cause of high water temperature. STOP.

NOTE: If desired, check the accuracy of the temperature shown on the lower display of the GSC+. Install an accurate engine coolant temperature gauge with the sensing element in an area of high coolant flow and as close as possible to the EMCP II+ coolant temperature sensor.

Engine Overspeed Indicator

To find the cause of an engine overspeed shutdown, perform this procedure.

1. Check Setpoints. This step checks setpoints P009 (ring gear teeth) and P010 (engine overspeed).

a. View and make a note of setpoints P009 and P010. See Engine/Generator Setpoint Viewing OP2-0 within the topic Service Mode in the Systems Operation section.

b. Compare the setpoints viewed with the setpoints specified on print 129-4053.

Expected Result: The viewed setpoint value and the specified setpoint value should agree.

Results:

* OK - Proceed to next step.

* Not OK - The setpoints do not agree. Reprogram setpoints P009, P010 and P014. See Engine/Generator Programming OP5-0 within the topic Service Mode in the Systems Operation section. STOP.

2. Check For Possible Causes.

a. Check for possible causes of the engine overspeed condition. Refer to the Engine Service Manual and/or the Governor Service Manuals.

Expected Result: No cause should be found.

Results:

* OK - Proceed to next step.

* Not OK - The cause is found. Repair or replace the necessary engine or governor components. STOP.

3. Check Engine Overspeed Function.

NOTE: Take precautions to stop the engine manually when performing this Step.

a. If possible disable the engine from reaching rated speed.

b. Turn the ECS to OFF/RESET and then to START.

c. Slowly increase the RPM to rated speed.

Expected Result: The engine should not overspeed and the GSC+ should not shut down the engine or issue an overspeed fault.

Results:

* OK - The engine reaches rated speed, the GSC+ does not issue an overspeed fault and the GSC+ does not shut down the engine. The GSC+ and the system are functioning properly. Perform an overspeed verification. See Engine Setpoint Verification OP9 within the topic Service Mode in the Systems Operation section. STOP.

* Not OK - The engine overspeeds and the GSC+ issues an overspeed fault. Refer to the Engine Service Manual and/or the Governor Service Manual to find the cause of the problem. STOP.

Overcrank Indicator

System Schematic For Starting Motor Relay (SMR)

System Schematic For Fuel Control Relay On ETR Systems
Note: For 3408 and 3412 engines, the AFCR shall be connected to SR terminal 87 instead of fuel solenoid, and provided with F16.

System Schematic For Fuel Control Relay On ETS Systems

To find the cause of a overcrank shutdown, perform this procedure.

Preliminary Step. Initial Check. Before proceeding with the troubleshooting procedures, do the following preliminary checks.

a. Check for active diagnostic fault codes (with the exception of the CID 566 FMI 7 code) and other flashing indicators on the GSC+. If either are present, then correct them first. Go to the appropriate procedure for that fault.

b. Check the fuel level and quality. Refer to the Engine Service Manual.

c. Check for a plugged fuel filter. Refer to the Engine Service Manual.

d. Check for a plugged air filter. Refer to the Engine Service Manual.

e. Check air shutoff solenoid (if equipped) for activation. The solenoid must be deactivated for the engine to start or run. See CID 566 in the topic Diagnostic Fault Codes.

f. Check pre-lube system (if equipped) for proper operation. See the DC Schematic - Prelube Pump in the Schematics & Wiring diagrams section or refer to the Engine Service Manual.

g. Check fuse F2 and F4 on the relay module. If either is blown, proceed to Step 9.

h. Check the engine starting and fuel system. (To check the fuel solenoid, see CID 566 within the topic Diagnostic Fault Codes.) If there is a fault, refer to the Engine Service Manual. If there is no engine or fuel system fault, proceed to Step 1 of the following procedure.

1. Check Setpoints. This step checks setpoints P017 (total cycle crank time) and P018 (cycle crank time).

a. View and make a note of setpoints P017 and P018. See Engine/Generator Setpoint Viewing OP2-0 within the topic Service Mode in the Systems Operation section.

b. Compare the setpoints viewed with the setpoints specified on print 129-4053. The factory default values are: 90 seconds for P017 and 10 seconds for P018.

NOTE: Engines equipped with pre-lube pumps may require cycle crank times (setpoint P018) of 30 seconds or more.

Expected Result: The viewed setpoint value and the specified setpoint value should agree.

Results:

* OK - Proceed to next step.

* Not OK - The setpoints do not agree. Reprogram setpoints P017 and P018. See Engine/Generator Programming OP5-0 within the topic Service Mode in the Systems Operation section. STOP.

2. Check Battery Voltage.

a. With the engine off, measure the system voltage at the batteries.

Expected Result:

For 24 volt systems, the voltage should be from 24.8 to 29.5 DCV.

For 32 volt systems, the voltage should be from 33.1 to 39.3 DCV.

Results:

* OK - Proceed to next step.

* Not OK - Further checking of the battery system is necessary. See the topic CID 168 in the Diagnostic Fault Codes section. STOP.

3. Check Engine Starting Function. Steps 3 through 8 require voltage measurements to be made during simulated engine cranking. The starting motor is disabled.

NOTE: The GSC+ is attempting to crank whenever the K4 indicator is ON (on the lower display). Be aware of the 10 second crank cycle that is factory set and be sure that the K4 indicator is ON while making the following measurements. Have a helper observe the GSC+ display if necessary. More than one start may be required to complete this test.

a. Disconnect the B+ wire on the pinion solenoid of the starting motor. The B+ wire remains disconnected for all of the remaining steps of this procedure.

b. Prepare to measure the DC voltage from the disconnected B+ pinion solenoid wire to B- (ground).

c. Turn the ECS to OFF/RESET and then to START.

d. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ± 2.0 DCV.

Results:

* OK - Therefore, the starting motor is faulty. Repair or replace the starting motor. Refer to the Engine or Starting Motor Service Manual. STOP.

* Not OK - Proceed to next step.

4. Check Engine Starting Function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from terminal TS1-25 in the generator housing to B- (ground).

b. Turn the ECS to OFF/RESET and then to START.

c. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ± 2.0 DCV.

Results:

* OK - Therefore the engine wire harness is faulty. Repair or replace the engine wire harness. See the Generator Set Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

* Not OK - Proceed to next step.

5. Check Engine Starting Function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from terminal TS1-5 in the generator housing to B- (ground).

b. Turn the ECS to OFF/RESET and then to START.

c. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ± 2.0 DCV.

Results:

* OK - Therefore the starting motor magnetic switch (SMMS) or the related wiring is faulty. Troubleshoot the SMMS and the related wiring. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

* Not OK - Proceed to next step.

6. Check Engine Starting Function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from RM-18 of the relay module to B- (ground).

b. Turn the ECS to OFF/RESET and then to START.

c. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ± 2.0 DCV.

Results:

* OK - Therefore the emergency stop push button (ESPB) or the related wiring is faulty. Troubleshoot the ESPB and the related wiring. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

* Not OK - Proceed to next step.

7. Check Engine Starting Function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from RM-6 of the relay module to B- (ground).

b. Turn the ECS to OFF/RESET and then to START.

c. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ± 2.0 DCV.

