series 50-60 g

INTERIM

INTERIM

INTERIM Natural Gas Troubleshooting Guide INTERIM

All information subject to change without notice 4/1/01 Version 1.0

Detroit Diesel®, Detroit Diesel with spinning arrows design®, Series50G®, Series 60G®, and DDEC® are registered trademarks of Detroit Diesel Corporation.Teflon® is a registered trademark of the E. I. DuPont de Nemours and Company, Inc. SWAK® is a registered trademark of the Cajo n Company. OTC® is aregistered trademark of the SPX Company. Calterm® is a registered trademark of the Gardner Bender. Lubriplate® is a registered trademark of the FiskeBrothers Refining Company. Lamba Pro™ is a trademark of Engine Control & Monitoring Inc.6SE482 0104 ©Copyright 2001. Detroit Diesel Corporation. All rights reserved. Printed in U.S.A.

SAFETY PRECAUTIONS

The following safety measures are essential when working on the Series 50/60 engine.

Exhaust (Start/Run Engine)

Before starting and running an engine, adhere to the following safety precautions:

To avoid injury before starting and running the engine,ensure the vehicle is parked on a level surface, parkingbrake is set, and the wheels are blocked.

Diesel engine exhaust and some of its constituents areknown to the State of California to cause cancer, birthdefects, and other reproductive harm. Always start and operate an engine in a well ventilated

area. If operating an engine in an enclosed area, vent the

exhaust to the outside. Do not modify or tamper with the exhaust system or

emission control system.

Stands

Safety stands are required in conjunction with hydraulic jacks or hoists. Do not rely on either thejack or the hoist to carry the load. When lifting an engine, ensure the lifting device is fastenedsecurely. Ensure the item to be lifted does not exceed the capacity of the lifting device.

Glasses

Select appropriate safety glasses for the job. It is especially important to wear safety glasses whenusing tools such as hammers, chisels, pullers or punches.

To avoid injury, wear a face shield or goggles.



Welding

Wear welding goggles and gloves when welding or using an acetylene torch.

To avoid injury from arc welding, gas welding, or cutting,wear required safety equipment such as an arc welder’sface plate or gas welder’s goggles, welding gloves,protective apron, long sleeve shirt, head protection, andsafety shoes. Always perform welding or cutting operationsin a well-ventilated area. The gas in oxygen/acetylenecylinders used in gas welding and cutting is under highpressure. If a cylinder should fall due to careless handling,the gage end could strike an obstruction and fracture,resulting in a gas leak leading to fire or an explosion. Ifa cylinder should fall resulting in the gage end breakingoff, the sudden release of cylinder pressure will turn thecylinder into a dangerous projectile.Observe the following precautions when usingoxygen/acetylene gas cylinders: Always wear required safety shoes. Do not handle tanks in a careless manner or with greasy

gloves or slippery hands. Use a chain, bracket, or other restraining device at all

times to prevent gas cylinders from falling. Do not place gas cylinders on their sides, but stand

them upright when in use. Do not drop, drag, roll, or strike a cylinder forcefully. Always close valves completely when finished welding

or cutting.

To avoid injury from fire, check for fuel or oil leaks beforewelding or carrying an open flame near the engine.

NOTICE:

Use proper shielding around hydraulic lines when welding toprevent hydraulic line damage.

Ensure that a metal shield separates the acetylene and oxygen that must be chained to a cart.



Work Place

Organize your work area and keep it clean. A fall could result in a serious injury. Eliminatethe possibility of a fall by:

Wiping up oil spills Keeping tools and parts off the floor

After servicing or adjusting the engine:

Reinstall all safety devices, guards or shields Ensure that all tools and servicing equipment are removed from the engine

Clothing

Safe work clothing fits and is in good repair. Work shoes are sturdy and rough-soled. Bare feet,sandals or sneakers are not acceptable foot wear when adjusting and/or servicing an engine. Donot wear the following when working on an engine:

To avoid injury when working on or near an operatingengine, wear protective clothing, eye protection, andhearing protection.

Rings Wrist watches Loose fitting clothing

Any of these items could catch on moving parts causing serious injury.

Power Tools

Do not use defective portable power tools.

To avoid injury from electrical shock, follow OEM furnishedoperating instructions prior to usage.

Check for frayed cords prior to using the tool. Be sure all electric tools are grounded. Defectiveelectrical equipment can cause severe injury. Improper use of electrical equipment can causesevere injury.



Air

Recommendations regarding the use of compressed air are indicated throughout the manual.

To avoid injury from flying debris when using compressedair, wear adequate eye protection (face shield or safetygoggles) and do not exceed 40 psi (276 kPa) air pressure.

Fuel Lines

Remove fuel lines as an assembly. Do not remove fuel lines individually. Avoid getting fuelinjection lines mixed up.

Fluids and Pressure

Be extremely careful when dealing with fluids under pressure.

To avoid injury from penetrating fluids, do not put yourhands in front of fluid under pressure. Fluids underpressure can penetrate skin and clothing.

Fluids under pressure can have enough force to penetrate the skin. These fluids can infect a minorcut or opening in the skin. If injured by escaping fluid, see a doctor at once. Serious infectionor reaction can result without immediate medical treatment.



Fuel

Keep the hose and nozzle or the funnel and container in contact with the metal of the fuel tankwhen refueling to avoid the possibility of an electric spark igniting the fuel.

To avoid injury from fire caused by heated diesel-fuelvapors: Keep those people who are not directly involved in

servicing away from the engine. Stop the engine immediately if a fuel leak is detected. Do not allow open flames or smoke when working on

an operating engine. Wear adequate protective clothing (face shield,

insulated gloves and apron, etc.). To prevent a buildup of potentially volatile vapors, keep

the engine area well ventilated during operation.Diesel fuel is relatively harmless at ambient temperatures.

To avoid injury from possible fuel vapor ignition whenrefueling, keep the hose, nozzle, funnel, or container incontact with the metal opening of the fuel tank. This willreduce the likelihood of a dangerous spark.This caution applies to gasoline engines.

The following cautions should be followed when filling a fuel tank:

To avoid injury from fire, do not overfill the fuel tank.

To avoid injury from fire, keep all potential ignition sourcesaway from diesel fuel, open flames, sparks, and electricalresistance heating elements. Do not smoke when refueling.



Batteries

Electrical storage batteries emit highly flammable hydrogen gas when charging and continue todo so for some time after receiving a steady charge.

To avoid injury from battery explosion or contact withbattery acid, work in a well-ventilated area, wear protectiveclothing, and avoid sparks or flames near the battery.Always establish correct polarity before connecting cablesto the battery or battery circuit. If you come in contact withbattery acid: Flush your skin with water. Apply baking soda or lime to help neutralize the acid. Flush your eyes with water. Get medical attention immediately.

Always disconnect the battery cable before working on the electrical system.

To avoid injury from accidental engine startup whileservicing the engine, disconnect/disable the startingsystem.

Disconnect the batteries or disable an air starter when working on the engine (except DDEC) toprevent accidental starting.



Fire

Keep a charged fire extinguisher within reach. Be sure you have the correct type of extinguisherfor the situation.

Cleaning Agent

Avoid the use of carbon tetrachloride as a cleaning agent because of the harmful vapors that itreleases. Ensure the work area is adequately ventilated. Use protective gloves, goggles or faceshield, and apron.

To avoid injury from harmful vapors or skin contact, do notuse carbon tetrachloride as a cleaning agent.

Exercise caution against burns when using oxalic acid to clean the cooling passages of the engine.

Working on a Running Engine

When working on an engine that is running, accidental contact with the hot exhaust manifold cancause severe burns.

To avoid injury from unguarded rotating and moving enginecomponents, check that all protective devices have beenreinstalled after working on the engine.

To avoid injury, use care when working around moving beltsand rotating parts on the engine.



Start Attempts

Avoid excessive injection of ether into the engine during start attempts.

To avoid injury from an explosion of natural gas, thefollowing precautions must be taken: Do not smoke when installing or servicing the engine

or fuel system. Installation or servicing of natural-gas equipment

must only be conducted in well-ventilated, natural gascompatible areas. Do not install or service equipmentin an enclosed area where ignition sources are presentwithout first ensuring that an undetected gas leak maybe safely vented without being ignited.

Bleed natural gas lines before installing or servicingany component connected to the fuel lines.

Natural gas fuel systems are pressurized. Relievepressure from any fuel system component prior toinstallation or service of that component.

Use a combustible-gas detector. Liquefied natural gas(LNG) is odorless and cannot be detected by smell.Compressed Natural gas (CNG) may be odorless andmay not be detected by smell.

Equipment fuel systems are the responsibility of theOriginal Equipment Manufacturer (OEM). Equipmentfuel system guidelines must be closely adhered towhen installing or servicing equipment. Refer to OEMguidelines specifying which maintenance proceduresrequire venting of fuel lines and fuel tanks.

LNG systems are pressurized and contain extremelycold (-260F [-162C]) fluids. Contact the fuel supplier orOEM for LNG safety requirements. Contact with LNGmay cause personal injury (freezing).

Vent systems on the equipment should be ducted to asafe area whenever equipment is in an enclosed area.

Natural gas is highly flammable and explosive and may beextremely cold (-260F [-162C]).



NOTICE:

Avoid excessive injection of ether into the engine duringstart attempts. Injection of excessive ether may result in anuncontrolled internal engine explosion that could cause enginedamage. Follow the manufacturer’s instructions on properproduct use.

Follow the instructions on the container or by the manufacturer of the starting aid.



Turbocharger Compressor Inlet Shield

A turbocharger compressor inlet shield, J 26554-A, is available and must be used anytime theengine is operated with the air inlet piping removed. See Figure 14. The shield helps to preventforeign objects from entering and damaging the turbocharger and will prevent the mechanic fromaccidentally touching the turbocharger impeller. The use of this shield does NOT preclude anyother safety practices contained in this manual. See Figure 15 for Series 60G engine.

To avoid injury from contact with rotating parts when anengine is operating with the air inlet piping removed, installan air inlet screen shield over the turbocharger air inlet. Theshield prevents contact with rotating parts.

Use of this shield does NOT preclude any other safety practices contained in this manual.

Figure 14 Turbocharger Compressor Inlet Shield



Figure 15 Turbocharger Compressor Inlet Shield, Series 60G Engine



All information subject to change without notice. 4/1/01 Version 1.0

This document is a guideline for qualified personnel. It is intended to be used by trained service personnel and

contains Detroit Diesel Corporation's recommendations for supporting the DDC engines covered

by this document. The information contained in this document is preliminary and incomplete and is subject to

change without notice.



The Stop Sign represents the end point/solution for the specific problem being solved. Once the stop sign has been reached, the engine should be started and run to see if the problem has been terminated. If the problem

has not been solved continue on through the troubleshooting guide until the next stop sign is reached.

The rectangle represents the next step that must be taken to solve the specific problem that is affecting the

engine. This rectangle includes the title and page number of the next step to be taken.

The Oval represents the starting point of every flow diagram.



SECTION 1: NO START PAGE #LEGENDINTRODUCTION 1-0ACTIVE DDEC CODES 1-1GAS ENGINE DDEC DIAGNOSTIC CODES 1-2ACTIVE GAS SPECIFIC CODES 1-3LOW FUEL PRESSURE 1-4LOW PRESSURE FUEL SHUT-OFF VALVE 1-5DEPRESSURIZE THE FUEL SYSTEM 1-6FUEL FILTERS 1-7LEAK CHECK THE FUEL SYSTEM 1-8PSV OPERATION 1-9PSV WIRING 1-10PSV OPERATION CONTINUED 1-11IGNITION COILS 1-12SPARK PLUG INSULATOR 1-13SPARK PLUG BOOTS 1-14IGNITER MODULE 1-15IGNITION COIL CONNECTORS 1-16IGNITION HARNESS POWER CONNECTOR 1-17WIRE HARNESS CONTINUITY 1-18CONTAMINATED SPARK PLUG WELL 1-19SPARK PLUG ELECTRODES 1-20IGNITION COIL PRIMARY CIRCUIT RESISTANCE 1-21LEARN PROCEDURE 1-22PSV TROUBLESHOOT 1-23PSV INSTALLATION PROCEDURE 1-24LOW PRESSURE REGULATOR INSTALLATION PROCEDURE 1-25

SECTION 2: STALLLEGENDINTRODUCTION 2-0ACTIVE DDEC CODES 2-1GAS ENGINE DDEC DIAGNOSTIC CODES 2-2ACTIVE GAS SPECIFIC CODES 2-3LOW FUEL PRESSURE 2-4LOW PRESSURE FUEL SHUT-OFF VALVE 2-5DEPRESSURIZE THE FUEL SYSTEM 2-6FUEL FILTERS 2-7LEAK CHECK THE FUEL SYSTEM 2-8PSV OPERATION 2-9PSV WIRING 2-10PSV OPERATION CONTINUED 2-11LEARN PROCEDURE 2-12PSV TROUBLESHOOT 2-13PSV INSTALLATION PROCEDURE 2-14LOW PRESSURE REGULATOR INSTALLATION PROCEDURE 2-15



SECTION 3: LOW POWER-MISFIRE-ROUGH RUNNING PAGE #LEGENDINTRODUCTION 3-0IGNITION COILS 3-1SPARK PLUG INSULATOR 3-2SPARK PLUG BOOTS 3-3IGNITER MODULE 3-4IGNITION COIL CONNECTORS 3-5IGNITION HARNESS POWER CONNECTOR 3-6WIRE HARNESS CONTINUITY 3-7CONTAMINATED SPARK PLUG WELL 3-8SPARK PLUG ELECTRODES 3-9IGNITION COIL PRIMARY CIRCUIT RESISTANCE 3-10LOW FUEL PRESSURE 3-11LOW PRESSURE FUEL SHUT-OFF VALVE 3-12DEPRESSURIZE THE FUEL SYSTEM 3-13FUEL FILTERS 3-14LEAK CHECK THE FUEL SYSTEM 3-15PSV OPERATION 3-16PSV WIRING 3-17PSV OPERATION CONTINUED 3-18OXYGEN SENSOR 3-19LEARN PROCEDURE 3-20PSV TROUBLESHOOT 3-21PSV INSTALLATION PROCEDURE 3-22LOW PRESSURE REGULATOR INSTALLATION PROCEDURE 3-23

SECTION 4: KNOCKLEGENDINTRODUCTION 4-0KNOCK INTENSITY 4-1NUMBER OF KNOCKS 4-2EXCESSIVE ENGINE KNOCK 4-3REAL KNOCK CODES 4-4CHARGE AIR COOLER FAN 4-5PROPER FUEL SYSTEMS OPERATION 4-6PSV WIRING 4-7PSV OPERATION CONTINUED 4-8OXYGEN SENSOR 4-9SPARK PLUG ELECTRODES 4-10LEARN PROCEDURE 4-11PSV TROUBLESHOOT 4-12PSV INSTALLATION PROCEDURE 4-13LOW PRESSURE REGULATOR INSTALLATION PROCEDURE 4-14ACCESSORIES AND BRACKETRY 4-15VALVETRAIN 4-16FUEL COMPOSITION 4-17INTERNAL ENGINE COMPONENTS 4-18FAKE KNOCK CODES 4-19



SECTION 5: DDEC CODES - PIDs

DDEC Description Flash Code PAGE #Throttle plate position above normal range PID 51 FMI 0 65 5-1Throttle plate position below normal range PID 51 FMI 1 65 5-2Throttle plate position erratic PID 51 FMI 2 65 5-3Throttle plate position sensor input voltage high PID 51 FMI 3 17 5-4Throttle plate position sensor input voltage low PID 51 FMI 4 18 5-5Throttle plate position input fault PID 51 FMI 7 65 5-6,5-7TPS (foot pedal) input voltage high PID 91 FMI 3 21 5-8TPS (foot pedal) input voltage low PID 91 FMI 4 22 5-9Fuel pressure high PID 94 FMI 0 47 5-10Fuel pressure low PID 94 FMI 1 48 5-11Fuel pressure sensor input voltage high PID 94 FMI 3 37 5-12Fuel pressure sensor input voltage low PID 94 FMI 4 38 5-13Oil pressure low PID 100 FMI 1 45 5-14Oil pressure sensor input voltage high PID 100 FMI 3 35 5-15Oil pressure sensor input voltage low PID 100 FMI 4 36 5-16Intake manifold air temperature high PID 105 FMI 0 44 5-17Intake manifold air temperature sensor input voltage PID 105 FMI 3 27 5-18Intake manifold air temperature sensor input voltage PID 105 FMI 4 28 5-19Intake manifold pressure high PID 106 FMI 0 47 5-20Intake manifold pressure low PID 106 FMI 1 48 5-21Manifold absolute pressure input voltage high PID 106 FMI 3 67 5-22Manifold absolute pressure input voltage low PID 106 FMI 4 67 5-23Barometric pressure sensor input voltage high PID 108 FMI 3 86 5-24Barometric pressure sensor input voltage low PID 108 FMI 4 87 5-25Coolant temperature high PID 110 FMI 0 44 5-26Coolant temperature sensor input voltage high PID 110 FMI 3 14 5-27Coolant temperature sensor input voltage low PID 110 FMI 4 15 5-28Coolant level low PID 111 FMI 1 43 5-29Coolant level sensor input voltage high PID 111 FMI 3 16 5-30Coolant level sensor input voltage low PID 111 FMI 4 13 5-31Exhaust temperature sensor input voltage high PID 173 FMI 3 81 5-32Exhaust temperature sensor input voltage low PID 173 FMI 4 82 5-33Fuel temperature sensor input voltage high PID 174 FMI 3 23 5-34Fuel temperature sensor input voltage low PID 174 FMI 4 24 5-35

SECTION 6: DDEC CODES -SIDs

DDEC Description Flash Code Page #Too many SRS (missing TRS) SID 21 FMI 0 41 6-1Too few SRS (missing TRS) SID 21 FMI 1 42 6-2Aux. output #3 open circuit (high side) SID 51 FMI 3 31 6-3PWM driver #2 open circuit SID 58 FMI 4 63 6-4PWM driver #3 short to battery (+) SID 59 FMI 3 63 6-5PWM driver #3 open circuit SID 59 FMI 4 63 6-6Oxygen content circuit voltage high SID 65 FMI 3 23 6-7, 6-8Oxygen content circuit voltage low SID 65 FMI 4 24 6-9Engine knock level above normal range SID 76 FMI 0 66 6-10Engine knock sensor input voltage high SID 76 FMI 3 66 6-11Engine knock sensor input low SID 76 FMI 4 66 6-12Engine knock sensor torque reduction SID 76 FMI 7 66 6-13Gas valve position input voltage high SID 77 FMI 3 73 6-14Gas valve position input voltage low SID 77 FMI 4 73 6-15Sensor supply voltage high SID 232 FMI 0 75 6-16Sensor supply voltage low SID 232 FMI 1 46 6-17

SAE Fault:

SAE Fault:



SECTION 7: COMPONENT IDENTIFICATION Page #SERIES 60G 7-1SERIES 60G 7-2SERIES 50G 7-3SERIES 50G 7-4FUEL SYSTEM 7-5S50G THROTTLE ASSEMBLY 7-6S60G THROTTLE ASSEMBLY 7-7S50G IMPCO AND PSV ASSEMBLY 7-8S60G IMPCO AND PSV ASSEMBLY 7-9S50G HOSE AND GAS FITTINGS 7-10S60G HOSE AND GAS FITTINGS 7-11IGNITION SYSTEM 7-12S50G IGNITION SYSTEM ASSEMBLY 7-13S60G IGNITION SYSTEM ASSEMBLY 7-14CONDITION OF SPARK PLUGS 7-15CONDITION OF SPARK PLUGS CONTINUED 7-16TURBOCHARGER WASTEGATE SETTING (1) 7-17TURBOCHARGER WASTEGATE SETTING (2) 7-18TURBOCHARGER WASTEGATE SETTING (3) 7-19

SECTION 8: ELECTRONIC CONTROLSOEM SUPPLIED HARDWARE 8-1DDC SUPPLIED HARDWARE 8-1ELECTRONIC CONTROL SYSTEM DESCRIPTION 8-2ELECTRONIC CONTROL MODULE 8-2IGNITION SYSTEM 8-3ENGINE PROTECTION 8-4ENGINE CRITICAL FAULT 8-4APPLICATION CODE SYSTEM 8-4PULSE WIDTH MODULATED STEPPER MOTOR VALVE (PSV) 8-5SENSORS 8-6KNOCK SENSOR AND SIGNAL NOISE ENHANCEMENT FILTER MODULE (SNEF) 8-6FUEL TEMPERATURE SENSOR 8-7EXHAUST TEMPERATURE SENSOR 8-8OXYGEN SENSOR 8-8DDEC INSTALLATION REQUIREMENTS 8-9DEDICATED POWER AND GROUND REQUIREMENTS 8-9RELAY POWERED THROTTLE 8-10RELAY POWERED FUEL SHUT-OFF VALVES 8-10WIRING HARNESSES 8-10VEHICLE INTERFACE HARNESS 8-10OEM SENSOR HARNESS 8-10FUEL SHUT-OFF HARNESS 8-11OEM SENSOR GROUND HARNESS 8-12COIL POWER HARNESS 8-13DUAL FUSE INSTALLATION 8-14SINGLE FUSE INSTALLATION 8-16POWER HARNESS INSTALLATION GUIDELINES 8-17

WIRING DIAGRAMS

ENGINE SENSOR HARNESSVEHICLE INTERFACE HARNESS



INTERIM Natural Gas Troubleshooting Guide - No Start INTERIM


The first step in diagnosing an engine that is not starting is to check the obvious parts and components that might cause a "No Start" condition.

1.) Confirm the vehicle has gas in its tanks.2.) Confirm the batteries are on.3.) Confirm the batteries are charged.4.) Confirm the parking brake is on and the transmission is in neutral during crank.5.) Confirm the manual gas valve is open during crank.6.) Confirm proper operation of all tank valves and high pressure solenoid valve during crank. Consult OEM Vehicle Manual.7.) Confirm wiring harnesses at DDEC are connected and ground straps from engine to starter are connected.8.) Make sure the PLC / Multiplex / Electrical System is getting power.9.) Confirm proper operation of the fire suppression system and/or the methane detection system. Consult OEM Vehicle Manual.10.) Make sure fuel door is closed and inspect the magnetic switch for proper operation. Consult OEM Vehicle Manual.11.) Confirm wire 439 in DDEC power harness is not loose.12.) Verify the installation requirements for the electronic system have been met by referring to Section 8: Electronic Controls 13.) Check for proper operation of the Stop Engine Light (SEL) and the Check Engine Light (CEL).

If the Engine still does not start after all these steps have been taken, then go to page 1-1 (Active DDEC Diagnostic Codes)



Check for active DDEC diagnostic codes.

1.) Turn the ignition on.2.) Use the DDR to check for active codes. 3.) Determine whether the active codes are gas specific or non-gas specific by referring to page 1-2 (Gas Engine DDEC Diagnostic Codes). A.) If the active codes are not on page 1-2 (Gas Engine DDEC Diagnostic Codes), then refer to the DDEC III / IV Single ECM Troubleshooting Guide. B.) If there are no active codes, then go to page 1-9 (PSV Operation). C.) If the active codes are on page 1-2 (Gas Engine DDEC Diagnostic Codes), then go to page 1-3 (Active Gas Specific Codes).

Active DDEC Codes

Turn the ignition on.

Use the DDR to check for active codes.

If the active codes are on page 1-2, then

Proceed to: Active gas specific codes.

(Page 1-3)

If there are no active gas codes, then

Proceed to:PSV Operation

(Page 1-9)

If the active codes are not on page 1-2 (DDEC

Diagnostic Codes), then refer to the DDEC III / IV

Single ECM Troubleshooting Guide.

Determine whether the active codes are gas specific or non-gas specific by referring to page 1-2 (DDEC Diagnostic Codes).



