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DTC 137-TIP Voltage Low

1. Yes Does DST display HO2S voltage fixed above 0 7 after 2 minutes of ru Repair harness and retest Intermittent Problem Diagnostic Aids Fuel Quality A drastic variation in fuel quality may cause the system to be rich Fuel System If fuel system is suspected check and adjust according to PSI guidelines If Fuel System is operating to specification replace the HO2S sensor with a known good part and retest TP 6215 2 08 DTC 241 Adaptive Lean Fault high limit gasoline Sensor A Sensor Ground To System Power Relay To Engine Ground Heated Oxygen Sensor Functional Fault Adaptive multiplier out of range greater than 30 MIL On during active adaptive limit condition Adaptive Enabled Closed Loop Enabled The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier This fault sets if the Adaptive multiplier exceeds the limits of normal operation 72 TP 6215 2 08 DTC 241 Adaptive Lean Fault high limit gasoline Note If any other DTCs are present diagnose those first The normal purpose of the Adaptive Learn is to compensate fuel flow for variations in fuel composition engine wear variances from engine to engine and component degradation The Adaptive Learn may rea
2. 0 eee 182 DTC 632 TPS1 Signal Voltage Low eee 184 DTC 633 TPS2 Signal Voltage High 0 eee 186 DTC 634 TPS2 Signal Voltage Low 0 eee 188 DTC 635 TPS1 Higher Than TPS2 aneteri erai eon eee 190 DTC 636 TPS1 Lower Than TPS2 0 eee 192 DTC 637 Throttle Unable To Open 0 eee 194 DTC 638 Throttle Unable To Close 0 eee 196 DTC 651 Max Govern Speed Override 0 eens 198 DT G 652 Fuel Rew Limits ois ave ein dele ahs Oi eet teled a dele Sa Sl as 200 DIG 653 Spark RevLimitl Sranan ta dnne a GeoeundGes a O A Ged Ace A S alta 202 Append AC ie in erie etd oat cena Nata e taki oat havent Rae tiie eae eased aad ba 205 4 Table of Contents TP 6215 2 08 This manual provides the technician with information to service the engine control module ECM used the engines as shown on the front cover In general this manual covers the service of the engine and associated standard equipment In some cases the engine is supplied with accessories and equipment that are unique to the application If service information is required on such unique accessories or equipment contact the generator set manufacturer who will forward the proper information or advise the service technician where it can be obtained The information in this manual is grouped in sections according to the type of work being performed The various sections are indicated in the Table of Contents of the manual TP
3. ves Does the DVOM Yes display a resistance of Does DTC 326 reset with 0 3 Ohmsor more engine idling No No Fault is intermittent Replace the coil Repair short to ground in harness TP 6215 2 08 Disconnect harness connector from the ECM Check between pin 4 of the ECM connector and pin C of the coil connector for a short to ground NOTE Perform this test using a DVOM and check one pin at a time to battery ground Yes Is circuit shorted No Faulty coil or Faulty ECM 111 DTC 331 Coil Driver 7 Open Harness connector on valve cover Power Ground Analog Return Ignition Coil Driver 7 Primary Loop open or low side short to ground Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 11 volts and dwell greater than allowed for 10 coil firings MIL On for active fault and for 3 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Coil driver 7 fires the 7th cylinder in the firing order This fault will set if the ECM detects 10 coil firings which require the adaptive dwell to be greater than allowed with the battery voltage above 11 volts The purpose of this fault is to detect an open or high impedance circuit to the coil or an open primary coil 112 TP 6215 2 08 DTC 331 Coil Driver 7 Open
4. 76 TP 6215 2 08 DTC 243 Adaptive Learn High LPG NOTE If any othe DTCs are present diagnose those first The normal purpose of the Adaptive Learn is to compensate fuel flow for variations in fuel composition engine wear variances from engine to engine and component degradation The Adaptive learn may reach its limit due to many causes Refer to the diagnostic aids below for assistance Diagnostc Aids Oxygen Sensor Wire Sensor may be mispositioned contacting the exhaust Check for short to ground between harness and sensor and on sensor harness Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load Exhaust Leaks If there is an exhaust leak outside air can be pulled into the exhaust and past the sensor causing a false lean condition Fuel Quality A drastic variation in fuel quality can cause the system to be lean Ground Problem ECM grounds must be good engine or battery ground Faulty grounds may cause many unrelated problems as well Fuel System If the fuel system is suspected check and adjust according to PSI guidelines If fuel system is operating to specification replace the HO2S sensor with known good part and retest TP 6215 2 08 77 DTC 244 Adaptive Learn Low LPG Sensor Sensor Ground Heater To System Power Relay To Engine Ground Heated Oxygen Sensor Check Condition Engine running Fault Condition Adaptive multiplier out of ran
5. Does test light come on Open sensor ground circuit or Faulty ECM 197 DTC 651 Max Govern Speed Override Sensor Ground LB DB 54 LG R SVOLTS ECM Max Govern Speed Override Check Condition Engine Running Fault Condition Engine rpm greater than 4000 for 2 seconds continuously MIL On during active fault Adaptive Enabled Closed Loop Enabled This fault will set anytime the engine rom exceeds 4000 for 2 seconds or more continuously This speed overrides any higher max governor speeds programmed by the user This is to help prevent engine or equipment damage The MIL will be on during this active fault 198 TP 6215 2 08 DTC 651 Max Govern Speed Override NOTE If any other DTCs are present diagnose those first Diagnostic Aids Ensure that any programmed governor speeds do not exceed 4000 rpm Check the mechanical operation of the throttle Check the engine for very large air leaks below the throttle TP 6215 2 08 199 DTC 652 Fuel Rev Limit Sensor Ground LB DB 54 LG R 5 VOLTS ECM Fuel Rev Limit Check Condition Engine Running Fault Condition Engine rom greater than 3250 for 2 seconds continuously MIL On during active fault Adaptive Enabled Closed Loop Enabled This fault will set anytime engine rpm exceeds 3250 for 2 seconds or
6. O B Injector Power Injector Driver 1 Injector Driver 2 Injector Driver 3 Injector Driver 4 Injector Driver 5 Injector Driver 6 Injector Driver 7 Injector Driver Injector coil open or driver circuit short Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 9 volts and injector low side less than 4 volts for 10 injector firings MIL On for active fault and for 5 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Injector Driver 3 fires the injector for the 3 E cylinder in the firing order This fault will set if the ECM detects low feedback voltage on the internal injector while the injector drive circuit is in the off state and battery voltage is greater than 9 volts 128 TP 6215 2 08 DTC 415 Injector Driver 3 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 3rd injector in the firing order Using a high impedance DVOM measure the resistance between pins on the injector Clear system fault Does DTC 415 reset with engine idling Does the DVOM Yes display a resistance of 16 Ohms or less Measure resistance from the BR W wire in the injector connector to battery ground and then to analog ground in the harness BK LG Wire Fault is intermittent Repl
7. 2 Injector Driver 3 Injector Driver 4 Injector Driver 5 Injector Driver 6 Injector Driver 7 Injector Driver Injector coil shorted Check Condition Key on and engine running Fault Condition Battery voltage at ECM less than 16 volts and injector low side greater than 4 volts for 10 injector firings MIL On for active fault and for 5 seconds after active fault Adaptive Enabled Closed Loop Enabled Injector Driver 4 fires the injector for the 4 h cylinder in the firing order This fault will set if the ECM detects 10 injector firings with the injector driver sense voltage greater than 4 volts while the injector is in the on state and battery voltage is less than 16 volts 134 TP 6215 2 08 DTC 422 Injector Driver 4 Shorted Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 4th injector in the firing order Clear system fault J g Using a high impedance DVOM measure the resistance between pins of the injector Does DTC 422 reset with engine idling Disconnect the harness connector from the ECM Yes Using the DVOM check from pin 30 Does the DVOM display a resistance of 5 Ohms or more at the ECM connector to the BR Y wire in the injector connector for a short to voltage No No Fault is intermittent Replace the injector Yes Is a short present Repair short to voltage in
8. 8 Ed Injector coil shorted Check Condition Key on and engine running Fault Condition Battery voltage at ECM less than 16 volts and injector low side greater than 4 volts for 10 injector firings MIL On during active fault and for 5 seconds after active fault Adaptive Enabled Closed Loop Enabled Injector Driver 8 fires the injector for the 8 ih cylinder in the firing order This fault will set if the ECM detects 10 injector firings with the internal driver sense voltage greater than 4 volts while the injector is in the on state and battery voltage is less than 16 volts 150 TP 6215 2 08 DTC 434 Injector Driver 8 Shorted Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 8th injector in the firing order Using a high impedance DVOM measure the resistance between pins of the injector Clear system fault Does DTC 434 reset with engine idling Disconnect the harness connector from the ECM Using the DVOM check from pin 7 at Does the DVOM display a resistance of 5 Ohms or more Yes the ECM connector to the T Y wire in the injector connector for a short to voltage No No Fault is intermittent Replace the injector Yes Is a short present Repair short to voltage in harness Faulty injector or Faulty ECM TP 6215 2 08 151 DTC 511 COP Failure Microprocessor Engine Control Module
9. Camshaft Sensor Noise Closed Loop Multiplier High LPG fuel Heated Oxygen Sensor HO2S Open Inactive Closed Loop Multiplier High gasoline fuel Closed Loop Multiplier Low gasoline fuel Closed Loop Multiplier Low LPG fuel Closed Loop Multiplier High natural gas fuel Closed Loop Multiplier Low natural gas fuel Adaptive Lean Fault High Limit gasoline fuel Adaptive Rich Fault Low Limit gasoline fuel Adaptive Learn High LPG fuel Adaptive Learn Low LPG fuel Adaptive Learn High natural gas fuel Adaptive Learn Low natural gas fuel System Voltage Low System Voltage High Coil Driver 1 Open Injector Driver 2 Shorted Injector Driver 3 Open Injector Driver 3 Shorted Injector Driver 4 Open Injector Driver 4 Shorted Injector Driver 5 Open Injector Driver 5 Shorted Injector Driver 6 Open Injector Driver 6 Shorted Injector Driver 7 Open Injector Driver 7 Shorted Injector Driver 8 Open Injector Driver 8 Shorted COP Failure Invalid Interrupt Adaptive Disabled A D Loss RTI 1 Loss Flash Checksum Invalid Random Access Memory RAM Failure CAN Communication Error External 5 V Reference Lower than Expected External 5 V Reference Higher than Expected RTI 2 Loss RTI 3 Loss Foot Pedal Position FPP High Voltage
10. Key On Intermittent Problem Does DST display IAT voltage of 4 9 volts or greater Faulty IAT sensor Sensor signal circuit shorted to ground or Sensor signal circuit shorted to sensor ground circuit or Faulty ECM TP 6215 2 08 21 DTC 113 IAT Higher Than Expected 1 Signal TAN OTA ee A GY R Sensor Ground Intake Air Temperature Check Condition Engine Running Fault Condition Intake Air Temperature greater than 210 deg F and engine rpm greater than 1000 MIL Will flash at 2 Hz twice per second during active fault Adaptive Disabled during active fault Closed Loop Enabled Power Derate Level 1 The Intake Air Temperature sensor is a thermistor temperature sensitive resistor located in the intake manifold of the engine It is used to monitor incoming air and the output in conjunction with other sensors is used to determine the airflow to the engine The ECM provides a voltage divider circuit so that when the air is cool the signal reads higher voltage and lower when warm The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow and influenced more by the ECT CHT at low airflow It is used to monitor incoming air and the output in conjunction with other sensors is used to determine the airflow to the engine and ignition timing This fault will set if the Intake Air Temperature is greater than 210 deg F and engine
11. Service Engine Control Module ECM including Diagnostic Monitoring Software Instructions Generator Set Models 25 150 kW Engine Models General Motors Powertrain 3 0L 4 3L 5 0L 5 7L 8 1L TP 6215 2 08c CAUTION Caution In order to reduce the chance of personal injury and or property damage carefully observe the instructions that follow This service manual is intended for use by professional qualified technicians Attempting repairs or service without the appropriate training tools and equipment could cause injury to you or others damage the equipment or cause the equipment to operate improperly Proper equipment and repair are important to the safety of the service technician and to the safe reliable operation of the equipment If you need to replace a part use the same part number or an equivalent part Do not use a replacement part of lesser quality The service procedures we recommend and describe in this service manual are effective methods of performing service and repair Some of the procedures require the use of tools that are designed for specific purposes Accordingly any person who intends to use a replacement part a service procedure or atool that is not recommended by the generator set manufacturer must first establish that there is no jeopardy to personal safety or the safe operation of the equipment This manual contains various Cautions and Notices that you must observe carefully to reduce
12. Check Condition Key on Fault Condition Internal microprocessor error MIL On until code is cleared by technician Adaptive Disabled for the remainder of the key on cycle Closed Loop Enabled Power Derate level 2 until fault is cleared manually The ECM has checks that must be satisfied each time an instruction is executed Several different things can happen within the microprocessor that will cause this fault The ECM will reset itself in the event this fault is set and the MIL will be on until the code is cleared This fault should be erased after diagnosis by removing battery power It will not self erase During this active fault Power Derate level 2 will be enforced When this is enforced maximum throttle position will be 20 This is enforced until the fault is manually cleared 152 TP 6215 2 08 TP 6215 2 08 DTC 511 COP Failure Key On Engine Running System Data Mode Check all power and ground circuits to ECM for proper size and good connections Clear System Fault p Yes Does DTC 511 reset with engine idling Are all circuits ok Fault is intermittent Repair wiring to ECM and retest Yes Replace ECM with known good part and retest 153 DTC 512 Invalid Interrupt Microprocessor Engine Control Module Check Condition Key on Fault Condition Internal microprocessor error MIL On until code is c
13. Coil Driver 2 28 To 12v relayed power ECM Primary Loop open or low side short to ground Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 11 volts and dwell greater than allowed for 10 coil firings MIL On for active fault and for 3 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Coil driver 2 fires the 2 ng cylinder in the firing order This fault will set if the ECM detects 10 coil firings which require the adaptive dwell to be greater than allowed with the battery voltage above 11 volts The purpose of this fault is to detect an open or high impedance circuit to the coil or an open primary coil 92 TP 6215 2 08 DTC 313 Coil Driver 2 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the ECM Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pin 28 of the ECM connector and pin C of the coil connector Clear system fault Does DTC 313 reset with engine idling Yes Using the DVOM measure the resistance between pins C amp D on the ignition coil Does the DVOM display a resistance of 5 0 Ohms or less No No Fault is intermittent Does the DVOM display a resistance of 5 0 Ohms or less Yes Find and repair the open in the har
14. FPP1 box Jumper 5 volt reference circuit and TPS1 signal circuit together at throttle connector Ignition On Does DST display TPS1 voltage of 4 0 volts or greater Does TPS1 voltage ever fall below 0 2 volts ground or Faulty ECM connection or Faulty ECM or Faulty Throttle TPS Intermittent Problem TP 6215 2 08 TPS1 signal circuit open or shorted to Poor Throttle Connection or Faulty Throttle 185 DTC 633 TPS 2 Signal Voltage High Sensor Ground 5 VOLTS ECM Throttle Position Sensor 2 Check Condition Cranking or Running Fault Condition TPS 2 sensor exceeds 4 8 volts MIL On during active fault Engine Shut Down The Electronic Throttle has two counter acting Throttle position Sensors Two sensors are used for improved safety and redundancy The Throttle Position sensor TPS2 uses a variable resistor to determine signal voltage based on throttle plate position and is located within the throttle Less opening results in higher voltage and greater opening in lower voltage The TPS value is used by the ECM to determine if the throttle is opening as commanded This fault will set if voltage is above 4 8 volts at any operating condition while the engine is cranking or running The engine will not start or run during this active fault 186 TP 6215 2 08 DTC 633 TPS 2 Signal Voltage High Key On Engine Off DBW Throttle Test