Results:

* OK - Therefore the relay module is faulty. Replace the relay module (first make sure the K4 indicator is ON). See the topic Relay Module Replacement. STOP.

* Not OK - Proceed to next step.

8. Check Engine Starting Function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from RM-33 of the relay module to B- (ground).

b. Turn the ECS to OFF/RESET and then to START.

c. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ± 2.0 DCV.

Results:

* OK - Therefore fuse F4 is blown. Proceed to next step.

* Not OK - Therefore the B+ terminal or the wiring to RM-33 is faulty. Repair or replace the wiring. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

9. Troubleshoot Blown Fuse.

a. Remove fuse F4 from the relay module.

b. At the relay module, measure the resistance from RM-18 to B- (ground).

c. For fuse F2, measure the resistance from RM-15 to B- (ground).

Expected Result: A short to B- (ground) will measure 5 ohms or less.

Results:

* OK - Resistance is greater than 5 ohms and fuse is no longer blowing. Carefully check ALL wires connected to the appropriate terminal of the relay module for abrasion or worn spots in the insulation that could be causing the short. Check wires in the panel, generator panel, and on the engine harness itself. Refer to the various wiring diagrams as necessary. Repair or replace wiring as necessary. STOP.

* Not OK - Resistance is 5 ohms or less. There is a short to ground. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. Remove one component or wire at a time that is in series with RM-18 until the faulty component or wire is isolated. Repair or replace faulty component or wiring. STOP.

Undiagnosed Problem Troubleshooting

Undiagnosed problems are NOT accompanied by any type of fault indicator or fault code on the GSC+. To troubleshoot an undiagnosed problem, find the description that best fits the problem in the Undiagnosed Problem List and proceed to the corresponding procedure.

NOTE: If any fault indicator or fault code is showing on the GSC+, then proceed to the appropriate procedure for that fault.

Undiagnosed Problem List

Problem A: Starting motor remains engaged or continues to run after engine has started.

Problem B: No engine shutdown when a shutdown fault occurs.

Problem C: Fault indicators of the remote annunciator or control panel alarm module (that are controlled by the data link) all flash at a rate of once per two seconds (0.5 Hz).

Problem D: Fault shutdown indicator on the GSC+ flashes at the rate of four to five times per second (4 to 5 Hz).

Problem E: 0 volts or 0 amps are showing on the display of the GSC+ for one or more AC phases with the genset running and the load connected.

Problem F: The AC voltage and/or current values are inaccurate.

Problem A - Starting motor remains engaged or continues to run after engine has started.

System Schematic For Starting Motor Relay (SMR)

1. Check Setpoints. This step checks setpoints P011 (crank terminate speed), P017 (total cycle crank time) and P018 (cycle crank time).

a. View and make a note of setpoints P011, P017 and P018. See Engine/Generator Setpoint Viewing OP2-0 within the topic Service Mode in the Systems Operation section.

b. Compare the setpoints viewed with the setpoints specified on print 129-4053. The factory default values are: 400 rpm for P011, 90 seconds for P017 and 10 seconds for P018.

NOTE: Engines equipped with pre-lube pumps may require cycle crank times (setpoint P018) of 30 seconds or more.

Expected Result: The viewed setpoint value and the specified setpoint value should agree.

Results:

* OK - Proceed to next step.

* Not OK - The viewed setpoint does not agree with the specified setpoint. Reprogram setpoints P011, P017 and P018 per print 129-4053 Chart. See Engine/Generator Programming OP5-0 within the topic Service Mode in the Systems Operation section. Proceed to next step.

2. Check Engine Starting Function. The remaining steps of this procedure require checks to be made during simulated engine starting. The fuel delivery system is disabled.

a. Disable the fuel solenoid or the governor to prevent the engine from starting but not from cranking.

b. Prepare to manually stop the engine from cranking (turn battery disconnect switch to OFF or shut the engine off by using mechanical means), if necessary.

c. Turn the ECS to START and allow the engine to crank.

d. Turn the ECS to OFF/RESET.

Expected Result: The engine should stop cranking.

Results:

* OK - Proceed to Step 6.

* Not OK - Engine continues to crank. Proceed to next step.

3. Check Engine Starting Function (continued). The conditions of Step 2 remain in effect (fuel delivery disabled and engine cranking).

a. While the engine is still cranking from the preceding step, push the emergency stop push button.

Expected Result: The engine should stop cranking.

Results:

* OK - Check the wire on RM-18 of the relay module for a short to B+. If a short is not found, replace the relay module. See the topic Relay Module Replacement. STOP.

* Not OK - Engine continues to crank. Proceed to next step.

4. Check Engine Starting Function (continued). The conditions of Step 3 remain in effect (fuel delivery disabled and engine cranking).

a. Stop the engine (turn the battery disconnect switch to OFF or shut the engine off by using mechanical means).

b. Remove all wires from terminal TS1-25 in the generator housing. (For dual starting motors, also remove all wires from terminal TS1-26.)

c. Turn the ECS to START and attempt to crank the engine.

Expected Result: The engine should not crank.

Results:

* OK - The engine does not crank. Therefore the starting motor magnetic switch (SMMS) or related wiring is faulty. Troubleshoot the SMMS and the related wiring. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

* Not OK - Engine continues to crank. Proceed to next step.

5. Check Engine Starting Function (continued). The conditions of Step 4 remain in effect (fuel delivery disabled and engine cranking).

a. Stop the engine (turn the battery disconnect switch to OFF or shut the engine off by using mechanical means).

b. Disconnect the B+ wire on the pinion solenoid of the starting motor.

c. Turn the ECS to START and attempt to crank the engine.

Expected Result: The engine should not crank.

Results:

* OK - The engine does not crank. Therefore, wire 052-125 or 125-152 in the engine harness is shorted to battery positive (B+). Troubleshoot the wiring. See the Generator Set Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

* Not OK - Engine continues to crank. Therefore, the starting motor is faulty. Troubleshoot the starting motor. Refer to the Starting Motor and/or Engine Service Manuals. STOP.

6. Check Starting Motor Cycling. This step continues troubleshooting from Step 2. The conditions of Step 2 remain in effect (fuel delivery disabled).

a. Turn the ECS to START.

Expected Result: The starting motor should cycle on and off according to setpoint P018 (cycle crank time).

Results:

* OK - If the starting motor cycles correctly, the problem is not present. STOP.

* Not OK - If the starting motor remains ON and does not stop, the starting motor is faulty. Troubleshoot the starting motor. Refer to the Starting Motor and/or Engine Service Manuals. STOP.

Problem B - No engine shutdown when a shutdown fault occurs.

System Schematic For Unexpected Shutdown

Fuel Control Relay For ETR Systems
Note: For 3408 and 3412 engines, the AFCR shall be connected to SR terminal 87 instead of fuel solenoid, and provided with F16.

Fuel Control Relay On ETS Systems

1. Check For Diagnosed Faults.

a. Check the display area of the GSC+ for a fault indicator that is FLASHING and check for a fault code on the upper display.