SAE Fault: SAE Fault:PID FMI DDEC Description Flash Code Page #

PID 51 FMI 0 Throttle plate position above normal range 65 5-1PID 51 FMI 1 Throttle plate position below normal range 65 5-2PID 51 FMI 2 Throttle plate position erratic 65 5-3PID 51 FMI 3 Throttle plate position sensor input voltage high 17 5-4PID 51 FMI 4 Throttle plate position sensor input voltage low 18 5-5PID 51 FMI 7 Throttle plate position input fault 65 5-6,5-7PID 91 FMI 3 TPS (foot pedal) input voltage high 21 5-8PID 91 FMI 4 TPS (foot pedal) input voltage low 22 5-9PID 94 FMI 0 Fuel pressure high 47 5-10PID 94 FMI 1 Fuel pressure low 48 5-11PID 94 FMI 3 Fuel pressure sensor input voltage high 37 5-12PID 94 FMI 4 Fuel pressure sensor input voltage low 38 5-13PID 100 FMI 1 Oil pressure low 45 5-14PID 100 FMI 3 Oil pressure sensor input voltage high 35 5-15PID 100 FMI 4 Oil pressure sensor input voltage low 36 5-16PID 105 FMI 0 Intake manifold air temperature high 44 5-17PID 105 FMI 3 Intake manifold air temperature sensor input voltage high 27 5-18PID 105 FMI 4 Intake manifold air temperature sensor input voltage low 28 5-19PID 106 FMI 0 Intake manifold pressure high 47 5-20PID 106 FMI 1 Intake manifold pressure low 48 5-21PID 106 FMI 3 Manifold absolute pressure input voltage high 67 5-22PID 106 FMI 4 Manifold absolute pressure input voltage low 67 5-23PID 108 FMI 3 Barometric pressure sensor input voltage high 86 5-24PID 108 FMI 4 Barometric pressure sensor input voltage low 87 5-25PID 110 FMI 0 Coolant temperature high 44 5-26PID 110 FMI 3 Coolant temperature sensor input voltage high 14 5-27PID 110 FMI 4 Coolant temperature sensor input voltage low 15 5-28PID 111 FMI 1 Coolant level low 43 5-29PID 111 FMI 3 Coolant level sensor input voltage high 16 5-30PID 111 FMI 4 Coolant level sensor input voltage low 13 5-31PID 173 FMI 3 Exhaust temperature sensor input voltage high 81 5-32PID 173 FMI 4 Exhaust temperature sensor input voltage low 82 5-33PID 174 FMI 3 Fuel temperature sensor input voltage high 23 5-34PID 174 FMI 4 Fuel temperature sensor input voltage low 24 5-35

SAE Fault: SAE Fault: DDEC Description Flash Code Page # SID FMI

SID 21 FMI 0 Too many SRS (missing TRS) 41 6-1SID 21 FMI 1 Too few SRS (missing TRS) 42 6-2SID 51 FMI 3 Aux. output #3 open circuit (high side) 31 6-3SID 58 FMI 4 PWM driver #2 open circuit 63 6-4SID 59 FMI 3 PWM driver #3 short to battery (+) 63 6-5SID 59 FMI 4 PWM driver #3 open circuit 63 6-6SID 65 FMI 3 Oxygen content circuit voltage high 23 6-7, 6-8SID 65 FMI 4 Oxygen content circuit voltage low 24 6-9SID 76 FMI 0 Engine knock level above normal range 66 6-10SID 76 FMI 3 Engine knock sensor input voltage high 66 6-11SID 76 FMI 4 Engine knock sensor input low 66 6-12SID 76 FMI 7 Engine knock sensor torque reduction 66 6-13SID 77 FMI 3 Gas valve position input voltage high 73 6-14SID 77 FMI 4 Gas valve position input voltage low 73 6-15SID 232 FMI 0 Sensor supply voltage high 75 6-16SID 232 FMI 1 Sensor supply voltage low 46 6-17



If there is a low fuel pressure code (PID 94 FMI 1), then

Proceed to:Low Fuel Pressure

(Page 1-4)

Determine which direction to take to troubleshoot the "No Start" condition.

1.) If there is a low fuel pressure code (PID 94 FMI 1), then go to page 1-4 (Low fuel pressure). 2.) If there is a gas valve position code (SID 77 FMI 0, SID 77 FMI 1, SID 77 FMI 3, SID 77 FMI 4, SID 77 FMI 7), then go to page 1-9 (PSV Operation). 3.) If there are any other active gas specific codes, then go to page 1-2 (Gas Engine DDEC Diagnostic Codes). Find the code that is active and go to the page listed.

If there is a gas valve position code (SID 77 FMI 0, SID 77 FMI 1, SID 77 FMI 3, SID 77 FMI

4, SID 77 FMI 7), thenProceed to:

PSV Operation(Page 1-9)

Active Gas Specific Codes

Determine which direction to take to troubleshoot the "No Start" condition

If there are any other active gas specific codes, then

Proceed to: Gas Engine DDEC Diagnostic

Codes. (Page 1-2)

Find the code that is active and go to the page listed.



Check the fuel pressure.

1.) As illustrated below in the flow diagram; start out by turning the ignition on.2.) Once the ignition has been turned on, crank the engine over.3.) While the engine is cranking, check the fuel pressure.4.) Using the DDR check the fuel pressure. A.) If the fuel pressure is above 94 psia (CNG) or above 74 psia (LNG), then go to page 1-9 (PSV Operation). B.) If there is no fuel pressure or the fuel pressure is below 94 psia (CNG) or 74 psia (LNG), then go to page 1-5 (Low Pressure Shut-Off Valve).

Low Fuel Pressure


Crank the engine.

Check the fuel pressure with the DDR.

If the fuel pressure is above 94 psia (CNG) or above 74 psia (LNG),


(Page 1-9)

If there is no fuel pressure or the fuel pressure is below 94 psia (CNG) or 74 psia

(LNG).Proceed to:

Low Pressure Shut-Off Valve(Page 1-5)



Check if the fuel shut-off solenoid is receiving power during cranking.

1.) Turn the ignition on.2.) Once the ignition has been turned on, crank the engine over.3.) While the engine is cranking, use a volt-ohmmeter to check for voltage* at the solenoid. *(12 volts or 24 volts depending on application) A.) If voltage is present, then feel the solenoid for clicking upon engine crank. 1.) If there is no clicking, Replace the Low Pressure Fuel Shut-Off Valve. Follow page 1-6 to depressurize the fuel system and then page 1-8 to leak check the fuel system once the valve has been replaced. 2.) If there is clicking, go to page 1-6 (Depressurize Fuel System). B.) If voltage is not present, Check the Vehicle Wiring.

Low Pressure Fuel Shut-Off Valve


Crank the engine.

Check for voltage at the solenoid.

If voltage is present, then feel the solenoid for clicking upon engine crank.

If there is no clicking, Replace the Low Pressure Fuel Shut-Off

Valve.Follow page 1-6 to depressurize the fuel system and then page 1-8 to leak check the fuel system

once the valve has been replaced.

If voltage is not present, Check the

vehicle wiring.

If clicking is present, Proceed to:

Depressurize Fuel System(Page 1-6)

Note: While the engine is cranking, make sure the T3 output on the DDR indicates "on". A.) If the T3 output on the DDR indicates "off", then verify with a volt-ohmmeter that the T3 output (wire #562 Orange) at the ECM is 12 or 24 volts. 1.) If T3 output is not 12 or 24 volts, then Replace the ECM.



Venting an Inoperable Engine to Relieve Natural Gas Pressure

CAUTION :

To avoid personal injury an inoperable natural gas engine must be kept in a well ventilated area away from

open flames or sparks.

If the engine cannot run , use the following venting procedure to relieve the natural gas pressure downstream of the shutoff valve.

1.) Shut off the manual valves on the natural gas supply tanks and main shutoff valve on natural gas fuel supply line.

2.) Disconnect vehicle batteries using switch(es) in battery compartment or by disconnecting the battery ground cable.

3.) Check to make sure gauge pressure at point on the natural gas fuel line to be vented has been reduced to zero. If not, repeat step1. Then repeat step 2.

4.) Slightly loosen the CNG fuel line fitting to be serviced in a well ventilated area to allow any remaining gas to vent.

5.) Completely open the fitting that was slightly opened and allow to vent in a well ventilated area.

6.) Proceed to Fuel Filters (Page 1-7)



Remove the primary and secondary filters.

1.) Once the fuel system has been depressurized, then remove the primary and secondary filters. Inspect for contamination and/or residue plugging the inside of the filter. A.) If the primary or secondary filter is plugged with residue, Replace the filter element. Continue on to the Low Pressure Shut-Off Valve. B.) If the primary or secondary filters are not plugged, Continue on to the Low Pressure Shut-Off Valve.2.) Remove the Low Pressure Shut-Off Valve. Inspect the valve and the fuel line for a blocked passageway. A.) If the Low Pressure Shut-Off Valve and fuel line are not blocked, Follow the leak check procedure (page 1-8) for component assembly and then go to page 1-9 (PSV Operation). B.) If the fuel line and/or the Low Pressure Shut-Off Valve are blocked, Clean the fuel line and replace the Low Pressure Shut-Off Valve. Follow the leak check procedure, go to page 1-8

Fuel Filters

Remove the primary and secondary filters. Inspect for contamination and/or residue plugging the inside of the filter.

If the primary or secondary filters are not plugged, Continue on to the Low Pressure

Fuel Shut-Off Valve.

If the primary or secondary filter is plugged with residue or contamination, Replace the filter element. Continue on to the Low Pressure Fuel Shut-

Off Valve.

Remove the Low Pressure Fuel Shut-Off Valve. Inspect the Low Pressure Fuel Shut-Off Valve and the fuel line for a blocked passageway.

If the Low Pressure Fuel Shut-Off Valve andfuel line are not blocked, follow the leak

check procedure (Page 1-8) for component assembly and then

Proceed to: PSV Operation

(Page 1-9)

If the fuel line and/or the Low Pressure Fuel Shut-Off Valve are blocked, Clean the fuel line and replace the Low Pressure Fuel Shut-Off Valve. Follow the leak check procedure for component

assembly. (Page 1-8)



Leak Check Procedure

CAUTION :

To avoid injury or engine damage from potentially explosive leaking of natural gas:

1.) Always close manual valve(s) on CNG supply line before working on engine.

2.) Always apply anaerobic pipe sealant containing Teflon®, such as SWAK®, to the component threads (except for compression fittings), when replacing a threaded natural gas carrying component.

3.) Always test for leaks with soapy water or the equivalent after any service is performed.

Use the following steps to check for leaks:

1.) Spray soapy water or commercially available leak checking solutions on connections which are pressurized to working pressure. Bubbles will form if there is a leak.

2.) Repair any leak found by: a.) Tightening connection using the fitting manufacture's technique. b.) Replacing leaking component, c.) Replace the pipe threaded connector with a new one if the leak is a pipe thread connection. Use anaerobic sealant with Teflon® (such as SWAK®) applied to the threads.

3.) Re-check connection with the procedure in step 1.

4.) Use a combustible gas detector to check for the presence of natural gas. If natural gas is detected, continue looking for leaks until the locations of all the leaks are determined.



PSV Operation

With the DDR display the PWM #3 position and the Gas Valve position.

Crank engine and observe the PWM #3 position and the Gas Valve position.

If PWM #3 does not move, then check for voltage using a volt-

ohmmeter. Connect (+) to wire 446-Red and (-) to 910-Orange.

If there is no voltage, Replace the ECM.

Then follow the Learn Procedure. (Page 1-22)

If PWM #3 is indicating 26-50%, then verify the Gas Valve position is indicating 50-80%.

If PWM 3 is indicating 26-50% and the gas valve is indicating

50-80%, Proceed to:

Ignition Coils(Page 1-12)

Check for proper PSV operation during crank.

1.) To verify that DDEC is commanding the gas valve to move during crank, check PWM 3 position.2.) Using the DDR, display the PWM #3 position and the gas valve position. A.) If PWM 3 is indicating 26-50%, then verify that the gas valve position is indicating 50-80%. 1.) If PWM #3 is indicating 26-50% and the gas valve position is indicating 50-80%, go to page 1-12 (Ignition Coils). 2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, go to page 1-10 (PSV Wiring). B.) If PWM #3 does not move, check for voltage using a volt-ohmmeter. Connect (+) to wire 446-Red and (-) to 910-Orange. 1.) If there is no voltage, Replace the ECM. Then follow the Learn Procedure. Go to Page 1-22. C.) If the gas valve position moves but appears to have sluggish or erratic movement, go to page 1-11 (PSV Operation continued). D.) If the gas valve does not move from 0%, go to page 1-10 (PSV Operation continued).

If the gas valve does not move from 0%, Proceed to:

PSV Operation continued(Page 1-11)

If the gas valve position moves but appears to have

sluggish or erratic movement,


continued(Page 1-11)

If PWM #3 is indicating 26-50% and the gas valve position is not

moving, Proceed to: PSV Wiring

(Page 1-10)



If PWM #3 is indicating 26-50% and the gas valve position is not moving, Check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to wire 446-

Red (Pin A) and (-) to 150A-Black (Pin B).


If there is no voltage, then the problem is in

the engine sensor harness or connector.

Check the PSV power and PWM#3 output.

1.) Check for proper PSV operation during crank.2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, Check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B). A.) If there is no voltage, then the problem is in the engine sensor harness or connector. B.) If there is voltage at the wire connector, Check the PWM#3 Output.3.) With the DDR Slew the PWM#3 from 10% then to 50% then to 90%. While the PWM#3 is being slewed, Check for voltage changes at the PSV wire connector using a volt-ohmmeter. Connect (+) to wire 910-Orange (Pin H) and (-) to 150A-Black (Pin B). A.) If there is a change in voltage at the wire connector, go to Page 1-22 (PSV Troubleshoot) . B.) If there is no change in voltage at the connector, then the problem is in the engine sensor harness or connector.

PSV Wiring

If there is a change in voltage at the wire connector,

Proceed to: PSV Troubleshoot

(Page 1-22)

If there is voltage at the wire connector, Check the PWM#3 Output.

With the DDR Slew the PWM#3 from 10% then to 50% then to 90%. While the PWM#3 is being slewed, Check for voltage changes at the

wire connector using a volt-ohmmeter. Connect (+) to wire 910-Orange (Pin H) and (-) to 150A-Black (Pin B).

If there is no change in voltage at the connector, then the problem is in




If the gas valve does not move from 0%, check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to wire

446-Red (Pin A) and (-) to 150A-Black (Pin B).

If the gas valve position moves but appears to have sluggish or erratic movement, check for 12 volt power supply at the PSV during cranking at the wire connector using a volt-

ohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B).

If there is no voltage, The problem is in the engine sensor

harness.

If there is less than 10 volts, Charge

the batteries.

PSV Operation continued

1.) If the gas valve does not move from 0%, check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B). A.) If there is voltage at the wire connector, go to Page 1-22 (PSV Troubleshoot). B.) If there is no voltage, then The problem is in the engine harness.2.) If the gas valve position moves but appears to have sluggish or erratic movement, check for 12 volt power supply at the PSV during cranking at the wire connector using a volt-ohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B). A.) If there is less than 10 volts, Charge the Batteries. B.) If 10-12 volts are present during cranking, go to Page 1-22 (PSV Troubleshoot).

PSV Operation Continued

If there is voltage at the wire connector,


(Page 1-22)

If 10 to 12 volts are present during cranking,


(Page 1-22)



Check to see if the ignition coils are firing.

1.) Remove the coil cover.2.) Use the electronic spark plug firing indicator (OTC® , Calterm® or equivalent) 1/4" from the top of each coil.3.) Crank the engine over and note whether the tester blinks. A.) If the tester blinks at all coils, go to page 1-13 (Spark Plug Insulator) B.) If the tester does not blink on one or more coils, go to page 1-15 (Igniter Module)

Coils

Remove coil cover.

Use the electronic spark plug firing indicator (OTC, Calterm or equivalent) 1/4" from the top of each coil.

If the tester blinks at all coils.Proceed to :

Spark Plug Insulator(Page 1-13)

If the tester does not blink on one or more coils.

Proceed to :Igniter Module

(Page 1-15)

Crank the engine over and note whether the tester blinks.



If the electronic spark plug firing indicator blinks, the spark plug insulator needs to be checked for contamination / flashover.

1.) Remove the spark plug.2.) Note the condition of the spark plug insulator and the inside of the boot. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs) A.) If oil, dirt, or signs of arcing are present, Replace the boot and the spark plug. Gap the Plug to .015". Torque the new plug to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 1-22. B.) If the spark plug and boot are free of contamination and signs of arcing, go to page 1-14 (Spark Plug Boots).

The electronic spark plug firing indicator blinks

Check the spark plug insulator for contamination / flashover.

Remove the Spark Plug.

Note the condition of the spark plug insulator and the inside of the boot. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs)

If there are no signs of contamination or arcing in the spark plug insulator or boot,

Proceed to:Spark Plug Boots

(Page 1-14)

If oil,dirt, or arcing is present, Replace the boot & the spark plug. Gap the plug to .015". Torque the new plug to 28 ft-

lbs. Then follow the Learn Procedure. (Page 1-22)


If the spark plug and boot are free of contamination or signs of arcing, check the boots for dielectric puncture or degraded material.

1.) Remove the coils.2.) Examine the ignition boots for burning and gumminess. A.) If the boot material is soft and cracked, Replace the Spark Plug Boot. Then follow the Learn Procedure. Go to Page 1-22. B.) If signs of arcing or pin holes are present, Replace the Spark Plug Boot. Then follow the Learn Procedure. Go to Page 1-22. C.) If the boot has no signs of arcing, pin holes, or degraded material, Go to Page 1-21 (Ignition Coil Primary Circuit Resistance).

No signs of contamination or arcing inthe spark plug insulator or boot,

Check the boots for dielectric puncture or degraded material.

Remove the coils.

Examine the ignition boots for burning and gumminess.

If the boot is soft and cracked, Replace the

Spark Plug Boot. Then follow the Learn

Procedure. (Page 1-22)

If signs of arcing or pin holes are present,

Replace the Spark Plug Boot. Then follow the

Learn Procedure. (Page 1-22)

If there are no signs of arcing,pin holes, or degraded

material, Proceed to:

Igniton Coil Primary Circuit Resistance.(Page 1-21)


If the electronic spark plug firing indicator does not blink on one or more coils, the igniter module must be checked to see if it is receiving 12 volts.

1.) Remove the five pin connector from the Igniter Module.2.) Connect a volt-ohmmeter across pins D (wire 440E B+) and E (wire 953 Ground) on the ignition wire harness. Refer to Page 8-13 for schematic of the Ignition Coil Harness.3.) Turn on the vehicle ignition. A.) If 12 volts is present, Go to page 1-16 (Ignition Coil Connectors.) B.) If 12 volts is not present, Go to page 1-17 (Ignition Harness Power Connector.)

The electronic spark plug firing indicator does not blink.

Check for 12 volts at the igniter module.

Remove the five pin connector from the igniter module

Connect a volt-ohmmeter across pins D (wire 440E B+) and E (wire 953 Ground) on the ignition wire harness. Refer to Page 8-13 for

schematic of the Ignition Coil Harness.

Turn on the vehicle ignition.

If 12 volts is present, Proceed to:

Ignition Coil Connectors(Page 1-16)

If 12 volts is not present, Proceed to:

Ignition Harness Power Connector(Page 1-17)



If 12 volts is present at the igniter module, check for 12 volts at the ignition coil connectors coming from the ignition wire harness.

1.) Remove the coil cover.2.) Remove each two pin connector at the coils. Refer to page 8-13 for a schematic of the Ignition Coil Harness3.) Connect a volt-ohmmeter across pins 1 and 2 on the connector coming from the ignition wire harness. A.) If 12 volts is present at each coil, Go to page 1-19 (Contaminated Spark Plug Well.) B.) If 12 volts is not present, Go to page 1-17 (Ignition Harness Power Connector.)

The igniter module is receiving 12 volts.

Remove the coil cover.

Remove each of the two pin connectors at the coils. Refer to page 8-13 for a schematic of the Ignition Coil Harness

Connect a volt-ohmmeter across pins 1 and 2 on the connector coming from the ignition wire harness.

If 12 volts is present at each coil,

Proceed to:Contaminated Spark

Plug Well(Page 1-19)





If 12 volts is not present at the igniter module, check for 12 volts at the ignition harness power connector.

1.) Disconnect the two pin connector that supplies power to the ignition harness.2.) Connect a volt-ohmmeter across the two pins on the connector coming from the vehicle harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness3.) Turn on the vehicle ignition. A.) If 12 volts is present, Go to Page 1-18 (Wire Harness Continuity.) B.) If 12 volts is not present, The problem is with the vehicle wiring.

The igniter module is not receiving 12 volts.

Disconnect the two pin connector that supplies power to the ignition harness.

Connect a volt-ohmmeter across the two pins on the connector coming from the vehicle harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness



Wire Harness Continuity(Page 1-18)

If 12 volts is not present, The

problem is with the vehicle wiring.



If 12 volts is present at the ignition harness power connector, check for continuity in the wire harness.

1.) Measure the continuity of the circuits in the wire harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness. A.) If continuity does exist, Go to page 1-19 (Contaminated Spark Plug Well.) B.) If continuity does not exist, Replace the ignition wire harness. Then follow the Learn Procedure. Go to Page 1-22.

Measure the continuity of the circuits in the wire harness.

If continuity does not exist, Replace the ignition

harness.Then follow the Learn Procedure.

(Page 1-22)

If continuity does exist, Proceed to:

Check the spark plug well for contamination

(Page 1-19)

Refer to page 8-13 for a schematic of the Ignition Coil

Harness



If continuity does exist (page 1-18) or 12 volts is present in the ignition wiring harness (page 1-16), check the spark plug well for contamination.

1.) Remove the coil cover.2.) Remove the coil. A.) If oil is present on any boot or in a well, Replace the seals on the extension tube, Replace the boot, Clean and reinstall the coils. Then follow the Learn Procedure. Go to Page 1-22. B.) If water is present in the well, Clean out the well and Replace the spark plug, Torque new plug to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 1-22. C.) If coils, boots, and wells are free of oil or other contamination, Go to page 1-20 (Spark Plug Electrodes.)

****Make sure all spark plugs are gapped to .015" ****

Check the spark plug well for contamination.


Remove the coil.

If coils, boots, and wells are free of oil or other contamination,

Proceed to:Spark Plug Electrodes

(Page 1-20)

If oil is present on any boot or in a well,

Replace the seals on the extension tube, Replace the boot, Clean and reinstall the coils. Then follow the Learn

Procedure. (Page 1-22)

If water is present in the well, Clean out the well and

Replace the spark plug, Torque new plug to 28 ft-

lbs. Then follow the Learn Procedure. (Page 1-22)



If the coils, boots, and wells are free of oil or other contamination, check the condition of the spark plug electrodes.

1.) Remove the spark plugs.2.) Note the condition of the electrodes. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs) A.) If the spark plug is wet with oil, or excessive deposits are present, Determine the cause of the excessive deposits and oils. Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 1-22. B.) If the spark plug gap is shorted by combustion deposits, Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 1-22. C.) If the spark plug gap is shorted or reduced by the reforming of melted material from the electrodes, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 1-22. D.) If the electrodes are dry with light tan or gray deposits, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Check coils for primary circuit continuity. Go to page 1-21 (Primary Circuit Continuity.) E.) If there are no signs of deposits and the spark plug is not wet with oil, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Go to page 1-21 (Primary Circuit Continuity.) ****Make sure all spark plugs are gapped to .015" ****

Check the condition of the spark plug electrodes.

Remove the spark plugs.

Note the condition of the electrodes. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs)

If the electrodes are dry with light tan or gray deposits, Regap the plug to .015"

and reinstall it. Torque plugs to 28 ft-lbs.

Proceed to: Primary Circuit Continuity

(Page 1-21)

If the spark plug is wet with oil, or excessive deposits are present, Determine the cause of the

excessive deposits. Replace the spark plug. Torque new

plugs to 28 ft-lbs. Then follow the Learn Procedure.

(Page 1-22)

If the spark plug gap is shorted by combustion

deposits, Replace the spark plug.

Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure.

(Page 1-22)

If the spark plug gap is shorted or reduced by the reforming of

melted material from the electrodes,

Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Then follow the Learn

Procedure.(Page 1-22)

If there are no signs of deposits and the spark plug is not wet with oil, Regap the plug to

.015" and reinstall it. Torque plugs to 28 ft-lbs.


(Page 1-21 )


To check the coils for primary circuit continuity do the following.

1.) Remove the ignition coils.2.) Inspect the coils for signs of overheating and cracking.3.) Measure the resistance across the two pins in the electrical connector. A.) If the resistance is greater than .55 ohms (Ω), Replace the coil. Then follow the Learn Procedure. Go to Page 1-22. B.) If the resistance is less than or equal to .55 ohms (Ω), Replace the Low Pressure Regulator. Then proceed to the Low Pressure Regulator Installation Procedure. Go to Page 1-25. If the engine still does not start, replace the Igniter Module.

Check coils for primary circuitcontinuity.

Remove the ignition coils.

Inspect the coils for signs of overheating and cracking.

Measure the resistance across the two pins in the electrical connector.

If the resistance is greaterthan

.55 ohms (Ω), Replace the coil. Then follow the Learn Procedure. (Page

1-22)

If the resistance is less than or equal to

.55 ohms (Ω), Replace the Low Pressure Regulator. Then

proceed to the Low Pressure Regulator Installation


If the engine still does not start, replace the Igniter Module.