15. Foot Pedal Position FPP Low Voltage Foot Pedal Position FPP Higher than Idle Validation Switch IVS Limit Foot Pedal Position FPP Lower than Idle Validation Switch IVS Limit Throttle Position Sensor TPS 1 Signal Voltage High Throttle Position Sensor TPS 1 Signal Voltage Low Coil Driver 1 Shorted Coil Driver 2 Open Coil Driver 2 Shorted Coil Driver 3 Open Coil Driver 3 Shorted Coil Driver 4 Open Coil Driver 4 Shorted Coil Driver 5 Open Coil Driver 5 Shorted Coil Driver 6 Open Coil Driver 6 Shorted Coil Driver 7 Open Coil Driver 7 Shorted TP 6215 2 08 Throttle Position Sensor TPS 2 Signal Voltage High Throttle Position Sensor TPS 2 Signal Voltage Low Throttle Position Sensor TPS 1 Higher than Throttle Position Sensor TPS Throttle Position Sensor TPS 1 Lower than Throttle Position Sensor TPS Throttle Unable to Open Throttle Unable to Close Maximum Governor Speed Override Fuel Rev Limit Spark Rev Limit DTC 111 IAT High Voltage Signal A AN 5 volts Sensor Ground TAN 30 GY R 49 ECM Intake Air Temperature Check Condition Engine Running Fault Condition IAT Sensor Voltage greater than 4 95 MIL On during active fault and for 2 seconds after active fault Adaptive Disabled during active fau
16. Misc Fueling is based on RPM and TPS Limp Home Condition during this fault The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold It is used to measure the pressure of air in the manifold prior to induction into the engine The pressure reading is used in conjunction with other inputs to determine the airflow rate to the engine which also determines the fuel flow rate This fault will set when the MAP reading is higher than it should be for the given TPS and rom When the fault is set the Adaptive Learn will be disabled for the remainder of the key on cycle and the MIL will be on The engine will operate on a default MAP during this active fault 38 TP 6215 2 08 DTC 131 MAP High Pressure Key On Engine Running If engine idle is rough unstable missing or incorrect due to a suspected engine mechanical problem or vacuum leak etc correct the condition before continuing to use this diagnostic chart Does DST display MAP pressure of 13 0 psia or greater with engine idling Yes Key Off Disconnect MAP sensor from harness Key On No Yes Probe sensor ground circuit Intermittent Problem Does DST display MAP pressure less than 0 05 psia with test light connected to battery voltage No MAP signal circuit shorted to voltage or Faulty ECM Faulty sensor pressure connection to Yes engine or Does test light come on Fa
17. Sensor Data EDIS ECI Serial Communications File Page Flash CommPort Plot Log Help CE a EEG he ans Ford Power Products ECM interface Link error attempting reconnect Connected at 19200 bps Coolant Temperature Intake Air Temperature System Vanabies Manifold Pressure 250 j 250 Engine Speed 2438 pm 200 200 Min Governor Setpoint 7000 ipm pea He Max Governor Setpoint 4500 ipm 50 50 Pulse width 4 32 ms 0 0 EGO1 0644 vots 50 50 FGO2 0452 volts 47 psia 102 deg F 77 degF Hour meter 12 484 hours Cumulative starts 37 starts Foot Pedal Position Throttle Position 100 100 rs 2 Battery Voltage System State 60 60 5 0 10 0 150 Run Mode Running 40 40 0 0 UE tie Power Mode Active 20 20 Fuel Type J Gasoline 0z d o 138 vots Fuel Control Mode ClActive 7 ine Governor switch state Gov3 Active governor type Min Active governor mode Droop Oil pressure state OK Reading Sensor and Actuator Values Most applicable sensor and actuator values are displayed on the Gauges screen The display shows the value for sensors voltages and the sensor values in engineering units Note If a DTC for a sensor is current the engineering value for that sensor may be a default limp home value and the voltage value will be the actual sensor voltage Use the voltage value when performing diagnostics unless directed to do otherwise by the diagnostic trouble tr
18. TP 6215 2 08 203 204 Notes TP 6215 2 08 Active Gov Mode A D AL AL Mult Analog Batt BP CAN CHT CL CL Mult Closed Loop DBW DVOM DTC ECT ECM EGO FPP HO2S IAT IVS MAP MAT MIL ms Open Loop PSIA RAM TPS TP 6215 2 08 Appendix A Definition of Terms and Acronyms Speed is governed by one of two modes Isochronous which maintains an exact speed or Droop which allows speed to drop a predetermined amount based on current engine load Adaptive Disabled Adaptive Learn Adaptive Learn Multiplier The adaptive learn multiplier is a correction to the fuel delivery that is expressed as a percentage and stored in the ECM s RAM 0 to 5 volt or 0 to 12 volt signals Battery Voltage Barometric Pressure The pressure of the outside air Controller Area Network Cylinder Head Temperature Closed Loop Closed Loop Multiplier The closed loop multiplier is a fast acting adjustment to the fuel delivery based on feedback from the H EGO The closed loop multiplier is expressed as a percentage and is not stored in the ECM s memory Fuel and timing modified based on feedback from the O2 sensor Drive by wire Digital Volts Ohms Meter Diagnostic Trouble Code A code that is stored in the ECM when an ECM initiated test fails Engine Coolant Temperature Engine Control Module The computer that controls the fuel and ignition system on the engine See HO2S Foot Pedal Position Heated
19. and retest Injectors System will be rich if an injector fails in an open manner Refer to Diagnostic Aids below Ignition noise An open ground circuit to or in the ignition system or ECM may cause EMI noise Faulty Cam and or Crank position sensors can also cause EMI noise This noise can be interpeted by the ECM as ignition pulses and the sensed rpm becomes higher than the actual speed The ECM delivers too much fuel causing the system to go rich MAP Sensor An output that causes the ECM to register a higher manifold pressure than normal can cause the system to go rich Disconnecting the MAP Sensor will allow the ECM to set a default value for MAP Substitute a known good MAP Sensor if the rich condition is improved while the sensor is disconnected MAT Sensor Check for a shifted sensor that could cause the ECM to sense too cold of incoming air This will cause a rich exhaust condition ECT Sensor Check for a shifted sensor that could cause the ECM to sense engine temperature colder than it actually is This could cause a rich exhaust condition TP 6215 2 08 65 DTC 224 Closed Loop Multiplier Low LPG Sensor Sensor Ground To System Power Relay To Engine Ground Heated Oxygen Sensor Check Condition Engine Running Fault Condition Closed Loop multiplier out of range at limit of 35 MIL Disabled Adaptive Enabled Closed Loop Enabled The HO2S sensor is used to determine if the fue
20. 08 TP 6215 2 08 DTC 516 RAM Failure Key On Engine Running System Data Mode Check all power and Cigar System F ult ground circuits to ECM Yes Does DTC 516 reset with engine idling Are all circuits ok Fault is intermittent Repair wiring to ECM and retest Yes Replace ECM with known good part and retest 163 DTC 521 CAN Com Error NOTE The details of this fault are yet to be determined 164 TP 6215 2 08 TP 6215 2 08 This page intentionally left blank 165 DTC 531 External 5V Ref Lower Than Expected LT GRN R External 5V reference Check Condition Cranking with battery voltage greater than 8 volts and engine running Fault Condition 5V reference voltage lower than 4 6 volts MIL On during active fault and for 2 seconds after active fault Adaptive Disabled during active fault Closed Loop Enabled The External 5 Volt supply powers some of the sensors and other components in the system The accuracy of the 5 Volt supply is very important to the accuracy of the sensors and therefore controlled by the ECM The ECM monitors the 5 volt supply to determine if it is overloaded shorted or otherwise out of specification This fault will set if the 5 Volt reference is below 4 6 volts 166 TP 6215 2 08 DTC 531 External 5V Ref Lower Than Expected Key on Engine Running System
21. 5 Injector Driver 6 Injector Driver 7 Injector Driver Injector coil shorted Check Condition Key on and engine running Fault Condition Battery voltage at ECM less than 16 volts and injector low side greater than 4 volts for 10 injector firings MIL On during active fault and for 5 seconds after active fault Adaptive Enabled Closed Loop Enabled Injector Driver 2 fires the injector for the 2 nd cylinder in the firing order This fault will set if the ECM detects 10 injector firings with the internal driver sense voltage greater than 4 volts while the injector is in the on state and battery voltage is less than 16 volts 126 TP 6215 2 08 DTC 414 Injector 2 Shorted Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 2nd injector in thr firing order Using a high impedance DVOM measure the resistance between pins of the injector Clear system fault Yes Disconnect the harness connector from the ECM Does DTC 414 reset with engine idling A R Yes Using the DVOM check from pin 17 ia ne or more at the ECM connector to the BR G wire in the injector connector for a short to No voltage No Fault is intermittent Replace the injector Yes Is a short present No Faulty injector or Repair short to voltage in harness Faulty ECM TP 6215 2 08 127 DTC 415 Injector Driver 3 Open ECM
22. 6215 2 08 19 DTC 112 IAT Low Voltage Signal 5 volts Sensor Ground ECM Intake Air Temperature Check Condition Cranking or Running Fault Condition IAT Sensor voltage less than 0 05 MIL On during active fault and for 2 seconds after active fault Adaptive Disabled during active fault Closed Loop Enabled and allowed to stay at limit if needed will still set limit fault The Intake Air Temperature sensor is a thermistor temperature sensitive resistor located in the intake manifold of the engine It is used to monitor incoming air and the output in conjunction with other sensors is used to determine the airflow to the engine The ECM provides a voltage divider circuit so that when the air is cool the signal reads higher voltage and lower when warm The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow and influenced more by the ECT CHT at low airflow It is used to monitor incoming air and the output in conjunction with other sensors is used to determine the airflow to the engine This fault will set if the signal voltage is less than 0 05 volts anytime the engine is cranking or running The ECM will use a default value for the IAT sensor in the event of this fault 20 TP 6215 2 08 DTC 112 IAT Low Voltage Key On System Data Mode Does DST display IAT Key Off voltage of 0 05 volt or less Disconnect IAT sensor from harness
23. Analog Return Ignition Coil Driver 5 Primary Coil shorted Check Condition Key On and engine running Fault Condition Battery voltage at ECM less than 16 volts and adaptive dwell less than allowed for 10 coil firings MIL On for active fault and for 5 coil firings after active fault Adaptive Disabled for the remainder of the key on cycle Closed Loop Disabled during the active fault Coil driver 5 fires the 5th cylinder in the firing order This fault will set if the ECM detects 10 coil firings in which the adaptive dwell is less allowed and battery voltage is less than 16 volts The purpose of this fault is to detect a short to ground in the harness or internally to the primary coil 106 TP 6215 2 08 DTC 324 Coil Driver 5 Shorted Key On Engine Running System Data Mode Key Off Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pins C amp D on the ignition coil Clear system fault tes Does the DVOM Yes display a resistance of 0 5 Ohms or more Does DTC 324 reset with engine idling No No Fault is intermittent Replace the coil Repair short to ground in harness TP 6215 2 08 Disconnect harness connector from the ECM Check between pin 3 of the ECM connector and pin C of the coil connector for a short to ground NOTE Perform this test using a DVOM and check one pin
24. Check the wiring and electrical connections between the ECM and the camshaft position sensor NOTE reversed wires one wire having a poor connection or a bad system ground are most frequently the cause of this fault Yes Is the wiring OK Repair the wiring harness TP 6215 2 08 Bad camshaft sensor or Bad sensor trigger wheel or Bad ECM 55 DTC 145 Camshaft Sensor Noise ECM 5 volts Camshaft Trigger Wheel Sensor Camshaft position sensor Check Condition Cranking or Running Fault Condition One invalid cam re sync MIL On for active fault and for 10 seconds after active fault Adaptive Disabled for the remainder of the key on cycle Closed Loop Enabled The camshaft position sensor is used to determine which cylinder to fire This fault will set if the ECM detects erroneous pulses from the camshaft position sensor causing invalid cam re sync 56 TP 6215 2 08 DTC 145 Camshaft Sensor Noise Check for faulty power or ground circuits to ECM Verify spark system integrity Insure spark plugs at proper gap Are circuits OK Insure plug boots and connectors are in good condition Check Camshaft position sensor and Camshaft trigger wheel for damage or signs of contact Repair faulty circuits and clear DTC 145 Retest Is spark system and Consult Factory Technical cam crank sensors and Service Department wheels OK Re
25. Fault Mode Wire connected to terminal 50 at the ECM is partially or completely shorted Yes to ground gt or Faulty Sensor or Faulty ECM Does DST display DTC 531 No Intermittant Problem TP 6215 2 08 DTC 532 External 5 V Ref Higher Than Expected LT GRN R External 5V reference Check Condition Cranking with battery voltage greater than 8 volts or engine running Fault Condition 5V reference voltage higher than 5 4 volts MIL On during active fault and for 2 seconds after active fault Adaptive Disabled during active fault Closed Loop Enabled The External 5 Volt supply powers some of the sensors and other components in the system The accuracy of the 5 Volt supply is very important to the accuracy of the sensors and therefore control by the ECM The ECM to determine if they are overloaded shorted or otherwise out of specification monitors the 5 Volt supply This fault will set if the 5 Volt reference is above 5 4 volts 168 TP 6215 2 08 DTC 532 External 5V Ref Higher Than Expected Key on Engine Running System Fault Mode Wire connected to terminal 50 at the V ECM is shorted to battery voltage S or Does DST display gt DTC 532 Poor ae Ground Faulty ECM No Intermittant Problem TP 6215 2 08 DTC 555 RTI 2 Loss Microprocessor Engine Control Module Check Condition Key on Fault Con
26. Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 1 cylinder injector Clear system fault Using a high impedance DVOM measure the resistance between pins of the injector Disconnect the harness connector from the ECM Does DTC 412 reset with engine idling Yes Pa rE of Using the DVOM check from pin 16 EOS oE more at the ECM connector to the BR B wire in the injector connector for a short to No voltage No Fault is intermittent Replace the injector Yes Is a short present Repair short to voltage in harness Faulty injector or Faulty ECM TP 6215 2 08 123 DTC 413 Injector Driver 2 Open ECM O B Injector Power Injector Driver 1 Injector Driver 2 Injector Driver 3 Injector Driver 4 Injector Driver 5 Injector Driver 6 Injector Driver 7 Injector Driver Injector coil open or driver circuit short Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 9 volts and injector low side less than 4 volts for 10 injector firings MIL On for active fault and for 5 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Injector Driver 2 fires the injector for the ond cylinder in the firing order This fault will set if the ECM detects low feedback voltage on the inter
27. Key On Engine Running System Data Mode Key Off Disconnect harness connector from the ECM Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pin 5 of the ECM connector and pin C of the coil connector Clear system fault Yes Does DTC 331 reset with engine idling Yes Using the DVOM measure the resistance between pins C amp D on the ignition coil Does the DVOM display a resistance of 5 0 Ohms or less No No Fault is intermittent Does the DVOM display a resistance of 5 0 Ohms or less Find and repair the open Yes in the harness Faulty connection at ECM or coil or Replace faulty coil Faulty ECM TP 6215 2 08 113 DTC 332 Coil Driver 7 Shorted Harness connector on valve cover Power Ground Analog Return Ignition Coil Driver 7 Primary Coil shorted Check Condition Key On and engine running Fault Condition Battery voltage at ECM less than 16 volts and adaptive dwell less than allowed for 10 coil firings MIL On for active fault and for 5 coil firings after active fault Adaptive Disabled for the remainder of the key on cycle Closed Loop Disabled during the active fault Coil driver 7 fires the 7th cylinder in the firing order This fault will set if the ECM detects 10 coil firings in which the adaptive dwell is less allowed and battery
28. Mode Does DST display TPS2 voltage of 4 8 volts or greater with the throttle closed Yes Ignition Off Disconnect Throttle Connector Ignition On No Slowly depress FP while observing TPS2 voltage NOTE To sweep throttle on stationary applications go to DBW page and type desired throttle opening in the FPP1 box Yes Does DST display TPS2 voltage less than 0 2 volts No Yes Does TPS2 voltage ever exceed 4 8 volts TPS2 signal circuit shorted to voltage or Faulty ECM No Probe sensor ground circuit on harness ECM side bk It grn with test light connected to battery voltage Intermittent Problem Does test light come on Open sensor ground circuit or Faulty ECM TP 6215 2 08 Faulty Connection or Faulty Throttle 187 DTC 634 TPS 2 Signal Voltage Low Sensor Ground 5 VOLTS ECM Throttle Position Sensor 2 Check Condition Cranking or Running Fault Condition TPS 2 sensor voltage less than 0 2 MIL On during active fault Engine Shut Down The Electronic Throttle has two counter acting Throttle Position sensors Two sensors are used for improved safety and redundancy The Throttle Position Sensor TPS2 uses a variable resistor to determine signal voltage based on throttle plate position and is located within the throttle Less opening results in