NOTE: If the fault alarm indicator is ON CONTINUOUSLY, then the GSC+ is programmed to override the normal shutdown response and treats the condition as an alarm fault (engine continues to run and is able to start). This is not a problem. To view the setpoints, see Engine/Generator Setpoint Viewing OP2-0 within the topic Service Mode in the Systems Operation section. To reprogram the setpoints, see Engine/Generator Programming OP5-0 within the topic Service Mode in the Systems Operation section.

Expected Result: Engine does not shutdown when a shutdown fault occurs.

Results:

* Not OK - If all fault indicators are OFF and a fault exists that should cause the GSC+ to shutdown the engine, then proceed to Step 13.

* Not OK - If the fault shutdown indicator is FLASHING and the engine remains running, then:

For ETR fuel systems, proceed to Step 2.

For ETS fuel systems, proceed to Step 6.

For 3500 engines with electronic governor, proceed to Step 12.

2. ETR System Check. The engine remains running and the fault shutdown indicator is FLASHING.

a. Turn the ECS to OFF/RESET.

Expected Result: The engine should shutdown.

Results:

* OK - The engine shuts down. The system is functioning properly. Start the engine again. If the fault shutdown indicator is FLASHING and the engine does not shutdown, replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

* Not OK - The engine does NOT shutdown. Proceed to next step.

3. ETR System Check (continued). The engine remains running and the faul shutdown indicator is FLASHING.

a. Push the emergency stop push button (ESPB).

Expected Result: The engine should shutdown.

Results:

* OK - The engine shuts down. Therefore, it is likely that an unwanted battery positive (B+) voltage is present at RM-15 of the relay module. Check the related wiring for this unwanted voltage. If no battery voltage is found in the related wiring, then replace the relay module. See the topic Relay Module Replacement. STOP.

* Not OK - The engine does NOT shutdown. Proceed to next step.

4. ETR System Check (continued). The engine remains running and the fault shutdown indicator is FLASHING.

a. Stop the engine (turn the battery disconnect switch to OFF or shut the engine off by using mechanical means).

b. Remove all wires from terminal TS1-7 in the generator housing.

c. Turn the ECS to START and attempt to start the engine.

Expected Result: The engine should NOT start.

Results:

* OK - The engine does not start. Therefore, there is a wiring error or short to battery positive between terminal TS1-7 and the relay module. On 3408 and 3412 engines, the auxiliary fuel control relay (AFCR) on the sub-panel could be faulty. Troubleshoot and repair the wiring, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

* Not OK - The engine starts and runs. Proceed to next step.

5. ETR System Check (continued). The engine remains running and the fault shutdown indicator is FLASHING.

a. Stop the engine (turn the battery disconnect switch to OFF).

b. Remove both wires from the fuel solenoid.

c. Turn the ECS to START and attempt to start the engine.

Expected Result: The engine should NOT start.

Results:

* OK - The engine does not start. Therefore, wire 850-907 or 907-950 is shorted to battery positive (B+) in the engine harness. Troubleshoot and repair the wiring, see the Generator Set Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

* Not OK - The engine starts and runs. Therefore, the fuel solenoid is stuck or otherwise faulty. Refer to the engine Service Manual to troubleshoot and repair. STOP.

6. ETS System Check. This step continues troubleshooting from Step 1. The engine remains running and the fault shutdown indicator is FLASHING.

a. Stop the engine (turn the battery disconnect switch to OFF or shut the engine off by using mechanical means).

b. Turn the ECS to STOP.

c. Measure the DC voltage of the batteries.

Expected Result:

For 24 volt systems, voltage should be from 24.8 to 29.5 volts DC.

For 32 volt systems, voltage should be from 33.1 to 39.3 volts DC.

Results:

* OK - Proceed to next step.

* Not OK - Voltage is NOT correct. See the topic CID 168 in the Diagnostic Fault Codes section to check the system voltage.

NOTE: On ETS fuel systems, if the GSC+ is entirely turned off (the display area is blank), then the GSC+ is not able to shutdown the engine. Check for wiring errors in the power connections to the GSC+ and for discharged batteries.

7. ETS System Check (continued). The engine remains stopped. The ECS remains in the STOP position.

a. Push the emergency stop push button (ESPB).

b. At the fuel solenoid, measure the voltage across the terminals.

NOTE: The emergency stop push button and the fuel control timer module (FCTM) will attempt to provide battery positive to the fuel solenoid for 70 seconds. Pull out the emergency stop push button and then push it in again to reset the timer if more time is necessary to complete this Step.

Expected Result: The voltage should be the same as the system voltage noted in Step 6, ± 2.0 DCV.

Results:

* OK - The voltage is correct. Therefore, the fuel solenoid is stuck or otherwise faulty. Troubleshoot and repair the faulty solenoid, refer to the Engine Service Manual. STOP.

* Not OK - Voltage is not correct. Proceed to next step.

8. ETS System Check (continued). The engine remains stopped. The ECS remains in the STOP position.

a. Pull out the ESPB and then push the ESPB back in.

b. Measure the voltage from terminal TS1-7 in the generator housing to battery negative (ground).

Expected Result: The voltage should be the same as the system voltage noted in Step 6, ± 2.0 DCV.

Results:

* OK - The voltage is correct. Therefore, there is an open in the engine wire harness. Troubleshoot and repair the engine harness, see the Generator Set Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

* Not OK - Voltage is not correct. Proceed to next step.

9. ETS System Check (continued). The engine remains stopped. The ECS remains in the STOP position.

a. Pull out the ESPB and then push the ESPB back in.

b. Measure the voltage from RM-15 of the relay module to battery negative (ground).

Expected Result: The voltage should be the same as the system voltage noted in Step 6, ± 2.0 DCV.

Results:

* OK - The voltage is correct. Therefore, there is an open in the wiring between RM-15 of the relay module and terminal TS1-7. Troubleshoot and repair the wiring, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

* Not OK - Voltage is not correct. Proceed to next step.

10. ETS System Check (continued). The engine remains stopped. The ECS remains in the STOP position.

a. Pull out the ESPB and then push the ESPB back in.

b. Measure the voltage from RM-31 of the relay module to battery negative (ground).

Expected Result: The voltage should be the same as the system voltage noted in Step 6, ± 2.0 DCV.

Results:

* OK - The voltage is correct. Therefore, it is likely that fuse F2 is open (blown). Replace fuse F2. If fuse blows again, proceed to next step.

* Not OK - Voltage is not correct. Therefore, there is an open in the wiring between RM-31 of the relay module and battery positive (B+). Troubleshoot and repair the wiring, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

11. ETS System Check (continued). Troubleshoot Blown Fuse.

a. Remove fuse F2.

b. At the relay module, measure the resistance from RM-15 to B- (ground).

Expected Result: A short to B- (ground) will measure 5 ohms or less.

Results:

* OK - Resistance is greater than 5 ohms and fuse is no longer blowing. Carefully check ALL wires connected to RM-15 of the relay module for abrasion or worn spots in the insulation that could be causing the short. Check wires in the panel, generator panel, and on the engine harness itself. Refer to the various wiring diagrams as necessary. Repair or replace wiring as necessary. STOP.