Learn Procedure S50G/S60GDetroit Diesel Fuel System

1.) This will fill in the learn table values in the unloaded portion, from idle to no load speed.

A.) Reset the AFR table with the Diagnostic Data Reader (DDR)B.) Accelerate the engine to no load. C.) Slowly increase the engine RPM from idle to no load (0% to 100% throttle) and then slowly decrease back to idle (100% to 0% throttle) over a one minute time period.D.) Repeat this two times.

2.)This will fill in the learn table values in the loaded portion from idle to stall speed.

A.) Accelerate the engine in low gear, brakes applied.B.) Slowly increase the engine RPM from idle to stall (0% to 100% throttle) and then slowly decrease back to idle (100% to 0% throttle) over a one minute time period.C.) Repeat this two times.

3.)The learn table above the stall RPM must be filled. The best method is to drive the vehicle up a hill, locked into a lower gear to prevent transmission shifting.

A.) Operate the engine in the RPM range from stall speed to 2100 RPM. B.) The engine must operate in the RPM / boost "window" for a small period of time. It will not learn just passing through this region.C.) If a hill is not available, lock the vehicle in low gear and accelerate from stop to 2100 RPM full load. You may have to do this a number of times.

4.) The final phase is to road test the vehicle.

A.) If there are no other problems, the engine should run smooth without any lean misfire. B.) If a particular RPM / Manifold pressure range still experiences misfire, then operate the engine at that point by running through that range slowly. Repeat until fully learned.

*Loaded portions of this test can also use a chassis dyno*



TROUBLESHOOTING PROCEDURES50G / S60GPSV Valve

1) SETUP PROCEDURE:A) Remove PSV from engine. Do not unplug electronic connector.B) Remove 13 mm plug and install digital dial indicator (Mitutoyo® Digimatic Indicator or equivalent). C) Plug in DDR reader and go to activate outputs. Input 0% PWM to PWM3.D) Set digital indicator to 0 mm.E) Input values in column 1 to PWM3 in the DDR. Column 2 shows the correct values and column 3 shows the tolerance of acceptable values.

SET PWM3 TO: INDICATOR VALUE (mm) TOLERANCE (mm) 0% 0.00 10% 1.00 0.9 mm to 1.1 mm 50% 5.00 4.9 mm to 5.1 mm 100% 10.00 9.9 mm to 10.1 mm

Failure mode: Electrical Failure

1.) PSV remains at or below approximately 50% of travel or2.) PSV piston does not move (indicator reads zero throughout)

Correction: Replace the PSV, then follow the Learn Procedure (page 1-22).

Failure mode: Sluggish or unstable operation

1.) PSV moves slowly or to an incorrect value2.) Erratic operation




Series 50/60 Natural Gas EnginePSV Valve Assembly Procedure

Reference Section 7: Component Identification, pages 7-5 through 7-11 for visual assistance. Note engine type S50G or S60G

1.) Attach PSV valve and "O" ring to mixer with 4 Allen head screws but do not tighten.

2.) Install "O" rings to fuel transfer tube Lubricate "O" rings with Lubriplate® prior to assembly. Apply Teflon® liquid pipe sealant to threads.

3.) Thread fuel transfer tube into regulator and tighten. The fuel transfer tube must thread into the regulator far enough so the "O" ring seal doesn't bottom in the PSV valve and cut the seal when the regulator is bolted to the inlet elbow.

4.) Install the Impco regulator and fuel transfer into PSV valve. Bolt regulator to inlet elbow with two bolts but do not tighten.

5.) Tighten the 2 bolts that hold the regulator to the inlet elbow and tighten the 4 screws the hold the PSV valve to the mixer.

6.) Follow the Learn Procedure on page 1-22 once the installation is complete.



Series 50/60 Natural Gas EngineLow Pressure Regulator Assembly Procedure






5.) Install throttle, PSV, mixer, and inlet elbow to engine positioning inlet hose over inlet elbow and inlet manifold and resting throttle on throttle bracket.

6.) Install 4 bolts through throttle bracket into bottom of throttle and two bolts through side of throttle bracket into inlet elbow but do not tighten.

7.) Tighten the 4 mixer to throttle bolts at 25-lb ft torque.

8.) Tighten the 4 throttle to inlet elbow bolts to 25-lb ft torque.


10.) Adjust the two bolts through the throttle bracket to the inlet elbow and the 4 bolts through the bottom of the throttle bracket to the throttle alternatively to insure there is no bind in the throttle. Torque the two brackets to inlet elbow bolts 25-LB ft and the four throttle mounting bolts 25 LB ft.




INTERIM Natural Gas Troubleshooting Guide -Stall INTERIM


The first step in diagnosing an engine that is stalling is to check the obvious parts and components that might cause a "Stall" condition.

1.) Confirm the vehicle has gas in its tanks.2.) Confirm the batteries are charged.3.) Confirm the manual gas valve is open during idle.4.) Confirm proper operation of all tank valves and high pressure solenoid valve during idle. Consult OEM Vehicle Manual.5.) Make sure the PLC / Multiplex / Electrical System is getting power.6.) Confirm proper operation of the fire suppression system and/or the methane detection system. Consult OEM Vehicle Manual.7.) Confirm wiring harnesses at DDEC are connected and ground straps from engine to starter are connected.8.) Confirm wire 439 in DDEC power harness is not loose.9.) Confirm all coils are receiving 12 volts during crank and idle. 10.) Verify the installation requirements for the electronic system have been met by referring to Section 8: Electronic Controls11.) Check for proper operation of the Stop Engine Light (SEL) and the Check Engine Light (CEL).

If the Engine still stalls after all these steps have been taken, then go to page 2-1 ( Active DDEC Codes)



Check for active DDEC diagnostic codes.

1.) Turn the ignition on.2.) Use the DDR to check for active codes. 3.) Determine whether the active codes are gas specific or non-gas specific by referring to page 2-2 (Gas Engine DDEC Diagnostic Codes). A.) If the active codes are not on page 2-2 (Gas Engine DDEC Diagnostic Codes), then refer to the DDEC III / IV Single ECM Troubleshooting Guide. B.) If there are no active codes, then go to page 2-9 (PSV Operation). C.) If the active codes are on page 2-2 (Gas Engine DDEC Diagnostic Codes), then go to page 2-3 (Active Gas Specific Codes).

Active DDEC Codes


Use the DDR to check for active codes.

If the active codes are on page 2-2, then

Proceed to: Active gas specific codes.

(Page 2-3)

If there are no active gas codes, then


(Page 2-9)

If the active codes are not on page 2-2 (DDEC

Diagnostic Codes), then refer to the DDEC III / IV

Single ECM Troubleshooting Guide.

Determine whether the active codes are gas specific or non-gas specific by referring to page 2-2 (DDEC Diagnostic Codes).



SAE Fault: SAE Fault:PID FMI DDEC Description Flash Code Page #

PID 51 FMI 0 Throttle plate position above normal range 65 5-1

PID 51 FMI 1 Throttle plate position below normal range 65 5-2PID 51 FMI 2 Throttle plate position erratic 65 5-3PID 51 FMI 3 Throttle plate position sensor input voltage high 17 5-4PID 51 FMI 4 Throttle plate position sensor input voltage low 18 5-5PID 51 FMI 7 Throttle plate position input fault 65 5-6,5-7PID 91 FMI 3 TPS (foot pedal) input voltage high 21 5-8PID 91 FMI 4 TPS (foot pedal) input voltage low 22 5-9PID 94 FMI 0 Fuel pressure high 47 5-10PID 94 FMI 1 Fuel pressure low 48 5-11PID 94 FMI 3 Fuel pressure sensor input voltage high 37 5-12PID 94 FMI 4 Fuel pressure sensor input voltage low 38 5-13PID 100 FMI 1 Oil pressure low 45 5-14PID 100 FMI 3 Oil pressure sensor input voltage high 35 5-15PID 100 FMI 4 Oil pressure sensor input voltage low 36 5-16PID 105 FMI 0 Intake manifold air temperature high 44 5-17PID 105 FMI 3 Intake manifold air temperature sensor input voltage high 27 5-18PID 105 FMI 4 Intake manifold air temperature sensor input voltage low 28 5-19PID 106 FMI 0 Intake manifold pressure high 47 5-20PID 106 FMI 1 Intake manifold pressure low 48 5-21PID 106 FMI 3 Manifold absolute pressure input voltage high 67 5-22PID 106 FMI 4 Manifold absolute pressure input voltage low 67 5-23PID 108 FMI 3 Barometric pressure sensor input voltage high 86 5-24PID 108 FMI 4 Barometric pressure sensor input voltage low 87 5-25PID 110 FMI 0 Coolant temperature high 44 5-26PID 110 FMI 3 Coolant temperature sensor input voltage high 14 5-27PID 110 FMI 4 Coolant temperature sensor input voltage low 15 5-28PID 111 FMI 1 Coolant level low 43 5-29PID 111 FMI 3 Coolant level sensor input voltage high 16 5-30PID 111 FMI 4 Coolant level sensor input voltage low 13 5-31PID 173 FMI 3 Exhaust temperature sensor input voltage high 81 5-32PID 173 FMI 4 Exhaust temperature sensor input voltage low 82 5-33PID 174 FMI 3 Fuel temperature sensor input voltage high 23 5-34PID 174 FMI 4 Fuel temperature sensor input voltage low 24 5-35

SAE Fault: SAE Fault: DDEC Description Flash Code Page # SID FMI

SID 21 FMI 0 Too many SRS (missing TRS) 41 6-1SID 21 FMI 1 Too few SRS (missing TRS) 42 6-2SID 51 FMI 3 Aux. output #3 open circuit (high side) 31 6-3SID 58 FMI 4 PWM driver #2 open circuit 63 6-4SID 59 FMI 3 PWM driver #3 short to battery (+) 63 6-5SID 59 FMI 4 PWM driver #3 open circuit 63 6-6SID 65 FMI 3 Oxygen content circuit voltage high 23 6-7, 6-8SID 65 FMI 4 Oxygen content circuit voltage low 24 6-9SID 76 FMI 0 Engine knock level above normal range 66 6-10SID 76 FMI 3 Engine knock sensor input voltage high 66 6-11SID 76 FMI 4 Engine knock sensor input low 66 6-12SID 76 FMI 7 Engine knock sensor torque reduction 66 6-13SID 77 FMI 3 Gas valve position input voltage high 73 6-14SID 77 FMI 4 Gas valve position input voltage low 73 6-15SID 232 FMI 0 Sensor supply voltage high 75 6-16SID 232 FMI 1 Sensor supply voltage low 46 6-17



If there is a low fuel pressure code (PID 94 FMI 1), then

Proceed to:Low Fuel Pressure

(Page 2-4)

Determine which direction to take to troubleshoot the "Stall" condition.

1.) If there is a low fuel pressure code (PID 94 FMI 1), then go to page 2-4 (Low fuel pressure). 2.) If there is a gas valve position code (SID 77 FMI 0, SID 77 FMI 1, SID 77 FMI 3, SID 77 FMI 4, SID 77 FMI 7), then go to page 2-9 (PSV Operation). 3.) If there are any other active gas specific codes, then go to page 2-2 (Gas Engine DDEC Diagnostic Codes). Find the code that is active and go to the page listed.

If there is a gas valve position code (SID 77 FMI 0, SID 77 FMI 1, SID 77 FMI 3, SID 77 FMI

4, SID 77 FMI 7), thenProceed to:

PSV Operation(Page 2-9)

Active Gas Specific Codes

Determine which direction to take to troubleshoot the "No Start" condition

If there are any other active gas specific codes, then

Proceed to: Gas Engine DDEC Diagnostic

Codes. (Page 2-2)

Find the code that is active and go to the page listed.





Low Fuel Pressure


Crank the engine.




(Page 2-9)


(LNG).Proceed to:








Crank the engine.




Valve.Follow page 2-6 to depressurize the fuel system and then page 2-8 to leak check the fuel system

once the valve has been replaced.


vehicle wiring.







CAUTION :














Fuel Filters





Off Valve.





(Page 2-9)






CAUTION :



2.) Always apply anaerobic pipe sealant containing Teflon®, such as SWAK®, to the component threads (except for compression fittings), when replacing a threaded natural gas carrying component.




2.) Repair any leak found by: a.) Tightening connection using the fitting manufacture's technique. b.) Replacing leaking component, c.) Replace the pipe threaded connector with a new one if the leak is a pipe thread connection. Use anaerobic sealant with Teflon® (such as SWAK®) applied to the threads.





PSV Operation









1.) To verify that DDEC is commanding the gas valve to move during crank, check PWM 3 position.2.) Using the DDR, display the PWM #3 position and the gas valve position. A.) If PWM 3 is indicating 26-50%, then verify that the gas valve position is indicating 50-80%. 1.) If PWM #3 is indicating 26-50% and the gas valve position is indicating 50-80%, then Replace the Low Pressure Regulator. Go to Page 2-15 (Low Pressure Regulator Assembly Procedure). 2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, go to page 2-10 (PSV Wiring). B.) If PWM #3 does not move, check for voltage using a volt-ohmmeter. Connect (+) to wire 446-Red and (-) to 910-Orange. 1.) If there is no voltage, Replace the ECM. Then follow the Learn Procedure. Go to Page 2-12. C.) If the gas valve position moves but appears to have sluggish or erratic movement, go to page 2-11 (PSV Operation continued). D.) If the gas valve does not move from 0%, go to page 2-11 (PSV Operation continued).









(Page 2-10)

If PWM 3 is indicating 26-50% and the gas valve is indicating 50-80%, Replace the Low Pressure

Regulator. Proceed to:

Low Pressure Regulator Assembly Procedure(Page 2-15)



If PWM #3 is indicating 26-50% and the gas valve position is not moving, Check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to

wire 446-Red (Pin A) and (-) to 150A-Black (Pin B).






PSV Wiring



(Page 2-13)













harness.


the batteries.






(Page 2-13)



(Page 2-13)



INTERIM Natural Gas Troubleshooting Guide - Low Power, Misfire, Rough Running INTERIM


The first step in diagnosing an engine that has Low Power, Misfires, or is Rough Running is to check the obvious parts and components that might cause this condition.

1.) Confirm the vehicle has gas in its tanks.2.) Confirm the batteries are on.3.) Confirm the batteries are charged.4.) Confirm the manual gas valve is open during crank.5.) Confirm proper operation of all tank valves and high pressure solenoid valve during crank. Consult OEM Vehicle Manual.6.) Confirm wiring harnesses at DEC are connected and ground straps from engine to starter are connected.7.) Make sure the PLACE / Multiplex / Electrical System is getting power.8.) Confirm proper operation of the fire suppression system and/or the methane detection system. Consult OEM Vehicle Manual.9.) Make sure fuel door is closed and inspect the magnetic switch for proper operation. Consult OEM Vehicle Manual.10.) Confirm the following ground wires all are attached to the same ground bar: Three (3) #150 wires from the five pin vehicle power harness, Coil ground wire #953 from the coil power harness, Oxygen Sensor Interface Module ground wire #957 from the OEM sensor ground harness, Throttle ground wire #956 from the OEM sensor ground harness, PSV ground wire #150 from the OEM sensor ground harness.11.) Verify the installation requirements for the electronic system have been met by referring to Section 8: Electronic Controls12.) Check for proper operation of the Stop Engine Light (SEL) and the Check Engine Light (CEL).

If the Engine still experiences a low power or misfire condition after all these steps have been taken, then go to page 3-1 (Ignition Coils)



Check to see if the ignition coils are firing.

1.) Remove the coil cover.2.) Use the electronic spark plug firing indicator (OTC® , Calterm® or equivalent) 1/4" from the top of each coil.3.) Crank the engine over and note whether the tester blinks. A.) If the tester blinks at all coils, go to page 3-2 (Spark Plug Insulator) B.) If the tester does not blink on one or more coils, go to page 3-4 (Igniter Module)

Coils

Remove coil cover.

Use the electronic spark plug firing indicator (OTC® , Calterm® or equivalent) 1/4" from the top of each coil.

The tester blinks at all coils. The tester does not blink on one or more coils.

Proceed to :Spark Plug Insulator

(Page 3-2)

Proceed to :Igniter Module

(Page 3-4)

Crank the engine over and note whether the tester blinks.



If the electronic spark plug firing indicator blinks then the spark plug insulator needs to be checked for contamination / flashover.

1.) Remove the spark plug.2.) Note the condition of the spark plug insulator and the inside of the boot. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs) A.) If oil, dirt, or signs of arcing are present, Replace the boot and the spark plug. Gap the plug to .015". Torque the new plug to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 3-20. B.) If the spark plug and boot are free of contamination and signs of arcing, go to page 3-3 (Ignition Boots).

The electronic spark plug firing indicator blinks

Check the spark plug insulator for contamination / flashover.

Remove the Spark Plug.

Note the condition of the spark plug insulator and the inside of the boot. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs)

If there are no signs of contamination or arcing in the spark plug insulator or boot,

Proceed to:Ignition Boots

(Page 3-3)

If oil,dirt, or arcing is present, Replace the boot & the

spark plug. Gap the plug to .015". Torque the new plug to 28 ft-lbs. Then follow the

Learn Procedure.(Page 3-20)


If the spark plug and boot are free of contamination or signs of arcing, check the boots for dielectric puncture or degraded material.

1.) Remove the coils.2.) Examine the ignition boots for burning and gumminess. A.) If the boot material is soft and cracked, Replace the ignition boot. Then follow the Learn Procedure. Go to Page 3-20. B.) If signs of arcing or pin holes are present, Replace the ignition boot. Then follow the Learn Procedure. Go to Page 3-20. C.)If there are no signs of arcing, pin holes, or degraded material, Replace the igniter module. Then follow the Learn Procedure. Go to Page Page 3-20. If the engine still has low power, misfires, or is rough running Go to Page 3-10 (Ignition Coil Primary Circuit Resistance)

No signs of contamination or arcing inthe spark plug insulator or boot,

Check the boots for dielectric puncture or degraded material.

Remove the coils.

Examine the ignition boots for burning and gumminess.

If the boot is soft and cracked, Replace the

spark plug boot. Then follow the Learn


If signs of arcing or pin holes are present,

Replace the spark plug boot. Then follow the Learn


If there are no signs of arcing, pin holes,or degraded material, Replace the

igniter module. Then follow the Learn Procedure.(Page 3-20)

If the engine still has low power, misfires, or is rough running

Proceed to:Ignition Coil Primary Circuit

Resistance(Page 3-10)


If the electronic spark plug firing indicator does not blink on one or more coils, the igniter module must be checked to see if it is receiving 12 volts.

1.) Remove the five pin connector from the Igniter Module.2.) Connect a volt-ohmmeter across pins D (wire 440E B+) and E (wire 953 Ground) on the ignition wire harness. Refer to Page 8-13 for schematic of the Ignition Coil Harness.3.) Turn on the vehicle ignition. A.) If 12 volts is present, Go to page 3-5 (Ignition Coil Connectors.) B.) If 12 volts is not present, Go to page 3-6 (Ignition Harness Power Connector.)

The electronic spark plug firing indicator does not blink.

Check for 12 volts at the igniter module.

Remove the five pin connector from the igniter module

Connect a volt-ohmmeter across pins D (wire 440E B+) and E (wire 953 Ground) on the ignition wire harness. Refer to Page 8-

13 for schematic of the Ignition Coil Harness.



Ignition Coil Connectors(Page 3-5)





If the 12 volts is present at the igniter module, check for 12 volts at the ignition coil connectors coming from the ignition wire harness.

1.) Remove the coil cover.2.) Remove each two pin connector at the coils. Refer to page 8-13 for a schematic of the Ignition Coil Harness3.) Connect a volt-ohmmeter across pins 1 and 2 on the connector coming from the ignition wire harness. A.) If 12 volts is present at each coil, Go to page 3-8 (Contaminated Spark Plug Well.) B.) If 12 volts is not present,Go to page 3-6 (Ignition Harness Power Connector.)

The igniter module is receiving 12 volts.


Remove each of the two pin connectors at the coils. Refer to page 8-13 for a schematic of the Ignition Coil Harness

Connect a volt-ohmmeter across pins 1 and 2 on the connector coming from the ignition wire harness.

If 12 volts is present at each coil,

Proceed to:Contaminated Spark

Plug Well(Page 3-8)


Ignition Harness Power Connector

(Page 3-6)



If 12 volts is not present at the igniter module, check for 12 volts at the ignition harness power connector.

1.) Disconnect the two pin connector that supplies power to the ignition harness.2.) Connect a volt-ohmmeter across the two pins on the connector coming from the vehicle harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness3.) Turn on the vehicle ignition. A.) If 12 volts is present, Go to Page 3-7 (Wire Harness Continuity.)

The igniter module is not receiving 12 volts.

Disconnect the two pin connector that supplies power to the ignition harness.

Connect a volt-ohmmeter across the two pins on the connector coming from the vehicle harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness


If 12 volts is present,Proceed to:

Wire Harness Continuity(Page 3-7)

If 12 volts is not present, The

problem is with the vehicle wiring.



If 12 volts is present at the ignition harness power connector, check for continuity in the wire harness.

1.) Measure the continuity of the circuits in the wire harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness. A.) If continuity does exist, Go to page 3-8 (Contaminated Spark Plug Well.) B.) If continuity does not exist, then Replace the ignition wire harness. Then follow the Learn Procedure. Go to Page 3-20.

Measure the continuity of the circuits in the wire harness.

If continuity does exist, Proceed to:

Check the spark plug well for contamination

(Page 3-8)

If continuity does not exist,

Replace the ignition harness. Then follow the Learn Procedure.

(Page 3-20)

Refer to page 8-13 for a schematic of the Ignition Coil

Harness



If continuity does exist (page 14) or 12 volts is present in the ignition wiring harness (page 12), check the spark plug well for contamination.

1.) Remove the coil cover.2.) Remove the coil. A.) If oil is present on any boot or in a well, Replace the seals on the extension tube, Replace the boot, Clean and reinstall the coils. Then follow the Learn Procedure. Go to Page 3-20. B.) If water is present in the well, Clean out the well and Replace the spark plug, Torque new plug to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 3-19. C.) If coils, boots, and wells are free of oil or other contamination, Go to page 3-9 (Spark Plug Electrodes.)

****Make sure all spark plugs are gapped to .015" ****

Check the spark plug well for contamination.


Remove the coil.

If coils, boots, and wells are free of oil or other contamination,


(Page 3-9)

If oil is present on any boot or in a well,

Replace the seals on the extension tube, Replace

the boot, Clean and reinstall the coils. Then

follow the Learn Procedure.(Page 3-20)

If water is present in the well, Clean out the well and

Replace the spark plug, Torque new plug to 28 ft-lbs.

Then follow the Learn Procedure.(Page 3-20)




1.) Remove the spark plugs.2.) Note the condition of the electrodes. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs) A.) If the spark plug is wet with oil, or excessive deposits are present, Determine the cause of the excessive deposits and oils. Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 3-20. B.) If the spark plug gap is shorted by combustion deposits, Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 3-20. C.) If the spark plug gap is shorted or reduced by the reforming of melted material from the electrodes, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 3-20. D.) If the electrodes are dry with light tan or gray deposits, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Check coils for primary circuit continuity. Go to page 3-10 (Primary Circuit Continuity.) E.) If there are no signs of deposits and the spark plug is not wet with oil, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Go to page 3-10 (Primary Circuit Continuity.) ****Make sure all spark plugs are gapped to .015" ****







(Page 3-10)


excessive deposits and oils. Replace the spark plug.

Torque new plugs to 28 ft-lbs. Then follow the Learn



deposits,Replace the spark plug.





Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Then follow the





(Page 3-10 )



To check the coils for primary circuit continuity do the following.

1.) Remove the ignition coils.2.) Inspect the coils for signs of overheating and cracking.3.) Measure the resistance across the two pins in the electrical connector. A.) If the resistance is greater than .55 ohms (Ω), Replace the coil. Then follow the Learn Procedure. Go to Page 3-20. B.) If the resistance is .55 ohms (Ω) or less, go to page 3-11 (Low Fuel Pressure)

Check coils for primary circuit continuity.

Remove the ignition coils.

Inspect the coils for signs of overheating and cracking.

Measure the resistance across the two pins in the electrical connector.

If the resistance is greater than

.55 ohms (Ω), Replace the coil. Then follow the Learn Procedure.

(Page 3-20)

If the resistance is .55 ohms (Ω) or less, Proceed to:

Low Fuel Pressure(Page 3-11)





Low Fuel Pressure


Crank the engine.




(Page 3-16)


(LNG).Proceed to:








Crank the engine.




Valve.Follow page 3-13 to

depressurize the fuel system and then page 3-15 to leak check

the fuel system once the valve has been replaced.


vehicle wiring.