29. O B Injector Power Injector Driver 1 Injector Driver 2 Injector Driver 3 Injector Driver 4 Injector Driver 5 Injector Driver 6 Injector Driver 7 Injector Driver Injector coil open or driver circuit short Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 9 volts and injector low side less than 4 volts for 10 injector firings MIL On for active fault and for 5 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Injector Driver 1 fires the 1 cylinder injector This fault will set if the ECM detects low feedback voltage on the internal injector while the injector drive circuit is in the off state and battery voltage is greater than 9 volts 120 TP 6215 2 08 DTC 411 Injector Driver 1 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 1 cylinder injector Using a high impedance DVOM measure the resistance between pins on the injector Clear system fault Does DTC 411 reset with engine idling Does the DVOM Yes display a resistance of 16 Ohms or less Fault is intermittent Replace the injector Yes Repair short to ground in harness or Measure resistance from the BR B wire in the injector connector to battery ground and then to analog ground in the harnes
30. Ohms or less Fault is intermittent Does the DVOM display a resistance of 5 0 Ohms or less Replace the injector Yes Repair short to ground in harness or Faulty ECM if shorted to analog ground and harness is Disconnect the harness connector ok from the ECM Using the DVOM measure the resistance from the injector connector to pin 2 on the harness connector Does the DVOM display a resistance of 5 0 Ohms or less Yes Faulty connection at injector or ECM or Faulty ECM Repair open in harness TP 6215 2 08 145 DTC 432 Injector Driver 7 Shorted ECM Injector Power Injector Driver 1 Injector Driver Injector Driver Injector Driver 5 Injector Driver i pe d Injector Driver 8 Ed Injector coil shorted Check Condition Key on and engine running Fault Condition Battery voltage at ECM less than 16 volts and injector low side greater than 4 volts for 10 injector firings MIL On during active fault and for 5 seconds after active fault Adaptive Enabled Closed Loop Enabled Injector Driver 7 fires the injector for the 7 ih cylinder in the firing order This fault will set if the ECM detects 10 injector firings with the internal driver sense voltage greater than 4 volts while the injector is in the on state and battery voltage is less than 16 volts 146 TP 6215 2 08 DTC 432 Injector Driver
31. a pressure transducer located in the intake air stream between the turbocharger and the throttle It is used to measure the pressure of air in the intake stream prior to the throttle The pressure reading is used in conjunction with other inputs to determine the airflow rate to the engine to aid in engine governing This fault will set if the TIP sensor voltage is ever less than 0 2 volts During this active fault the MIL will be illuminated 48 TP 6215 2 08 DTC 137 TIP Voltage Low Key On Engine Running System Data Mode Key Off Yes Disconnect TIP sensor from harness Jumper 5 volt supply circuit and TIP signal circuit together Key On Does DST display TIP voltage of 0 2 or less with engine idling No Intermittent Problem Yes Does DST display TIP voltage of 4 5 volts or greater No Probe TIP signal circuit with test light connected to battery voltage Yes Does DST display TIP voltage of 4 0 or greater No TIP signal circuit open or shorted to ground or Faulty ECM connection or Faulty ECM TP 6215 2 08 Poor connection or Faulty TIP 5 volt reference is open or shorted to ground or Faulty ECM connection or Faulty ECM 49 DTC 142 Crank Sync Noise ECM 5 volts Crankshaft Position sensor Check Condition Engine running Fault Condition 1 invalid crank re syne MIL On during active fault and for 10 seconds
32. access to a laptop computer it is still possible to access the diagnostic trouble codes stored inthe memory of the system ECM using the information found in SB 650 Diagnostic Test Light for GM ECM Engines Diagnostics 9 Diagnostic Trouble Codes EDIS ECI Serial Communications File Page Flash CommPort Plot Log Help lai x ee E e Link error attempting reconnect Toggle Page F9 Connected at 19200 bps T Toggle Test Cell F10 FaultAccess miL System States DBW Variables Injector Injectoron _Injector off z Coil Number Spark Col Number low side low side Engine Speed 1401 ipm Run Mode Running TPS command ao firing order dwellms fring order voltage voltage Manifold Pressure psia Fuel Type Gasoline TPS position a1 1 424 1 D2 140 Coolant Temperature 1950 degF FuelContolMode CLActve FPP command a0 2 Loa 2 orf 145 Cylinder Head Temp 1950 degF Govemor switch state Gova FPP position 00 3 0 00 3 f of 145 Manifold Temperature 1075 degF Active governor type Mn TPS1 voltage 0484 volts 4 o2f 145 Intake Air Temperature 1067 deg F Active governor made Droop TPS2 voltage 4 477 volts 5 oof oo Vbat 139 vots Brake inputlevel Open FPP1 voltage 0 442 vols 6 oof 00 Vew 137 volts Oil presswestte OK FPP2 voltage 0 000 volts Hour meter 2843 hours IVS voltage 5 000 volts Cumulative starts 13 starts Closed Loop Convo Digital input Voltages Diagnostic Modes EGO
33. at a time to battery ground Yes Is circuit shorted No Faulty coil or Faulty ECM 107 DTC 325 Coil Driver 6 Open Harness connector on valve cover Power Ground Analog Return Ignition Coil Driver 6 Primary Loop open or low side short to ground Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 11 volts and dwell greater than allowed for 10 coil firings MIL On for active fault and for 3 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Coil driver 6 fires the 6th cylinder in the firing order This fault will set if the ECM detects 10 coil firings which require the adaptive dwell to be greater than allowed with the battery voltage above 11 volts The purpose of this fault is to detect an open or high impedance circuit to the coil or an open primary coil 108 TP 6215 2 08 DTC 325 Coil Driver 6 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the ECM Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pin 4 of the ECM connector and pin C of the coil connector Clear system fault Yes Does DTC 325 reset with engine idling Yes Using the DVOM measure the resistance between pins C amp D on the i
34. cycle Closed Loop Enabled Power Derate level 2 until fault is cleared manually The ECM has checks that must be satisfied each time an instruction is executed Several different things can happen within the microprocessor that will cause this fault The ECM will reset itself in the event this fault is set and the MIL will be on until the code is cleared This fault should be erased after diagnosis by removing battery power It will not self erase During this active fault Power Derate level 2 will be enforced When this is enforced maximum throttle position will be 20 This is enforced until the fault is manually cleared 172 TP 6215 2 08 TP 6215 2 08 Key On Engine Running System Data Mode Clear System Fault Does DTC 556 reset with engine idling Fault is intermittent DTC 556 RTI 3 Loss Check all power and ground circuits to ECM Yes Are all circuits ok Repair wiring to ECM and retest Replace ECM with known good part and retest 173 DTC 611 FPP High Voltage FPP 5 volts LG R DB Signal BK LG Sensor Ground Foot Pedal Position Check Condition Key On Fault Condition FPP1 sensor voltage exceeds 4 8 MIL On during active fault and flashing at 2 Hz twice per second after active fault for the remainder of the key on cycle Adaptive Enabled Closed Loop Enabled Power De
35. fault is cleared manually The ECM has checks that must be satisfied each time an instruction is executed Several different things can happen within the microprocessor that will cause this fault The ECM will reset itself in the event this fault is set and the MIL will be on until the code is cleared This fault should be erased after diagnosis by removing battery power It will not self erase During this active fault Power Derate level 2 will be enforced When this is enforced maximum throttle position will be 20 This is enforced until the fault is manually cleared 156 TP 6215 2 08 TP 6215 2 08 DTC 513 A D Loss Key On Engine Running System Data Mode Yes Does DTC 513 reset with engine idling Fault is intermittent Clear System Fault gt Check all power and ground circuits to ECM Are all circuits ok Repair wiring to ECM and retest Yes Replace ECM with known good part and retest 157 DTC 514 RTI 1 Loss ECM Microprocessor Engine Control Module Check Condition Key on Fault Condition Internal microprocessor error MIL On until code is cleared by technician Adaptive Disabled for the remainder of the key on cycle Closed Loop Enabled Power Derate level 2 until fault is cleared manually The ECM has checks that must be satisfied each time an instruction is executed Several different t
36. rpm is greater than 1000 and Power Derate 1 will be enforced During this fault maximum throttle position is 50 and the MIL light will flash twice per second 22 TP 6215 2 08 DTC 113 IAT Higher Than Expected 1 Diagnostic Aids This fault will set when inlet air is much hotter than normal The most common cause of high inlet air temperature is a problem with the routing of inlet air Ensure inlet plumbing sources are external or cool inlet air and is not too close to exhaust at any point Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in If no other problem can be found replace the IAT sensor with a known good part and retest TP 6215 2 08 23 D TC 114 IAT Higher Than Expected 2 Signal 5 volts Sensor Ground ECM Intake Air Temperature Check Condition Engine Running Fault Condition Intake Air Temperature greater than 220 deg F and engine rpm greater than 1000 MIL On for active fault and for 15 seconds after active fault Adaptive Disabled during active fault Closed Loop Enabled Engine Shut Down The Intake Air Temperature sensor is a thermistor temperature sensitive resistor located in the intake manifold of the engine It is used to monitor incoming air and the output in conjunction with other sensors is used to determine the airflow to the engine The ECM provides a voltage divider circuit so that when the air is cool the si
37. temperature by idling for 2 minutes Is HO2S voltage fixed Yes Check wiring harness and connections for open circuit or poor connections from ECM to HO2S Sensor between 0 4 and 0 5 volts No Check power and ground to HO2S heater circuit Yes are circuits ok Repair wiring harness and retest TP 6215 2 08 Is harness ok Repair wiring harness Replace HO2S Sensor and retest Replace HO2S Sensor 61 DTC 221 Closed Loop Multiplier High qasoline Sensor Sensor Ground Heater To System Power Relay To Engine Ground Heated Oxygen Sensor Functional Fault Closed Loop multiplier out of range at limit of 35 MIL On during active fault Adaptive Enabled Closed Loop Enabled The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier This fault sets if the Closed Loop multiplier exceeds the limits of normal operation When the multiplier cannot correctly modify the fuel flow within its limits the limit is enforced 62 TP 6215 2 08 DTC 221 Closed Loop Multiplier High gasoline Note if any other DTCs are present diagnose those first Key On Engine Running System Data Mode
38. the throttle as a percentage FPP volts display the voltage that the ECM is reading from the FPP sensor TPS Command displays the commanded throttle position expressed as a percentage which is being sent to the throttle TPS Position is the actual percent of throttle opening being sent to the ECM from the throttle TPS volts display the actual TPS signal voltage the ECM is receiving from the throttle 16 TP 6215 2 08 Diagnostic Trouble Codes DTC Summary Intake Air Temperature IAT High Voltage Coil Driver 8 Open Intake Air Temperature IAT Low Voltage Coil Driver 8 Shorted Intake Air Temp IAT Higher Than Expected 1 Injector Driver 1 Open Intake Air Temp IAT Higher Than Expected 2 Injector Driver 1 Shorted Oil Pressure Low Injector Driver 2 Open Cylinder Head Temperature CHT Engine Coolant Temperature ECT High Voltage Cylinder Head Temperature CHT Engine Coolant Temperature ECT Low Voltage Engine Coolant Temperature ECT Higher Than Expected 1 Engine Coolant Temperature ECT Higher Than Expected 2 Manifold Air Pressure MAP High Pressure Manifold Air Pressure MAP Low Voltage Barometric Pressure BP High Pressure Barometric Pressure BP Low Pressure Throttle Inlet Pressure TIP Voltage High Throttle Inlet Pressure TIP Voltage Low Crank Sync Noise Never Crank Synced at Start Camshaft Sensor Loss
39. the throttle which use variable resistors to determine signal voltage based on throttle plate position TPS1 will read low voltage when closed and TPS2 will read high voltage when closed The TPS1 and TPS2 percentages are calculated from these voltages Although the voltages are different the calculated values for the throttle position percentages should be very close to the same The TPS values are used by the ECM to determine if the throttle is opening as commanded This fault will set if the throttle command is 20 less than the actual throttle position During this active fault the MIL light will be on and the engine will shut down 196 TP 6215 2 08 DTC 638 Throttle Unable To Close Key On Engine Off DBW Throttle Test Mode Move FP until throttle command is 32 37 NOTE To sweep throttle on stationary applications go to DBW page and type desired throttle opening in the FPP1 box Is TPS 1 voltage greater than 2 0 volts Intermittent Problem TP 6215 2 08 Yes Ignition Off Disconnect Throttle Connector Ignition On Probe sensor ground circuit on harness ECM side bk It grn with test light connected to battery voltage Does DST display TPS1 voltage less than 0 2 volts TPS1 signal circuit shorted to power or Faulty ECM Foreign object not allowing Throttle to close or Faulty Throttle connection or Faulty Throttle or Faulty ECM
40. use a CHT Cylinder Head Temperature sensor that is located in the coolant in the cylinder head If the engine is equipped with an ECT sensor then the CHT value is estimated If equipped with a CHT sensor then the ECT value is estimated They are used in the engine airflow calculation and to enable features The ECM provides a voltage divider circuit so that when the coolant is cool the signal reads higher voltage and lower when warm This fault will set if the signal voltage is greater than 4 95 volts anytime the engine is running The ECM will use a default value for the CHT ECT sensor in the event of this fault 30 TP 6215 2 08 DTC 121 CHT ECT High Voltage Key On System Data Mode Does DST display CHT ECT voltage of 4 95 or greater No Intermittent Problem TP 6215 2 08 Yes Key Off Disconnect CHT ECT sensor from harness Jumper harness terminals together Key On Yes Does DST display CHT ECT voltage of 0 05 or less No Jumper CHT ECT sensor signal to ground Yes Does DST display CHT ECT voltage of 0 05 or less No Open sensor signal circuit or Faulty ECM connection or Faulty ECM Faulty connection or Faulty CHT ECT sensor Open CHT ECT ground circuit or Faulty ECM connection or Faulty ECM 31 DTC 122 CHT ECT Low Voltage Sensor Ground ECM Engine Coolant Temperature Check Condition Engine Ru
41. 11 volts and dwell greater than allowed for 10 coil firings MIL On for active fault and for 3 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Coil driver 5 fires the 5 i cylinder in the firing order This fault will set if the ECM detects 10 coil firings which require the adaptive dwell to be greater than allowed with the battery voltage above 11 volts The purpose of this fault is to detect an open or high impedance circuit to the coil or an open primary coil 104 TP 6215 2 08 DTC 323 Coil Driver 5 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the ECM Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pin 3 of the ECM connector and pin C of the coil connector Clear system fault Yes Does DTC 323 reset with engine idling Yes Using the DVOM measure the resistance between pins C amp D on the ignition coil Does the DVOM display a resistance of 5 0 Ohms or less No No Fault is intermittent Does the DVOM display a resistance of 5 0 Ohms or less Find and repair the open Yes in the harness Faulty connection at ECM or coil or Replace faulty coil Faulty ECM TP 6215 2 08 105 DTC 324 Coil Driver 5 Shorted Harness connector on valve cover Power Ground
42. 6215 2 08 Introduction This manual has been reprinted by the generator set manufacturer with the permission of the ECM supplier This manual is a reproduction of the ECM supplier s publication and contains information pertaining to industrial generator set engines Some information pertains to other applications of the engine The accuracy and completeness of information is the sole responsibility of the ECM supplier The descriptions and specifications contained in this manual were in effect at the time the book was released by the ECM supplier The generator set manufacturer and the ECM supplier reserve the right to discontinue models or change specs or design at any time without notice and without incurring obligation Introduction 5 Cautions and Notices Caution Notice and Important Definition The diagnosis and repair procedures in the GM Powertrain Service Manual contain both general and specific Cautions Notices and Importants GM Powertrain is dedicated to the presentation of service information that helps the technician diagnose and repair the systems necessary for the proper operation of the equipment however certain procedures may present a hazard to the technician if they are not followed in the recommended manner Cautions Notices and Importants are elements designed to prevent these hazards however not all hazards can be foreseen This information is placed at strategic locations within the service manual