* Not OK - Resistance is 5 ohms or less. There is a short to battery negative (B-). Note: On some ETR fuel systems with a dual coil fuel solenoid, the correct normal resistance can measure less than 1 ohm. Remove one component or wire at a time that is in series with the load side of the fuse terminal until the faulty component or wire is isolated. Repair or replace wiring as necessary. STOP.

* Not OK - Resistance is greater than 3 ohms and the fuse still blows when all wires are removed from the appropriate terminal. Replace the relay module. See the topic Relay Module Replacement. STOP.

12. 3500 Engines With Electronic Governor. This step continues troubleshooting from Step 1. The engine remains running and the fault shutdown indicator is FLASHING.

a. Remove fuse F6 from the relay module. The engine should shutdown.

b. At the relay module, measure the resistance from RM-8 to RM-24. The resistance should be 5k ohms or greater.

Expected Result: The engine should shutdown (Step a) and the resistance should be 5K ohms or greater.

Results:

* OK - The engine shuts down and the resistance is correct, the electronic governor is incorrectly being supplied battery positive (B+). Troubleshoot and repair the related wiring, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

* Not OK - The engine shuts down and the resistance is NOT correct, there is a wiring error or the relay module is faulty. Check the wiring to RM-8 and RM-24 of the relay module, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. Repair any wiring errors. If the wiring is correct, then replace the relay module; see the topic Relay Module Replacement. STOP.

* Not OK - The engine continues to run. The rack or electric actuator are stuck in the ON position. Troubleshoot and repair the rack or electric actuator; refer to the Service Manual for the particular electronic governor. STOP.

For the 2301A Speed Control, refer to Service Manual SENR4676.

For the 2301A Load Share, refer to Service Manual SENR3585.

For 524 and 1724 Electrically Powered Governor Systems, refer to Service Manual SENR6430.

13. Determine Fault. This step continues troubleshooting from Step 1.

NOTE: For a fault with the coolant loss sensor that does not shutdown the engine, see the topic CID 111 in the Diagnostic Fault Codes section.

a. For a fault with engine overspeed, low oil pressure, or high water temperature that does not shutdown the engine - Make a note of all the engine information showing on the lower display of the GSC+.

b. View the related setpoints, see Engine/Generator Setpoint Viewing OP2-0 within the topic Service Mode in the Systems Operation section.

c. Compare the engine information showing on the lower display with the related setpoints.

Expected Result: The information on the lower display and the related setpoint values should agree.

Results:

* OK - The information showing on the lower display is within the related setpoint, then the GSC+ is not causing the shutdown. STOP.

* Not OK - The information showing on the lower display is beyond the related setpoint, then the GSC+ is faulty. Replace the GSC+; see the topic Generator Set Control + Replacement. STOP.

Problem C - Fault indicators of the remote annunciator or control panel alarm module (that are controlled by the data link) all flash at a rate of once per two seconds (0.5 Hz).

System Schematic For Alarm Module (ALM)

NOTE: The maximum number of modules (Alarm, Remote Annunciator, or Customer Interface Module), that can be connected to the GSC+ is three. (There is no limit on the number of Custom Alarm Modules that can be used in an application.) The maximum distance between a module and the GSC+ is 305 m (1000 ft).

If these specifications are not met, the information on the data link can be erratic and cause the indicators on the alarm module to flash. If not in compliance with the specifications, reduce the number of modules and/or shorten the distance to the GSC+.

1. Check Data Wire.

a. Turn the ECS to OFF/RESET.

b. Disconnect the harness connector from the GSC+.

c. Check for open. Measure the resistance from terminal 2 of the alarm module to contact 35 of the GSC+ harness connector. The resistance should be 5 ohms or less.

d. Check for short. Measure the resistance from contact 35 of the GSC+ harness connector to both battery positive (B+) and negative (B-) at the relay module. The resistance should be 5k ohms or greater.

Expected Result:

For Step c, the resistance should be 5 ohms or less.

For Step d, the resistance should be 5k ohms or greater.

Results:

* OK - All resistance measurements are correct. Proceed to next step.

* Not OK - One or more of the resistance measurements are NOT correct. Therefore the harness wiring with the incorrect resistance is faulty (open or shorted). Troubleshoot and repair the faulty harness wiring. STOP.

2. Measure Voltage At Alarm Module. The ECS remains in the OFF/RESET position.

a. Reconnect the harness connector to the GSC+.

b. At the alarm module measure the DC voltage from terminal 2 to terminal 7. The voltage will be changing, but it should be between 1 and 10 DCV.

NOTE: If troubleshooting a remote annunciator, measure the DC voltage (with the 7X-1710 Cable Probes) from contact 35 to contact 31 of the GSC+ harness connector. Do not disconnect the harness from the GSC+. This voltage measurement should agree with the preceding measurement of Step b. If the voltages do not agree, the wire is faulty from terminal 2 of the alarm module to terminal TS1-18 in the generator housing.

c. Disconnect all wires from terminal 2 of the alarm module. Again measure the DC voltage from terminal 2 to terminal 7 at the alarm module. The voltage should be 10.5 ± 1.0 DCV.

Expected Result:

For Step b, the voltage should be between 1 and 10 DCV.

For Step c, the voltage should be 10.5 ± 1.0 DCV.

Results:

* OK - Both voltage measurements are correct. Therefore, replace the alarm module. STOP.

* Not OK - Both voltage measurements are low. Therefore, replace the alarm module.

* Not OK - The first measurement is low and the second measurement is high. Therefore, replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

Problem D - Fault shutdown indicator on the GSC+ flashes at the rate of four to five times per second (4 to 5 Hz). The displays of the GSC+ may be unintelligible. The GSC+ does not respond to any position of the engine control switch (ECS).

This is an internal fault of the GSC+ that can be temporary or permanent. The fault is caused by a component failure in the GSC+ or by extremely severe electromagnetic or radio frequency interference. The relays in the relay module are automatically turned off when this fault occurs. The effect of this fault on the engine depends on the type of fuel system.

* For engines with 2301A governor, the engine shuts down.

* For engines with 8290 governor, the engine runs at idle speed. The ESPB will shut down the engine.

* For ETR engines with mechanical governor, the engine shuts down.

* For ETS engines with mechanical governor, the engine runs at rated speed. The ESPB will shutdown the engine.

1. Reset The GSC+.

a. Turn the ECS to OFF/RESET. If the GSC+ does not power down, remove the jumper that connects terminals 6 and 9 on the ECS.

b. Turn the ECS to STOP.

Expected Result: The GSC+ should power up with an understandable display and should now respond to the ECS switch.

Results:

* OK - The GSC+ operates correctly. Therefore, the fault is gone. STOP.

* Not OK - The GSC+ does NOT operate correctly and the fault shutdown indicator still flashes at the rate of four to five times per second (4 to 5 Hz). Therefore, the the GSC+ is faulty. Replace the GSC+, see the topic Generator Set Control + Replacement. STOP.

Problem E - 0 volts or 0 amps are showing on the display of the GSC+ for one or more AC phases with the genset running and the load connected.

System Schematic For AC Transformer Box + (ATB+) - Schematic Shows A Wye Connected Generator.