CAUTION :














Fuel Filters





Off Valve.





(Page 3-16)






CAUTION :



2.) Always apply anaerobic pipe sealant containing Teflon® , such as SWAK® , to the component threads (except for compression fittings), when replacing a threaded natural gas carrying component.




2.) Repair any leak found by: a.) Tightening connection using the fitting manufacture's technique. b.) Replacing leaking component, c.) Replace the pipe threaded connector with a new one if the leak is a pipe thread connection. Use anaerobic sealant with Teflon® (such as SWAK® ) applied to the threads.





PSV Operation









1.) To verify that DDEC is commanding the gas valve to move during crank, check PWM 3 position.2.) Using the DDR, display the PWM #3 position and the gas valve position. A.) If PWM 3 is indicating 26-50%, then verify that the gas valve position is indicating 50-80%. 1.) If PWM 3 is indicating 26-50% and the gas valve position is indicating 50-80%, go to page 3-19 (Oxygen Sensor). 2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, go to page 3-17 (PSV Wiring). B.) If PWM #3 does not move, check for voltage using a volt-ohmmeter. Connect (+) to wire 446-Red and (-) to 910-Orange. 1.) If there is no voltage, Replace the ECM. Then follow the Learn Procedure. Go to Page 3-20. C.) If the gas valve position moves but appears to have sluggish or erratic movement, go to page 3-18 (PSV Operation continued). D.) If the gas valve does not move from 0%, go to page 3-18 (PSV Operation continued).









(Page 3-17)


50-80%, Proceed to:

Oxygen Sensor(Page 3-19)










PSV Wiring



(Page 3-21)













harness.


the batteries.






(Page 3-21)



(Page 3-21)



Check the Oxygen Sensor for proper operation.

1.) Place the diagnostic oxygen sensor (Engine Control & Monitoring Inc.® diagnostic oxygen sensor model "Lambda Pro"™ or equivalent) in the secondary port in the exhaust tube.2.) Using the DDR, display the air/fuel ratio Lambda value.2.) Perform a transmission stall torque test. (Engine and transmission should be at normal operating temperatures.)3.) Run the stall for approximately 10 seconds. Careful of overheating the transmission.4.) Record the air/fuel ratio Lambda value displayed by DDEC and the diagnostic oxygen sensor.5.) Repeat this test 2 more times waiting 1 minute between each test. A.) If the readings between the diagnostic oxygen sensor and DDEC oxygen sensor are more than +/- 0.02 Lambda different, Replace the DDEC Oxygen Sensor. Then follow the Learn Procedure. Go to Page 3-20. B.) If the readings between the diagnostic oxygen sensor and DDEC oxygen sensor are +/- 0.02 Lambda or less, Replace the Low Pressure Regulator. Go to Page 3-23. Low Pressure Regulator Assembly Procedure.

Oxygen Sensor

If the readings between the diagnostic oxygen sensor and the DDEC oxygen sensor are more than +/- 0.02 Lambda different, Replace the DDEC oxygen

sensor. Then follow the Learn Procedure.(Page 3-20)

Place the diagnostic oxygen sensor (Engine Control & Monitoring Inc.® diagnostic oxygen sensor model "Lambda Pro"™ or equivalent) in the secondary port in the exhaust tube.

Perform a transmission stall torque test.

Run the stall for approximately 10 seconds. Careful of Overheating the transmission.

Record the air/fuel ratio Lambda value displayed by DDEC and the diagnostic oxygen sensor.

Repeat this test 2 more times waiting 1 minute between each test.

Using the DDR, display the air/fuel ratio Lambda value

If the readings between the diagnostic oxygen sensor and the DDEC oxygen sensor are +/- 0.02 Lambda or less,

Replace the Low Pressure Regulator. Proceed to:




INTERIM Natural Gas Troubleshooting Guide - Knock INTERIM


The first step in diagnosing an engine that is "Knocking" is to check the obvious parts and components that might cause a this condition.

1.) Confirm the vehicle has gas in its tanks.2.) Confirm the batteries are on.3.) Confirm the batteries are charged.4.) Confirm the manual gas valve is open during crank.5.) Confirm proper operation of all tank valves and high pressure solenoid valve during crank. Consult OEM Vehicle Manual.6.) Confirm wiring harnesses at DDEC are connected and ground straps from engine to starter are connected.7.) Make sure the PLC / Multiplex / Electrical System is getting power.8.) Confirm proper operation of the fire suppression system and/or the methane detection system. Consult OEM Vehicle Manual.9.) Make sure fuel door is closed and inspect the magnetic switch for proper operation. Consult OEM Vehicle Manual.10.) Verify the installation requirements for the electronic system have been met by referring to Section 8: Electronic Controls11.) Check for proper operation of the Stop Engine Light (SEL) and the Check Engine Light (CEL).

If the Engine still has a "knock" condition after all these steps have been taken, then go to page 4-1 (Knock Intensity)



Determine the intensity of the knock condition.

1.) Use the DDR to display any Active or Inactive codes.2.) Determine whether the vehicle has Engine Knock Level Above Normal Range (SID 76 FMI 0) and/or Engine Knock Level Torque Reduction (SID 76 FMI 7). A.) If the vehicle has "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7), go to page 4-2 (Number of Knock Codes)

Knock Intensity

Use the DDR to display any Active or Inactive codes.

Determine whether the vehicle has Engine Knock Level Above Normal Range (SID 76 FMI 0) and/or Engine Knock Level Torque Reduction (SID 76 FMI 7).

If the vehicle has "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine

Knock Level Torque Reduction" (SID 76 FMI 7),Proceed to :

Number of Knock Codes(Page 4-2)



Determine whether the number of knock codes are excessive.

1.) Use the DDR to display the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7) codes that have been registered.2.) Check the times of the first knock code occurrence and the last knock code occurrence. A.) If the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7) codes is less than Four (4) Codes per engine operating hour from the first knock code occurrence to the last knock code occurrence, then Clear the codes, put the vehicle back in service, Check in 24 hours, and Repeat "Number of Knocks" Procedure. B.) If the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7) codes is greater than or equal to Four (4) Codes per engine operating hour from the first knock code occurrence to the last knock code occurrence, go to page 4-3 (Excessive Engine Knock)

Number of Knocks

Use the DDR to display the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or

"Engine Knock Level Torque Reduction" (SID 76 FMI 7) codes that have been registered.

If the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or

"Engine Knock Level Torque Reduction" (SID 76 FMI 7) codes is greater than or equal to Four (4) Codes per engine operating hour from the first knock code occurrence to the last knock code

occurrence, Proceed to :

Excessive Engine Knock(Page 4-3)

If the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction"

(SID 76 FMI 7) codes is less than Four (4) Codes per engine operating hour from the

first knock code occurrence to the last knock code occurrence, then Clear the codes, put the vehicle back in service,

Check in 24 hours, and Repeat "Number of Knocks" Procedure.

Check the times of the first knock code occurrence and the last knock code occurrence.



Determine whether the codes are actual or externally induced (fake).

1.) Turn the ignition off.2.) Unscrew the Knock Sensor from the Block.3.) Hang the Knock Sensor in the engine compartment.4.) Obtain a wire about one (1) ft in length and cut the rubber sheath off both ends to expose about two inches of the copper leads.5.) Wrap one end of the wire around the threads of the Knock Sensor (secure with electrical tape) and the other end of the wire should be bolted to a clean ground on the block.6.) Road test the vehicle. A.) If the vehicle registers no knock codes then the original knock codes are real, Go to page 4-4 (Real Knock Codes). B.) If the vehicle still has knock codes then the original knock codes are fake and are being caused by wiring or bad grounds, Go to page 4-19 (Fake Knock Codes).

Excessive Engine Knock

Turn the ignition off.

If the vehicle registers no knock codes then the original knock codes are real,

Proceed to :Real Knock Codes

(Page 4-4)

Unscrew the Knock Sensor from the Block.

Hang the Knock Sensor in the engine compartment.

Obtain a wire about one (1) ft in length and cut the rubber sheath off both ends to expose about two inches of the copper leads.

Wrap one end of the wire around the threads of the Knock Sensor (secure with electrical tape) and the other end of the wire should be bolted to a clean ground on the block.

Road test the vehicle.

If the vehicle still has knock codes then the original knock codes are fake and are being caused by wiring

or bad grounds,Proceed to :

Fake Knock Codes(Page 4-19)



Determine what is causing the knock condition in the engine.

1.) Road test the vehicle.2.) While the vehicle is running, use the DDR to check for Intake Manifold Temperatures above 150 degrees during engine operation. A.) If the Intake Manifold Temperature is below 150 degrees F, Go to page 4-6 (Proper Fuel System Operation). B.) If the Intake Manifold Temperature is 150 degrees F or higher, Go to Step 2.2.) Confirm proper operation of the Charge Air Cooler. Consult the OEM Manual. A.) If the Charge Air Cooler is not working properly, Consult the OEM Manual. After the problem is corrected road test the vehicle. B.) If the Charge Air Cooler is working properly, Go to page 4-5 (Charge Air Cooler Fan)

Real Knock Codes

While the vehicle is running, use the DDR to check for Intake Manifold Temperatures above 150

degrees during engine operation.

If the Intake Manifold Temperature is below 150 degrees F,

Proceed to : Proper Fuel System Operation

(Page 4-6)

If the Intake Manifold Temperature is 150 degrees F or higher, Check the Charge Air Cooler.

Confirm proper operation of the Charge Air Cooler. Consult the OEM Manual.

If the Charge Air Cooler is working properly,

Proceed to: Charge Air Cooler Fan.

(Page 4-5)

If the Charge Air Cooler is not working properly,

Consult the OEM Manual. After the problem is

corrected, Road Test the Vehicle.



Determine what is causing the knock condition in the engine.

1.) Confirm proper operation of the Charge Air Cooler Fan. Consult the OEM Manual. A.) If the Charge Air Cooler Fan is not working properly, Consult the OEM Manual. After the problem is corrected road test the vehicle. B.) If the Charge Air Cooler Fan is Working Properly, Go to Step 4.2 .) Confirm the Air Filter is operating properly. A.) If the Air Filter is obstructed or plugged, Replace the filter and road test the vehicle. B.) If the Air Filter is in normal operating condition, Go to page 4-6 (Proper Fuel System Operation).

Charge Air Cooler Fan

If the Air Filter is obstructed or

plugged, Replace the filter and road test the

vehicle.

Confirm proper operation of the Charge Air Cooler Fan. Consult the OEM Manual.

If the Charge Air Cooler Fan is Working Properly, Check the Air Filter.

Confirm the Air Filter is operating properly.

If the Charge Air Cooler Fan is not working

properly, Consult the OEM Manual. After the problem

is corrected, Road Test the Vehicle.

If the Air Filter is in normal operating condition,

Proceed to: Proper Fuel System Operation

(Page 4-5)



PSV Operation









1.) To verify that DDEC is commanding the gas valve to move during crank, check PWM 3 position.2.) Using the DDR, display the PWM #3 position and the gas valve position. A.) If PWM 3 is indicating 26-50%, then verify that the gas valve position is indicating 50-80%. 1.) If PWM 3 is indicating 26-50% and the gas valve position is indicating 50-80%, go to page 4-9 (Oxygen Sensor). 2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, go to page 4-7 (PSV Wiring). B.) If PWM #3 does not move, check for voltage using a volt-ohmmeter. Connect (+) to wire 446-Red and (-) to 910-Orange. 1.) If there is no voltage, Replace the ECM. Then follow the Learn Procedure. Go to Page 4-11. C.) If the gas valve position moves but appears to have sluggish or erratic movement, go to page 4-8 (PSV Operation continued). D.) If the gas valve does not move from 0%, go to page 4-8 (PSV Operation continued).






continued(Page 4-8)



(Page 4-7)


50-80%, Proceed to:

Oxygen Sensor(Page 4-9)









1.) Check for proper PSV operation during crank.2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, Check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B). A.) If there is no voltage, then the problem is in the engine sensor harness or connector. B.) If there is voltage at the wire connector, Check the PWM#3 Output.3.) With the DDR Slew the PWM#3 from 10% to 50% to 90%. While the PWM#3 is being slewed, Check for voltage changes at the PSV wire connector using a volt-ohmmeter. Connect (+) to wire 910-Orange (Pin H) and (-) to 150A-Black (Pin B). A.) If there is a change in voltage at the wire connector, go to Page 4-12 (PSV Troubleshoot) . B.) If there is no change in voltage at the connector, then the problem is in the engine sensor harness or connector.

PSV Wiring



(Page 4-12)


With the DDR Slew the PWM#3 from 10% to 50% to 90%. While the PWM#3 is being slewed, Check for voltage changes at the











harness.


the batteries.






(Page 4-12)



(Page 4-12)



Check the Oxygen Sensor for proper operation.

1.) Place the diagnostic oxygen sensor (Engine Control & Monitoring Inc.® diagnostic oxygen sensor model "Lambda Pro"™ or equiv alent) in the secondary port in the exhaust tube.2.) Using the DDR, display the air/fuel ratio Lambda value.3.) Perform a transmission stall torque test. (Engine and transmission should be at normal operating temperatures.)4.) Run the stall for approximately 10 seconds. Careful of overheating the transmission.5.) Record the air/fuel ratio Lambda value displayed by DDEC and the diagnostic oxygen sensor.6.) Repeat this test 2 more times waiting 1 minute between each test. A.) If the readings between the diagnostic oxygen sensor and DDEC oxygen sensor are constantly more than +/- 0.02 Lambda different, Replace the DDEC oxygen sensor. Then follow the Learn Procedure. Go to Page 4-12. B.) If the readings between the diagnostic oxygen sensor and DDEC oxygen sensor are +/- 0.02 Lambda or less and fluctuate to +/-0.04 Lambda or higher, Replace the Low Pressure Regulator. Then follow the Low Pressure Regulator Assembly Procedure. Go to page 4-14 C.) If the readings between the diagnostic oxygen sensor and the DDEC oxygen sensor are +/- 0.02 Lambda or less, then go to page 4-10 (Spark Plug Electrodes)

Oxygen Sensor

Place the diagnostic oxygen sensor (Engine Control & Monitoring Inc.® diagnostic oxygen sensor model "Lambda Pro"™ or equivalent) in the secondary port in the exhaust tube.

Perform a transmission stall torque test. Run the stall for approximately 10 seconds. Careful of overheating the transmission.

Record the air/fuel ratio Lambda value displayed by DDEC and the diagnostic oxygen sensor.

Repeat this test 2 more times waiting 1 minute between each test.

If the readings between the diagnostic oxygen sensor and the

DDEC oxygen sensor are constantly more than +/- 0.02

Lambda different, Replace the DDEC oxygen sensor. Then follow the Learn Procedure.

(Page 4-11)

If the readings between the diagnostic oxygen sensor and the DDEC oxygen sensor are +/-0.02

Lambda or less and fluctuate to +/-0.04 or higher,

Replace the Low Pressure Regulator. Proceed to:


If the readings between the diagnostic oxygen sensor and the DDEC oxygen sensor are +/- 0.02 Lambda or less,


(Page 4-10)

Using the DDR, display the air/fuel ratio Lambda value




1.) Remove the spark plugs.2.) Note the condition of the electrodes. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs) A.) If the spark plug is wet with oil, or excessive deposits are present, Determine the cause of the excessive deposits and oils. Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 4-11. B.) If the spark plug gap is shorted by combustion deposits, Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 4-11. C.) If the spark plug gap is shorted or reduced by the reforming of melted material from the electrodes, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 4-11. D.) If the electrodes are dry with light tan or gray deposits, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Go to page 4-15 (Accessories and Bracketry) E.) If there are no signs of deposits and the spark plug is not wet with oil, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Go to page 4-15 (Accessories and Bracketry) ****Make sure all spark plugs are gapped to .015" ****






Proceed to: Accessories and Bracketry

(Page 4-15)


excessive deposits and oils. Replace the spark plug.




deposits, Replace the spark plug.





Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Then follow the




Proceed to: Accessories and Bracketry

(Page 4-15)



Check all accessories and bracketry located on or near the engine.

1.) Open engine compartment doors.2.) Start the engine using the controls located at the engine bay.3.) Turn the vehicle air conditioning on.4.) Slowly take the engine from idle to 2100 rpm and back down to idle over a one minute time period.5.) Observe and inspect the air conditioner, air compressor, generator, hydraulic pumps, fan clutches, etc. and their associated bracketry for excessive vibration or uncommon operation. A.) If there is no vibration or uncommon operation, go to page 4-16 (Valvetrain) B.) If there is excessive vibration or the accessories are not firmly attached, Repair and reattach the respective accessory properly. Go to back to step 4 and confirm proper operation. Check for Knock Codes.

Accessories and Bracketry

Open engine compartment doors

Start the engine using the controls located at the engine bay.

If there is no vibration or uncommon operation,

Proceed to:Valvetrain(Page 4-16)

If there is excessive vibration or the accessories are not firmly

attached, Repair and reattach the respective accessory

properly. Go to back to step 4 and

confirm proper operation. Check for Knock codes.

Turn the vehicle air conditioning on.

Slowly take the engine from idle to 2100 rpm no load and back down to idle over a one minute time period.

Observe and inspect the air conditioner, air compressor, generator, hydraulic pumps, fan clutches, etc. and their associated

bracketry for excessive vibration or uncommon operation.



Check valvetrain

1.) Remove upper portion of the rocker cover assembly. Remove when the engine is cold.2.) Confirm the valve train is in good condition3.) Check the valve lash. Confirm the Intake valve lash is set at .011" and the exhaust valve lash is set at .036" A.) If the valves are not set at proper lash, Reset the Intake valve lash at .011" and the exhaust valve lash at .036". Reset when the engine is cold B.) If the valves are set at the proper lash, go to page 4-17 (Fuel Composition)

Valvetrain

Remove upper portion of the rocker cover assembly. Remove when the engine is cold.

Confirm the valve train is in good condition

If the valves are set at the proper lash,Proceed to:

Fuel Composition(Page 4-17)

If the valves are not set at proper lash, Reset the

Intake valve lash at .011" and the exhaust valve lash at .036". Reset when the

engine is cold.

Check the valve lash. Confirm the Intake valve lash is set at .011" and the exhaust valve lash is set at .036"



Compressed Natural Gas Fuel Specifications

Property Limit ASTM Test MethodHydrocarbon Mole percent Methane 88% min. D 1945 Ethane 6% max. Propane 1.7% max. Other C4 and Higher 0.3% max.Other Gaseous Species Mole percent Hydrogen 0.1% max. D 2650 Carbon dioxide + Nitrogen + Oxygen 4.5% max. D 1945 Carbon Monoxide 0.1% max. D 2650Other Species Methanol 0% mass No Test Method Sulfur, Total 22 ppm/v D4468Performance Related Properties * Motor Octane Number 115 min D 2623 Wobbe Number 1290-1380 BTU/ft3 D 3588Contaminants @Pressure Water Dew Point Temperature, Max. # D 1142Pressure Hydrocarbon Dew Point Temperature, Max. # Below which will form 1% condensateOdorant &

@

#

&

*

The quality of fuel used is a very important factor in obtaining satisfactory engine performance, long engine life, and acceptable exhaust emission levels. This section shows the DDC fuel specifications for both CNG and LNG. Regardless of the type of fuel, fuel entering the engine must meet or exceed DDC's published CNG specifications. Ask for a gas analysis from your local gas supplier and confirm that the gas that you are using is within DDC's specification. If the fuel is within DDC's specification then proceed to page 4-18 (Internal Engine Components). If the fuel is not within DDC's Specifications contact Technical Service.

Test method D 2623 was obsoleted by ASTM in 1991. Wobbe Index (WI), also known as Wobbe Number, is a measure of fuel energy flow rate through a fixed orifice under given inlet conditions.

Numerically, WI = (dry, higher heating value)/(specific gravity)

The compressed natural gas shall not contain dust, sand, dirt, gums, oils, or other substances in an amount sufficient to be injurious to the fuel station equipment or the vehicle being fueled.

The dew point at vehicle fuel storage container pressure shall be at least 10 F (5.6 C) below the 99.0% winter design temperature listed in chapter 24, Table 1, Climatic Conditions for the United States, in

American Society of Heating, Refrigerating and Air conditioning Engineer’s (ASHRAE) Handbook, 1989 fundamentals volume. Testing for water vapor shall be in accordance with ASTM D 1142, utilizing the

Bureau of mines apparatus.

The natural gas at ambient conditions must have a distinctive odor potent enough for its presence to be detected down to a concentration in air of 1% by volume.



Check the internal engine components for proper engine operation

1). Check to see if the engine has been rebuilt. A.) If the engine has been rebuilt make sure that it has the correct Connecting Rods.2.) Check the valves (intake and exhaust) for built up combustion deposits. A.) If there are no deposits, confirm proper operation of the valvetrain. B.) If there are deposits, Determine cause of the excessive deposits. Check Valves, Valve Guides, Seals, and Cylinder Kits.

Internal Engine Components

Check to see if the engine has been rebuilt.

If the engine has been rebuilt make sure it has the correct Connecting Rods.

If there are no deposits, Confirm

proper operation of the valvetrain.

Check the valves (intake and exhaust) for built up combustion deposits.

If there are deposits, Determine cause of

the excessive deposits. Check

Valves, Valve Guides, Seals, and Cylinder

Kits.



Check for poor grounds.

1.) Confirm the Starter to Block ground is a #00 cable.2.) Confirm the Starter to Frame ground is a #00 cable.1.) Use a digital volt-ohmmeter to confirm that the resistance in each of the following ground wires are no more than 50 mΩ. a.) Starter to Block, b.) Starter to Frame, c.) SNEF module ground (wire # 954 black) to block. A.) If the resistance is greater than 50 mΩ, Replace the ground wire. Confirm the points are clean of rust, paint and corrosion. B.) If the resistance is less than 50 mΩ, then confirm the connection and the ground surface are good. If the problem continues contact DDC technical service.

Fake Knock Codes

Use a digital volt-ohmmeter to confirm that the resistance in each of the following ground wires are no more than 50 mΩ.

a.) Starter to Block, b.) Starter to Frame, c.) SNEF module ground (wire # 954 black) to block.

If the resistance is greater than 50 mΩ, Replace the ground wire. Confirm the points are clean of rust,

paint and corrosion.

If the resistance is less than 50 mΩ, confirm the

connection and the ground surface are good. If the

problem continues contact DDC technical service.

Confirm the Starter to Block ground is a #00 cable.

Confirm the Starter to Frame ground is a #00 cable.


All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

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1.0

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

07 (

DA

RK

GR

EE

N)

Thr

ottle

Pla

te P

ositi

on

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

Wire

907

Sho

rt to

+12

v/+

24v

pow

er s

uppl

yC

avity

R-1

in th

e 30

way

Con

nect

orP

in F

(th

rottl

e pl

ate

posi

tion)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Wir

e D

escr

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WIR

E 9

09 (

LIG

HT

GR

EE

N)

PW

M #

2 ou

t

Pro

ble

m D

escr

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on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

09 S

hort

to +

12v/

+24

v po

wer

sup

ply

Cav

ity Y

-1 in

the

30 w

ay C

onne

ctor

Pin

E (

PW

M #

2 ou

t) in

the

thro

ttle

actu

ator

con

nect

or

Wir

e D

escr

ipti

on

WIR

E 4

52 (

BLA

CK

) E

n gin

e S

enso

r R

etur

n

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

52 O

pen

Cav

it y Y

-2 in

the

30 w

ay C

onne

ctor

Pin

D (

engi

ne s

enso

r re

turn

) in

the

thro

ttle

actu

ator

con

nect

or

If th

e co

de s

tays

act

ive

afte

r th

e ca

vitie

s, w

ires,

and

pin

s ha

ve b

een

chec

ked,

Rep

lace

the

thro

ttle

then

follo

w th

e T

hrot

tle A

ssem

bly

Pro

cedu

re b

elow

.R

efer

ence

Sec

tio

n 7

: C

om

po

nen

t Id

enti

fica

tio

n,

pag

es 7

-5 t

hro

ug

h 7

-11

for

visu

al a

ssis

tan

ce.

No

te e

ng

ine

typ

e S

50G

or

S60

G

1.)

Atta

ch P

SV

val

ve a

nd "

O"

ring

to m

ixer

with

4 A

llen

head

scr

ews

but d

o no

t tig

hten

.2.

) In

stal

l "O

" rin

gs to

fuel

tran

sfer

tube

Lub

ricat

e "O

" rin

gs w

ith L

uber

plat

e pr

ior

to a

ssem

bly.

App

ly T

eflo

n liq

uid

pipe

sea

lant

to th

read

s.

3.)