43. 7 Shorted Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 7th injector in the firing order Using a high impedance DVOM measure the resistance between pins of the injector Clear system fault Disconnect the harness connector from the ECM Using the DVOM check from pin 2 at Does DTC 432 reset with engine idling Does the DVOM display a resistance of 5 Ohms or more Yes the ECM connector to the T W wire in the injector connector for a short to voltage No No Fault is intermittent Replace the injector Yes Is a short present Repair short to voltage in harness Faulty injector or Faulty ECM TP 6215 2 08 147 DTC 433 Injector Driver 8 Open ECM Injector Power Injector Driver 1 Injector Driver Injector Driver Injector Driver 5 Injector Driver i pe d Injector Driver 8 Ed Injector coil open or driver circuit short Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 9 volts and injector low side less than 4 volts for 10 injector firings MIL On for active fault and for 5 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Injector Driver 8 fires the injector for the 8 ih cylinder in the firing order This fault will set if the ECM detects low feedback vol
44. I 0592 volts Fuel select voltage 10 4 volts Spark kil Normal v Closed loop 1 E x Fuel pump voltage 738 volts Nomal _ v Adaptive 1 00 x Gov1 voltage 206 volts of v H mne vote Gov2 voltage 20 6 volts Overspeed voltage 7 50 volts Flight Data SnapShot SnapShot Closed loop 2 Loa Bate Base stom Adaptive 2 10 x WIE MEE 5 0 volts Definitions Definitions Definitions fiom Jiuel_state EMPTY mP funme EMPTY Historic Faults Active Faults FPPect fm o Y Double click fault for information Double click fault for information TPS_pct MAP EMPTY amm aO ee j MAP voltage low ECT voltage high Cem jar TETA E IAT voltage high Ma lemm my ECT voltage high Pw avg CL_BM2 EMPTY a 5_BMT A_BMt hem pem o Vbat Flight Data FPP pat Custom TPS_pct Definitions EGOI_vols EMPTY EGO2_voks EMPTY PW_avg AMC _ HM_hours The System Fault screen is used to view and clear DTC s that have been set Checking Diagnostic Trouble Codes The System Fault screen contains a listing of all of the historic and active DTC s set within the system If a DTC is stored in memory the screen will display that fault in the History column If the fault is active it will also show up in that column Clearing Diagnostic Trouble Codes To clear a DTC from memory use the arrow keys or mouse Press the Enter key to clear the fault from memory Note Record faults before erasing them for reference during diagnostics 10 TP 6215 2 08 Gauges Screen
45. L On for active fault and for 5 coil firings after active fault Adaptive Disabled for the remainder of the key on cycle Closed Loop Disabled during the active fault Coil driver 1 fires engine cylinder number 1 This fault will set if the ECM detects 10 coil firings in which the adaptive dwell is less allowed and battery voltage is less than 16 volts The purpose of this fault is to detect a short to ground in the harness or internally to the primary coil 90 TP 6215 2 08 DTC 312 Coil Driver 1 Shorted Key On Engine Running System Data Mode Key Off Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pins C amp D onthe ignition coil Clear system fault Disconnect harness connector from the ECM Check between pin 27 of the ECM wes Does the DVOM Yes 3 display a resistance of connector and pin C of the coil 0 5 Ohms or more connector for a short to ground Does DTC 312 reset with j NOTE Perform this test using a engine idling DVOM and check one pin at a time to battery ground No No Fault is intermittent Yes Is circuit shorted Replace the coil No Faulty coil Repair short to ground in harness or Faulty ECM TP 6215 2 08 91 DTC 313 Coil Driver 2 Open Harness connector on valve cover Power Ground A Ht oon ES e e E a Analog Return 49
46. M Injector Power Injector Driver Injector Driver Injector Driver 4 Injector Driver Injector Driver 7 Injector Driver Injector coil shorted Check Condition Key on and engine running Fault Condition Battery voltage at ECM less than 16 volts and injector low side greater than 4 volts for 10 injector firings MIL On during active fault and for 5 seconds after active fault Adaptive Enabled Closed Loop Enabled Injector Driver 6 fires the injector for the 6 cylinder in the firing order This fault will set if the ECM detects 10 injector firings with the internal driver sense voltage greater than 4 volts while the injector is in the on state and battery voltage is less than 16 volts 142 TP 6215 2 08 DTC 426 Injector Driver 6 Shorted Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 6th injector in the firing order Clear system fault J g Using a high impedance DVOM measure the resistance between pins of the injector Does DTC 426 reset with engine idling Disconnect the harness connector from the ECM Yes Using the DVOM check from pin 1 at Does the DVOM display a resistance of 5 Ohms or more the ECM connector to the T LB wire in the injector connector for a short to voltage No No Fault is intermittent Replace the injector Yes Is a short present Repair short to voltage in
47. Oxygen Sensor Intake Air Temperature Idle Validation Switch Manifold Absolute Pressure The pressure of the air in the intake manifold Manifold Air Temperature The temperature of the air in the intake manifold Malfunction Indicator Light A dash mounted light that illuminates when the ECM senses a system fault Milliseconds 1 1000 of a second Fuel and timing based strictly on tables stored in the ECM Pounds per square inch absolute 14 7 psia 0 psig Random Access Memory The portion of computer memory within the ECM which changes as the engine is running and is stored while the engine is off Throttle Position Sensor The throttle position sensor measures the opening of the throttle Appendix 205 Notes 206 Appendix TP 6215 2 08 TP 6215 2 08c
48. TIVE All DTC s are stored as historical faults until they are cleared All DTC s except the ECM related DTC s will automatically clear from memory ifthe DTC does not reset within 50 consecutive engine run cycles While a DTC is current for a sensor the ECM may assign a default limp home value and use that value in its control algorithms All of the system diagnostic self tests run continuously during normal operation The DTC s can be read by using either the diagnostic test light or a laptop computer Refer to ECM System Diagnostics with Laptop and ECM System Diagnostics with Jumper located in this section DTC s can be cleared from memory with a laptop computer or by placing the diagnostic test switch in the OFF position and removing the system main power fuse or battery cable for 15 seconds If more than one DTC is detected always begin with the lowest number DTC and diagnose each problem to correction unless directed to do otherwise by the fault tree The DTC s are numbered in order of importance For example having DTC 112 and DTC 122 both concerning the oxygen sensor is possible By repairing DTC 112 first the problem causing the DTC 122 may also be corrected TP 6215 2 08 ECM System Diagnostics with Laptop A laptop computer is the preferred tool for performing diagnostic testing of the system A laptop computer with the system diagnostic cable and diagnostic software is used to read andclear DTC s Iti
49. Warm engine to normal operating temperature by idling for a minimum of 2 minutes Does DST display HO2S voltage fixed below 0 35 after 2 minutes of run Refer to Diagnostic Aids below Intermittent Problem Diagnostic Aids Oxygen Sensor Wire Sensor wires may be mispositioned and contacting the exhaust Check for short to ground between harness and sensor and on sensor harness Vacuum Leaks Large vacuum leaks can cause a lean exhaust condition at light load Injectors System will be lean if an injector driver or driver circuit fails The system may also be lean if an injector fails in a closed manner or is dirty Refer to Injector Driver Test Mode and PSI injector cleaning procedure Fuel Pressure System will be lean if fuel pressure is too low during certain operating conditions If fuel pressure is suspected the pressure may be tested in the in the injector manifold during operating conditions with a gauge Air in Fuel If the fuel return is too close to the fuel pickup in the fuel tank air may be entrained into the fuel supply to the pump This air will cause a lean condition and driveability problems Exhaust Leaks If there is an exhaust leak outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition especially during light load conditions Ground Problem ECM grounds must be good engine or battery grounds Faulty grounds may
50. ace the injector Yes Repair short to ground in harness or Does the DVOM display a resistance of 5 0 Ohms or less Faulty ECM if shorted to analog ground and harness is OK Yes Disconnect the harness connector from the ECM Using the DVOM measure the resistance from the injector connector to pin 29 on the harness connector Does the DVOM Faulty connection at injector or ECM or Faulty ECM TP 6215 2 08 display a resistance of 5 0 Ohms or less Repair open in harness 129 DTC 416 Injector Driver 3 Shorted ECM Injector Power Injector Driver 1 Injector Driver 2 Injector Driver 3 Injector Driver 4 Injector Driver 5 Injector Driver 6 Injector Driver 7 Injector Driver Injector coil shorted Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 9 volts and injector low side greater than 4 volts for 10 injector firings MIL On for active fault and for 5 seconds after active fault Adaptive Enabled Closed Loop Enabled Injector Driver 3 fires the injector for the 3 rd cylinder in the firing order This fault will set if the ECM detects 10 injector firings with the internal driver sense voltage greater than 4 volts while the injector is in the on state and battery voltage is less than 16 volts 130 DTC 416 Injector Drive
51. after active fault Adaptive Disabled for the remainder of the key on cycle Closed Loop Enabled The Crankshaft Position sensor is a magnetic transducer mounted on the engine block adjacent to a pulse wheel located on the crankshaft It determines crankshaft position by monitoring the pulse wheel The Crankshaft Position sensor is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems The ECM must see a valid Crankshaft position signal while running If no signal is present for 800ms or longer this fault will set 50 TP 6215 2 08 DTC 142 Crank Sync Noise Check the wiring and electrical connections between the ECM and the crankshaft position sensor Bad system ground or Yes Bad crankshaft sensor gt or Bad sensor trigger wheel or Bad ECM Is the wiring OK Repair the wiring harness TP 6215 2 08 52 DTC 143 Never Crank Synced At Start ECM 5 volts Crank Crank Sensor Crank Crankshaft Position Sensor Check Condition Engine cranking or running Adaptive Enabled Fault Condition 4 cranking revs without sync and engine rpm greater than 90 MIL On during active fault Closed Loop Enabled The Crankshaft position sensor is a magnetic transducer mounted on the engine block adjacent to a pulse wheel located on the crankshaft It determines crankshaft position by monitoring the pulse wh
52. alidation switch Checks and cross checks are constantly conducted by the ECM to determine the validity of the signals The Idle Validation Switch IVS is a normally open contact idle that grounds closed contacts the IVS circuit to the ECM when the accelerator pedal is depressed more than the idle position This fault will set if the IVS is off idle closed and the FPP voltage is less than 0 6 volts During this fault Power Derate level 2 and the Low Rev Limit are enforced When these are enforced the maximum throttle position is 20 and the maximum engine speed is 1600 rpm These are enforced for the remainder of the key on cycle If the active fault is no longer present the MIL light will flash at 2 Hz for the remainder of the key on cycle This is a reminder that the Power Derate and Low Rev Limits are still enforced 180 TP 6215 2 08 DTC 614 FPP Lower Than IVS Limit Key On Engine Off System Data Mode Key Off Does DST display IVS OF Jumper IVS signal and IVS ground IDLE with the foot pedal in together on harness connector idle position Key On Intermittant Problem Does DST display IVS Faulty Foot Pedal ON 9 IVS signal circuit shorted to ground or Faulty ECM TP 6215 2 08 181 DTC 631 TPS 1 Signal Voltage High Sensor Ground 5 VOLTS ECM Throttle Position Sensor 1 Check Condition Cranking or Running Fault Condition TPS sensor voltage exceeds 4 8 MIL On d
53. and is designed to prevent the following e Serious bodily injury to the technician e Damage to the equipment e Unnecessary equipment repairs e Unnecessary component repairs e Improper repair or replacement equipment components Any caution or notice that appears in general information is referenced from the individual service categories Caution Definition When encountering a Caution you will be asked to take a necessary action or avoid a prohibited action Cautions are designed to prevent e Serious bodily injury to the technician e Serious bodily injury to other technicians in the workplace area e Serious bodily injury to the equipment operator if the equipment has been improperly repaired 6 Cautions and Notices Notice Definition Notices call special attention to a necessary action or to a prohibited action Notices are designed to prevent e Damage to the equipment e Unnecessary equipment repairs e Unnecessary component replacement e Improper operation or performance of the system or component under repair e Damage to any systems or components that are dependent upon the proper operation of the system or component under repair e Improper operation or performance of any systems or components that are dependent upon the proper operation or performance of the system or component under repair e Damage to fasteners basic tools or special tools e Leaks of coolant lubricant or other vital fl
54. arge vacuum leaks can cause a lean exhaust condition at light load Exhaust Leaks If there is an exhaust leak outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition especially during light load conditions Ground Problem ECM grounds must be good battery or engine grounds Faulty grounds may cause many unrelated problems as well Fuel System If fuel system is suspected check and adjust according to PSI guidelines If the Fuel System is operating to specification replace the HO2S sensor with a known good part and retest TP 6215 2 08 59 DTC 212 HO2S Open Inactive DG O 55 Sensor Sensor Ground Heater To System Power Relay To Engine Ground Heated Oxygen Sensor Check condition Engine running Fault condition HO2S cold persistently more than 120 seconds MIL On during active fault and for 1 second after active fault Adaptive Disabled during active fault Closed Loop Disabled during active fault The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier This fault will set if HO2S is cold non responsive or inactive for 120 seconds or longer 60 TP 6215 2 08 DTC 212 HO2S Open Inactive Key on Engine running System Data Mode Warm engine to normal operating
55. ation of system problems Diagnostic Test Light Most engine control system related problems that affect performance will set a Diagnostic Trouble Code DTC and illuminate the diagnostic test light referred to as the Malfunction Indicator Lamp MIL in the text The diagnostic test light has the following functions 1 It notifies the operator of a problem with the fuel system ignition system or emission control system so the operator can arrange for service as soon as possible 2 It will display DTC s that have been stored due to a system malfunction The lamp should come on when the diagnostic test switch is in the ON position and the engine is not running This feature verifies that the lamp is in proper working order Ifthe lamp does not come on repair it as soon as possible When the engine is in start or run mode the lamp should go off If the lamp illuminates while the engine is in the start or run mode there is a current DTC 8 Diagnostics Diagnostic Trouble Codes Diagnostic trouble codes are set when the Electronic Control Module ECM runs a diagnostic self test and the test fails When a DTC is set the ECM will illuminate the diagnostic test light and save the code in memory The ECM will continue to run the self test unless the DTC is an oxygen sensor lean oxygen sensor rich or an internal ECM related DTC If the system continues to fail the test the lamp will stay illuminated and the DTC is current AC
56. cause many unrelated problems as well If all tests are OK replace the HO2S sensor with a known good part and retest TP 6215 2 08 63 DTC 222 Closed Loop Multiplier Low gasoline Sensor Sensor Ground Heater Pawar Ralav To Engine Ground 1 Heated Oxygen Sensor Functional Fault Closed Loop multiplier out of range at limit of 35 MIL On during active fault and for one update after active fault Adaptive Enabled Closed Loop Enabled The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier This fault sets if the Closed Loop multiplier exceeds the limits of normal operation When the multiplier cannot correctly modify the fuel flow within its limits it is limited at 35 64 TP 6215 2 08 DTC 222 Closed Loop Multiplier Low gasoline NOTE If any other DTCs are present diagnose those first Key On Engine Running System Data Mode Warm engine to normal operating temperature by idling for a minimum of 2 minutes Does DST display HO2S voltage fixed above 0 7 after 2 minutes Intermittent Problem Diagnostic Aids Check harness for a short to 5V or 12V Yes Yes y Is harness OK No Repair harness