Show/hide table

When the engine-generator, or any source to which the engine-generator is synchronized to, is operating, voltages up to 600V are present in the control panel.

For AC voltage problems begin troubleshooting at Step 1.

For AC current problems begin troubleshooting at Step 4.

1. Check Fuses.

a. Check the three fuses on the AC transformer box + (ATB+). The fuses should not be blown.

Expected Result: The fuses should not be blown.

Results:

* OK - Fuses are OK. Proceed to next step.

* Not OK - One or more of the fuses are blown. Check for a shorted component or wiring error. Troubleshoot and repair the fault, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

2. Check Generator Output.

a. With the engine running and the circuit breaker open or load removed, measure the voltage between all three fuses on the ATB+.

Expected Result: The line to line voltage should measure correctly for all three phases.

Results:

* OK - The voltages are correct and the problem remains. Proceed to next step.

* Not OK - One or more of the voltages are NOT correct, the wiring or connections are faulty. Check for wiring errors between the ATB+ and the generator buss, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. Also check the electrical connections at the ATB+ terminal, see the topic Electrical Connector Inspection. STOP.

3. Check Connections.

a. Stop the engine.

b. Check the harness connector and crimp terminals of the ATB+.

c. Check the GSC+ harness connector. See the topic Electrical Connection Inspection.

d. Check for one or more broken wires between the ATB+ and the GSC+. See the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section.

Expected Result: All connectors are OK and the problem is no longer present.

Results:

* OK - All connectors are OK and the problem is no longer present. This procedure has fixed the fault. STOP.

* Not OK - Problem remains and concerns AC voltage. It is unlikely the GSC+ is faulty. Replace the ATB+ and if the problem persists, then replace the GSC+. STOP.

* Not OK - Problem remains and concerns AC current. Proceed to next step.

4. Check Current Transformers.

a. Stop the engine.

b. At terminals 51, 52 and 53 of the ATB+, disconnect only the wires that lead away from the ATB+. These disconnected wires go to the current transformers (CT1, CT2, CT3).

c. Measure the resistance from terminal 50 to each of the disconnected wires.

Expected Result: The resistance should be less than 5 ohms.

Results:

* OK - The resistance is correct. Therefore, the current transformers check good. Proceed to next step.

* Not OK - One or more of the resistance measurements are NOT correct. A current transformer or related wire is open. Check for an open CT or wiring, see the Generator Set Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

5. Check ATB+.

a. Stop the engine.

b. Remove the harness connector from the GSC+.

c. At the GSC+ harness connector, measure the resistance:

from contact 4 to contact 16

from contact 5 to contact 16

From contact 6 to contact 16

Allow each measurement to stabilize.

Expected Result: Each of the three resistances should be 120 ± 20 ohms.

Results:

* OK - Proceed to next step.

* Not OK - One or more of the resistance measurements at the GSC+ harness connector is NOT correct. Therefore, the ATB+ or the related wiring is faulty. Check for an open or short in the wiring from the GSC+ harness connector to the ATB+ harness connector, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. Check the electrical connections at the GSC+ and ATB+ harness connectors and at the ATB+ terminal strip, see the topic Electrical Connector Inspection. Repair or replace the wiring as necessary. If the fault is not found, replace the GSC+. STOP.

6. Check ATB+. The wires disconnected in Step 4 on terminals 51, 52, & 53 remain disconnected. The only wires connected to these terminals should lead into the ATB+.

a. At the terminal strip of the ATB+ measure the resistance:

from terminal 51 to 50

from terminal 52 to 50

from terminal 53 to 50

Expected Result: All resistances should be less than 1 ohm.

Results:

* OK - All resistances are correct, then the ATB+ checks good. The fault is in the GSC+ or the GSC+ harness connector. Check the GSC+ harness connector, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagram section. If the connector checks good and the fault remains, then replace the GSC+. See the topic Generator Set Control + Replacement. STOP.

* Not OK - One or more of the resistance measurements are NOT correct. The ATB+ is faulty. Replace the ATB+. STOP.

Problem F - The AC voltage and/or current values are inaccurate.

Functional Block Diagram Of AC Voltage Display in EMCP II+

NOTE: For the system schematic see the preceding Problem E.

NOTE: For related information, see the topic AC Voltage Range Selection.

The P020 setpoint determines the proper AC voltage range and the internal multiplier that are used by the GSC+ for calculating AC voltage. The GSC+ uses the internal multiplier to compensate for the turns ratio of the external potential transformers (if present). The turns ratio of the external potential transformer must match this internal multiplier to ensure accurate AC voltage calculation by the GSC+.

The jumper block (located in the relay module) connects a divide-by-five circuit to the AC voltage input of the GSC+. The divide-by-five circuit reduces the AC voltage input to a manageable level for the GSC+ when P020 is 700. When setpoint P020 is 700, a multiplier of five is needed to compensate for the presence of the divide-by-five circuit (jumper installed) even though no external potential transformer is present.

NOTE: To prevent inaccurate voltage calculation by the GSC+, the jumper block should NOT be installed when P020 is programmed to a value other than 700. The other values (150 through 30 000) are used with an external potential transformer and result in input voltages from 0 to 150 ACV at the AC Transformer Box + (ATB+). No further reduction of the input voltage is required.

Do the following procedure to determine the cause of inaccurate AC voltage and/or current values on the GSC+.

1. Check setpoints P020 (full scale voltage) and P021 (full scale current). In order for the GSC+ to operate correctly, the current transformers (CT's) must have 5A secondaries. See Engine/Generator Setpoint Viewing OP2-0 and Engine/Generator Programming OP5-0 within the topic Service Mode. Typical factory setpoints are: 700V for P020 and 600A for P021. The setpoints should be correct for the genset application.

2. Refer to the AC Voltage Range Selection chart and the Functional Block Diagram Of AC Voltage Display In EMCP II+ to help determine the proper setpoints and any necessary external potential transformers.

3. If only the voltage is inaccurate, check the AC voltage range jumper for correct installation. The jumper should be installed for systems with a full scale AC voltage input of 700 volts (P020 = 700). The jumper should NOT be installed for systems with 150 volts full scale AC inputs (P020 is a value other than 700) or for any unit with external potential transformers. For information regarding the installation of the jumper, see the topic AC Voltage Range Selection.

4. Check the Voltmeter/Ammeter Programming OP8 within the topic Service Mode in the Systems Operation section. OP8 is the option for programming the calibration value of the voltmeter and ammeter. The calibration values, written on the ATB+ bar code sticker, must be programmed into the GSC+ to assure accurate voltage and current values.

5. Check the AC offset adjustment, see AC Offset Adjustment OP10 within the topic Service Mode in the Systems Operation section. If necessary, set the voltage offsets back to 0%.

NOTE: The adjusted voltages are for display only and will NOT be transmitted over the CAT data link to other modules (such as the Customer Communication Module). Also, the adjusted voltages are NOT used for determining the fault thresholds for protective relaying functions. In both cases, the unadjusted values for AC voltage are still determined by the GSC+ (but not shown), and will be used instead of the displayed values.

Polarity Of Current Transformers
(A) Polarity mark facing towards the generator.