Thr

ead

fuel

tran

sfer

tube

into

re g

ulat

or a

nd ti

ghte

n. T

he fu

el tr

ansf

er tu

be m

ust t

hrea

d in

to th

e re

gula

tor

far

enou

gh s

o th

e "O

" rin

g se

al d

oesn

't bo

ttom

in

the

PS

V v

alve

and

cut

the

seal

whe

n th

e re

gula

tor

is b

olte

d to

the

inle

t elb

ow.

4.)

Inst

all t

he Im

pco

regu

lato

r an

d fu

el tr

ansf

er in

to P

SV

val

ve. B

olt r

egul

ator

to in

let e

lbow

with

two

bolts

but

do

not t

ight

en.

5.)

Inst

all t

hrot

tle, P

SV

, mix

er, a

nd in

let e

lbow

to e

n gin

e po

sitio

ning

inle

t hos

e ov

er in

let e

lbow

and

inle

t man

ifold

and

res

ting

thro

ttle

on th

rottl

e br

acke

t. 6.

) In

stal

l 4 b

olts

thro

u gh

thro

ttle

brac

ket i

nto

botto

m o

f thr

ottle

and

two

bolts

thro

ugh

side

of t

hrot

tle b

rack

et in

to in

let e

lbow

but

do

not t

ight

en.

7.)

Ti g

hten

the

4 m

ixer

to th

rottl

e bo

lts a

t 25-

lb ft

torq

ue.

8.)

Ti g

hten

the

4 th

rottl

e to

inle

t elb

ow b

olts

to 2

5-lb

ft to

rque

.9.

) T

ight

en th

e 2

bolts

that

hol

d th

e re

gula

tor

to th

e in

let e

lbow

and

tigh

ten

the

4 sc

rew

s th

e ho

ld th

e P

SV

val

ve to

the

mix

er.

10.)

Adj

ust t

he tw

o bo

lts th

rou g

h th

e th

rottl

e br

acke

t to

the

inle

t elb

ow a

nd th

e 4

bolts

thro

ugh

the

botto

m o

f the

thro

ttle

brac

ket t

o th

e th

rottl

e al

tern

ativ

ely

to in

sure

ther

e is

no

bind

in th

e th

rottl

e. T

orqu

e th

e tw

o br

acke

ts to

inle

t elb

ow b

olts

25-

LB ft

and

the

four

thro

ttle

mou

ntin

g bo

lts 2

5 LB

ft.

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

09 (

LIG

HT

GR

EE

N)

PW

M #

2 ou

t

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

09 S

hort

to W

ire 9

56 (

Bla

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Thr

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Act

uato

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dC

avit y

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in th

e 30

way

Con

nect

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in E

(P

WM

#2

out)

in th

e th

rottl

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tuat

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P

in B

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hrot

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Gro

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in th

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Wir

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Thr

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Pro

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Wh

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pro

ble

m

WIR

E 4

45 O

pen

Pin

A (

Thr

ottle

Bod

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ower

) in

the

thro

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actu

ator

con

nect

orP

in D

(T

hrot

tle B

ody

Pow

er)

in th

e O

EM

Pow

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arne

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Mal

e/F

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Wir

e D

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WIR

E 9

56 (

BLA

CK

) T

hrot

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tor

Gro

und

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

56 O

PE

NP

in B

(T

hrot

tle A

ctua

tor

Gro

und)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Pin

B (

Thr

ottle

Act

uato

r G

roun

d) in

the

OE

M G

roun

d H

arne

ss (

Mal

e/F

emal

e co

nnec

tion)

If th

e co

de s

tays

act

ive

afte

r th

e ca

vitie

s, w

ires,

and

pin

s ha

ve b

een

chec

ked,

Rep

lace

the

thro

ttle

then

follo

w th

e T

hrot

tle A

ssem

bly

Pro

cedu

re b

elow

.R

efer

ence

Sec

tio

n 7

: C

om

po

nen

t Id

enti

fica

tio

n,

pag

es 7

-5 t

hro

ug

h 7

-11

for

visu

al a

ssis

tan

ce.

No

te e

ng

ine

typ

e S

50G

or

S60

G

1.)

Atta

ch P

SV

val

ve a

nd "

O"

ring

to m

ixer

with

4 A

llen

head

scr

ews

but d

o no

t tig

hten

.2.

) In

stal

l "O

" rin

gs t

o fu

el tr

ansf

er tu

be L

ubric

ate

"O"

rings

with

Lub

erpl

ate

prio

r to

ass

embl

y. A

pply

Tef

lon

liqui

d pi

pe s

eala

nt to

thre

ads.

3.

) T

hrea

d fu

el tr

ansf

er tu

be in

to r

e gul

ator

and

tigh

ten.

The

fuel

tran

sfer

tube

mus

t thr

ead

into

the

regu

lato

r fa

r en

ough

so

the

"O"

ring

seal

doe

sn't

botto

m

in th

e P

SV

val

ve a

nd c

ut th

e se

al w

hen

the

regu

lato

r is

bol

ted

to th

e in

let e

lbow

.4.

) In

stal

l the

Impc

o re

gula

tor

and

fuel

tran

sfer

into

PS

V v

alve

. Bol

t reg

ulat

or to

inle

t elb

ow w

ith tw

o bo

lts b

ut d

o no

t tig

hten

.5.

) In

stal

l thr

ottle

, PS

V, m

ixer

, and

inle

t elb

ow to

en g

ine

posi

tioni

ng in

let h

ose

over

inle

t elb

ow a

nd in

let m

anifo

ld a

nd r

estin

g th

rottl

e on

thro

ttle

brac

ket.

6.)

Inst

all 4

bol

ts th

rou g

h th

rottl

e br

acke

t int

o bo

ttom

of t

hrot

tle a

nd tw

o bo

lts th

roug

h si

de o

f thr

ottle

bra

cket

into

inle

t elb

ow b

ut d

o no

t tig

hten

.7.

) T

i ght

en th

e 4

mix

er to

thro

ttle

bolts

at 2

5-lb

ft to

rque

. 8.

) T

i ght

en th

e 4

thro

ttle

to in

let e

lbow

bol

ts to

25-

lb ft

torq

ue.

9.)

Tig

hten

the

2 bo

lts th

at h

old

the

regu

lato

r to

the

inle

t elb

ow a

nd ti

ghte

n th

e 4

scre

ws

the

hold

the

PS

V v

alve

to th

e m

ixer

.10

.) A

djus

t the

two

bolts

thro

u gh

the

thro

ttle

brac

ket t

o th

e in

let e

lbow

and

the

4 bo

lts th

roug

h th

e bo

ttom

of t

he th

rottl

e br

acke

t to

the

thro

ttle

alte

rnat

ivel

y to

insu

re th

ere

is n

o bi

nd in

the

thro

ttle.

Tor

que

the

two

brac

kets

to in

let e

lbow

bol

ts 2

5-LB

ft a

nd th

e fo

ur th

rottl

e m

ount

ing

bolts

25

LB ft

.

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

07 (

DA

RK

GR

EE

N)

Thr

ottle

Pla

te P

ositi

on

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

Wire

907

Ope

nC

avit y

R-1

in th

e 30

way

Con

nect

orP

in F

(th

rottl

e pl

ate

posi

tion)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

WIR

E 9

07 S

hort

to W

ire 9

56 (

Bla

ck)

Thr

ottle

Act

uato

r G

roun

dC

avit y

R-1

in th

e 30

way

Con

nect

orP

in F

(th

rottl

e pl

ate

posi

tion)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Pin

B (

Thr

ottle

Act

uato

r G

roun

d) in

the

thro

ttle

actu

ator

con

nect

orW

ire

Des

crip

tio

n

WIR

E 9

09 (

LIG

HT

GR

EE

N)

PW

M #

2 ou

t

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

09 O

pen

Cav

it y Y

-1 in

the

30 w

ay C

onne

ctor

Pin

E (

PW

M #

2 ou

t) in

the

thro

ttle

actu

ator

con

nect

or

WIR

E 9

09 S

hort

to W

ire 4

16 (

Gra

y) S

enso

r S

uppl

y (5

VD

C)

Cav

ity Y

-1 in

the

30 w

ay C

onne

ctor

Cav

it y W

-1 in

the

30 W

ay C

onne

ctor

Pin

C (

Sen

sor

Sup

ply

+5V

DC

) in

the

thro

ttle

actu

ator

con

nect

orP

in E

(P

WM

#2

out)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

W

ire

Des

crip

tio

n

WIR

E 9

10 (

OR

AN

GE

) P

WM

#3

out

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

10 S

hort

to W

ire 4

16 (

Gra

y) S

enso

r S

uppl

y (5

VD

C)

Cav

ity W

-2 in

the

30 W

ay C

onne

ctor

Cav

ity W

-1 in

the

30 W

ay C

onne

ctor

Pin

C (

Sen

sor

Sup

ply

+5V

DC

) in

the

thro

ttle

actu

ator

con

nect

orP

in H

( P

WM

#3

out)

in th

e P

SV

Con

nect

or

If th

e co

de s

tays

act

ive

afte

r th

e ca

vitie

s, w

ires,

and

pin

s ha

ve b

een

chec

ked,

Rep

lace

the

thro

ttle

then

follo

w th

e T

hrot

tle A

ssem

bly

Pro

cedu

re b

elow

.R

efer

ence

Sec

tio

n 7

: C

om

po

nen

t Id

enti

fica

tio

n,

pag

es 7

-5 t

hro

ug

h 7

-11

for

visu

al a

ssis

tan

ce.

No

te e

ng

ine

typ

e S

50G

or

S60

G

1.)

Atta

ch P

SV

val

ve a

nd "

O"

ring

to m

ixer

with

4 A

llen

head

scr

ews

but d

o no

t tig

hten

.2.

) In

stal

l "O

" rin

gs to

fuel

tran

sfer

tube

Lub

ricat

e "O

" rin

gs w

ith L

uber

plat

e pr

ior

to a

ssem

bly.

App

ly T

eflo

n liq

uid

pipe

sea

lant

to th

read

s.

3.)

Thr

ead

fuel

tran

sfer

tube

into

re g

ulat

or a

nd ti

ghte

n. T

he fu

el tr

ansf

er tu

be m

ust t

hrea

d in

to th

e re

gula

tor

far

enou

gh s

o th

e "O

" rin

g se

al d

oesn

't bo

ttom

in

the

PS

V v

alve

and

cut

the

seal

whe

n th

e re

gula

tor

is b

olte

d to

the

inle

t elb

ow.

4.)

Inst

all t

he Im

pco

regu

lato

r an

d fu

el tr

ansf

er in

to P

SV

val

ve. B

olt r

egul

ator

to in

let e

lbow

with

two

bolts

but

do

not t

ight

en.

5.)

Inst

all t

hrot

tle, P

SV

, mix

er, a

nd in

let e

lbow

to e

n gin

e po

sitio

ning

inle

t hos

e ov

er in

let e

lbow

and

inle

t man

ifold

and

res

ting

thro

ttle

on th

rottl

e br

acke

t. 6.

) In

stal

l 4 b

olts

thro

u gh

thro

ttle

brac

ket i

nto

botto

m o

f thr

ottle

and

two

bolts

thro

ugh

side

of t

hrot

tle b

rack

et in

to in

let e

lbow

but

do

not t

ight

en.

7.)

Ti g

hten

the

4 m

ixer

to th

rottl

e bo

lts a

t 25-

lb ft

torq

ue.

8.)

Ti g

hten

the

4 th

rottl

e to

inle

t elb

ow b

olts

to 2

5-lb

ft to

rque

.9.

) T

ight

en th

e 2

bolts

that

hol

d th

e re

gula

tor

to th

e in

let e

lbow

and

tigh

ten

the

4 sc

rew

s th

e ho

ld th

e P

SV

val

ve to

the

mix

er.

10.)

Adj

ust t

he tw

o bo

lts th

rou g

h th

e th

rottl

e br

acke

t to

the

inle

t elb

ow a

nd th

e 4

bolts

thro

ugh

the

botto

m o

f the

thro

ttle

brac

ket t

o th

e th

rottl

e al

tern

ativ

ely

to in

sure

ther

e is

no

bind

in th

e th

rottl

e. T

orqu

e th

e tw

o br

acke

ts to

inle

t elb

ow b

olts

25-

LB ft

and

the

four

thro

ttle

mou

ntin

g bo

lts 2

5 LB

ft.

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

07 (

DA

RK

GR

EE

N)

Thr

ottle

Pla

te P

ositi

on

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

07 S

hort

to W

ire 4

16 (

Gra

y) S

enso

r S

uppl

y (5

VD

C)

Cav

ity R

-1 in

the

30 w

ay C

onne

ctor

Cav

it y W

-1 in

the

30 W

ay C

onne

ctor

Pin

F (

thro

ttle

plat

e po

sitio

n) in

the

thro

ttle

actu

ator

con

nect

orP

in C

( S

enso

r S

uppl

y +

5VD

C)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Wire

907

Sho

rt to

+12

v/+

24v

pow

er s

uppl

yC

avity

R-1

in th

e 30

way

Con

nect

orP

in F

(th

rottl

e pl

ate

posi

tion)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

If th

e co

de s

tays

act

ive

afte

r th

e ca

vitie

s, w

ires,

and

pin

s ha

ve b

een

chec

ked,

Rep

lace

the

thro

ttle

then

follo

w th

e T

hrot

tle A

ssem

bly

Pro

cedu

re b

elow

.R

efer

ence

Sec

tio

n 7

: C

om

po

nen

t Id

enti

fica

tio

n,

pag

es 7

-5 t

hro

ug

h 7

-11

for

visu

al a

ssis

tan

ce.

No

te e

ng

ine

typ

e S

50G

or

S60

G

1.)

Atta

ch P

SV

val

ve a

nd "

O"

ring

to m

ixer

with

4 A

llen

head

scr

ews

but d

o no

t tig

hten

.2.

) In

stal

l "O

" rin

gs to

fuel

tran

sfer

tube

Lub

ricat

e "O

" rin

gs w

ith L

uber

plat

e pr

ior

to a

ssem

bly.

App

ly T

eflo

n liq

uid

pipe

sea

lant

to th

read

s.

3.)

Thr

ead

fuel

tran

sfer

tube

into

re g

ulat

or a

nd ti

ghte

n. T

he fu

el tr

ansf

er tu

be m

ust t

hrea

d in

to th

e re

gula

tor

far

enou

gh s

o th

e "O

" rin

g se

al d

oesn

't bo

ttom

in

the

PS

V v

alve

and

cut

the

seal

whe

n th

e re

gula

tor

is b

olte

d to

the

inle

t elb

ow.

4.)

Inst

all t

he Im

pco

regu

lato

r an

d fu

el tr

ansf

er in

to P

SV

val

ve. B

olt r

egul

ator

to in

let e

lbow

with

two

bolts

but

do

not t

ight

en.

5.)

Inst

all t

hrot

tle, P

SV

, mix

er, a

nd in

let e

lbow

to e

n gin

e po

sitio

ning

inle

t hos

e ov

er in

let e

lbow

and

inle

t man

ifold

and

res

ting

thro

ttle

on th

rottl

e br

acke

t. 6.

) In

stal

l 4 b

olts

thro

u gh

thro

ttle

brac

ket i

nto

botto

m o

f thr

ottle

and

two

bolts

thro

ugh

side

of t

hrot

tle b

rack

et in

to in

let e

lbow

but

do

not t

ight

en.

7.)

Ti g

hten

the

4 m

ixer

to th

rottl

e bo

lts a

t 25-

lb ft

torq

ue.

8.)

Ti g

hten

the

4 th

rottl

e to

inle

t elb

ow b

olts

to 2

5-lb

ft to

rque

.9.

) T

ight

en th

e 2

bolts

that

hol

d th

e re

gula

tor

to th

e in

let e

lbow

and

tigh

ten

the

4 sc

rew

s th

e ho

ld th

e P

SV

val

ve to

the

mix

er.

10.)

Adj

ust t

he tw

o bo

lts th

rou g

h th

e th

rottl

e br

acke

t to

the

inle

t elb

ow a

nd th

e 4

bolts

thro

ugh

the

botto

m o

f the

thro

ttle

brac

ket t

o th

e th

rottl

e al

tern

ativ

ely

to in

sure

ther

e is

no

bind

in th

e th

rottl

e. T

orqu

e th

e tw

o br

acke

ts to

inle

t elb

ow b

olts

25-

LB ft

and

the

four

thro

ttle

mou

ntin

g bo

lts 2

5 LB

ft.

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

07 (

DA

RK

GR

EE

N)

Thr

ottle

Pla

te P

ositi

on

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

Wire

907

Ope

nC

avit y

R-1

in th

e 30

way

Con

nect

orP

in F

(th

rottl

e pl

ate

posi

tion)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

WIR

E 9

07 S

hort

to W

ire 9

56 (

Bla

ck)

Thr

ottle

Act

uato

r G

roun

dC

avit y

R-1

in th

e 30

way

Con

nect

orP

in F

(th

rottl

e pl

ate

posi

tion)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Pin

B (

Thr

ottle

Act

uato

r G

roun

d) in

the

thro

ttle

actu

ator

con

nect

orW

ire

Des

crip

tio

n

WIR

E 4

16 (

GR

AY

) S

EN

SO

R S

UP

PLY

(5V

DC

)

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

16 O

PE

NC

avit y

W-1

in th

e 30

Way

Con

nect

orP

in C

( S

enso

r S

uppl

y +

5VD

C)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

WIR

E 4

16 S

hort

to W

ire 9

56 (

Bla

ck)

Thr

ottle

Act

uato

r G

roun

dC

avit y

W-1

in th

e 30

Way

Con

nect

orP

in C

( S

enso

r S

uppl

y +

5VD

C)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Pin

B (

Thr

ottle

Act

uato

r G

roun

d) in

the

thro

ttle

actu

ator

con

nect

or

If th

e co

de s

tays

act

ive

afte

r th

e ca

vitie

s, w

ires,

and

pin

s ha

ve b

een

chec

ked,

Rep

lace

the

thro

ttle

then

follo

w th

e T

hrot

tle A

ssem

bly

Pro

cedu

re b

elow

.R

efer

ence

Sec

tio

n 7

: C

om

po

nen

t Id

enti

fica

tio

n,

pag

es 7

-5 t

hro

ug

h 7

-11

for

visu

al a

ssis

tan

ce.

No

te e

ng

ine

typ

e S

50G

or

S60

G

1.)

Atta

ch P

SV

val

ve a

nd "

O"

ring

to m

ixer

with

4 A

llen

head

scr

ews

but d

o no

t tig

hten

.2.

) In

stal

l "O

" rin

gs to

fuel

tran

sfer

tube

Lub

ricat

e "O

" rin

gs w

ith L

uber

plat

e pr

ior

to a

ssem

bly.

App

ly T

eflo

n liq

uid

pipe

sea

lant

to th

read

s.

3.)

Thr

ead

fuel

tran

sfer

tube

into

re g

ulat

or a

nd ti

ghte

n. T

he fu

el tr

ansf

er tu

be m

ust t

hrea

d in

to th

e re

gula

tor

far

enou

gh s

o th

e "O

" rin

g se

al d

oesn

't bo

ttom

in

the

PS

V v

alve

and

cut

the

seal

whe

n th

e re

gula

tor

is b

olte

d to

the

inle

t elb

ow.

4.)

Inst

all t

he Im

pco

regu

lato

r an

d fu

el tr

ansf

er in

to P

SV

val

ve. B

olt r

egul

ator

to in

let e

lbow

with

two

bolts

but

do

not t

ight

en.

5.)

Inst

all t

hrot

tle, P

SV

, mix

er, a

nd in

let e

lbow

to e

n gin

e po

sitio

ning

inle

t hos

e ov

er in

let e

lbow

and

inle

t man

ifold

and

res

ting

thro

ttle

on th

rottl

e br

acke

t. 6.

) In

stal

l 4 b

olts

thro

u gh

thro

ttle

brac

ket i

nto

botto

m o

f thr

ottle

and

two

bolts

thro

ugh

side

of t

hrot

tle b

rack

et in

to in

let e

lbow

but

do

not t

ight

en.

7.)

Ti g

hten

the

4 m

ixer

to th

rottl

e bo

lts a

t 25-

lb ft

torq

ue.

8.)

Ti g

hten

the

4 th

rottl

e to

inle

t elb

ow b

olts

to 2

5-lb

ft to

rque

.9.

) T

ight

en th

e 2

bolts

that

hol

d th

e re

gula

tor

to th

e in

let e

lbow

and

tigh

ten

the

4 sc

rew

s th

e ho

ld th

e P

SV

val

ve to

the

mix

er.

10.)

Adj

ust t

he tw

o bo

lts th

rou g

h th

e th

rottl

e br

acke

t to

the

inle

t elb

ow a

nd th

e 4

bolts

thro

ugh

the

botto

m o

f the

thro

ttle

brac

ket t

o th

e th

rottl

e al

tern

ativ

ely

to in

sure

ther

e is

no

bind

in th

e th

rottl

e. T

orqu

e th

e tw

o br

acke

ts to

inle

t elb

ow b

olts

25-

LB ft

and

the

four

thro

ttle

mou

ntin

g bo

lts 2

5 LB

ft.

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

07 (

DA

RK

GR

EE

N)

Thr

ottle

Pla

te P

ositi

on

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

Wire

907

Ope

nC

avit y

R-1

in th

e 30

way

Con

nect

orP

in F

(th

rottl

e pl

ate

posi

tion)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

WIR

E 9

07 S

hort

to W

ire 9

56 (

Bla

ck)

Thr

ottle

Act

uato

r G

roun

dC

avit y

R-1

in th

e 30

way

Con

nect

orP

in F

(th

rottl

e pl

ate

posi

tion)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Pin

B (

Thr

ottle

Act

uato

r G

roun

d) in

the

thro

ttle

actu

ator

con

nect

or

WIR

E 9

07 S

hort

to W

ire 4

16 (

Gra

y) S

enso

r S

uppl

y (5

VD

C)

Cav

ity R

-1 in

the

30 w

ay C

onne

ctor

Cav

it y W

-1 in

the

30 W

ay C

onne

ctor

Pin

F (

thro

ttle

plat

e po

sitio

n) in

the

thro

ttle

actu

ator

con

nect

orP

in C

( S

enso

r S

uppl

y +

5VD

C)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Wir

e D

escr

ipti

on

WIR

E 4

16 (

GR

AY

) S

EN

SO

R S

UP

PLY

(5V

DC

)

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

16 O

PE

NC

avit y

W-1

in th

e 30

Way

Con

nect

orP

in C

( S

enso

r S

uppl

y +

5VD

C)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

WIR

E 4

16 S

hort

to W

ire 9

56 (

Bla

ck)

Thr

ottle

Act

uato

r G

roun

dC

avit y

W-1

in th

e 30

Way

Con

nect

orP

in C

( S

enso

r S

uppl

y +

5VD

C)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Pin

B (

Thr

ottle

Act

uato

r G

roun

d) in

the

thro

ttle

actu

ator

con

nect

orW

ire

Des

crip

tio

n

WIR

E 9

09 (

LIG

HT

GR

EE

N)

PW

M #

2 ou

t

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

09 O

pen

Cav

it y Y

-1 in

the

30 w

ay C

onne

ctor

Pin

E (

PW

M #

2 ou

t) in

the

thro

ttle

actu

ator

con

nect

or

WIR

E 9

09 S

hort

to W

ire 9

56 (

Bla

ck)

Thr

ottle

Act

uato

r G

roun

dC

avit y

Y-1

in th

e 30

way

Con

nect

orP

in E

(P

WM

#2

out)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

P

in B

(T

hrot

tle A

ctua

tor

Gro

und)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 4

45 (

RE

D)

Thr

ottle

Bod

y P

ower

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

45 O

pen

Pin

A (

Thr

ottle

Bod

y P

ower

) in

the

thro

ttle

actu

ator

con

nect

orP

in D

(T

hrot

tle B

ody

Pow

er)

in th

e O

EM

Pow

er H

arne

ss (

Mal

e/F

emal

e co

nnec

tion)

WIR

E 4

45 S

hort

to W

ire 9

56 (

Bla

ck)

Thr

ottle

Act

uato

r G

roun

dP

in A

(T

hrot

tle B

ody

Pow

er)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Pin

D (

Thr

ottle

Bod

y P

ower

) in

the

OE

M P

ower

Har

ness

(M

ale/

Fem

ale

conn

ectio

n)P

in B

(T

hrot

tle A

ctua

tor

Gro

und)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Pin

B (

Thr

ottle

Act

uato

r G

roun

d) in

the

OE

M G

roun

d H

arne

ss (

Mal

e/F

emal

e co

nnec

tion)

Wir

e D

escr

ipti

on

WIR

E 9

56 (

BLA

CK

) T

hrot

tle A

ctua

tor

Gro

und

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

56 O

PE

NP

in B

(T

hrot

tle A

ctua

tor

Gro

und)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

Pin

B (

Thr

ottle

Act

uato

r G

roun

d) in

the

OE

M G

roun

d H

arne

ss (

Mal

e/F

emal

e co

nnec

tion)

Pro

ble

m D

escr

ipti

on

Che

ck T

hrot

tle P

late

Act

uato

r al

i gnm

ent

Ref

er to

pro

cedu

re b

elow

for

prop

er a

lignm

ent.