57. ce or more MIL On for remainder of key on cycle Adaptive Enabled Closed Loop Enabled Engine Shut Down There are 2 Throttle Position Sensors located within the throttle which use variable resistors to determine signal voltage based on throttle plate position TPS1 will read low voltage when closed and TPS2 will read high voltage when closed The TPS1 and TPS2 percentages are calculated from these voltages Although the voltages are different the calculated values for the throttle position percentages should be very close to the same The TPS values are used by the ECM to determine if the throttle is opening as commanded This fault will set if TPS1 is 20 or more higher than TPS2 At this point the throttle is considered to be out of specification or there is a problem with the TPS signal circuit During this active fault the MIL light will be on and the engine will shut down 190 TP 6215 2 08 DTC 635 TPS1 Higher Than TPS2 Key On Engine Off System Data Mode Yes Key Off Disconnect throttle from harness Is TPS1 and TPS2 difference more than 20 Key On DBW Test Mode No Connect each TPS1 signal to the Yes 5V reference at throttle connector Is the voltage for both TPS1 and TPS2 less than 0 1volts Intermittent Problem while observing TPS1 voltage Repeat for TPS2 No TPS the one over 0 1volts is shorted to voltage in the harness or Faulty ECM Yes Fa
58. ce per second 34 TP 6215 2 08 DTC 123 ECT Higher Than Expected 1 Key On System Data Mode Warm Engine to normal operating temperature then run engine above 650 rpm for 60 seconds Does DST display ECT temperature of 230 or greater with engine over 650 rpm Verify with temperture gauge that the engine coolant is over 225 deg F Intermittent Problem Check cooling system Does gauge indicate 225 deg or greater Repair cooling system Verify CHT ECT circuit replace CHT ECT sensor with known good part and retest TP 6215 2 08 35 DTC 124 ECT Higher Than Expected 2 Sensor Ground Engine Coolant Temperature Check Condition Engine Running Fault Condition Engine Coolant temperature reading or estimate greater than 250 deg F and engine rpm greater than 650 MIL On for active fault and for 15 seconds after active fault Adaptive Enabled Closed Loop Enabled and allowed to stay at limit will still set limit fault Engine Shut Down The Engine Coolant Temperature sensor is a thermistor temperature sensitive resistor located in the engine coolant Some engines use a CHT sensor that is located in the coolant in the cylinder head Some engines use an ECT Engine Coolant Temperature sensor that is located in the coolant near the thermostat If the engine is equipped with a CHT sensor then the ECT value is estimated If equipped with an ECT sensor than the CHT value is est
59. ced 178 TP 6215 2 08 DTC 613 FPP Higher Than IVS Limit Key On Engine Off System Data Test Mode Key Off Does DST display IVS Idle Yes with the foot pedal fully Disconnect pee Be from harness depressed ey No Does DST display IVS Faulty Foot Pedal Depress foot pedal until FPP oes Tal Sp ay aulty Foot Peda is between 1 1 and 1 3 volts B No IVS signal shorted to ground or Yes Bad ECM Does DST display IVS Idle No Faulty Foot Pedal Intermittant Problem TP 6215 2 08 179 DTC 614 FPP Lower Than IVS Limit ECM 5 volts FPP Signal Sensor Ground 5 volts l P Y Ei Foot Pedal Position Idle Validation Switch Check Condition Engine Cranking or Running Fault Condition IVS off idle and FPP voltage less than 0 6 volts MIL On during active fault and flashing at 2 Hz twice per second after active fault for remainder of key on cycle Adaptive Enabled Closed Loop Enabled Power Derate level 2 and Low Rev Limit enforced for remainder of key on cycle The engine load command to the ECM is determined by operator depression of the electronic foot pedal The ECM monitors the foot pedal position and controls the throttle to maintain the commanded power level Because a problem with the foot pedal signal can result in a higher or lower power than intended by the operator the pedal used with this control system incorporates a sensor with an idle v
60. ch its limit due to many causes Refer to the diagnostic aids below for assistance Diagnostic Aids Oxygen Sensor Wire Sensor may be mispositioned contacting the exhaust Check for short to ground between harness and sensor and on sensor harness Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load Injectors System will be lean if an injector driver or driver circuit fails The system will also be lean if an injector fails in a closed manner or is dirty Refer to the Injector Driver Test Mode and PSI cleaning procedure if an injector problem is suspected Fuel Pressure System will be lean if fuel pressure is too low during certain operating conditions If fuel pressure is suspected the pressure may be tested in the injector manifold during operating conditions with a gauge Air in Fuel If the fuel return is too close to the fuel pickup in the fuel tank air may be entrained into the fuel supply to the pump This air will cause a lean condition and driveability problems Exhaust Leaks If there is an exhaust leak outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition Fuel Quality A drastic variation in fuel quality may cause the system to be lean Ground Problem ECM grounds must be good battery ground Faulty grounds may cause many unrelated problems as well If all tests are OK replace the HO2S sensor with a known good part and retes
61. conds MIL On for active fault and for 5 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Enabled The battery voltage powers the ECM and must be measured to correctly operate injector drivers ignition coils etc This fault will set if the ECM detects voltage greater than 18 volts for 3 seconds at anytime the engine is cranking or running The adaptive learn is disabled due to the inability of the ECM to correctly time the injector openings The ECM will shut down with internal protection with more than 26 volts A fuse will then blow in the harness 86 TP 6215 2 08 DTC 262 System Voltage High Key On System Data Mode Start engine and run at greater than 1500 rpm Test battery voltage at battery Is battery voltage less than 18 volts Fault is intermittent Faulty Charging System or Faulty ECM TP 6215 2 08 DTC 311 Coil Driver 1 Open Harness connector on valve Power Ground Analog Return Coil Driver 1 To 12v relayed power Primary Loop open or low side short to ground Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 11 volts and dwell greater than allowed for 10 coil firings MIL On for active fault and for 3 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Coil driv
62. ctive fault Adaptive Enabled Closed Loop Enabled Engine Shut Down The Oil Pressure Switch is used to indicate a low pressure condition to the ECM Engine damage can occur if the engine is operated with low oil pressure The ECM uses an analog voltage input with an internal 5 volt reference If the oil pressure circuit is grounded the input voltage will be near zero If it is open the input will be near 5 volts This fault can be configured two different ways It may use a normally closed switch or a normally open switch If the switch is normally open the fault will set if the circuit becomes grounded If the switch is normally closed the fault will set if the circuit becomes open Go to the Fault page on Diagnostic Tool to determine how the input is configured Open is OK is normally open and Ground is OK is normally closed The engine will shut down in the event of this fault to help prevent possible damage 26 TP 6215 2 08 DTC 115 Oil Pressure Low Normally Closed Switch Clear DTC 115 Key On Engine Running System Data Mode Key Off Warm engine by idling until Disconnect harness from Oil Pressure Switch ECT is above 160 deg F or and ground LG BK wire at least 1 minute Clear DTC 115 Increase rpm above 1300 Start engine let idle for at least one minute and increase rpm s above 1300 Yes Does DTC 115 Reset and cause shutdown Oil pressure circuit open Yes or Does DTC 115 r
63. dition Internal microprocessor error MIL On until code is cleared by technician Adaptive Disabled for the remainder of the key on cycle Closed Loop Enabled Power Derate level 2 until fault is cleared manually The ECM has checks that must be satisfied each time an instruction is executed Several different things can happen within the microprocessor that will cause this fault The ECM will reset itself in the event this fault is set and the MIL will be on until the code is cleared This fault should be erased after diagnosis by removing battery power It will not self erase During this active fault Power Derate level 2 will be enforced When this is enforced maximum throttle position will be 20 This is enforced until the fault is manually cleared 170 TP 6215 2 08 DTC 555 RTI 2 Loss Key On Engine Running System Data Mode Clear System Fault Yes Does DTC 555 reset Check all power and ground circuits to ECM with engine idling No Fault is intermittent TP 6215 2 08 Are all circuits ok Repair wiring to ECM and retest Yes Replace ECM with known good part and retest 171 DTC 556 RTI 3 Loss Microprocessor Engine Control Module Check Condition Key on Fault Condition Internal microprocessor error MIL On until code is cleared by technician Adaptive Disabled for the remainder of the key on
64. ector Driver 6 fires the injector for the 6 cylinder in the firing order This fault will set if the ECM detects low feedback voltage on the internal injector while the injector drive circuit is in the off state and battery voltage is greater than 9 volts 140 TP 6215 2 08 DTC 425 Injector 6 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 6th injector in the firing order Using a high impedance DVOM measure the resistance between pins on the injector Clear system fault Does DTC 425 reset with engine idling x Does the DVOM Yes display a resistance of 16 Ohms or less Measure resistance from the T LB wire in the injector connector to battery ground and then to analog ground in the harness BK LG Wire Fault is intermittent Replace the injector Yes Repair short to ground in harness or Does the DVOM display a resistance of 5 0 Ohms or less Faulty ECM if shorted to analog ground and harness is ok Yes Disconnect the harness connector from the ECM Using the DVOM measure the resistance from the injector connector to pin 1 on the harness connector Does the DVOM Faulty connection at injector or ECM or Faulty ECM TP 6215 2 08 display a resistance of 5 0 Ohms or less Repair open in harness 141 DTC 426 Injector Driver 6 Shorted EC
65. ed Loop Disabled during active fault Coil driver 8 fires the 8th cylinder in the firing order This fault will set if the ECM detects 10 coil firings which require the adaptive dwell to be greater than allowed with the battery voltage above 11 volts The purpose of this fault is to detect an open or high impedance circuit to the coil or an open primary coil 116 TP 6215 2 08 DTC 333 Coil Driver 8 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the ECM Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pin 6 of the ECM connector and pin C of the coil connector Clear system fault Yes Does DTC 333 reset with engine idling Yes Using the DVOM measure the resistance between pins C amp D on the ignition coil Does the DVOM display a resistance of 5 0 Ohms or less No No Fault is intermittent Does the DVOM display a resistance of 5 0 Ohms or less Find and repair the open Yes in the harness Faulty connection at ECM or coil or Replace faulty coil Faulty ECM TP 6215 2 08 117 DTC 334 Coil Driver 8 Shorted Harness connector on valve cover Power Ground Analog Return Ignition Coil Driver 8 Primary Coil shorted Check Condition Key On and engine running Fault Condition Battery voltage at ECM less t
66. ed with the engine running above 1000 rpm the throttle will continue to operate normally Disabling Ignition Outputs To disable the ignition system for an individual cylinder use the mouse to highlight the Spark Kill button and select the desired coil The spark output can be reenabled by using the mouse to highlight the Spark Kill button and selecting Normal If the engine is running below 1000 rpm the spark output will stay disabled for 15 seconds and then reset If the engine is running above 1000 rpm the spark output will stay disabled for 5 seconds and then reset This test mode has a timeout of 10 minutes Record the rpm drop related to each spark output disabled The Spark outputs are arranged in the order that the engine fires not by cylinder number 14 TP 6215 2 08 Injector Test EDIS ECI Serial Communications j 8 xj File Page Flash CommPort PlotjLog Help Link error attempting reconnect Toggle Page F9 Faults EEControls ine Connected at 19200 bps MIL FaultAccess _ System States DBW Variables f spark cea Restor Iniectoron Iniector otf Engine Speed 1000 rpm Run Mode Running TPS command me lee pee es Tee oe pes ae Manifold Presse 435 psia Fuel Type Gasoine TPS position 35 1 5 I osi 142 Coolant Temperature 1073 degF FuelContolMode CLAcive FPP command oo 2 45 Oy Cylinder Head Temp 107 3 degF Govemor switch state Gova FPP pos
67. ee TP 6215 2 08 11 Graphing and Data Logging EDIS ECI Serial Communications 0 x Eile Page Flash Comm Port Plot Log Help Link error attempting reconnect Ef Toggle Page F9 Gauges Econ Connected at 19200 bps E Controls Ine oase a PSIECM interlace wi Cclant Temperature Inake Air Temperature EEE Manifold Pressure 250 250 Engine Speed 0 pm 200 200 Min Govemor Setpoint 1500 pm 150 150 Max Governor Setpoint 3600 rpm 100 100 50 50 Pulse width I 0 00 ms Ox w EGOI 0454 vots i 50 50 EG02 0 454 volts 1 psia 195 degF 110 deg F Hour meter I 0 000 hours EDistog xl Log File Jedis log Browse Foot Pedal Position Throttle Position Brow 100 100 80 80 Sampling Interval ms sf 5 00 Time Inerval s i 0 00 60 60 40 40 Progress 0 20 40 60 80 100 20 20 o 0 Start Close 0 0 ctive governor type Active governor mode Droop 2326 Software model 15070004 Current cal model 99990002 Qil pressure state Eok Hardware model 13470004 Init cal model 15073004 Curent caldate 7 1 2003 Manufacture date 6 19 2003 Init cal date 6 12 2003 Serial number start F 4A Microsoft ActiveSync W Passwords from JeffPW dF PSI Display Andy Suhy Inbox Lot B a Ga XS we 9 51 AM Graphing Logging Sensor Data Logging sensor values and voltages can be a very useful tool in doing intermittent diagnosis The system diagnostic mon
68. eel The Crankshaft position sensor is used to measure engine rpm and its signal is used to synchronize the ignition system The ECM must see a valid Crankshaft Position signal while cranking before it starts If no signal is present within 4 cranking revs this fault will set TP 6215 2 08 DTC 143 Never Crank Synced At Start Check the wiring and electrical connections between the ECM and the crankshaft position sensor NOTE reversed wires one wire having a poor connection or a bad system ground are most frequently the cause of this fault Yes Is the wiring OK Repair the wiring harness TP 6215 2 08 Bad crankshaft sensor or Bad sensor trigger wheel or Bad ECM 53 DTC 144 Camshaft Sensor Loss ECM 5 volts Camshaft Cam Trigger Wheel Sensor Camshaft Position Sensor Check Condition Engine Running Fault Condition No cam pulse in 2 5 cycles with rpm greater than 1000 MIL On for active fault and for 10 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Enabled The Camshaft Position Sensor is used to determine which cylinder to fire This fault will set if the ECM does not detect a cam pulse when the rpm is greater than 1000 Normally the engine will run with this fault present In some instances this fault may cause rough engine operation 54 TP 6215 2 08 DTC 144 Camshaft Sensor Loss
69. ens 84 DTC 262 System Voltage LOW 1 ett eet eens 86 DTC 311 Coil Driver 1 Open 1 0 eee ER EE E EEEE 88 DTC 312 Coil Driver 1 Shorted 0 0 eees 90 DTG 313 Coil Driver 2 Open esses gies va vine hee Aa OV Shaw hee eee ea eee hae 92 DTC 314 Coil Driver 2 Shorted 0 0 cette ete ees 94 DTC 315 Coil Driver 3 Open js teled eds co AMAA ea ies teed ale co eh oe aha ee aad 96 DTC 316 Coil Driver 3 Shorted 0 0 eee eee nee 98 DTC 321 Coil Driver 4 Open 0 ee 100 DTC 322 Coil Driver 4 Shorted 0 102 DTC 323 Coil Driver 5 Open 2 eee 104 DTC 324 Coil Driver 5 Shorted 0 eee 106 DTC 325 Coil Driver 6 Open uasna rtan EE E eee 108 DTC 326 Coil Driver 6 Shorted 0 110 DTG 331 Coil Driver 7 Open 2 22 bese ean Lied Pe Bebe nk beh be bine Lidied Ve beset 112 DTC 332 Coil Driver 7 Shorted 0 eee 114 TP 6215 2 08 Table of Contents 3 Table of Contents continued DTC 333 Coil Driver 8 Open 2 eee 116 DTC 334 Coil Driver 8 Shorted 0 eee 118 DTC 411 Injector Driver 1 Open 00 eee 120 DTC 412 Injector Driver 1 Shorted 0 eee 122 DTC 413 Injector Driver 2 Open 0 eee 124 DTC 414 Injector Driver 2 Shorted 0 eee 126 DTC 415 Injector Driver 3 Open 0 eee 128 DTC 416 Injector Driver 3 Shorted 0 eee 130 DTC 421 Injector Driver 4 Open 0 eee 132 DTC 422 Injector Driv
70. er 1 fires engine cylinder number 1 This fault will set if the ECM detects 10 coil firings which require the adaptive dwell to be greater than allowed with the battery voltage above 11 volts The purpose of this fault is to detect an open or high impedance circuit to the coil or an open primary coil 88 TP 6215 2 08 DTC 311 Coil Driver 1 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the ECM Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pin 27 of the ECM connector and pin C of the coil connector Clear system fault Yes Does DTC 311 reset with engine idling Does the DVOM display a resistance of 5 0 Ohms or less Yes Using the DVOM measure the resistance between pins C amp D on the ignition coil No No Fault is intermittent Does the DVOM display a resistance of 5 0 Ohms or less Yes Find and repair the open in the harness No Faulty connection at ECM or coil or Replace faulty coil Faulty ECM TP 6215 2 08 89 DTC 312 Coil Driver 1 Shorted Harness connector on valve Power Ground Analog Return Coil Driver 1 Primary Coil shorted Check Condition Key On and engine running Fault Condition Battery voltage at ECM less than 16 volts and adaptive dwell less than allowed for 10 coil firings MI