NOTE: If power meter readings on the GSC+ are inaccurate, check the power factor and the power for each individual phase (hold the power meter key for more than five seconds). If the readings for any individual phase are grossly inaccurate, check the polarity of the current transformers (CT's) in the generator housing (see the preceding illustration). If the polarity of the current transformers is correct, replace the ATB+.

AC Voltage Range Selection

Functional Block Diagram Of AC Voltage Display In EMCP II+

Relays In Relay Module
(1) Jumper block.

Jumper block (1) is used to select the voltage range of the voltmeter of the GSC+. Jumper block (1) is installed for systems with 700 volts full scale AC inputs. Jumper block (1) is NOT installed for systems with 150 volts full scale AC inputs or for any unit with external potential transformers. The relay module comes factory equipped with jumper block (1) installed.

Jumper block (1) is easily removed by grasping and pulling it. It is easily installed by aligning and then pushing in. If a jumper block is required but is not available, three separate jumpers can be substituted. Each of the three manufactured jumpers connect a pair of pins. A pair of pins must not touch another pair of pins.

The relay module must be removed from the GSC+ to gain access to the circuit board and jumper block (1). See the topic Relay Module Replacement.

External Potential Transformer Connections

Wye Configuration Of External PT's On 4-Wire Wye Generator. This configuration allows accurate measurement of all power parameters by the GSC+ including when the loads are unbalanced and neutral current is present. All power parameters are shown on the display of the GSC+.

Open Delta Configuration Of External PT's On 3-Wire Delta Generator. This configuration allows accurate measurement of power parameters by the GSC+ including when the loads are unbalanced and circulating current is present. Real power phase A, B, C and power factor phase A, B, C can not be determined and are not shown on the GSC+ display.

Open Delta Configuration Of External Pt's On 4-Wire Wye Generator. This configuration results in less accurate measurement of all power parameters by the GSC+ when the loads are unbalanced and neutral current is present. Real power phase A, B, C and power factor phase A, B, C can not be determined and are not shown on the GSC+ display.

NOTE: The wye configuration of external potential transformers (PT's) is preferred for 4-wire wye generators because of the greater accuracy when loads are unbalanced. With the open delta configuration, some power parameters can not be determined: real power phase A, B, C and power factor phase A, B, C. For maximum accuracy, the open delta configuration of external PT's should be used only for 3-wire delta generators.

On 4-wire wye generators, three separate potential transformers (PT's) are required for accurate power metering unless the loads are completely and continually balanced. Even if the loads are balanced, some power parameters can not be determined and are not shown on the GSC+ display: real power phase A, B, C and power factor phase A, B, C. The ATB+ contains three potential transformers to accommodate 4-wire wye generators. The full capabilities of the ATB+ are not utilized when an open delta PT configuration is used for 4-wire wye generators.

On 3-wire delta generators, two potential transformers allow maximum accuracy for all load conditions. However, again real power phase A, B, C and power factor phase A, B, C can not be determined and are not shown on the GSC+ display.

The GSC+ must be programmed when connecting external PT's to the ATB+.

Procedure For Programming When PT's Are Used.

1. Program setpoint P032 to match the configuration of the external PT's. Setpoint P032 must always match the configuration of the external PT's regardless of whether the generator is a wye or delta. This is necessary because the ATB+ is connected only to the external PT's and cannot sense the generator connections.

* For external PT's that are connected in a wye configuration, program setpoint P032 to 0 (wye). Setpoint P032 is also programmed to 0 when no PT's are present on wye generators.

* For external PT's that are connected in a delta configuration, program setpoint P032 to 1 (delta). Setpoint P032 is also programmed to 1 when no PT's are present on delta generators.

NOTE: When setpoint P032 is programmed to 1 (delta), real power phase A, B, C and power factor phase A, B, C can not be determined and are not shown on the GSC+ display.

2. Program setpoint P020 to match the turns ratio of the external PT's. See the AC Voltage Range Selection chart within the preceding topic AC Voltage Range Selection. Setpoint P020 should match the turns ratio of the external PT's independent of whether setpoint P032 is programmed for wye or delta.

Electrical Connector Inspection

Many of the troubleshooting procedures in this Testing And Adjusting section require the inspection of electrical connectors and crimp terminals. Do the following steps to test an electrical connector or crimp terminal. These steps can be especially helpful when troubleshooting an intermittent problem. If a faulty connection is found, repair the connection. Then return to the original troubleshooting procedures and check to see if the original fault is resolved and/or continue with the original troubleshooting procedure.

NOTE: Avoid unnecessary disconnecting and connecting of connector halves in order to troubleshoot system faults. This practice can cause the connector contacts within the connector to wear out prematurely.

1. Check Connector Hex Screw. Make sure that the 40-pin harness connector on the rear of the GSC+ is aligned and seated properly and that the hex screw is tight. Any unused locations in the 40-pin harness connector should be plugged to keep out dirt, water and other contaminates.

2. Pull Test Each Wire. Each connector contact and wire in the various harness connectors should easily withstand 10 pounds of pull and remain in the connector body. This test checks to see if the wire in each connector contact was crimped properly, and also that the connector contact was inserted into the connector body completely. Repair as needed. When replacing connector contacts, use only the 1U-5804 Crimp Tool and make sure that the connector contact and tool are matched to the wire gauge. Connector contacts should always be crimped onto the wire, never soldered.

Also do the pull test for the pre-insulated crimp terminals on the terminal strips. Repair as needed. When replacing crimp terminals, use the proper crimping tool and techniques for the type and brand of crimp terminal. Use an appropriately sized terminal for the wire gage. If desired, crimp-on spade and ring terminals may be soldered to the wire for an improved electrical connection.

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

4. Visually Inspect Connectors And Crimp Terminals. Verify that connector contacts within the connectors are not corroded or damaged. Verify proper alignment and location of connector contacts within the connector. Verify that the two connector halves are seated and locked together.

Check all crimp terminals for corrosion and damage. When wiggling each wire on a crimp terminal, the ends of the bare wires on the open end of the terminal barrel should be tight and not move. Check tightness of terminal strip screws also. Repair as needed.

5. Check Individual Connector Contacts. This is especially important for intermittent problems. Using a new connector contact, insert it into each of mating connector contacts. Check for a snug fit between the mating connector contacts. Repeat this procedure for the other connector half, using a new connector contact of the correct type.

Alarm Module (ALM) Adjustment

Alarm Module
(1) Plug.

For all alarm applications, the low DC volts alarm setpoint is adjusted by a potentiometer located under access plug (1) on the rear of the module. The adjustment range is 8 to 38 volts. The alarm setpoint is factory set at 24 DCV.

Adjustment Procedure

1. Gain access to the rear of the ALM. It is not necessary to remove the ALM unless necessary for access. All wiring remains connected to the terminals of the ALM unless otherwise noted.

2. Remove plug (1) to gain access to the adjustment potentiometer. It is possible for moisture to enter the ALM when plug (1) is removed. Remove plug (1) in a dry environment. Remove the plug in an air conditioned area if the relative humidity exceeds 60%.

3. Disconnect the wires on terminals 1 and 7. Secure these wires so that they do not touch each other, ground or other electrical connections.