Ref

eren

ce S

ecti

on

7:

Co

mp

on

ent

Iden

tifi

cati

on

, p

ages

7-5

th

rou

gh

7-1

1 fo

r vi

sual

ass

ista

nce

. N

ote

en

gin

e ty

pe

S50

G o

r S

60G

1.)

Atta

ch P

SV

val

ve a

nd "

O"

ring

to m

ixer

with

4 A

llen

head

scr

ews

but d

o no

t tig

hten

.2.

) In

stal

l "O

" rin

gs to

fuel

tran

sfer

tube

Lub

ricat

e "O

" rin

gs w

ith L

uber

plat

e pr

ior

to a

ssem

bly.

App

ly T

eflo

n liq

uid

pipe

sea

lant

to th

read

s.

3.)

Thr

ead

fuel

tran

sfer

tube

into

re g

ulat

or a

nd ti

ghte

n. T

he fu

el tr

ansf

er tu

be m

ust t

hrea

d in

to th

e re

gula

tor

far

enou

gh s

o th

e "O

" rin

g se

al d

oesn

't bo

ttom

in

the

PS

V v

alve

and

cut

the

seal

whe

n th

e re

gula

tor

is b

olte

d to

the

inle

t elb

ow.

4.)

Inst

all t

he Im

pco

regu

lato

r an

d fu

el tr

ansf

er in

to P

SV

val

ve. B

olt r

egul

ator

to in

let e

lbow

with

two

bolts

but

do

not t

ight

en.

5.)

Inst

all t

hrot

tle, P

SV

, mix

er, a

nd in

let e

lbow

to e

n gin

e po

sitio

ning

inle

t hos

e ov

er in

let e

lbow

and

inle

t man

ifold

and

res

ting

thro

ttle

on th

rottl

e br

acke

t. 6.

) In

stal

l 4 b

olts

thro

u gh

thro

ttle

brac

ket i

nto

botto

m o

f thr

ottle

and

two

bolts

thro

ugh

side

of t

hrot

tle b

rack

et in

to in

let e

lbow

but

do

not t

ight

en.

7.)

Ti g

hten

the

4 m

ixer

to th

rottl

e bo

lts a

t 25-

lb ft

torq

ue.

8.)

Ti g

hten

the

4 th

rottl

e to

inle

t elb

ow b

olts

to 2

5-lb

ft to

rque

.9.

) T

i ght

en th

e 2

bolts

that

hol

d th

e re

gula

tor

to th

e in

let e

lbow

and

tigh

ten

the

4 sc

rew

s th

e ho

ld th

e P

SV

val

ve to

the

mix

er.

10.)

Adj

ust t

he tw

o bo

lts th

roug

h th

e th

rottl

e br

acke

t to

the

inle

t elb

ow a

nd th

e 4

bolts

thro

ugh

the

botto

m o

f the

thro

ttle

brac

ket t

o th

e th

rottl

e al

tern

ativ

ely

to in

sure

ther

e is

no

bind

in th

e th

rottl

e. T

orqu

e th

e tw

o br

acke

ts to

inle

t elb

ow b

olts

25-

LB ft

and

the

four

thro

ttle

mou

ntin

g bo

lts 2

5 LB

ft.

If

the

code

sta

ys a

ctiv

e af

ter

the

cavi

ties,

wire

s, a

nd p

ins

have

bee

n ch

ecke

d, R

epla

ce th

e th

rottl

e pl

ate

actu

ator

.

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 4

17 (

DA

RK

BLU

E)

Thr

ottle

Pos

ition

Sen

sor

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

VE

HIC

LE

INT

ER

FA

CE

HA

RN

ES

SW

IRE

417

Sho

rt to

Wire

916

(R

ed/B

lack

) S

enso

r S

uppl

y (5

VD

C)

Cav

ity D

-2 in

the

30 w

ay c

onne

ctor

Cav

it y A

-3 in

the

30 w

ay c

onne

ctor

Pin

B (

Thr

ottle

Pos

ition

Sen

sor)

in th

e T

hrot

tle P

edal

Pin

C (

Sen

sor

Sup

ply

+5V

DC

) in

the

Thr

ottle

Ped

al

VE

HIC

LE

INT

ER

FA

CE

HA

RN

ES

SW

IRE

417

Sho

rt to

+12

/24V

DC

Cav

ity D

-2 in

the

30 w

ay c

onne

ctor

Pin

B (

Thr

ottle

Pos

ition

Sen

sor)

in th

e T

hrot

tle P

edal

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

10 (

OR

AN

GE

) P

WM

#3

OU

T

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

10 s

hort

to W

ire 4

16 (

Gra

y) S

enso

r su

pply

(5V

DC

)C

avity

W-2

in th

e 30

way

con

nect

orC

avit y

W-1

in th

e 30

way

con

nect

orP

in H

(P

WM

#3

out)

in th

e P

SV

con

nect

orW

ire

Des

crip

tio

n

WIR

E 9

09 (

LIG

HT

GR

EE

N)

PW

M #

2 O

UT

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

09 s

hort

to w

ire 4

16 (

GR

AY

) S

enso

r S

uppl

y (5

VD

C)

Cav

ity Y

-1 in

the

30 w

ay c

onne

ctor

Cav

it y W

-1 in

the

30 w

ay c

onne

ctor

Pin

E (

PW

M #

2 ou

t) in

the

PS

V c

onne

ctor

Pin

C (

Sen

sor

Sup

ply

+5V

DC

) in

the

thro

ttle

actu

ator

har

ness

Wir

e D

escr

ipti

on

WIR

E 4

17 (

DA

RK

BLU

E)

Thr

ottle

Pos

ition

Sen

sor

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

VE

HIC

LE

INT

ER

FA

CE

HA

RN

ES

SW

IRE

417

OP

EN

Cav

ity D

-2 in

the

30 w

ay c

onne

ctor

Pin

B (

Thr

ottle

Pos

ition

Sen

sor)

in th

e T

hrot

tle P

edal

VE

HIC

LE

INT

ER

FA

CE

HA

RN

ES

SW

IRE

417

sho

rt to

gro

und

Cav

ity D

-2 in

the

30 w

ay c

onne

ctor

Pin

B (

Thr

ottle

Pos

ition

Sen

sor)

in th

e T

hrot

tle P

edal

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

05 (

YE

LLO

W)

Fue

l Pre

ssur

e S

enso

r

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

FU

EL

PR

ES

SU

RE

HIG

HC

heck

Sen

sor

and

Fue

l Sys

tem

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

05 (

YE

LLO

W)

Fue

l Pre

ssur

e S

enso

r

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

FU

EL

PR

ES

SU

RE

LO

WC

heck

Fue

l Pre

ssur

e S

enso

r, F

uel S

yste

m a

nd F

uel T

anks

Wir

e D

escr

ipti

on

WIR

E 9

09 (

LIG

HT

GR

EE

N)

PW

M #

2 O

UT

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

09 s

hort

to w

ire 4

16 (

GR

AY

) S

enso

r S

uppl

y (5

VD

C)

Cav

ity Y

-1 in

the

30 w

ay c

onne

ctor

Cav

it y W

-1 in

the

30 w

ay c

onne

ctor

Pin

E (

PW

M #

2 ou

t) in

the

PS

V c

onne

ctor

Wir

e D

escr

ipti

on

WIR

E 4

52 (

BLA

CK

) E

n gin

e S

enso

r R

etur

n

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

52 O

pen

Cav

it y Y

-2 in

the

30 w

ay C

onne

ctor

Pin

D (

engi

ne s

enso

r re

turn

) in

the

thro

ttle

actu

ator

con

nect

or

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

05 (

YE

LLO

W)

Fue

l Pre

ssur

e S

enso

r

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

05 s

hort

to w

ire 4

16 (

GR

AY

) S

enso

r S

uppl

y (5

VD

C)

Cav

ity M

-1 in

the

30 w

ay c

onne

ctor

Cav

it y W

-1 in

the

30 w

ay c

onne

ctor

Pin

C (

Fue

l Pre

ssur

e) in

the

fuel

pre

ssur

e se

nsor

Pin

B (

Sen

sor

Sup

ply

+5V

DC

) in

the

fuel

pre

ssur

e se

nsor

WIR

E 9

05 s

hort

to +

12V

/+24

VC

avit y

M-1

in th

e 30

way

con

nect

orP

in C

(F

uel P

ress

ure)

in th

e fu

el p

ress

ure

sens

or

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

05 (

YE

LLO

W)

Fue

l Pre

ssur

e S

enso

r

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

05 O

PE

NC

avit y

M-1

in th

e 30

way

con

nect

orP

in C

(F

uel P

ress

ure)

in th

e fu

el p

ress

ure

sens

or

WIR

E 9

05 s

hort

to G

roun

dC

avit y

M-1

in th

e 30

way

con

nect

orP

in C

(F

uel P

ress

ure)

in th

e fu

el p

ress

ure

sens

or

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 5

30 (

BR

OW

N)

OIL

PR

ES

SU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

OIL

PR

ES

SU

RE

LO

WC

heck

Oil

Pre

ssur

e S

enso

r an

d O

il Le

vel

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 5

30 (

BR

OW

N)

OIL

PR

ES

SU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 5

30 s

hort

to w

ire 4

16 (

GR

AY

) S

enso

r S

uppl

y (5

VD

C)

Cav

ity P

-2 in

the

30 w

ay c

onne

ctor

Cav

it y W

-1 in

the

30 w

ay c

onne

ctor

Pin

B (

Oil

Pre

ssur

e) in

the

Oil

pres

sure

sen

sor

Pin

C (

Sen

sor

Sup

ply

+5V

DC

) in

the

fuel

pre

ssur

e se

nsor

WIR

E 5

30 s

hort

to +

12V

/+24

VC

avit y

P-2

in th

e 30

way

con

nect

orP

in B

(O

il P

ress

ure)

in th

e O

il pr

essu

re s

enso

r

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 5

30 (

BR

OW

N)

OIL

PR

ES

SU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 5

30 s

hort

to G

roun

dC

avit y

P-2

in th

e 30

way

con

nect

orP

in B

(O

il P

ress

ure)

in th

e O

il pr

essu

re s

enso

r

WIR

E 5

30 O

pen

Cav

it y P

-2 in

the

30 w

ay c

onne

ctor

Pin

B (

Oil

Pre

ssur

e) in

the

Oil

pres

sure

sen

sor

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 1

32 (

WH

ITE

) A

IR T

EM

PE

RA

TU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

INT

AK

E M

AN

IFO

LD T

EM

PE

RA

TU

RE

HIG

HC

heck

Air

tem

pera

ture

sen

sor

and

Inta

ke T

empe

ratu

re

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 1

32 (

WH

ITE

) A

IR T

EM

PE

RA

TU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

32 O

PE

NC

avit y

N-2

in th

e 30

way

con

nect

orP

in B

(A

ir T

empe

ratu

re)

in th

e A

ir te

mpe

ratu

re s

enso

r)

WIR

E 1

32 s

hort

to w

ire 4

16 (

GR

AY

) S

enso

r S

uppl

y (5

VD

C)

Cav

ity N

-2 in

the

30 w

ay c

onne

ctor

Cav

it y W

-1 in

the

30 w

ay c

onne

ctor

Pin

B (

Air

Tem

pera

ture

) in

the

Air

tem

pera

ture

sen

sor)

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 1

32 (

WH

ITE

) A

IR T

EM

PE

RA

TU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

32 s

hort

to G

roun

dC

avit y

N-2

in th

e 30

way

con

nect

orP

in B

(A

ir T

empe

ratu

re)

in th

e A

ir te

mpe

ratu

re s

enso

r)

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 4

32 (

LIG

HT

GR

EE

N)

MA

NIF

OLD

AIR

PR

ES

SU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

INT

AK

E M

AN

IFO

LD A

IR P

RE

SS

UR

E H

IGH

Che

ck M

anifo

ld A

ir P

ress

ure

Sen

sor

and

Inta

ke m

anifo

ld p

ress

ure

Che

ck th

e tu

rboc

har g

er w

aste

gate

set

ting

usin

g th

e pr

oced

ure

star

ting

on p

age

7-17

.

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 4

32 (

LIG

HT

GR

EE

N)

MA

NIF

OLD

AIR

PR

ES

SU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

INT

AK

E M

AN

IFO

LD A

IR P

RE

SS

UR

E L

OW

Che

ck M

anifo

ld A

ir P

ress

ure

Sen

sor

and

Inta

ke m

anifo

ld p

ress

ure

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 4

32 (

LIG

HT

GR

EE

N)

MA

NIF

OLD

AIR

PR

ES

SU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

32 S

HO

RT

TO

wire

416

(gr

ay)

Sen

sor

Sup

ply

Vol

tage

(5V

DC

)C

avity

P-1

in th

e 30

way

con

nect

orC

avit y

W-1

in th

e 30

way

con

nect

orP

in C

(M

anifo

ld A

ir P

ress

ure)

in th

e M

anifo

ld A

ir P

ress

ure

Sen

sor

Pin

B (

Sen

sor

Sup

ply

+5V

DC

) in

the

Man

ifold

Air

Pre

ssur

e S

enso

r

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 4

32 (

LIG

HT

GR

EE

N)

MA

NIF

OLD

AIR

PR

ES

SU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

32 O

PE

NC

avit y

P-1

in th

e 30

way

con

nect

orP

in C

(M

anifo

ld A

ir P

ress

ure)

in th

e M

anifo

ld A

ir P

ress

ure

Sen

sor

WIR

E 4

32 S

hort

to g

roun

dC

avity

P-1

in th

e 30

way

con

nect

orP

in C

(M

anifo

ld A

ir P

ress

ure)

in th

e M

anifo

ld A

ir P

ress

ure

Sen

sor

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

04 (

PU

RP

LE/W

HIT

E)

BA

RO

ME

TR

IC P

RE

SS

UR

E

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

04 S

hort

to +

12V

/+24

VC

avit y

L-1

in th

e 30

way

con

nect

orP

in B

(B

arom

etric

Pre

ssur

e) in

the

Bar

omet

ric P

ress

ure

Sen

sor

WIR

E 9

04 S

hort

to w

ire 4

16 (

gray

) S

enso

r S

uppl

y V

olta

ge (

5VD

C)

Cav

ity L

-1 in

the

30 w

ay c

onne

ctor

Cav

it y W

-1 in

the

30 w

ay c

onne

ctor

Pin

B (

Bar

omet

ric P

ress

ure)

in th

e B

arom

etric

Pre

ssur

e S

enso

rP

in B

(S

enso

r S

uppl

y +

5VD

C)

in th

e M

anifo

ld A

ir P

ress

ure

Sen

sor

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 9

04 (

PU

RP

LE/W

HIT

E)

BA

RO

ME

TR

IC P

RE

SS

UR

E

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

04 O

pen

Cav

it y L

-1 in

the

30 w

ay c

onne

ctor

Pin

B (

Bar

omet

ric P

ress

ure)

in th

e B

arom

etric

Pre

ssur

e S

enso

r

WIR

E 9

04 S

hort

to g

roun

dC

avity

L-1

in th

e 30

way

con

nect

orP

in B

(B

arom

etric

Pre

ssur

e) in

the

Bar

omet

ric P

ress

ure

Sen

sor

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 1

33 (

YE

LLO

W)

CO

OLA

NT

TE

MP

ER

AT

UR

E

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

CO

OLA

NT

TE

MP

ER

AT

UR

E H

IGH

Che

ck C

oola

nt T

empe

ratu

re S

enso

r an

d C

oola

nt te

mpe

ratu

re

WIR

E 1

33 S

hort

to +

12V

/+24

VC

avit y

P-3

in th

e 30

Way

Con

nect

orP

in B

(C

oola

nt T

empe

ratu

re)

in th

e C

oola

nt T

empe

ratu

re S

enso

r

WIR

E 1

33 S

hort

to w

ire 4

16 (

gray

) S

enso

r S

uppl

y V

olta

ge (

5VD

C)

Cav

ity P

-3 in

the

30 W

ay C

onne

ctor

Cav

ity W

-1 in

the

30 w

ay c

onne

ctor

Pin

B (

Coo

lant

Tem

pera

ture

) in

the

Coo

lant

Tem

pera

ture

Sen

sor

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 1

33 (

YE

LLO

W)

CO

OLA

NT

TE

MP

ER

AT

UR

E

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

33 O

PE

NC

avit y

P-3

in th

e 30

Way

Con

nect

orP

in B

(C

oola

nt T

empe

ratu

re)

in th

e C

oola

nt T

empe

ratu

re S

enso

r

WIR

E 1

33 S

hort

to +

12V

/+24

VC

avit y

P-3

in th

e 30

Way

Con

nect

orP

in B

(C

oola

nt T

empe

ratu

re)

in th

e C

oola

nt T

empe

ratu

re S

enso

r

WIR

E 1

33 S

hort

to w

ire 4

16 (

gray

) S

enso

r S

uppl

y V

olta

ge (

5VD

C)

Cav

ity P

-3 in

the

30 W

ay C

onne

ctor

Cav

ity W

-1 in

the

30 w

ay c

onne

ctor

Pin

B (

Coo

lant

Tem

pera

ture

) in

the

Coo

lant

Tem

pera

ture

Sen

sor

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 1

33 (

YE

LLO

W)

CO

OLA

NT

TE

MP

ER

AT

UR

E

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

33 S

hort

to g

roun

dC

avity

P-3

in th

e 30

Way

Con

nect

orP

in B

(C

oola

nt T

empe

ratu

re)

in th

e C

oola

nt T

empe

ratu

re S

enso

r

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 1

15 (

OR

AN

GE

) C

OO

LAN

T L

EV

EL

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

VE

HIC

LE

INT

ER

FA

CE

HA

RN

ES

SC

OO

LAN

T L

EV

EL

LOW

Che

ck E

ngin

e C

oola

nt L

evel

Sen

sor

and

Eng

ine

Coo

lant

Lev

el

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 1

15 (

OR

AN

GE

) C

OO

LAN

T L

EV

EL

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

VE

HIC

LE

INT

ER

FA

CE

HA

RN

ES

SW

IRE

115

OP

EN

Cav

ity H

-3 in

the

30 w

ay c

onne

ctor

Cav

it y A

in th

e C

oola

nt L

evel

Sen

sor

VE

HIC

LE

INT

ER

FA

CE

HA

RN

ES

SW

IRE

115

Sho

rt to

Sen

sor

Sup

ply

Vol

tage

(5V

DC

)C

avity

H-3

in th

e 30

way

con

nect

orC

avit y

A in

the

Coo

lant

Lev

el S

enso

r

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 1

15 (

OR

AN

GE

) C

OO

LAN

T L

EV

EL

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

15 S

hort

to G

roun

dC

avit y

H-3

in th

e 30

way

con

nect

orC

avit y

A in

the

Coo

lant

Lev

el S

enso

r

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 1

20 (

TA

N)

EX

HA

US

T T

EM

PE

RA

TU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

20 O

PE

NC

avit y

R-2

in th

e 30

way

con

nect

orP

in B

(E

xhau

st T

empe

ratu

re)

in th

e E

xhau

st T

empe

ratu

re S

enso

r

WIR

E 1

20 S

hort

to W

ire 4

16 S

enso

r S

uppl

y V

olta

ge (

5VD

C)

Cav

ity R

-2 in

the

30 w

ay c

onne

ctor

Cav

it y W

-1 (

Sen

sor

Sup

ply

Vol

tage

+5V

DC

) in

the

30 w

ay c

onne

ctor

Pin

B (

Exh

aust

Tem

pera

ture

) in

the

Exh

aust

Tem

pera

ture

Sen

sor

WIR

E 1

20 S

hort

to +

12V

/+24

VC

avit y

R-2

in th

e 30

way

con

nect

orP

in B

(E

xhau

st T

empe

ratu

re)

in th

e E

xhau

st T

empe

ratu

re S

enso

r

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 1

20 (

TA

N)

EX

HA

US

T T

EM

PE

RA

TU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

20 S

hort

to G

roun

dC

avit y

R-2

in th

e 30

way

con

nect

orP

in B

(E

xhau

st T

empe

ratu

re)

in th

e E

xhau

st T

empe

ratu

re S

enso

r

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 4

72 (

OR

AN

GE

) F

UE

L T

EM

PE

RA

TU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

72 S

hort

to G

roun

dC

avit y

R-3

in th

e 30

way

con

nect

orP

in B

(F

uel T

empe

ratu

re)

in th

e F

uel T

empe

ratu

re S

enso

r

WIR

E 4

72 O

PE

NC

avit y

R-3

in th

e 30

way

con

nect

orP

in B

(F

uel T

empe

ratu

re)

in th

e F

uel T

empe

ratu

re S

enso

r

WIR

E 4

72 S

hort

to W

ire 4

16 S

enso

r S

uppl

y V

olta

ge (

5VD

C)

Cav

ity R

-3 in

the

30 w

ay c

onne

ctor

Cav

ity W

-1 (

Sen

sor

Sup

ply

Vol

tage

+5V

DC

) in

the

30 w

ay c

onne

ctor

Pin

B (

Fue

l Tem

pera

ture

) in

the

Fue

l Tem

pera

ture

Sen

sor

WIR

E 4

72 S

hort

to +

12V

/+24

VC

avit y

R-3

in th

e 30

way

con

nect

orP

in B

(F

uel T

empe

ratu

re)

in th

e F

uel T

empe

ratu

re S

enso

r

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

su

bje

ct t

o c

han

ge

wit

ho

ut

no

tice

.3/

28/0

1V

ersi

on

1.0

Wir

e D

escr

ipti

on

WIR

E 4

72 (

OR

AN

GE

) F

UE

L T

EM

PE

RA

TU

RE

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

72 S

hort

to G

roun

dC

avit y

R-3

in th

e 30

way

con

nect

orP

in B

(F

uel T

empe

ratu

re)

in th

e F

uel T

empe

ratu

re S

enso

r

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

tin

g G

uid

e -

DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

WIR

E 1

09 (

PU

RP

LE)

TR

S (

-)

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

09 O

PE

NC

avity

T-1

in th

e 30

way

con

nect

orP

in A

( T

RS

(-)

) in

the

Tim

ing

Ref

eren

ce S

enso

r

WIR

E 1

09 S

hort

to G

roun

dC

avity

T-1

in th

e 30

way

con

nect

orP

in A

( T

RS

(-)

) in

the

Tim

ing

Ref

eren

ce S

enso

r

WIR

E 1

09 S

hort

to W

IRE

416

Sen

sor

Sup

ply

(5V

DC

)C

avity

T-1

in th

e 30

way

con

nect

orC

avity

W-1

in th

e 30

way

con

nect

orP

in A

( T

RS

(-)

) in

the

Tim

ing

Ref

eren

ce S

enso

rW

ire

Des

crip

tio

n

WIR

E 1

10 (

DA

RK

GR

EE

N)

TR

S (

+)

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

10 O

PE

NC

avity

T-2

in th

e 30

way

con

nect

orP

in B

( T

RS

(+)

) in

the

Tim

ing

Ref

eren

ce S

enso

r

WIR

E 1

10 S

hort

to G

roun

dC

avity

T-2

in th

e 30

way

con

nect

orP

in B

( T

RS

(+)

) in

the

Tim

ing

Ref

eren

ce S

enso

r

WIR

E 1

10 S

hort

to W

IRE

416

Sen

sor

Sup

ply

(5V

DC

)C

avity

T-2

in th

e 30

way

con

nect

orC

avity

W-1

in th

e 30

way

con

nect

orP

in B

( T

RS

(+)

) in

the

Tim

ing

Ref

eren

ce S

enso

r

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 1

11 (

LIG

HT

BLU

E)

SR

S (

+)

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

11 O

PE

NC

avity

S-2

in th

e 30

way

con

nect

orP

in B

( S

RS

(+)

) in

the

Syn

chro

nous

Ref

eren

ce S

enso

r

WIR

E 1

11 S

hort

to G

roun

dC

avity

S-2

in th

e 30

way

con

nect

orP

in B

( S

RS

(+)

) in

the

Syn

chro

nous

Ref

eren

ce S

enso

r

WIR

E 1

11 S

hort

to W

IRE

416

Sen

sor

Sup

ply

(5V

DC

)C

avity

S-2

in th

e 30

way

con

nect

orC

avity

W-1

in th

e 30

way

con

nect

orP

in B

( S

RS

(+)