71. er 4 Shorted 0 eee 134 DTC 423 Injector Driver 5 Open 0 eee 136 DTC 424 Injector Driver 5 Shorted 0 eee 138 DTC 425 Injector Driver 6 Open 0 eee 140 DTC 426 Injector Driver 6 Shorted 0 eee 142 DTC 431 Injector Driver 7 Open 0 eee 144 DTC 432 Injector Driver 7 Shorted 0 eee 146 DTC 433 Injector Driver 8 Open 0 eee 148 DTC 434 Injector Driver 8 Shorted 0 eee 150 DIG 5112COP Failresartertent Leto ak ik cued bed PRO lds ioe Seda eas ued bey ees 152 DTG 512 Invalid Interrupt 4232 t ai dotels Sea ee Ae dan gla tak a a Se pe eis 154 DIC 5S13 A DiLOSs arine Lueck a r E sodas Saute ok Aarne aude E nica ees 156 DIG 514 RE LOSS oes las re tires A eA Ss aN ce A ae Ge 158 DTC 515 Flash Checksum Invalid 2 0 0 eee 160 DT G 516 RAM Failure soena oaaae bates a Bae Re Pe A DBRS 162 DTC 521 Shutdown Request 0 eee 164 DTC 531 External 5V Reference Lower Than Expected 00 cece eee eee eens 166 DTC 532 External 5V Reference Higher Than Expected 0 00 c cece 168 DT G 555 RTN 2 LOSS inie der dee poe E Si tae ee tae ee AE See Je Be Be 170 DIG556 RINS LOSS serre ae be ohhh eae siee pew nie rad bebe iene arge nie dels ot 172 DTC 611 FPP High Voltage 0 eee 174 DTC 612 FPP Low Voltage 0 eee 176 DTC 613 FPP Higher Than IVS Limit 2 0 2 eee 178 DTC 614 FPP Lower Than IVS Limit 0 180 DTC 631 TPS1 Signal Voltage High
72. eset Faulty connection or Faulty ECM No Intermittent Problem No Faulty Oil Pressure Switch or Faulty engine oiling system verify with mechanical gauge TP 6215 2 08 27 DTC 115 Oil Pressure Low Normally Open Switch 28 Clear DTC 115 Key On Engine Running System Data Mode Warm engine by idling until ECT is above 160 deg F or at least 1 minute Increase rpm above 1300 Does DTC 115 Reset and cause shutdown No Intermittent Problem Yes Key Off Disconnect harness from Oil Pressure Switch Clear DTC 115 Start engine let idle for at least one minute and increase rpm s above 1300 Oil pressure circuit Yes shorted to ground Does DTC 115 reset or Faulty ECM No Faulty Oil Pressure Switch or Faulty engine oiling system verify with mechanical gauge TP 6215 2 08 TP 6215 2 08 This page intentionally left blank DTC 121 CHT ECT High Voltage 5 volts Sensor Ground Engine Coolant Temperature Check Condition Engine Running Fault Condition CHT ECT sensor voltage exceeds 4 95 MIL On during active fault and for 2 seconds after active fault Adaptive Disabled during active fault Closed Loop Enabled The Engine Coolant Temperature sensor is a thermistor temperature sensitive resistor located in the engine coolant Some engines use an ECT sensor that is located in the coolant near the thermostat Some engines
73. fault and flashing at 2 Hz twice per second after active fault for the remainder of the key on cycle Adaptive Enabled Closed Loop Enabled Power Derate level 2 and Low Rev Limit enforced for remainder of key on cycle The engine load command to the ECM is determined by operator depression of the electronic foot pedal The ECM monitors the foot pedal position and controls the throttle to maintain the commanded power level Because a problem with the foot pedal signal can result in a higher or lower power than intended by the operator the pedal used with this control system incorporates a sensor with an idle validation switch Checks and cross checks are constantly conducted by the ECM to determine the validity of the signals The Idle Validation Switch IVS is a normally open contact idle that grounds closed contacts the IVS circuit to the ECM when the pedal is depressed more than the idle position This fault will set if the IVS is at idle open and the FPP voltage is greater than 1 2 volts During this fault Power Derate level 2 and the Low Rev Limit are enforced When these are enforced the maximum throttle position is 20 and the maximum engine speed is 1600 rpm The Low Rev Limit and Power Derate are enforced for the remainder of the key on cycle If the active fault is no longer present the MIL light will flash at 2 Hz for the remainder of the key on cycle This is a reminder that the Power Derate and Low Rev Limits are still enfor
74. firing order This fault will set if the ECM detects low feedback voltage on the internal injector while the injector drive circuit is in the off state and battery voltage is greater than 9 volts 132 TP 6215 2 08 DTC 421 Injector Driver 4 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 4th injector in thr firing order Using a high impedance DVOM measure the resistance between pins on the injector Clear system fault Does DTC 421 reset with engine idling Does the DVOM Yes display a resistance of 16 Ohms or less Fault is intermittent Replace the injector Yes Repair short to ground in harness or Measure resistance from the BR Y wire in the injector connector to battery ground and then to analog ground in the harness BK LG Wire Does the DVOM display a resistance of 5 0 Ohms or less Faulty ECM if shorted to analog ground and harness is OK Yes Disconnect the harness connector from the ECM Using the DVOM measure the resistance from the injector connector to pin 30 on the harness connector Does the DVOM Faulty connection at injector or ECM or Faulty ECM TP 6215 2 08 display a resistance of 5 0 Ohms or less Repair open in harness 133 DTC 422 Injector Driver 4 Shorted ECM Injector Power Injector Driver 1 Injector Driver
75. ge at limit of 30 MIL Disabled Adaptive Enabled Closed Loop Enabled The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier This fault will set if the adaptive multiplier exceeds the limits of normal operation 78 TP 6215 2 08 DTC 244 Adaptive Learn Low LPG Note If any other DTCs are present diagnose those first The purpose of the Adaptive Learn is to compensate fuel flow for variations in fuel composition engine wear variances from engine to engine and component degradation The Adaptive learn may reach its limit due to many causes Refer to the diagnostic aids below for assistance Diagnostic Aids Wiring Harness Check harness for an intermittent short to 5v or 12v Fuel System If the fuel system is suspected check and adjust according to PSI guidelines If fuel system is operating to specification replace the HO2S sensor with a known good part and retest TP 6215 2 08 79 DTC 245 Adaptive Learn High Natural Gas Sensor Sensor Ground Heater To System Power Relay To Engine Ground Heated Oxygen Sensor Check Condition Engine Running Fault Condition Adaptive multiplier out of range greater than 30 MIL Disabled Adaptive Enabled Closed Loop Enabled The HO2S sensor is used to determine if the fuel flo
76. gher Than Expected 1 Signal 5 volts Sensor Ground ECM Engine Coolant Temperature Check Condition Engine Running Fault Condition Engine Coolant Temperature reading or estimate greater than 240 deg F and engine rpm greater than 650 MIL Will flash at 2 Hz twice per second during active fault Adaptive Disabled during active fault Closed Loop Enabled and allowed to stay at limit will still set limit fault Power Derate level1 The Engine Coolant Temperature sensor is a thermistor temperature sensitive resistor located in the engine coolant Some engines use a CHT sensor that is located in the coolant in the cylinder head Some engines use an ECT Engine Coolant Temperature sensor that is located in the coolant near the thermostat If the engine is equipped with a CHT sensor then the ECT value is estimated If equipped with an ECT sensor then the CHT value is estimated They are used for engine airflow calculation ignition timing control to enable certain features and for engine protection The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage and lower when warm This fault will help protect the engine in the event of over temperature When the coolant exceeds 240 deg F and engine rpm exceeds 650 this fault will set and Power Derate 1 will be enforced During this fault maximum throttle position is 50 and the MIL light will flash twi
77. gnal reads higher voltage and lower when warm The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow and influenced more by the ECT CHT at low airflow It is used to monitor incoming air and the output in conjunction with other sensors is used to determine the airflow to the engine and ignition timing This fault will set if the Intake Air Temperature is greater than 220 deg F and engine rpm is greater than 1000 The MIL light will be on during this active fault and the engine will shut down 24 TP 6215 2 08 DTC 114 IAT Higher Than Expected 2 Diagnostic Aids This fault will set when inlet air is much hotter than normal The most common cause of high inlet air temperature is a problem with the routing of inlet air Ensure inlet plumbing sources are external or cool inlet air and is not too close to exhaust at any point Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in If no other problem can be found replace the IAT sensor with a known good part and retest TP 6215 2 08 25 DTC 115 Oil Pressure Low ECM 5 volts LG BK 37 Oil Pressure Voltage To Oil Pressure Switch Engine Oil Pressure low Check Condition Engine running for 15 seconds and rpm greater than 1300 Fault Condition Depends on configuration of individual ECM see below MIL On during active fault and for 3 seconds after a
78. gnition coil Does the DVOM display a resistance of 5 0 Ohms or less No No Fault is intermittent Does the DVOM display a resistance of 5 0 Ohms or less Find and repair the open Yes in the harness Faulty connection at ECM or coil or Replace faulty coil Faulty ECM TP 6215 2 08 109 DTC 326 Coil Driver 6 Shorted Harness connector on valve cover Power Ground Analog Return Ignition Coil Driver 6 Primary Coil shorted Check Condition Key On and engine running Fault Condition Battery voltage at ECM less than 16 volts and adaptive dwell less than allowed for 10 coil firings MIL On for active fault and for 5 coil firings after active fault Adaptive Disabled for the remainder of the key on cycle Closed Loop Disabled during the active fault Coil driver 6 fires the 6th cylinder in the firing order This fault will set if the ECM detects 10 coil firings in which the adaptive dwell is less allowed and battery voltage is less than 16 volts The purpose of this fault is to detect a short to ground in the harness or internally to the primary coil 110 TP 6215 2 08 DTC 326 Coil Driver 6 Shorted Key On Engine Running System Data Mode Key Off Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pins C amp D on the ignition coil Clear system fault
79. grounds must be good engine or battery grounds Faulty grounds may cause many unrelated problems as well Fuel System If fuel system is suspected check and adjust according to PSI guidelines If Fuel System is operating to specification replace the HO2S sensor with a known good part and retest TP 6215 2 08 69 DTC 226 Closed Loop Multiplier Low Natural Gas Sensor Sensor Ground Heater To Engine Ground To System Power Relay Heated Oxygen Sensor Check Condition Engine Running Fault Condition Closed Loop multiplier out of range at limit of 35 MIL Disabled Adaptive Enabled Closed Loop Enabled The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier This fault sets if the Closed Loop multiplier exceeds the limits of normal operation When the multiplier cannot correctly modify the fuel flow within its limits it is limited at 35 70 TP 6215 2 08 DTC 226 Closed Loop Multiplier Low Natural Gas Note if any other DTCs are present diagnose those first Key On Engine Running Check harness for a short to 5v or System Data Mode 12v Warm engine to normal Yes Refer to operating temperature by Is harness OK Diagnostic Aids idling for a minimum of 2 below minutes
80. han 16 volts and adaptive dwell less than allowed for 10 coil firings MIL On for active fault and for 5 coil firings after active fault Adaptive Disabled for the remainder of the key on cycle Closed Loop Disabled during the active fault Coil driver 8 fires the 8th cylinder in the firing order This fault will set if the ECM detects 10 coil firings in which the adaptive dwell is less allowed and battery voltage is less than 16 volts The purpose of this fault is to detect a short to ground in the harness or internally to the primary coil 118 TP 6215 2 08 DTC 334 Coil Driver 8 Shorted Key On Engine Running System Data Mode Clear system fault Yes Does DTC 334 reset with engine idling No Fault is intermittent TP 6215 2 08 Key Off Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pins C amp D on the ignition coil Does the DVOM Yes display a resistance of 0 5 Ohms or more No Replace the coil Repair short to ground in harness Disconnect harness connector from the ECM Check between pin 6 of the ECM connector and pin C of the coil connector for a short to ground NOTE Perform this test using a DVOM and check one pin at a time to Yes battery ground Is circuit shorted No Faulty coil or Faulty ECM 119 DTC 411 Injector Driver 1 Open ECM
81. harness Faulty injector or Faulty ECM TP 6215 2 08 135 DTC 423 Injector Driver 5 Open ECM O B Injector Power Injector Driver 1 Injector Driver 2 Injector Driver 3 Injector Driver 4 Injector Driver 5 Injector Driver 6 Injector Driver 7 Injector Driver Injector coil open or driver circuit short Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 9 volts and injector low side less than 4 volts for 10 injector firings MIL On for active fault and for 5 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Injector Driver 5 fires the injector for the 5 cylinder in the firing order This fault will set if the ECM detects low feedback voltage on the internal injector while the injector drive circuit is in the off state and battery voltage is greater than 9 volts 136 TP 6215 2 08 DTC 423 Injector Driver 5 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 5th injector in the firing order Using a high impedance DVOM measure the resistance between pins on the injector Clear system fault Does DTC 423 reset with engine idling Does the DVOM Yes display a resistance of 16 Ohms or less Fault is intermittent Replace the injector Yes Repair short t
82. harness Faulty injector or Faulty ECM TP 6215 2 08 143 DTC 431 Injector Driver 7 Open ECM Injector Power Injector Driver 1 Injector Driver Injector Driver Injector Driver 5 Injector Driver i pe d Injector Driver 8 Ed Injector coil open or driver circuit short Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 9 volts and injector low side less than 4 volts for 10 injector firings MIL On for active fault and for 5 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Injector Driver 7 fires the injector for the 7 h cylinder in the firing order This fault will set if the ECM detects low feedback voltage on the internal injector while the injector drive circuit is in the off state and battery voltage is greater than 9 volts 144 TP 6215 2 08 DTC 431 Injector Driver 7 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 7th injector in the firing order Using a high impedance DVOM measure the resistance between pins on the injector Clear system fault Does DTC 431 reset with engine idling Measure resistance from the T W wire in the injector connector to battery ground and then to analog ground in the harness BK LG Wire Does the DVOM Yes display a resistance of 16
83. higher voltage and greater opening in lower voltage The TPS value is used by the ECM to determine if the throttle is opening as commanded This fault will set if voltage is below 0 2 volts at any operating condition while the engine is cranking or running The engine will not start or run during this active fault 188 TP 6215 2 08 DTC 634 TPS 2 Signal Voltage Low Key On Engine Off DBW Throttle Test Mode Does DST display TPS voltage of 0 2 volts or less with the throttle closed Yes Slowly depress FP while observing TPS2 voltage NOTE To sweep throttle on stationary applications go to DBW page and type desired throttle opening in the FPP1 box Does TPS2 voltage Yes ever fall below 0 2 volts No Intermittent Problem TP 6215 2 08 Ignition Off Disconnect throttle connector from harness Jumper 5 volt reference circuit and TPS2 signal circuit together at throttle connector Ignition On Does DST display TPS2 voltage of 4 0 volts or greater No TPS2 signal circuit open or shorted to ground or Faulty ECM connection or Faulty ECM or Faulty Throttle TPS Yes Poor Throttle Connection or Faulty Throttle 189 DTC 635 TPS1 Higher Than TPS 2 Sensor Ground 5 VOLTS ECM Throttle Position Sensor 1 amp 2 Check Condition Key On Fault Condition TPS1 higher than TPS2 20 differen
84. hings can happen within the microprocessor that will cause this fault The ECM will reset itself in the event this fault is set and the MIL will be on until the code is cleared This fault should be erased after diagnosis by removing battery power It will not self erase During this active fault Power Derate level 2 will be enforced When this is enforced maximum throttle position will be 20 This is enforced until the fault is manually cleared 158 TP 6215 2 08 TP 6215 2 08 Key On Engine Running System Data Mode Clear System Fault Does DTC 514 reset with engine idling Fault is intermittent DTC 514 RTI 1 Loss Check all power and ground circuits to ECM Yes Are all circuits ok Repair wiring to ECM and retest Yes Replace ECM with known good part and retest 159 DTC 515 Flash Checksum Invalid ECM Microprocessor Engine Control Module Check Condition Key on Fault Condition Internal microprocessor error MIL On until code is cleared by technician Adaptive Disabled for the remainder of the key on cycle Closed Loop Enabled Power Derate level 2 until fault is cleared manually The ECM has checks that must be satisfied each time an instruction is executed Several different things can happen within the microprocessor that will cause this fault The ECM will reset itself in the event this fault i