4. Connect a variable DC power supply to the alarm module (positive to terminal 1, negative to terminal 7). Set the power supply voltage to the desired low DCV alarm setpoint (between 8 and 38 volts).

5. Turn the adjustment pot fully clockwise.

6. After one minute, the indicator on the ALM for low battery voltage FLASHES. Press the alarm silence switch. The low battery voltage indicator should change from FLASHING to ON CONTINUOUSLY.

7. Turn the adjustment potentiometer counterclockwise slowly until the low battery voltage indicator turns OFF.

8. Replace the plug.

9. Disconnect the variable DC power supply and reconnect the wires to terminals 1 and 7.

Magnetic Pickup (MPU) Adjustment

Magnetic Pickup (MPU)
(1) Air gap. (2) Locknut.

This adjustment procedure is for the engine magnetic pickup.

1. Remove the magnetic pickup from the flywheel housing. Remove all debris from the tip of the magnetic pickup. Align a ring gear tooth directly in the center of the threaded opening.

2. By hand, screw the pickup into the hole until the end of the pickup just makes contact with the gear tooth.

3. Turn the pickup back out three-fourts turn (270 degrees in the counterclockwise direction).

4. Tighten locknut (2) to 25 ± 5 N·m (18 ± 4 lb ft).

NOTE: Do not allow the pickup to turn as locknut (2) is tightened.

Charging System Test

NOTE: These procedures are for gensets equipped with an alternator. Battery chargers are the customers responsibility to maintain. To test only the batteries refer to Special Instruction SEHS7633, Battery Test Procedure.

Test Procedure

1. Put the multimeter positive (+) lead on the BAT terminal of the alternator. Put the negative (-) lead on the ground terminal or the frame of the alternator. Put a clamp-on ammeter around the positive output wire of the alternator.

NOTE: Cranking the engine for 30 seconds partially discharges the battery in order to do a charging test. If the battery is already low in charge, skip Step 2 and proceed to Step 3.

2. Disable the fuel solenoid or governor to shut the fuel off and prevent the engine from starting. Do not disable the starting motor. Turn the engine control switch (ECS) to OFF/RESET. To activate the starting motor, temporarily place a jumper from the B+ terminal to the RM-18 terminal, at the relay module terminal strip. Crank the engine for 30 seconds. Wait for two minutes to cool the starting motor. Crank the engine again for 30 seconds.

3. Enable the fuel solenoid or governor that was disabled in Step 2. Start the engine and run at full throttle. If necessary, jump-start the engine or charge the batteries as required in order to start the engine.

4. Immediately check the output current of the alternator. For correct operation, this initial charging current is equal to or slightly greater than the full rated output current of the alternator. The specified full rated output current of some alternators is:

100-5047 (24V) 50A

3E-7577 (24V) 75A

3E-7578 (24V) 50A

3T-6352 (24V) 60A

4N-3986 (24V) 60A

6N-9294 (24V) 35A

6T-1395 (24V) 35A

7N-9720 (24V) 35A

7T-2095 (24V) 35A

9G-4574 (24V) 35A

9W-3043 (24V) 55A

4N-3987 (32V) 60A

5. For correct operation, within approximately 10 minutes at full throttle (possibly longer depending upon battery size, condition and alternator rating), the specified alternator output voltage is:

24V system 26.5 to 29.0 DCV.

32V system 35.8 to 38.8 DCV.

See the Fault Conditions And Possible Causes chart.

6. The charging current during this period should taper off to less than approximately 10 amps with accessories turned OFF, depending again upon battery and alternator capacities. See the Fault Conditions And Possible Causes chart.

Magnetic Switch Test (24V)

Magnetic Switches On Sub-Panel (Two Switches Shown For Dual Starting Motor System)

The starting motor magnetic switch (SMMS) for 24V systems is mounted on the sub-panel within the control panel. Two switches are used in dual starting motor systems, one for each starting motor.

Test Procedure

1. Disconnect the jumper wire between terminals TS1-4 and TS1-5 in the generator housing. Measure the resistance between terminals TS1-5 and TS1-2. The resistance should measure:

26 to 33 ohms for single starting motor systems.

13 to 17 ohms for dual starting motor systems.

If resistance is NOT correct, replace the defective magnetic switch. If the resistance is correct, proceed to Step 2.

2. Disconnect the cable going from the pinion solenoid to the starting motor. Do this on both starting motors of a dual starting motor system.

3. Connect a DC voltmeter: positive to terminal TS1-24 and negative to terminal TS1-25 in the generator housing. (If second magnetic switch is tested in a dual starting motor system, then connect negative to terminal TS1-26.)

NOTE: The jumper wire of Step 4 can remain connected for only ten seconds.

4. Connect a jumper wire from terminal TS1-1 to terminal TS1-5 in the generator housing. Disconnect this wire immediately after the voltage is measured (no more than 10 seconds). The correct measurement changes from approximately 24 DCV to approximately 2 DCV.

If voltage is greater than 2.0 DCV, then replace the magnetic switch. If the switch passes the requirements of Step 1 and 4, it is functioning correctly. Reconnect the wires and cables that were removed in this procedure.

PWM Sensor Test

System Schematic For Engine Oil Pressure Sensor (EOPS)

System Schematic For Engine Coolant Temperature Sensor (ECTS)

System Schematic For Engine Oil Temperature Sensor (EOTS)

Pulse Width Modulated (PWM) Signal

This test is provided in addition to the CID 100, CID 110 and CID 175 troubleshooting procedures; see the topic Diagnostic Fault Codes. The oil pressure sensor, coolant temperature sensor and oil temperature sensor are pulse width modulated (PWM) sensors. These sensors produce a digital signal in which the duty cycle varies as the condition changes. The frequency remains constant.

The engine coolant temperature sensor and the engine oil temperature sensor are the same Caterpillar part but used in different applications. The sensor specifications are the same for both of these sensors.

Test Procedure

This procedure requires the measurement of the frequency and duty cycle of the sensor signal. Use the 9U-7330 Digital Multimeter for measuring frequency and duty cycle. To measure frequency, turn the rotary switch to AC volts and press the HZ button once. To measure duty cycle, turn the rotary switch to AC volts and press the HZ button twice.

NOTE: The 6V-7070 Digital Multimeter does not measure frequency or duty cycle. However, the DC voltages are listed in the Sensor Specifications chart as an alternative to measuring the frequency and duty cycle. The 6V-7070 Digital Multimeter can be used for DC voltage measurements.

1. Preparations.

a. Locate the suspect sensor.

b. Identify the sensor wires and connector contacts; see the preceding System Schematics.

c. DO NOT DISCONNECT ANY HARNESS CONNECTORS AT THIS TIME.

d. Use the 7X-1710 Cable Probe (Spoons) to make future measurements by probing through the back of the harness connectors.

2. Check Sensor Supply Voltage.

a. Turn the ECS to OFF/RESET and then to STOP.

b. Measure the sensor supply DC voltage at the sensor connector (from contact A to contact B on the sensor connector).

Expected Result: The voltage should be from 7.5 to 8.5 DCV.