) in

the

Syn

chro

nous

Ref

eren

ce S

enso

rW

ire

Des

crip

tio

n

WIR

E 1

12 (

WH

ITE

) S

RS

(-)

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

12 O

PE

NC

avity

S-1

in th

e 30

way

con

nect

orP

in A

( S

RS

(-)

) in

the

Syn

chro

nous

Ref

eren

ce S

enso

r

WIR

E 1

12 S

hort

to G

roun

dC

avity

S-1

in th

e 30

way

con

nect

orP

in A

( S

RS

(-)

) in

the

Syn

chro

nous

Ref

eren

ce S

enso

r

WIR

E 1

12 S

hort

to W

IRE

416

Sen

sor

Sup

ply

(5V

DC

)C

avity

S-1

in th

e 30

way

con

nect

orC

avity

W-1

in th

e 30

way

con

nect

orP

in A

( S

RS

(-)

) in

the

Syn

chro

nous

Ref

eren

ce S

enso

r

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 5

61 (

RE

D)

DIG

ITA

L O

UT

PU

T S

-3 (

TH

RO

TT

LE P

OW

ER

RE

LAY

)

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 5

61 S

hort

to g

roun

dC

avity

S-3

in th

e 30

way

con

nect

orP

in A

(D

igita

l Out

put S

-3)

in th

e 5

way

dig

ital o

utpu

t har

ness

(m

ale/

Fem

ale

conn

ectio

n)

Wir

e D

escr

ipti

on

WIR

E 5

62 (

OR

AN

GE

) D

IGIT

AL

OU

TP

UT

T-3

(F

UE

L S

OLE

NO

ID R

ELA

Y)

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 5

62 S

hort

to g

roun

dC

avity

T-3

in th

e 30

way

con

nect

orP

in B

(D

igita

l Out

put T

-3)

in th

e 5

way

dig

ital o

utpu

t har

ness

(m

ale/

Fem

ale

conn

ectio

n)

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

09 (

LIG

HT

GR

EE

N)

PW

M#

2 O

UT

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

09 O

PE

NC

avity

Y-1

in th

e 30

way

Con

nect

orP

in E

(P

WM

#2

out)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

WIR

E 9

09 S

hort

to W

ire 9

56 (

Bla

ck)

Thr

ottle

Act

uato

r G

roun

dC

avity

Y-1

in th

e 30

way

Con

nect

orP

in E

(P

WM

#2

out)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

P

in B

(T

hrot

tle A

ctua

tor

Gro

und)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

WIR

E 9

09 S

hort

to W

ire 4

16 (

Gra

y) S

enso

r S

uppl

y (5

VD

C)

Cav

ity Y

-1 in

the

30 w

ay C

onne

ctor

Cav

ity W

-1 in

the

30 W

ay C

onne

ctor

Pin

C (

Sen

sor

Sup

ply

+5V

DC

) in

the

thro

ttle

actu

ator

con

nect

orP

in E

(P

WM

#2

out)

in th

e th

rottl

e ac

tuat

or c

onne

ctor

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

10 (

OR

AN

GE

) P

WM

OU

T #

3

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

10 S

hort

to +

12/+

24 V

DC

Cav

ity W

-2 in

the

30 w

ay c

onne

ctor

Pin

H (

PW

M o

ut #

3) in

the

PS

V c

onne

ctor

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

10 (

OR

AN

GE

) P

WM

OU

T #

3

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

10 O

pen

Cav

ity W

-2 in

the

30 w

ay c

onne

ctor

Pin

H (

PW

M o

ut #

3) in

the

PS

V c

onne

ctor

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

03 (

BR

OW

N)

O2

MO

DU

LE O

UT

PU

T

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

03 O

PE

NC

avity

N-1

in th

e 30

way

con

nect

orP

in B

(O

2 m

odul

e ou

tput

) in

the

3 w

ay in

terf

ace

mod

ule

mal

e/fe

mal

e co

nnec

tion

WIR

E 9

03 S

hort

to W

ire 4

16 (

gray

) S

enso

r S

uppl

y V

olta

ge (

+5V

DC

)C

avity

N-1

in th

e 30

way

con

nect

orC

avity

W-1

in th

e 30

Way

Con

nect

orP

in B

(O

2 m

odul

e ou

tput

) in

the

3 w

ay in

terf

ace

mod

ule

mal

e/fe

mal

e co

nnec

tion

Pin

C (

Sen

sor

Sup

ply

Vol

tage

+5V

DC

) in

the

3 w

ay in

terf

ace

mod

ule

mal

e/fe

mal

e co

nnec

tion

WIR

E 9

03 S

hort

to +

12/+

24 V

DC

Cav

ity N

-1 in

the

30 w

ay c

onne

ctor

Pin

B (

O2

mod

ule

outp

ut)

in th

e 3

way

inte

rfac

e m

odul

e m

ale/

fem

ale

conn

ectio

n

Wir

e D

escr

ipti

on

WIR

E 4

44 (

RE

D)

O2

MO

DU

LE P

OW

ER

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

44 O

PE

NP

in C

(O

2 M

odul

e P

ower

) in

the

OE

M P

ower

Har

ness

mal

e/fe

mal

e co

nnec

tion

Pin

B (

O2

Mod

ule

Pow

er)

in th

e 2

way

inte

rfac

e m

odul

e m

ale/

fem

ale

conn

ectio

n

Wir

e D

escr

ipti

on

WIR

E 9

57 (

BLA

CK

) O

2 M

OD

ULE

GR

OU

ND

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

57 O

PE

NP

in C

(O

2 M

odul

e G

roun

d) in

the

OE

M G

roun

d H

arne

ss m

ale/

fem

ale

conn

ectio

nP

in A

(O

2 M

odul

e G

roun

d) in

the

2 w

ay in

terf

ace

mod

ule

mal

e/fe

mal

e co

nnec

tion

Wir

e D

escr

ipti

on

OX

YG

EN

SE

NS

OR

INT

ER

FA

CE

MO

DU

LE P

IN 1

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

OX

YG

EN

SE

NS

OR

INTE

RFA

CE

PIN

1 O

PE

NP

IN 1

OP

EN

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

OX

YG

EN

SE

NS

OR

INT

ER

FA

CE

MO

DU

LE P

IN 5

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

OX

YG

EN

SE

NS

OR

INTE

RFA

CE

PIN

5 S

HO

RT

OU

TP

UT

TO

+5V

PIN

5 S

HO

RT

OU

TP

UT

TO

+5V

OX

YG

EN

SE

NS

OR

INTE

RFA

CE

PIN

5 S

HO

RT

TO

+12

V/+

24V

PIN

5 S

HO

RT

TO

+12

V/+

24V

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

03 (

BR

OW

N)

O2

MO

DU

LE O

UT

PU

T

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

03 S

hort

to G

roun

dC

avity

N-1

in th

e 30

way

con

nect

orP

in B

(O

2 m

odul

e ou

tput

) in

the

3 w

ay in

terf

ace

mod

ule

mal

e/fe

mal

e co

nnec

tion

Pin

A (

O2

Mod

ule

Gro

und)

in th

e 2

way

inte

rfac

e m

odul

e m

ale/

fem

ale

conn

ectio

nW

ire

Des

crip

tio

n

OX

YG

EN

SE

NS

OR

INT

ER

FA

CE

MO

DU

LE P

IN 2

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

OX

YG

EN

SE

NS

OR

INTE

RFA

CE

PIN

2 O

PE

NP

IN 2

OP

EN

Wir

e D

escr

ipti

on

OX

YG

EN

SE

NS

OR

INT

ER

FA

CE

MO

DU

LE P

IN 3

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

OX

YG

EN

SE

NS

OR

INTE

RFA

CE

PIN

3 O

PE

NP

IN 3

OP

EN

Wir

e D

escr

ipti

on

OX

YG

EN

SE

NS

OR

INT

ER

FA

CE

MO

DU

LE P

IN 5

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

OX

YG

EN

SE

NS

OR

INTE

RFA

CE

PIN

5 O

PE

NP

IN 5

OP

EN

OX

YG

EN

SE

NS

OR

INTE

RFA

CE

PIN

5 S

HO

RT

OU

TP

UT

TO

GR

OU

ND

PIN

5 S

HO

RT

OU

TP

UT

TO

GR

OU

ND

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

76 (

DA

RK

GR

EE

N)

KN

OC

K S

EN

SO

R

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

Eng

ine

Kno

ck L

evel

Abo

ve N

orm

al R

ange

Go

to s

ectio

n 4:

"K

NO

CK

"

Wir

e D

escr

ipti

on

WIR

E 5

73 (

BR

OW

N)

AU

X T

IME

D IN

PU

T

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

Eng

ine

Kno

ck L

evel

Abo

ve N

orm

al R

ange

Go

to s

ectio

n 4:

"K

NO

CK

"

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

76 (

DA

RK

GR

EE

N)

KN

OC

K S

EN

SO

R

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

76 O

PE

NC

avity

L-2

in th

e 30

way

con

nect

orP

in E

(K

nock

Sen

sor)

in th

e S

NE

F M

odul

e M

ale/

Fem

ale

Con

nect

ion

Wire

976

in th

e K

nock

Sen

sor

Con

nect

ion

WIR

E 9

76 S

hort

to W

ire 4

16 S

enso

r S

uppl

y V

olta

ge (

+5V

DC

)C

avity

L-2

in th

e 30

way

con

nect

orC

avity

W-1

in th

e 30

Way

Con

nect

orP

in E

(K

nock

Sen

sor)

in th

e S

NE

F M

odul

e M

ale/

Fem

ale

Con

nect

ion

Wire

976

in th

e K

nock

Sen

sor

Con

nect

ion

WIR

E 9

76 S

hort

to +

12 V

DC

Cav

ity L

-2 in

the

30 w

ay c

onne

ctor

Pin

E (

Kno

ck S

enso

r) in

the

SN

EF

Mod

ule

Mal

e/F

emal

e C

onne

ctio

nW

ire 9

76 in

the

Kno

ck S

enso

r C

onne

ctio

n

Wir

e D

escr

ipti

on

WIR

E 5

73 (

BR

OW

N)

AU

X T

IME

D IN

PU

T

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 5

73 O

PE

NC

avity

X-1

In th

e 30

way

con

nect

orP

in C

(A

ux T

imed

Inpu

t) in

the

SN

EF

Mod

ule

Mal

e/F

emal

e C

onne

ctio

n

WIR

E 5

73 S

hort

to W

ire 4

16 S

enso

r S

uppl

y V

olta

ge (

+5V

DC

)C

avity

X-1

In th

e 30

way

con

nect

orC

avity

W-1

in th

e 30

Way

Con

nect

orP

in C

(A

ux T

imed

Inpu

t) in

the

SN

EF

Mod

ule

Mal

e/F

emal

e C

onne

ctio

n

WIR

E 5

73 S

hort

to +

12 V

DC

Cav

ity X

-1 In

the

30 w

ay c

onne

ctor

Pin

C (

Aux

Tim

ed In

put)

in th

e S

NE

F M

odul

e M

ale/

Fem

ale

Con

nect

ion

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

76 (

DA

RK

GR

EE

N)

KN

OC

K S

EN

SO

R

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

76 S

hort

to G

roun

dC

avity

L-2

in th

e 30

way

con

nect

orP

in E

(K

nock

Sen

sor)

in th

e S

NE

F M

odul

e M

ale/

Fem

ale

Con

nect

ion

Wire

976

in th

e K

nock

Sen

sor

Con

nect

ion

Wir

e D

escr

ipti

on

WIR

E 5

73 (

BR

OW

N)

AU

X T

IME

D IN

PU

T

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 5

73 S

hort

to G

roun

dC

avity

X-1

In th

e 30

way

con

nect

orP

in C

(A

ux T

imed

Inpu

t) in

the

SN

EF

Mod

ule

Mal

e/F

emal

e C

onne

ctio

n

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

76 (

DA

RK

GR

EE

N)

KN

OC

K S

EN

SO

R

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

EN

GIN

E K

NO

CK

LE

VE

L T

OR

QU

E R

ED

UC

TIO

NG

o to

sec

tion

4: "

KN

OC

K"

Wir

e D

escr

ipti

on

WIR

E 5

73 (

BR

OW

N)

AU

X T

IME

D IN

PU

T

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

EN

GIN

E K

NO

CK

LE

VE

L T

OR

QU

E R

ED

UC

TIO

NG

o to

sec

tion

4: "

KN

OC

K"

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

58 (

OR

AN

GE

/BLA

CK

) P

SV

PO

SIT

ION

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

58 S

hort

to W

IRE

416

Sen

sor

Sup

ply

Vol

tage

(+

5VD

C)

Cav

ity M

-2 in

the

30 w

ay c

onne

ctor

Cav

ity W

-1 in

the

30 W

ay C

onne

ctor

Pin

E (

PS

V P

ositi

on)

in th

e P

SV

mal

e/fe

mal

e co

nnec

tion

WIR

E 9

58 S

hort

to +

12/+

24 V

DC

Cav

ity M

-2 in

the

30 w

ay c

onne

ctor

Pin

E (

PS

V P

ositi

on)

in th

e P

SV

mal

e/fe

mal

e co

nnec

tion

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

58 (

OR

AN

GE

/BLA

CK

) P

SV

PO

SIT

ION

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

58 O

PE

NC

avity

M-2

in th

e 30

way

con

nect

orP

in E

(P

SV

Pos

ition

) in

the

PS

V m

ale/

fem

ale

conn

ectio

n

WIR

E 9

58 S

hort

to +

12/+

24 V

DC

Cav

ity M

-2 in

the

30 w

ay c

onne

ctor

Pin

E (

PS

V P

ositi

on)

in th

e P

SV

mal

e/fe

mal

e co

nnec

tion

Wir

e D

escr

ipti

on

WIR

E 9

10 (

OR

AN

GE

) P

WM

OU

T #

3

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

10 O

PE

NC

avity

W-2

in th

e 30

way

con

nect

orP

in H

(P

WM

out

#3)

in th

e P

SV

con

nect

or

WIR

E 9

10 S

hort

to G

roun

d C

avity

W-2

in th

e 30

way

con

nect

orP

in H

(P

WM

out

#3)

in th

e P

SV

con

nect

orW

ire

Des

crip

tio

n

WIR

E 4

46 (

RE

D)

PS

V P

OW

ER

(+

12V

)

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

46 O

PE

NP

in A

(P

SV

pow

er +

12V

) in

the

PS

V c

onne

ctor

Pin

A (

PS

V p

ower

+12

V)

in th

e O

EM

Pow

er H

arne

ss m

ale/

fem

ale

conn

ectio

nW

ire

Des

crip

tio

n

WIR

E 1

50-A

(B

LAC

K)

PS

V G

RO

UN

D

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 1

50-A

Sho

rt to

gro

und

Pin

B (

PS

V g

roun

d) in

the

PS

V c

onne

ctor

Pin

A (

PS

V g

roun

d) in

the

OE

M G

roun

d H

arne

ss m

ale/

fem

ale

conn

ectio

n

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

16 (

RE

D/B

LAC

K)

Sen

sor

Sup

ply

Vol

tage

(5V

DC

)

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

16 S

hort

ed to

Bat

tery

Vol

tage

(12

/24

VD

C)

Veh

icle

Inte

rfac

e H

arne

ss

Wir

e D

escr

ipti

on

WIR

E 4

16 (

GR

AY

) S

enso

r S

uppl

y (5

VD

C)

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 4

16 S

hort

ed to

Bat

tery

Vol

tage

(12

/24

VD

C)

Eng

ine

Sen

sor

Har

ness

INTE

RIM

Nat

ura

l Gas

Tro

ub

lesh

oo

ting

Gu

ide

- DD

EC

Co

des

INTE

RIM

All

info

rmat

ion

subj

ect t

o ch

ange

with

out n

otic

e.3/

28/0

1V

ersi

on 1

.0

Wir

e D

escr

ipti

on

WIR

E 9

16 (

RE

D/B

LAC

K)

Sen

sor

Sup

ply

Vol

tage

(5V

DC

) V

ehic

le In

terf

ace

Har

nes

s

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m (

Veh

icle

Inte

rfac

e H

arn

ess)

Fau

lty 5

1 k :

Res

isto

r"T

" S

plic

e w

ire 7

49 (

YE

LLO

W)

Sen

sor

Sup

ply

Dia

gnos

tic to

wire

916

thro

ugh

the

resi

stor

. M

ake

sure

the

t ype

of r

esis

tor

bein

g us

ed is

a m

etal

film

(no

t car

bon

) pr

ecis

ion

resi

stor

,W

ire

Des

crip

tio

nw

ith 0

% to

1%

acc

urac

y an

d 1/

2 W

att o

r hi

gher

rat

ing.

WIR

E 9

09 (

LIG

HT

GR

EE

N)

PW

M #

2 O

UT

Pro

ble

m D

escr

ipti

on

Wh

ere

to lo

ok

for

pro

ble

m

WIR

E 9

09 s

hort

to w

ire 4

16 (

GR

AY

) S

enso

r S

uppl

y (5

VD

C)

Cav

ity Y

-1 in

the

30 w

ay c

onne

ctor

Cav

ity W

-1 in

the

30 w

ay c

onne

ctor

Pin

E (

PW

M #

2 ou

t) in

the

PS

V c

onne

ctor

If th

e S

enso

r S

uppl

y V

olta

ge L

ow c

ode

(SID

232

FM

I 1)

is s

till a

ctiv

e af

ter

the

verif

ying

the

51 k:

Res

isto

r is

goo

d, a

nd w

ire 9

09 is

not

sho

rted

to w

ire 4

16, t

hen

use

the

follo

win

gpr

oced

ure

to d

iagn

ose

the

activ

e co

de:

1.)

Unp

lug

the

Foo

t Ped

al (

Thr

ottle

Pos

ition

Sen

sor)

2.)

Usi

ng a

dig

ital v

oltm

eter

, ins

ert t

he p

ositi

ve (

+)

lead

into

pin

C (

wire

916

- R

ed/B

lack

) an

d th

e ne

gativ

e (-

) le

ad in

to p

in A

(w

ire 9

52 -

Bla

ck)

of th

e V

ehic

le In

terf

ace

Har

ness

C

onne

ctor

at t

he F

oot P

edal

(T

hrot

tle P

ositi

on S

enso

r).

3.)

Tur

n th

e Ig

nitio

n on

and

mon

itor

the

volta

ge a

t the

Foo

t Ped

al (

Thr

ottle

Pos

ition

Sen

sor)

.4.

) M

ake

sure

the

volta

ge is

bet

wee

n 4.

9 an

d 5.

1 vo

lts.

If th

e vo

ltage

is le

ss th

an 4

.9 v

olts

then

ver

ify th

e pr

oper

ope

ratio

n of

the

engi

ne s

enso

rs, G

o to

ste

p 5.

If t

he v

olta

ge is

betw

een

4.9

to 5

.1 v

olts

rec

heck

the

51 k:

res

isto

r.5.

) W

hile

mon

itorin

g th

e vo

ltage

on

the

digi

tal v

oltm

eter

at t

he fo

ot p

edal

(T

hrot

tle P

ositi

on S

enso

r), u

nplu

g th

e M

anifo

ld P

ress

ure

Sen

sor.

If t

he v

olta

ge o

n th

e di

gita

l vol

tmet

er

read

s be

twee

n 4.

9 to

5.1

vol

ts a

fter

the

Man

ifold

Pre

ssur

e S

enso

r ha

s be

en u

nplu

gged

, the

n th

e pr

oble

m is

in th

e M

anifo

ld P

ress

ure

Sen

sor

conn

ectio

n or

the

prob

lem

is th

e M

anifo

ld P

ress

ure

Sen

sor.

If t

he v

olta

ge r

emai

ns b

elow

4.9

vol

ts le

ave

the

Man

ifold

Pre

ssur

e S

enso

r un

plug

ged

and

go to

ste

p 6.

6.)

Whi

le m

onito

ring

the

volta

ge o

n th

e di

gita

l vol

tmet

er a

t the

foot

ped

al (

Thr

ottle

Pos

ition

Sen

sor)

, unp

lug

the

Oil

Pre

ssur

e S

enso

r. I

f the

vol

tage

on

the

digi

tal v

oltm

eter

re

ads

betw

een

4.9

to 5

.1 v

olts

afte

r th

e O

il P

ress

ure

Sen

sor

has

been

unp

lugg

ed, t

hen

the

prob

lem

is in

the

Oil

Pre

ssur

e S

enso

r co

nnec

tion

or th

e pr

oble

m is

the

Oil

Pre

ssur

e S

enso

r. I

f the

vol

tage

rem

ains

bel

ow 4

.9 v

olts

leav

e th

e O

il P

ress

ure

Sen

sor

unpl

ugge

d an

d go

to s

tep

7.7.

) W

hile

mon

itorin

g th

e vo

ltage

on

the

digi

tal v

oltm

eter

at t

he fo

ot p

edal

(T

hrot

tle P

ositi

on S

enso

r), u

nplu

g th

e F

uel P

ress

ure

Sen

sor.

If t

he v

olta

ge o

n th

e di

gita

l vol

tmet

er

read

s be

twee

n 4.

9 to

5.1

vol

ts a

fter

the

Fue

l Pre

ssur

e S

enso

r ha

s be

en u

nplu

gged

, the

n th

e pr

oble

m is

in th

e F

uel P

ress

ure

Sen

sor

conn

ectio

n or

the

prob

lem

is th

e F

uel P

ress

ure

Sen

sor.

If t

he v

olta

ge r

emai

ns b

elow

4.9

vol

ts le

ave

the

Fue

l Pre

ssur

e S

enso

r un

plug

ged

and

go to

ste

p 8.

8.)

Whi

le m

onito

ring

the

volta

ge o

n th

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IINTERIM Natural Gas Troubleshooting Guide - Component Identification INTERIM


Fuel Mixer

PSV

Throttle Plate ActuatorIgniterModule

KnockSensor

DDEC IVECM

SNEFModule

Low PressureRegulator



Coil Over PlugIgnition System

InsulatedExhaust Manifold

AutomaticBelt Tensioner

WastegateActuator

InsulatedTurbineHousing

Water CooledTurbochargerCenter Section

Oxygen SensorModule



Oxygen SensorModule

AdaptorlessAir Compressor

DDEC IVECM

Ignition SystemModule

PSV

Knock SignalProcessor

Low PressureRegulator

Fuel PressureSensor

OEM PigtailInterfaces



Fuel Mixer

Coil Over PlugIgnition Coils

InsulatedExhaustManifold

Water CooledTurbochargerCenter Section

InsulatedTurbineHousing

Automatic Tensionerfor 50 DNAlternator Belt



AirfromCAC

ThrottlePlate Actuator

Mixer / Venturi

Intake Elbow

FuelInlet

Fuel TransferTube

BalanceLine

Air / Fuelto Engine

Low Pressure Regulator

PSV



Coil Cover Ignition Coil

Spark Plug BootSpark Plug

Rocker Cover Top

Spark Plug Extension Tube

Ignition Harness

Igniter Module



This procedure provides a method for verifying proper wastegate calibration.

1. Remove hose from wastegate actuator (for gensets, remove line on top side of can).2. Set-up an indicator at the end of the wastegate actuator adjusting rod to measure actuator rod travel.

The indicator should have a minimum travel of 0.100 in.3. Connect regulator and pressure gage set-up to wastegate actuator. See Figure 1.

4. Apply specified calibration pressure (listed in Table A) to the wastegate actuator.

Rating275 bhp275 bhp275 bhp260 bhp300 bhp330 bhp400 bhp385 bhp

Go to Page 7-18 to continue the Turbocharger Wastegate Calibration

23.0 psi +/- 0.25 psi31.0 psi +/- 0.25 psi24.0 psi +/- 0.25 psiS60G - Automotive

S60G - Automotive

S50G - 150kW - Gen. Set

24.0 psi +/- 0.25 psi

Table A: Wastegate Calibration Pressure at 0.04 in. Rod Travel

S50G - 180kW - Gen. Set

Figure 1: Wastegate Calibration Equipment Set Up.

Set Pressure at 0.04 in. Rod TravelS50G - Automotive

S60G - General Purpose Stationary 30.0 psi +/- 0.25 psi

2001 S50G - Automotive 22.0 psi +/- 0.25 psi (long wastegate canister 3" in length)21.0 psi +/- 0.25 psi (long wastegate canister 3" in length)97-'00 S50G - Automotive

18.5 psi +/- 0.25 psi (short wastegate canister 2" in length)Model



Wastegate calibration continued.