85. horted to voltage or Faulty ECM No Yes Intermittent Problem Faulty ECM connection Does test light come on or Faulty sensor Faulty FPP or Poor Ground Circuit or Faulty Connection Open sensor ground circuit or Faulty ECM TP 6215 2 08 175 DTC 612 FPP Low Voltage FPP 5 volts LG R DB Signal BK LG Sensor Ground Foot Pedal Position Check Condition Key On Fault Condition FPP sensor voltage less than 0 2 MIL On during active fault and flashing at 2 Hz twice per second after active fault for the remainder of the key on cycle Adaptive Enabled Closed Loop Enabled Power Derate level 1 and Low Rev Limit enforced The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position Less depression of pedal results in lower voltage and greater depression results in higher voltage This fault will set if voltage is less than 0 2 volts at any operating condition while the key is on If the voltage is less than 0 2 then FPP is considered to be out of specifications At this point the ECM does not have a valid signal and must therefore enforce the low rev limit and Power Derate level 1 When these are enforced the maximum throttle position is 50 and the maximum engine speed is 1600 rpm The low rev limit is enforced for the remainder of the key on cycle If the active fault is no longer present the MIL light wil
86. ied These coatings can affect the final torque which may affect the operation of the component Use the correct torque specifications when installing components in order to avoid damage TP 6215 2 08 Fastener Notice Notice Use the correct fastener in the correct location Replacement fasteners must be the correct parts for that application The service procedure identifies fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant Do not use paints lubricants or corrosion inhibitors on fasteners or fastener joint surfaces unless specified These coatings affect fastener torque and joint clamping force and may damage the fastener Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems Special Fastener Notice Notice This bolt is designed to permanently stretch when tightened The correct fastener must be used to replace this type of fastener Do not use a bolt that is stronger than the original in this application If the correct bolt is not used the parts will not be tightened correctly The system or the components may be damaged Cautions and Notices 7 Diagnostics Control System Diagnostics Overview The control system has built in diagnostics for troubleshooting The system requires a diagnostic test light see SB 650 Diagnostic Test Light for GM ECM Engines or diagnostic monitoring software for indic
87. ile the injector is in the on state and battery voltage is less than 16 volts 138 TP 6215 2 08 DTC 424 Injector Driver 5 Shorted Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 5th injector in the firing order Using a high impedance DVOM measure the resistance between pins of the injector Clear system fault Disconnect the harness connector from the ECM Using the DVOM check from pin 26 Does DTC 424 reset with engine idling Does the DVOM display a resistance of 5 Ohms or more Yes at the ECM connector to the BR O wire in the injector connector for a short to voltage No No Fault is intermittent Replace the injector Yes Is a short present Repair short to voltage in harness No Faulty injector or Faulty ECM TP 6215 2 08 139 DTC 425 Injector Driver 6 Open ECM Injector Power Injector Driver 1 Injector Driver Injector Driver Injector Driver 5 Injector Driver i pe d Injector Driver 8 Ed Injector coil open or driver circuit short Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 9 volts and injector low side less than 4 volts for 10 injector firings MIL On for active fault and for 5 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Inj
88. imated They are used for engine airflow calculation ignition timing control to enable certain features and for engine protection The ECM provides a voltage divider circuit so when the sensor reading is cool the signal reads higher voltage and lower when warm This fault will set to help protect the engine 250 deg F and engine rpm exceeds in the event of over temperature When the coolant exceeds 650 this fault will set and the engine will shut down 36 TP 6215 2 08 DTC 124 ECT Higher Than Expected 2 Key On System Data Mode Warm Engine to normal operating temperature then run engine above 1000 rpm for 60 seconds Does DST display ECT temperature of 235 or greater with engine over 650 rpm Verify with temperture gauge that the engine coolant is over 230 deg F Intermittent Problem Check cooling system Repair cooling system Does gauge indicate 230 deg or greater Verify CHT ECT circuit replace CHT ECT sensor with known good part and retest TP 6215 2 08 37 DTC 131 MAP High Pressure 5 volts Sensor Ground ECM Manifold Absolute Pressure Check Condition RPM greater than 800 Throttle Command less than 10 steady MAP and TPS Fault Condition MAP greater than 18 psia TPS less than 10 and engine rpm greater than 1800 MIL On for remainder of key on cycle Adaptive Disabled for remainder of key on cycle Closed Loop Enabled and allowed to stay at limit
89. ing reconnect Connected at 19200 bps Coolant Temperature Spark Advance E CAD BTDC Closed Loo Switch P Normal M a cjustment Fuel Control Mode Open Loop Adaptive Learn State Clear Adaptive ee Fuel Type Propane v Lean start B microsoft actives W Passwords from J PSI Display Andy Suhy Inbo W Using EControls E Ss O SOD LS 10 06 am Service Screen The Service Screen is a tool that displays various pieces of engine information It also has a button to allow the user to clear DTC s TP 6215 2 08 Ignition System Test EDIS ECI Serial Communications j 18 x File page Flash CommPort Plot Log Help Link error attempting reconnect Toggle Page F9 Faults touches at19200 bps Ei Controls Ine m Toggle Test Cell F10 n Sesto Sis Benya A nea soto Nea Tae he Peon 1027 ipm Run Mode Running TPS command 38 x firing order dwell ms firing order voltage voltage Manifold Presswe 435 psia Fuel Type Gasoine TPS position ea 1 426 i 04 14 4 Coolant Temperature 97 6 degF FuelContolMode CLActve FPP command 00 2 425 ES oil 14 2 Cylinder Head Temp 97 6 degF Governor switch state Gov3 FPP position 00 3 cco Ey 141 Manifold Temperature 789 degF Active governor type Mn TPS1 voltage 0696 volts 4 o 141 Intake Ait Temperature 787 degF Active gove
90. ition Closed Loop multiplier out of range at limit of 35 MIL Disabled Adaptive Enabled Closed Loop Enabled The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier This fault sets if the Closed Loop multiplier exceeds the limits of normal operation When the multiplier cannot correctly modify the fuel flow within its limits it is limited at 35 68 TP 6215 2 08 DTC 225 Closed Loop Multiplier High Natural Gas Note if any other DTCs are present diagnose those first Key On Engine Running System Data Mode Warm engine to normal operating temperature by idling for a minimum of 2 minutes Does DST display HO2S voltage fixed below 0 35 after 2 minutes of run Refer to Diagnostic Aids below Intermittent Problem Diagnostic Aids Oxygen Sensor Wire Sensor wires may be mispositioned and contacting the exhaust Check for short to ground between harness and sensor and on sensor harness Vacuum Leaks Large vacuum leaks can cause a lean exhaust condition at light load Exhaust Leaks If there is an exhaust leak outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition especially during light load conditions Ground Problem ECM
91. ition 00 3 0 00 3 o4f 140 Manifold Temperature 736 degF Active govemor type Min TPS1 voltage 0685 volts 4 o2f 4 Intake Air Temperature 793 degF Active governor mode Droop TPS2 voltage 4275 volts 5 oof oo Vbat 738 vots Brake inputlevel Open FPP1 voltage 0 448 vols 6 oof o0 Vow T36 volts Gres lowe FPP2 voltage 0 000 volts Hour meter 7 12642 hours IVS voltage 5 000 volts Cumulative starts 39 starts Closed Loop Convo Digital input Voltages Diagnostic Modes EGO1 0503 volts Fuel select voltage 10 2 volts Normal Closed loop 1 Lae Fuel pump voltage 737 volts Normal w Adaptive 1 00 Gov voltage 20 6 volts DBW test mode Y Normal G02 Tamme SEEE a eo Har A Overspeed voltage 50 vots Data SnapShot SnapShot Closed oop 2 i0 Inj 3 F0 se Base Custom Adaptive 2 o x Mpeacensira 5 0 vots Inj 4 FO itions Definitions Definitions Inj 5 FO iucl_state EMPTY iea 7 run_tmi_sec EMPTY Historic Faults Active Faults FPP_pot rpm EMPTY Psr ma e ELENI ECT EMPTY lem phr O Ma kem 2 Pw avg CL_BM2 Empty A_BMI ABM A_BM2 A_BM2 Moa Flight Data FPP pet Custom TPS_pet Definitions EGO vos EMPTY EGO2_valts EMPTY Pv TRIM_DC HM_hours Injector Kill The Injector Kill mode is used to disable individual fuel injectors If the Injector Kill mode is selected with the engine running below 1000 rpm the minimum throttle command will lock into the position it was in when the test mode was entered If the I
92. itoring software includes data logging capability These features enhance the ability to diagnose and repair possible problems with the system The logging feature allows sensor inputs and select control output variables to be plotted in real time while the engine is running To log a variable you must first TAG the variable you wish to plot To do this use the mouse to highlight the variable and then right click Next select Log Tags from the Plot Log menu on the tool bar A log window will appear You can select the length of the data log and the sample interval You will need to specify a file name in the Log File window It is not necessary to specify an extension You can simply highlight the default Edis log shown in this window and type the file name that you choose You are now ready to log the data Simply click the START button and the software will begin to record the data into a file The progress bar will move from left to right while recording data Once complete the bar will read at 100 The file that was created can be found at C PSI Display the file name you created This file can then be opened with Microsoft Excel and the data can be graphed The file can also be emailed for additional support 12 TP 6215 2 08 Service Screen EDIS ECI Serial Communications 0 x File Page Flash Comm Port Plot Log Help Toggle Page F9 eE z Service Screen Clear Faults nv Rich Link error attempt
93. l flash at 2 Hz for the remainder of the key on cycle This is a reminder that the Low Rev Limit is still enforced 176 TP 6215 2 08 DTC 612 FPP Low Voltage Key On Engine Off System Data Mode Key Off Does DST display FPP Yes Disconnect FPP sensor from harness voltage of 0 2 volts or less Jumper 5 volt reference circuit and FPP with the Foot Pedal in idle signal circuit together position Key On No Yes Poor sensor connection Slowly depress FP while ae ae PPa FE or observing FPP voltage voltage of 4 8 volts or Faulty sensor greater No Does DST FPP voltage Probe FPP signal circuit with ever drop below 0 2 volts test light connected to battery voltage No Yes Intermittent Problem 5 volt reference is open or shorted to ground or Yes Does DST display FPP voltage of 4 8 volts or greater Faulty ECM connection or Faulty ECM Faulty FPP or Faulty Connection or Poor 5 volt power supply circuit No FPP signal circuit open or shorted to ground or Faulty ECM connection or Faulty ECM TP 6215 2 08 177 DTC 613 FPP Higher Than IVS Limit ECM 5 volts Dp FPP Signal n Sa a BK LG Sensor Ground 5 volts IVS Foot Pedal Position Idle Validation Switch Check Condition Engine Cranking or Running Fault Condition IVS at idle and FPP voltage greater than 1 2 volts MIL On during active
94. l flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier This fault sets if the Closed Loop multiplier exceeds the limits of normal operation When the multiplier cannot correctly modify the fuel flow within its limits it is limited at 35 66 TP 6215 2 08 DTC 224 Closed Loop Multiplier Low LPG Note if any other DTCs are present diagnose those first Key On Engine Running Check harness for short to System Data Mode gt 5v or 12v Warm engine to normal operating temperature by idling for a minimum of 2 Yes i Refer to minutes Is harness OK Diagnostic Aids below Yes Does DST display HO2S voltage fixed above 0 7 after 2 minutes of ru Repair harness and retest Intermittent Problem Diagnostic Aids Fuel Quality A drastic variation in fuel quality may cause the system to be rich Fuel System If fuel system is suspected check and adjust according to PSI guidelines If Fuel System is operating to specification replace the HO2S sensor with a known good part and retest TP 6215 2 08 DTC 225 Closed Loop Multiplier High Natural Gas Sensor Sensor Ground Heater To System Power Relay To Engine Ground Heated Oxygen Sensor Check condition Engine Running Fault Cond
95. l from the harness Using a high impedance DVOM measure the resistance between pins C amp D on the ignition coil Clear system fault Disconnect harness connector from the ECM Yes Does the DVOM Yes Check between pin 1 of the ECM display a resistance of connector and pin C of the coil 0 5 Ohms or more connector for a short to ground Does DTC 316 reset with j NOTE Perform this test using a engine idling DVOM and check one pin at a time to battery ground No No Fault is intermittent Yes Is circuit shorted Replace the coil No Repair short to ground in harness Faulty coil or Faulty ECM 99 TP 6215 2 08 DTC 321 Coil Driver 4 Open Harness connector on valve cover Power Ground Analog Return Ignition Coil Driver 4 Primary Loop open or low side short to ground Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 11 volts and dwell greater than allowed for 10 coil firings MIL On for active fault and for 3 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Coil driver 4 fires the 4th cylinder in the firing order This fault will set if the ECM detects 10 coil firings which require the adaptive dwell to be greater than allowed with the battery voltage above 11 volts The purpose of this faul
96. leared by technician Adaptive Disabled for the remainder of the key on cycle Closed Loop Enabled Power Derate level 2 until fault is cleared manually The ECM has checks that must be satisfied each time an instruction is executed Several different things can happen within the microprocessor that will cause this fault The ECM will reset itself in the event this fault is set and the MIL will be on until the code is cleared This fault should be erased after diagnosis by removing battery power It will not self erase During this active fault Power Derate level 2 will be enforced When this is enforced maximum throttle position will be 20 This is enforced until the fault is manually cleared 154 TP 6215 2 08 TP 6215 2 08 DTC 512 Invalid Interrupt Key On Engine Running System Data Mode Clear System Fault Does DTC 512 reset with engine idling Fault is intermittent Check all power and ground circuits to ECM Yes Are all circuits ok Repair wiring to ECM and retest Yes Replace ECM with known good part and retest 155 DTC 513 A D Loss ECM Microprocessor Engine Control Module Check Condition Key on Fault Condition Internal microprocessor error MIL On until code is cleared by technician Adaptive Disabled for the remainder of the key on cycle Closed Loop Enabled Power Derate level 2 until
97. lem Faulty Connection Does test light come on or Faulty Throttle Open sensor ground circuit or Faulty ECM TP 6215 2 08 183 DTC 632 TPS 1 Signal Voltage Low Sensor Ground 5 VOLTS ECM Throttle Position Sensor 1 Check Condition Cranking or Running Fault Condition TPS sensor voltage less than 0 2 MIL On during active fault Engine Shut Down The Electronic Throttle has two counter acting Throttle Position Sensors Two sensors are used for improved safety and redundancy The Throttle Position sensor uses a variable resistor to determine signal voltage based on throttle plate position and is located within the throttle Less opening results in lower voltage and greater opening in higher voltage The TPS value is used by the ECM to determine if the throttle is opening as commanded This fault will set if voltage is less than 0 2 volts at any operating condition while the engine is cranking or running The engine will not start or run during this active fault 184 TP 6215 2 08 DTC 632 TPS 1 Signal Voltage Low Key On Engine Off DBW Throttle Test Mode Does DST display TPS1 voltage of 0 2 volts or less Ignition Off with the throttle closed Disconnect throttle connector from harness Slowly depress FP while observing TPS1 voltage NOTE To sweep throttle on stationary applications go to DBW page and type desired throttle opening in the
98. located in the intake air stream between the turbocharger and the throttle It is used to measure the pressure of air in the intake stream prior to the throttle The pressure reading is used in conjunction with other inputs to determine the airflow rate to the engine to aid in engine governing This fault will set if the TIP sensor voltage is ever greater than 4 8 volts During this active fault the MIL will be illuminated 46 TP 6215 2 08 DTC 136 TIP Voltage High Key On Engine Running System Data Mode Ignition Off Disconnect TIP Connector Ignition On Does DST display TIP voltage of 4 8 volts or greater Intermittent Problem Probe sensor ground circuit on harness ECM side bk It grn with test light connected to battery voltage Does DST display TIP voltage less than 0 2 volts TIP signal circuit shorted to voltage or Faulty ECM Faulty Connection or Faulty TIP Sensor Does test light come on Open sensor ground circuit or Faulty ECM TP 6215 2 08 47 DTC 137 TIP Voltage Low 5 volts Signal Sensor Ground TIP Sensor ECM Throttle Inlet Pressure Check Condition Key on and engine running Fault Condition TIP voltage less than 0 2 MIL On during active fault Adaptive Enabled Closed Loop Enabled Used on turbocharged engines only The Throttle Inlet Pressure sensor is