Results:

* OK - The voltage is from 7.5 to 8.5 DCV. Proceed to next step.

* Not OK - The voltage is equal to battery positive. The sensor supply is shorted to battery positive in the engine harness. Troubleshoot and repair the engine harness. STOP.

* Not OK - The voltage is not from 7.5 to 8.5 DCV and is not equal to battery positive. Observe the GSC+ display.

* If a CID 269 fault code is active, then go to that procedure in the Diagnostic Fault Codes section. STOP.

* If a CID 269 fault code is NOT active, then the harness is faulty. Troubleshoot and repair the harness. STOP.

3. Check Sensor Signal. The ECS remains in the STOP position.

a. Measure the frequency and duty cycle of the signal at the sensor connector (from contact C to contact B of the sensor connector).

b. Make a note of the measurements.

Expected Result: The measured frequency and duty cycle should agree with the values listed in the Sensor Specifications chart.

Results:

* OK - The measurements agree. The sensor is functioning correctly. Proceed to next step.

* Not OK - The measurements DO NOT agree. Proceed to Step 5.

4. Check Engine Harness Signal.

a. Measure the frequency and duty cycle of the signal at the GSC+ harness connector.

* For the oil pressure signal, measure from contact 8 to contact 31.

* For the coolant temperature signal, measure from contact 7 to contact 31.

* For the oil temperature signal, measure from contact 14 to contact 31.

Expected Result: The measured frequency and duty cycle should agree with the values measured in Step 3.

Result:

* OK - The measurements agree. The sensor is functioning correctly. Proceed to next step.

* If sensor fault codes are still active, the GSC+ is faulty. Replace the GSC+, see the topic Generator Set Control + Replacement. STOP.

* If sensor fault codes are NOT active, check the connectors and wiring. See the topic Electrical Connector Inspection. STOP.

* Not OK - The measurements DO NOT agree. The harness is defective. Troubleshoot and repair the engine harness. STOP.

5. Check Engine Harness.

a. Disconnect the engine harness from the sensor.

b. Disconnect the GSC+ from the harness.

c. Check the harness for an open circuit. A correct circuit will be 5 ohms or less.

d. Check the signal wire for a short to battery positive, battery negative and sensor supply. A correct circuit will be greater than 5k ohms.

Expected Result:

For Step c, the resistance should be 5 ohms or less.

For Step d, the resistance should be greater than 5k ohms

Results:

* OK - All resistance measurements are correct. Therefore, replace the sensor. STOP.

* Not OK - One or more resistance measurements are NOT correct. Troubleshoot and repair the engine harness. STOP.

AC Transformer Box + (ATB+) Replacement

AC Transformer Box + (ATB+)

The ATB+ is located on the sub-panel within the control panel.

Replacement Procedure

1. Shutdown the engine. Remove the positive lead wire from the battery.

2. Make sure that all wires at the terminal strip of the ATB+ are marked with the respective termination point. During reassembly these wires must be reattached to the correct terminal. Remove all external wires from the terminal strip.

3. Disconnect the ATB+ connector from the harness connector.

4. Remove all mounting nuts/screws that fasten the ATB+ to the sub-panel. Remove the ATB+.

5. Place the new ATB+ in the sub-panel. Install and tighten the mounting nuts/screws.

6. Reconnect the harness connector to the ATB+. Reconnect all the wires to the terminal strip that were removed. Reconnect the positive lead wire to the battery. If necessary, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagrams section.

7. Program the bar code (calibration value) for the voltmeter/ammeter into the GSC+. See the topic Voltmeter/Ammeter Programming OP8 in the Service Mode section.

8. If the genset is operating in parallel with another genset and the voltmeter values must match, then reprogram the AC offset. See the topic AC Offset Adjustment OP10 in the Service Mode section.

Generator Set Control + (GSC+) Replacement

Replacement Procedure

1. The new GSC+ must be reprogrammed after it is installed. If the GSC+ being replaced is functional, then make a note of the hourmeter value, all engine setpoints and any spare inputs/outputs that are programmed. See the topics Engine/Generator Setpoint Viewing OP2-0 and Protective Relaying Setpoint Viewing OP2-1 in the Service Mode section.

2. Shut down the engine. Remove the positive lead wire from the battery.

3. Remove the harness connector from the GSC+. A 4mm hex wrench is required to turn the fastening screw.

4. Make sure that all wires at the terminal strips are marked with the respective termination point. During reassembly these wires must be reattached to the correct terminal. Remove all wires from the terminals and posts of the relay module.

5. Remove the six nuts that fasten the GSC+ to the instrument panel. Remove the GSC+.

6. Place the new GSC+ in the instrument panel. Install and tighten the six nuts.

7. Reconnect the harness connector to the GSC+. Reconnect all the wires to the terminals of the relay module that were removed. Reconnect the positive lead wire to the battery. If necessary, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagrams section.

8. Reprogram the setpoints, the spare inputs/outputs, the hourmeter, the voltmeter/ammeter and the AC offset adjustment. See the related topics in the Service Mode section. Use the values from the original GSC+ (step 1). If the original values are not available, reprogram using the setpoints of the 129-4053 Chart.

Relay Module Replacement

Relay Module Replacement (Rear of GSC+)
(1) Relay Module. (2) Screws. (3) Tape. (4) Desiccant package. (5) O-ring seal. (6) Cable connector.

Relay module (1) contains the relays, fuses and terminals that are used to operate external devices of the EMCP II+ system. Relay module (1) is a component of the GSC+.

Reference: Special Instruction, SEHS9710, Relay Module Replacement.

Replacement Procedure

1. Remove the positive lead wire from the battery.

2. Make sure that all wires at the terminal strips of relay module (1) are marked with the respective termination point. During reassembly these wires must be reattached to the correct terminal. Remove all wires from the terminals and posts of relay module (1).

3. Remove ten screws (2) that fasten relay module (1) to the GSC+.

4. Be aware that O-ring seal (5) exists. Partially separate relay module (1) from the GSC+. Carefully disconnect cable clamp and cable connector (6) from relay module (1).

On the pc board of the original relay module and the replacement relay module, check that the small jumper block (near the ribbon cable) is the same. See the topic AC Voltage Range Selection.

5. Replace desiccant package (4) with the new desiccant package and tape that is included with the replacement relay module. Attach the new desiccant package in the same manner as the one removed.

NOTE: Do not remove the new desiccant package from the protective container until immediately before it is installed into the GSC+. Installing the replacement relay module should take approximately 20 minutes. Longer periods of time will cause the desiccant package to become saturated with moisture, particularly if in a humid environment.

6. Install new O-ring seal (5) in the groove of relay module (1). Make sure O-ring seal (5) is seated properly. Align and reconnect cable connector (6) to relay module (1) and install the cable clamp.

7. Place relay module (1) on the GSC+. Check that O-ring (5) remains seated. Align the screw holes of relay module (1) and the GSC+. Install and tighten ten screws (2).

8. Reconnect all the wires to the terminals of the relay module that were removed. Reconnect the positive lead wire to the battery. If necessary, see the Main Chassis Wiring Diagram in the Schematics & Wiring Diagrams section.

Abbreviations