5. Close air supply shutoff valve. The pressure should hold at the specified pressure. If not, check air hose andfitting connections for leaks. If no leaks are found, replace wastegate actuator assembly. Refer to the section belowRemoval and Replacement of the Wastegate Actuator.6. Open vent to relieve pressure. Check gage for zero pressure reading. Adjust regulator to zero pressure and close vent valve.7. Adjust dial indicator so it just contacts the actuator rod end and adjust to zero reading.8. Open air supply shutoff valve and slowly adjust regulator until dial indicator reads 0.040 in. Switch pressure on and off, opening and closing supply air and vent valves, to make certain dial indicator travel is from 0.00 in. to 0.040 in. and that the pressure reading is consistent.9. For currently calibrated wastegate actuator, a pressure within ± 0.25 lb/in.2 of the value listed in Table A,will be required to obtain precisely 0.040 in. actuator travel. If the pressure required is outside this range, wastegate adjustment is necessary; refer to the section below Removal and Replacement of the Wastegate Actuator.

Removal and Replacement of Wastegate Actuator

This procedure describes the removal of a actuator currently mounted on a turbocharger, and thereplacement with a new service actuator. Further adjustment of the actuator will be necessary toachieve the correct pressure setting, listed in Table A.1. Remove actuator hose from the top side of the actuator can. With the pressure gage set-up (see Figure 1),apply enough pressure to the actuator can until the rod begins to move; refer to page 7-19.2. Remove the retaining clip that holds the actuator rod end on the wastegate lever pin. Lift the rod off the wastegate lever pin.

3. Remove the lock nuts that secure the actuator can to the base of the actuator bracket, and remove the canfrom the turbocharger assembly. For installation refer to the section below Install Wastegate Actuator.

Install wastegate actuator as follows:

1. Install actuator can on bracket; tighten lock nuts.2. Using pressure gage set-up, apply enough pressure to the new service actuator can until the rod begins to move.3. Adjust actuator rod end by turning either clockwise or counterclockwise on rod so that the rod end hole lines upwith the wastegate lever arm, while wastegate is held shut pin, slip rod over pin.4. Before installing the retaining clip again, the rod end will need to be adjusted to the correct setting. Refer to page 7-19.



This procedure describes the set pressure adjustment of an installed wastegate actuator.

Before following this procedure, first check the actuator set pressure to see if adjustment is needed, refer to page 7-17.

1. Loosen the jam nut that secures the rod end on the actuator rod. If locking collar is presenton the actuator rod, remove and discard collar, see Figure 2.

Figure 2: Wastegate Adjustment

2. Remove the retaining clip that holds the actuator rod end on the wastegate lever arm pin.

3. Using pressure gage setup (see Figure 2) apply enough pressure to the top side actuator can port until the rodbegins to move, lifting the wastegate valve off of it’s seal.4. Slip rod end off the wastegate lever arm pin.5. Adjust rod as needed: - To INCREASE pressure setting at 0.04 in. turn rod end CLOCKWISE.

- To DECREASE pressure setting at 0.04 in. turn rod end COUNTERCLOCKWISE.6. With pressure still applied to actuator, replace rod end on wastegate lever arm7. Check actuator set pressure again; refer to page 7-17.8. If actuator is still out of adjustment, repeat this procedure again.9. If actuator is within specified set pressure, re-install retaining clip on wastegate lever arm pin.10. Tighten jam nut to secure rod end.



INTERIM Natural Gas Troubleshooting Guide - Electronic Controls INTERIM


* This section is intended for personnel with an electrical background. A simple installation may require a basic understanding of electrical circuits while a more comprehensive electrical or electronics background is required to access all the capabilities of Detroit Diesel Electronic Controls (DDEC). This section describes the function and installation requirements for the electronic system of Detroit Diesel’s Series 50G/60G engine.

The DDEC IV system is similar to the diesel engine controls in function and appearance. The system optimizes control of engine functions which affect fuel economy, drivability, and emissions. DDEC IV provides the capability to protect the engine from serious damage resulting from conditions such as high engine temperatures, low oil pressure, combustion knock, etc. It is capable of all the same vehicle interface controls as the diesel engine such as door interlock, high and low idle, cruise control, etc. Engine and vehicle management options such as ProDriver are also available.

OEM AND DDC SUPPLIED HARDWARE:Original Equipment Manufacturer (OEM) supplied hardware and DDC supplied hardware is required to install DDEC IV. The following sections list the minimum hardware required. A schematic of the Vehicle Interface Harness (VIH) and the Engine Harness may be found at the end of this chapter.

OEM SUPPLIED HARDWAREThe minimum OEM supplied hardware required is listed in Table 1-1. Refer also to DDEC III/IV Application & Installation (7SA800) for additional information.

DDC Supplied HardwareThe minimum DDC supplied hardware required is listed in Table 1-2. Refer also to DDEC III/IV Application & Installation (7SA800) for additional information

Hardware Description

Vehicle Interface Harness Assembly (VIH) Connects the vehicle functions to the ECM.

ECM Power Harness Assembly Connects battery power (12/24 volts) and ground to theECM and includes fuse(s) or circuit breaker(s).

Coil Power Harness(See Figure 1-10)

Provides power to the engine ignition coils.

OEM Sensor Power Harness Assembly(See Figure 1-7)

Provides power (12 volts only) to the PSV, SNEFmodule, throttle and oxygen sensor interface module.This harness connects to a pigtail on the EngineHarness.

Fuel Shutoff Harness(See Figure 1-8)

Connects to the engine side fuel shutoff solenoid andprovides power to the fuel shutoff valve. (DDEC switch,12/24 V).

OEM Sensor Ground Harness Assembly(See Figure 1-9)

Provides ground to the PSV, throttle and OxygenSensor Interface Module. This harness connects to apigtail on the Engine Harness.

Ignition Switch Switched 12 or 24 volt ignition source

Check Engine Light (CEL) A panel mounted yellow indicator light.

Stop Engine Light (SEL) A panel mounted red indicator light.

Coolant Level Sensor (CLS) A radiator top tank or remote surge tank mountedsensor

Table 1-1 OEM Supplied Hardware



ELECTRONIC CONTROL SYSTEM DESCRIPTIONThe DDEC system is an advanced electronic control system. DDEC IV offers significant operating advantages over traditional mechanically governed engines as well as other electronically controlled engines. The system optimizes control of critical engine functions which affect fuel economy, and emissions. The DDEC IV system provides the capability to protect the engine from damage resulting from conditions such as high engine temperatures, low oil pressure, combustion knock, etc. The ECM receives electronic inputs from sensors on the engine and vehicle and uses the information to control engine operation. It controls spark ignition and throttle plate position based upon predetermined calibration tables in its memory. Portable equipment facilitates access to DDEC IV’s diagnostic capabilities. The diagnostic data reader (DDR) requests and receives engine data and diagnostic codes. This equipment provides many unique capabilities including parameter vs. engine speed (or time), printer output, and data snapshot. The DDR also provides limited programming capability.DDEC IV provides three industry standard serial data links: SAE Standards J1587, J1922, and J1939. SAE standard J1587 provides two way communications for the diagnostic equipment and vehicle displays. SAE standards J1922 and J1939 provide control data to other vehicle systems such as transmissions and traction control devices.

ELECTRONIC CONTROL MODULEThe Series 50G/60G engine is a spark ignited natural gas fueled engine that uses the DDEC system. The engine mounted ECM includes control logic to provide overall engine management. See Figure 1-1.

Hardware Description

Engine Sensor Harness Factory Installed, P/N: 23522942. Facilitates thereceipt of inputs and outputs signals, controlling thefuel injection process and engine speed.

Oxygen Sensor Harness Connects the oxygen sensor to the interface module. Itis a ship loose item, P/N: 23526617. (Gas only)

Oxygen Sensor(See Figure 1-5)

Provides a signal proportional to air/fuel ratio. This is aship loose item, P/N: 23526113.

Exhaust Temperature Sensor Warns against malfunction that causes excessiveexhaust temperature. This is a ship loose item, P/N:23521882. (Gas only)

Table 1-2 Minimum DDC Supplied Hardware

Figure 1-1 The Electronic Control Module



The ECM continuously performs self diagnostic checks and monitors other electrical system components. System diagnostic checks are made when the ignition is enabled and continue throughout all engine operating modes.

The ECM hardware for the Series 50G/60G engine is unique (P/N: 23519310).

Ignition SystemThe Series 50G/60G engine uses an Integrated Coil and Electronics (ICE) direct ignition system that includes a coil for each cylinder pair and an ignition module within each encapsulated assembly. During engine operation, the DDEC ECM sends trigger signals to the ICE modules, which directs high current pulses through the coils resulting in secondary voltages of 30,000 to 50,000 volts traveling through the ignition boots to the spark plugs. The ICE system provides high voltage directly to each spark plug electrically, not mechanically, as does a distributor.

Use the following guidelines:

1 The following points must be ground strapped together: body to chassis, engine block to chassis and body, and starter ground to engine block. This ensures that none of the vehicle’s metal parts are at different voltage potentials.

2 Route all electrical wiring at a maximum distance away from ignition coils, ignition wires, and spark plugs.3 Replace any ignition components that show signs of deterioration and check the plugs, plug wires, and coil

resistances to see if they are within specifications. Suspect or marginal ignition components can generate high levels of RFI/EMI. Refer to the Series 50G/60G Service Manual for ignition system specifications.

NOTICE:

The diesel and gas specific ECMs cannot be interchanged. ECMsare programmed for either a diesel engine with diesel calibration ora gas engine with gas calibration. To interchange the ECMs could

cause engine damage.

NOTICE:

The Series 50G/60G spark ignition system can generate voltages ashigh as 50,000 volts. High voltage fast pulses from the coil cancreate broad band noise, radio frequency interference (RFI) and

electromagnetic interference (EMI). RFI/EMI can disrupt vehicleelectrical/electronic systems with varying degrees of severity. Usethe guidelines in this bulletin to keep the ignition RFI/EMI reduced

to acceptable levels.

Criteria: Ignition System

GROUND STRAPS FOR CONDUCTIVE CONNECTIONS BETWEENINDIVIDUAL METAL PARTS IN THE VEHICLE IS ESSENTIAL.

THE SERIES 50G/60G ENGINE IGNITION SYSTEM REQUIRES A 12VOLT SUPPLY TO THE IGNITION COILS WHICH MUST BESOURCED DIRECTLY FROM BATTERY OR EQUIVALENT BUS BAR.



Engine ProtectionThe Series 50G/60G engine protection system is similar to the DDEC diesel engine protection system, with the addition of natural gas engine specific protection. Just as the diesel ECM, the natural gas ECM monitors all engine sensors and electronic components, and recognizes system malfunctions. If a critical fault is detected, the CEL and SEL illuminate and a malfunction code is logged into the ECM’s memory.

The additional Series 50G/60G protection types are as follows:- High intake manifold pressure- High intake manifold air temperature- High engine knock level- High exhaust temperature- Throttle actuator fault protection- DDEC sensor supply voltage fault protection

Engine Critical FaultIn the event that an engine critical fault has been detected the following sequence will occur:

1 The CEL illuminates.2 The SEL illuminates if condition exceeds safe operating level.3 The throttle actuator ramps down engine power.4 The vehicle gas supply shut off solenoid is set to OFF.5 PSV (gas control valve) closes.6 The ignition system shuts down

NOTE:All other engine protection functions are identical to diesel including engine override and logging of fault codes.

Application Code SystemThe Detroit Diesel Application Code System (ACS) was initiated along with the introduction of DDEC III. The application code system includes all application related DDEC parameters. The Application Engineering department has developed the list of parameters and default parameters that are selected by Product Distribution for each application group. New 6N4C application codes are required for the Series 50G/60G engine due to the differing application requirements versus the standard diesel. For example, the Series 50G/60G engine requires the use of a DDEC controlled fuel solenoid shutoff valve. There is no option for fuel shutoff available on the standard diesel controls.



Pulse Width Modulated Stepper Motor ValveThe Pulse Width Modulated Stepper Motor Valve (PSV) is used to bias gas flow to the venturi mixer as a means of air fuel ratio control (see Figure 1-2). The PSV is electrically connected to the ECM and 12 V battery power through an 8-pin connector that mates to the Engine Sensor Harness. The PSV supplies a gas valve position analog signal to DDEC which can be monitored using the Diagnostic Data Reader (DDR). The signal indicates valve opening position. A diagnostic signal is supplied to DDEC for loss of command signal, piston obstruction or valve electronics failure.

1. PSV 5. Fuel Mixer

2. Bolt 6. Connector O-rings

3. Washer 7. Fuel Transfer Tube

4. PSV O-ring

Figure 1-2 Pulse Width Modulated Stepper Motor Valve/Mixer Assembly



SensorsThe standard sensors for the Series 50G/60G engine are listed in Table 1-3.

Knock Sensor and Signal Noise Enhancement Filter ModuleDetroit Diesel has incorporated a combustion knock protection system using a Piezo electric Knock Sensor and a Signal Noise Enhancement Filter (SNEF) processing module. The system provides a signal to DDEC indicating engine knock. In the event that combustion knock occurs, DDEC will modify ignition timing. If combustion knock continues after ignition timing has been modified, DDEC will begin to lean the A/F mixture and reduce engine power until combustion knock is eliminated.The SNEF module is engine mounted and grounded to the engine block via a ring terminal. Power is supplied through the OEM Sensor Power Harness. Power must be 12 VDC only and must be sourced directly from battery or equivalent bus bar

Low Pressure Fuel System (Generator Set) High Pressure Fuel System (Bus andCoach)

OIL TEMPERATURE SENSOR (OTS) EXHAUST TEMPERATURE SENSOR

OIL PRESSURE SENSOR (OPS) OIL PRESSURE SENSOR (OPS)

COOLANT TEMPERATURE SENSOR (CTS) COOLANT TEMPERATURE SENSOR (CTS)

COOLANT LEVEL SENSOR (CLS) COOLANT LEVEL SENSOR (CLS)

MANIFOLD AIR PRESSURE SENSOR (MAP) MANIFOLD AIR PRESSURE SENSOR (MAP)

TIMING REFERENCE SENSOR (TRS) TIMING REFERENCE SENSOR (TRS)

SYNCHRONOUS REFERENCE SENSOR (SRS) SYNCHRONOUS REFERENCE SENSOR (SRS)

FUEL TEMPERATURE SENSOR (FTS) FUEL TEMPERATURE SENSOR (FTS)

AIR TEMPERATURE SENSOR (ATS) AIR TEMPERATURE SENSOR (ATS)

THROTTLE POSITION SENSOR (TPS) THROTTLE POSITION SENSOR (TPS)

KNOCK SENSOR KNOCK SENSOR

PSV POSITION SENSOR PSV POSITION SENSOR

-- OXYGEN SENSOR

-- BAROMETRIC AIR PRESSURE SENSOR (BAP)

-- FUEL PRESSURE SENSOR (FPS)

Table 1-3 Standard Sensors for Series 50G/60G Engines



Fuel Temperature SensorThe Fuel Temperature Sensor (FTS) sends an electrical signal to the ECM indicating fuel inlet temperature. The ECM uses this information to calculate fuel consumption.On S50G/60G engines with the high pressure fuel system (CNG) the fuel temperature sensor is located in the PSV (see Figure 1-3).

Figure 1-3: High Pressure Fuel System

1. Fuel Temperature Sensor 6. Air Temperature Sensor

2. PSV 7. Low Pressure Regulator

3. Fuel Mixer 8. Fuel Pressure Sensor

4. Throttle 9. Fuel Inlet Tee Fitting

5. Low Pressure Regulator



Exhaust Temperature SensorExcessive exhaust temperature may indicate a concern with the fuel system, the ignition system, or a mechanical fault. An exhaust temperature sensor will provide early warning and prevent damage. It must be mounted in the exhaust system within 12 inches of the turbine outlet (see NO TAG). The exhaust temperature sensor does not require any sealant or anti-seize. The sensor pig tail must be connected to the Engine Sensor Harness at the rear of the engine. The wires must be routed away from the exhaust system and kept out of contact with moving components. A schematic of the engine sensor harness may be found at the end of the chapter.

Oxygen SensorAir/fuel ratio is a fundamental parameter for a natural gas engine. Precise control of the air/fuel ratio allows theengine to operate closer to the lean limit. As a result, exhaust emissions, fuel consumption, and exhaust temperatures are reduced.This oxygen sensor measures exhaust oxygen which is an indication of the air/fuel ratio (see Figure 1-4). If fuel system hardware, fuel quality, or engine operating conditions change, DDEC will sense this and make corrections to keep the air/fuel ratio on target. This is called “closed loop” control.

The oxygen sensor must be installed in the exhaust pipe within 12 in. of the turbine outlet. The sensor has pre-applied anti-seize on the threads. Definition of this is shown in the Exhaust System section of this document. The oxygen sensor harness must be used to connect the sensor to the oxygen sensor interface module located at the rear of the engine (see Figure 1-5). The wires must be routed away from the exhaust system and kept out of contact with moving parts.

Figure 1-4: Oxygen Sensor



INSTALLATION REQUIREMENTSThe Series 50G/60G DDEC installation requirements are the same as those published in the DDEC III/VI Application and Installation manual (7SA800) except for the specifics shown in this manual. Please refer to the DDEC III/IV Application and Installation manual (7SA800) for additional information on Detroit Diesel application and installation requirements.

Dedicated Power & Ground RequirementsThe wires listed in Table 1-4 require dedicated power and grounds. They can be found on the wiring diagram layouts at the end of the chapter.

Figure 1-5: Oxygen Sensor Interface Module

Wire Number Description956 THROTTLE GROUND

443 SNEF POWER (IGNITION SWITCHED)

150 PSV GROUND

446 PSV POWER (IGNITION SWITCHED)

957 OXYGEN SENSOR INTERFACE MODULE GROUND

444 OXYGEN SENSOR INTERFACE POWER (IGNITIONSWITCHED)

445 THROTTLE POWER (IGNITION SWITCHED ANDDDEC SWITCHED)

Table 1-4 Wires Requiring Dedicated Power and Ground



Relay Powered ThrottleThrottle power actuation will be done through an OEM supplied relay using either 12 or 24 volts. S3 wire 561 (High Side Digital Output) will provide ECM power (12 V or 24 V) to trigger the relay. A dedicated 12 or 24 volt power source will travel through the relay to wire 445 to the throttle. Wire 561 and 445 are show on the main wiring diagram layout and their individual connector diagram layouts (see Figure 1-6). The relay must have a response time of <100ms to avoid false throttle codes. Also the resistance across the trigger side of the relay must be within 1,000-2,000 ohms to avoid false driver codes. A supplemental resistor can be used if necessary.

Relay Powered Fuel Shutoff ValvesElectronically controlled fuel shutoff solenoid valves are required on the high pressure side of the fuel system (typically at the fuel tanks) and the low pressure side of the fuel system near the engine. The OEM is responsible for the high pressure shutoff valves. DDC will provide the engine side solenoid valve (12 V or 24 V valves are available). All electronic fuel shutoff solenoid valves must be DDEC controlled.DDEC control of the fuel shutoff solenoid valves will be done through an OEM supplied relay using either 12 V or 24 V. Digital output T3 wire 562 (High Side Digital Output) will provide ECM power, either 12 V or 24 V, to trigger the relay. A dedicated 12 V or 24 V power source will travel from the relay to the solenoid valves (see Figure 1-8). The tank side solenoids and the engine side solenoid must be controlled in this manner. Separate relays can be used for the tank side solenoids and the engine side solenoid, as long as they are triggered by T3 wire 562.

WIRING HARNESSESOriginal Equipment Manufacturer (OEM) supplied hardware is required to install DDEC IV and gas specific electrical wiring.

Vehicle Interface Harness A schematic of the Vehicle Interface Harness (VIH) can be found at the end of this section.

OEM Sensor Power Harness This harness provides power to the SNEF module, PSV, throttle, and Interface Module through a 4-pin connector.

NOTICE:

The power supply for the SNEF module, Oxygen Sensor InterfaceModule, and PSV must be 12 VDC only to ensure proper

operation.



Fuel Shutoff HarnessThis harness connects to the engine side fuel shutoff solenoid and provides power to the fuel shutoff valve. (DDEC switch, 12/24 V). See Figure 1-7.

Figure 1-7: Fuel Shutoff Harness

Figure 1-6: OEM Sensor Power Harness



OEM Sensor Ground HarnessProvides ground to the PSV, throttle and Oxygen Sensor Interface Module. This harness connects to a pigtail

on the Engine Harness. See Figure 1-8.

Figure 1-8: OEM Sensor Ground Harness



Coil Power Harness

This harness provides power to the engine ignition coils (see Figure 1-9).

Figure 1-9: S50G Ignition Coil Harness

NOTICE:

The ignition coil power supply must be 12 VDC only to ensureproper operation.



Dual-Fuse InstallationDDC’s recommendation is a dual-fuse installation. This will provide redundancy on a critical circuit and prevent splicing of wire into fuse holders or power connectors. Dual-fuse installations have two lines wired in parallel. This configuration also allows for a greater distance from ECM to battery. See Figure 1-10. The resistance requirement is unchanged.

Figure 1-10: Power Harness - Single ECM, Dual Fuses



Use Table 1-9 to determine minimum cable gage based upon harness length from the battery source to the ECM.

These length and sizes are based on the use of stranded annealed copper not aluminum wire. Splices must be soldered and sealed with a waterproof insulator. Alpha FIT-300, Raychem TAT-125 or any equivalent heat shrink - dual wall epoxy encapsulating adhesive polyolefin is required.

UNITED STATES INTERNATIONAL

Length fromECM to Batteryor Bus Bar (ft)

Minimum WireSize (Ga.)

TotalResistance of

MaximumLength (mWW)

Length fromECM to Batteryor Bus Bar (m)

Minimum WireSize (mm2)

TotalResistance of

MaximumLength (mWW)

0 to 28 12 24.8 0 to 6 2.5 22.8

28 to 44 10 24.57 6 to 10 4 23.55

44 to 70 8 24.58 10 to 14 6 21.98

70 to 110 6 24.7 14 to 26 10 23.66

110 to 178 4 25.0 26 to 40 16 23.2

Table 1-9 Power Harness Length Criteria for Dual Fuse Installations

NOTE:For international wire sizes the harness length must be recalculated to meet theresistance requirement.



Single-Fuse InstallationSingle-fuse installations have one line from the battery to the ECM. Single fuse installations are simpler and less expensive than two fuse installations. See Figure 1-11.

The minimum cable gage based upon harness length from the battery source to the ECM is listed in Table 1-10.

Figure 1-11: Power Harness - Single ECM, Single Fuse

UNITED STATES INTERNATIONAL

Length fromECM to Batteryor Bus Bar (ft)

Minimum WireSize (Ga.)

TotalResistance of

MaximumLength (mW)

Length fromECM to Batteryor Bus Bar (m)

Minimum WireSize (mm2)

TotalResistance of

MaximumLength (mW)

0 to 14 12 24.8 0 to 3 2.5 22.8

14 to 22 10 24.57 3 to 5 4 23.55

22 to 35 8 24.58 5 to 7 6 21.98

35 to 55 6 24.7 7 to 13 10 23.66

55 to 89 4 25.0 13 to 20 16 23.2

Table 1-10 Power Harness Length Criteria for Single Fuse Installations

NOTE:For international wire sizes the harness length must be recalculated to meet theresistance requirement.



These length and sizes are based on the use of stranded annealed copper not aluminum wire. Splices must be soldered and sealed with a waterproof insulator. Alpha FIT-300, Raychem TAT-125 or any equivalent heat shrink - dual wall epoxy encapsulating adhesive polyolefin is required. Refer to DDEC III/IV Application and Installation (7SA800).

Power Harness Installation GuidelinesThe following guidelines apply to power harness installation. See Figure 1-12 for main power supply shutdown.

1 Power must be sourced directly from the battery. An electrically solid connection to the battery or bus bar is required so the battery can filter electrical noise from the power lines. Power for other vehicle systems must not be sourced from the power harness assembly. Do not use chassis ground.

2 Power and ground bus bars may be used. The bus bar must be connected to the battery posts with 0 AWG or larger wire depending upon the total vehicle current requirement. The connecting wires must be as short as possible to minimize circuit resistance. Do not connect the ground wire to the chassis ground.

3 Provide maximum physical separation of the power harness from other vehicle electrical systems. Other electrical system cables should ideally be at least three feet away from the power harness and should not be parallel to the power harness. This will eliminate coupling electromagnetic energy from other systems into the power harness.

4 Use the following precautions when installing the power harness assembly: a. Do not route harness near any vehicle moving parts.b. Do not route harness assembly near exhaust system or any high heat source.c. Use a protective sheath and clips to prevent wires from being cut or frayed when

weaving a harness through the frame.

Figure 1-12: Main Power Supply Shutdown 12 or 24 Volt Systems


series 50-60 g

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