99. lt Closed Loop Enabled The Intake Air Temperature sensor is a thermistor temperature sensitive resistor located in the intake manifold of the engine It is used to monitor incoming air and the output in conjunction with other sensors is used to determine the airflow to the engine The ECM provides a voltage divider circuit so that when the air is cool the signal reads higher voltage and lower when warm The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow and influenced more by the ECT CHT at low airflow It is used to monitor incoming air and the output in conjunction with other sensors is used to determine the airflow to the engine This fault will set if the signal voltage is more than 4 95 volts anytime the engine is running The ECM will use the default value for the IAT sensor in the event of this fault 18 TP 6215 2 08 DTC 111 IAT High Voltage Key On System Data Mode Yes Key Off Disconnect IAT sensor from harness Jumper harness terminals together Key On Does DST display IAT voltage of 4 95 or greater Intermittent Problem Does DST display IAT Pauly conection or 2 voltage of 0 1 or less Faulty IAT sensor Jumper IAT sensor signal to ground Open IAT ground circuit or Does DS display IAT Faulty ECM connection voltage of 0 1 or less of Faulty ECM Open sensor signal circuit or Faulty ECM connection or Faulty ECM TP
100. mor made Droop TPS2 voltage 4 267 volts 5 00 D0 Vbat 13 8 volts Brake input level Open FPP1 voltage 0 434 volts 6 00 0 0 Vow 137 volts Dil pressure state uT FPP2 voltage 0 000 volts Hour meter 7 12628 hous IVS voltage 5 000 volts Cumulative starts 33 starts Closed Loop Control Digital input Voltages Diagnostic Modes EGDI 08862 voks Fuel select voltage 10 4 volts Spark kill Normal w Closed loop 1 jin a Fuel pump voltage 136 volts Injector kill V Normal Adaptive 1 00 Govt voltage 20 6 volts DBW testmode Coil 1 FO Gov2 voltage 206 vots goZ IRO EG02 7 0452 voks Coil 3 FO f 5 Overspeed voltage 50 volts Coil 4 FD ata SnapShot SnapShot Closedoop 2 00 x a ase Custom Adaptive 2 30 x MHS EST 50 volte Coil 5 F0 ns Definitions Definitions Coil 6 F0 fuel_state EMPTY mP o funme EMPTY Historic Faults Active Faults FPP_pct ipm EMPTY TPS_pct IMAP EMPTY tem fect Jempry CL_BM2 AT EMPTY Vbat CL_BMT EMPTY Pw avg CL_BM2 EMPTY 4_BM1 4_BM1 em ABM2 bat Flight Data FPP pet Custom TPS_pet Definitions EGO1_valts EMPTY fEGo2 vats EMPTY wag 4 TRIM_DC HM_hours Spark Kill The Spark Kill diagnostic mode allows the technician to disable the ignition on individual cylinders If the Spark Kill diagnostic mode is selected with the engine running below 1000 rpm the minimum throttle command will lock into the position it was in when the test mode was entered If the Spark System Test mode is select
101. more continuously When these conditions are met the ECM shuts off the fuel injectors This is to help prevent engine or equipment damage The MIL will be on during this active fault 200 TP 6215 2 08 DTC 652 Fuel Rev Limit NOTE If any other DTCs are present diagnose those first Diagnostic Aids Ensure that any programmed governor speeds do not exceed 3250 rpm Check the mechanical operation of the throttle Check the engine for very large air leaks below the throttle TP 6215 2 08 201 DTC 653 Spark Rev Limit Sensor Ground LB DB 54 LG R 5 VOLTS ECM Spark Rev Limit Check Condition Engine running MIL On during active fault Adaptive Enabled Closed Loop Enabled Fault Condition Engine rpm greater than 3250 for 2 seconds continuously This fault will set anytime the engine rpm exceeds 3250 for 2 seconds or more continuously When these conditions are met the ECM will shut off spark to the engine This is to help prevent engine or equipment damage The MIL will be on during this active fault 202 TP 6215 2 08 DTC 653 Spark Rev Limit NOTE If any other DTCs are present diagnose those first Diagnostic Aids Check the mechanical operation of the throttle Check the engine for very large air leaks below the throttle Ensure that any programmed governor speeds do not exceed 3250 rpm
102. nal injector while the injector drive circuit is in the off state and battery voltage is greater than 9 volts 124 TP 6215 2 08 DTC 413 Injector Driver 2 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 2nd injector in the firing order Using a high impedance DVOM measure the resistance between pins on the injector Clear system fault Does DTC 413 reset with engine idling Does the DVOM Yes display a resistance of 16 Ohms or less Measure resistance from the BR G wire in the injector connector to battery ground and then to analog ground in the harness BK LG Wire Fault is intermittent Replace the injector Yes Repair short to ground in harness or Does the DVOM display a resistance of 5 0 Ohms or less Faulty ECM if shorted to analog ground and harness is OK Yes Disconnect the harness connector from the ECM Using the DVOM measure the resistance from the injector connector to pin 17 on the harness connector Does the DVOM Faulty connection at injector or ECM or Faulty ECM TP 6215 2 08 display a resistance of 5 0 Ohms or less Repair open in harness 125 DTC 414 Injector Driver 2 Shorted ECM O B Injector Power Injector Driver 1 Injector Driver 2 Injector Driver 3 Injector Driver 4 Injector Driver
103. nder in the firing order This fault will set if the ECM detects 10 coil firings in which the adaptive dwell is less allowed and battery voltage is less than 16 volts The purpose of this fault is to detect a short to ground in the harness or internally to the primary coil 102 TP 6215 2 08 DTC 322 Coil Driver 4 Shorted Key On Engine Running System Data Mode Key Off Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pins C amp D on the ignition coil Clear system fault tes Does the DVOM Yes display a resistance of 0 5 Ohms or more Does DTC 322 reset with engine idling No No Fault is intermittent Replace the coil Repair short to ground in harness TP 6215 2 08 Disconnect harness connector from the ECM Check between pin 2 of the ECM connector and pin C of the coil connector for a short to ground NOTE Perform this test using a DVOM and check one pin at a time to battery ground Yes Is circuit shorted No Faulty coil or Faulty ECM 103 DTC 323 Coil Driver 5 Open Harness connector on valve Power Ground Analog Return Coil Driver 5 Ignition ae 49 e To 12v relayed power ECM Primary Loop open or low side short to ground Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than
104. ness Faulty connection at ECM or coil or Replace faulty coil Faulty ECM TP 6215 2 08 93 DTC 314 Coil Driver 2 Shorted Harness connector on valve Power Ground Analog Return Coil Driver 2 To 12v relayed power Primary Coil shorted Check Condition Key on and engine running Fault Condition Battery voltage at ECM less than 16 volts and adaptive dwell less allowed for 10 coil firings MIL On during active fault and for 5 coil firings after active fault Adaptive Enabled Closed Loop Enabled Coil driver 2 fires the 2 ng cylinder in the firing order This fault will set if the ECM detects 10 coil firings in which the adaptive dwell is less than allowed and battery voltage is less than 16 volts The purpose of this fault is to detect a short to ground in the harness or internally to the primary coil 94 TP 6215 2 08 DTC 314 Coil Driver 2 Shorted Key On Engine Running System Data Mode Key Off Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pins C amp D onthe ignition coil Clear system fault Disconnect harness connector from the ECM Yes Does the DVOM Yes Check between pin 28 of the ECM display a resistance of connector and pin C of the coil 0 5 Ohms or more connector for a short to ground Does DTC 314 reset with j NOTE Perform this test
105. njector Kill mode is selected with the engine running above 1000 rpm the throttle will continue to operate normally Disabling the Injectors To disable an injector use the mouse to select it The word Normal will change to the Injector you have selected The injector driver can be reenabled by selecting again If the engine is running below 1000 rpm the injector driver will stay disabled for 15 seconds and then reset If the engine is running above 1000 rpm the injector driver will stay disabled for 5 seconds and then reset Record the change in rpm or closed loop multiplier while each driver is disabled TP 6215 2 08 15 Throttle Test EDIS ECI Serial Communications File Page Flash CommPort Plot Log Help Link error attempting reconnect p Faults EEConrols ine Connected at 19200 bps Control and instrumentation Spaciatsts LIE Toggle Page F9 _Tooale Test Cell F10 FauitAccess MiL System Suies DBW Vanabies f oaro SO Iniectoron_Iniectorol Engine Speed 0 pm Run Mode Stopped TPS command 00 AT Hens Cosy pea ten Manifold Pressure 7438 psia Fuel Type Gasoine TPS postion 0T 1 4 o2 13 Coolant Temperature 1133 degF FuelContolMode Open Loop FPP command a0 2 P 43 gt En 13 Cylinder Head Temp 113 3 degF Govemor switch state Gov3 FPP position 00 3 0 00 o2 13 Manifold Temperature 1133 degF Active govemorype Mn TPS1 voltage 0489 volts 4 ar Intake Ai
106. nning Fault Condition CHT ECT sensor voltage less than 0 05 MIL On during active fault and for 2 seconds after active fault Adaptive Disabled during active fault Closed Loop Enabled The Engine Coolant Temperature sensor is a thermistor temperature sensitive resistor located in the engine coolant Some engines use an ECT sensor that is located in the coolant near the thermostat Some engines use a CHT Cylinder Head Temperature sensor that is located in the coolant in the cylinder head If the engine is equipped with an ECT sensor then the CHT value is estimated If equipped with a CHT sensor then the ECT value is estimated They are used in the engine airflow calculation and to enable certain features The ECM provides a voltage divider circuit so that when the coolant is cool the signal reads higher voltage and lower when warm This fault will set if the signal voltage is less than 0 05 volts anytime the engine is running The ECM will use a default value for the CHT ECT sensor in the event of this fault 32 TP 6215 2 08 DTC 122 CHT ECT Low Voltage Key Off Does DST display CHT Di ECT voltage of 0 05 or oo CHT ECT sensor from 2 less Key On Intermittent Problem Does DST display CHT ECT voltage of 4 9 or greater Faulty CHT ECT sensor Sensor signal circuit shorted to ground or Sensor signal circuit shorted to sensor ground circuit or Faulty ECM TP 6215 2 08 33 DTC 123 ECT Hi
107. o ground in harness or Measure resistance from the BR O wire in the injector connector to battery ground and then to analog ground in the harness BK LG Wire Does the DVOM display a resistance of 5 0 Ohms or less Faulty ECM if shorted to analog ground and harness is ok Yes Disconnect the harness connector from the ECM Using the DVOM measure the resistance from the injector connector to pin 26 on the harness connector Does the DVOM Faulty connection at injector or ECM or Faulty ECM TP 6215 2 08 display a resistance of 5 0 Ohms or less Repair open in harness 137 DTC 424 Injector Driver 5 Shorted ECM O B Injector Power Injector Driver 1 Injector Driver 2 Injector Driver 3 Injector Driver 4 Injector Driver 5 Injector Driver 6 Injector Driver 7 Injector Driver Injector coil shorted Check Condition Key on and engine running Fault Condition Battery voltage at ECM less than 16 volts and injector low side greater than 4 volts for 10 injector firings MIL On during active fault and for 5 seconds after active fault Adaptive Enabled Closed Loop Enabled Injector Driver 5 fires the injector for the 5 h cylinder in the firing order This fault will set if the ECM detects 10 injector firings with the internal driver sense voltage greater than 4 volts wh
108. pair faulty spark system components and clear DTC 145 Retest TP 6215 2 08 57 DTC 211 Closed Loop Multiplier High LPG Sensor Sensor Ground Heater To System Power Relay To Engine Ground Heated Oxygen Sensor Check Condition Engine running Fault Condition Closed Loop multiplier out of range greater than 35 MIL Disabled Adaptive Enabled but not updated when Closed Loop is at limit Closed Loop Enabled The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier This fault sets if the Closed Loop multiplier exceeds the limits of normal operation and cannot correctly modify the fuel flow within its limits 58 TP 6215 2 08 DTC 211 Closed Loop Multiplier High LPG Note if any other DTCs are present diagnose those first Key On Engine Running System Data Mode Warm engine to normal operating temperature by idling for a minimum of 2 minutes Does DST display HO2S voltage fixed below 0 35 after 2 minutes of run Refer to Diagnostic Aids below Intermittent Problem Diagnostic Aids Oxygen Sensor Wire Sensor wires may be mispositioned and contacting the exhaust Check for short to ground between harness and sensor and on sensor harness Vacuum Leaks L
109. percentages should be very close to the same The TPS values are used by the ECM to determine if the throttle is opening as commanded This fault will set if the throttle command is 20 or more than the actual throttle position During this active fault the MIL light will be on and the engine will shut down 194 TP 6215 2 08 DTC 637 Throttle Unable To Open Key On Engine Off DBW Throttle Test Mode Move FP until Throttle Command is 63 68 NOTE On stationary applications go to the DBW page and type the desired throttle opening in the FPP1 box Ignition Off Disconnect throttle from harness Is TPS 1 voltage less Probe TPS 1 signal circuit with than 2 0 Volts test light connected to battery voltage Key On Foreign Object not allowing throttle to Fault is intermittent open or Is TPS voltage 4 0 Volts Faulty Throttle connection or Greater or Faulty Throttle or Faulty ECM TPS 1signal open or shorted to ground or Faulty ECM connection or Faulty ECM or Faulty Throttle TPS TP 6215 2 08 195 DTC 638 Throttle Unable To Close Sensor Ground 5 VOLTS ECM Throttle Position Sensor Check Condition Cranking or Running Fault Condition Throttle command is 20 less than throttle position for 200ms or longer MIL On during active fault Adaptive Enabled Closed Loop Enabled Engine Shut Down There are 2 Throttle Position Sensors located within
110. r 3 Shorted Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 3rd injector in thr firing order Using a high impedance DVOM measure the resistance between pins of the injector Clear system fault Disconnect the harness connector from the ECM Yes Using the DVOM check from pin 29 at the ECM connector to the BR W wire in the injector connector for a short to voltage Does DTC 416 reset with engine idling Does the DVOM display a resistance of 5 Ohms or more No No Fault is intermittent Replace the injector Yes Is a short present Repair short to voltage in harness No Faulty injector or Faulty ECM TP 6215 2 08 131 DTC 421 Injector Driver 4 Open ECM O B Injector Power Injector Driver 1 Injector Driver 2 Injector Driver 3 Injector Driver 4 Injector Driver 5 Injector Driver 6 Injector Driver 7 Injector Driver Injector coil open or driver circuit short Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 9 volts and injector low side less than 4 volts for 10 injector firings MIL On for active fault and for 5 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Injector Driver 4 fires the injector for the 4 ih cylinder in the
111. r Temperature 87 6 deg F Active gavernar mode Droop TPS2 voltage 4472 volts 5 o0 Vbat 728 vots Brake inputlevel Opn FPP1 voltage 0 451 voks 6 a0 Vow 125 volts Dil pressure state Low Ignored FPP2 voltage 0 000 volts Hour meter 12658 hours IVS voltage 5 000 volts Cumulative starts 39 starts Closed Loop Control Digital input Votiages Diagnostc Modes EGOI 0 000 volts Fuel select voltage 10 4 volts Spark kill Normal _ v Closed loop 1 oo x Fuel pump voltage 00 vots Injector kill Normal _ wi Adaptive 1 00 x Govl voltage 206 volts 5 Enabled vi EG02 0452 vots TovZ yokes 206 vots E Overspeed voltage 50 volts Enabled Data SnapShot SnapShot ClosedHoop 2 00 F i jase Base Custom Adaptive 2 00 x RIMES CRs 0 0 volts Definitions Definitions Definitions ipm fuel state EMPTY EEE MAP run _tmr_sec EMPTY Historic Faults Active Faults FPP_pct rpm EMPTY Ps pe fme em cL_eM1 ECT EMPTY eem phr Ma em 2 Pwavo aem Emy CS ABM a_BM1 a_BM2 A_BM2 a Flight Data FPP Pet Custom TPS_pet Definitions JEGO1_vats EMPTY EGOZ vots TRIM_DC HM_hours Throttle Test To select this test mode the engine must be off but the key must be in the ON position The DBW Drive By Wire test mode allows the technician to control the throttle directly with the throttle input and is used during the diagnostic routines specified for FPP and TPS for systems that use DBW FPP position displays the current position of
112. rate level 1 and Low Rev Limit enforced The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position Less depression of pedal results in lower voltage and greater depression results in higher voltage This fault will set if voltage is over 4 8 volts at any operating condition while the key is on If the voltage exceeds 4 8 then FPP is considered to be out of specifications At this point the ECM does not have a valid signal and must therefore enforce the low rev limit and Power Derate level 1 When these are enforced the maximum throttle position is 50 and the maximum engine speed is 1600 rpm The Low Rev Limit is enforced for the remainder of the key on cycle Rev limit is still enforced if the active fault is no longer present the MIL light will flash at 2 Hz for the remainder of the key on cycle This is a reminder that the Low Rev Limit is still enforced 174 TP 6215 2 08 DTC 611 FPP High Voltage Key On Engine Off System Data Mode Yes Key Off Disconnect FPP sensor from harness Key On Does DST display FPP voltage of 4 8 volts or greater with the Foot Pedal in idle position No Yes Probe sensor ground circuit Slowly increase FPP while observing FPP voltage Does DST display FPP voltage less than 0 2 volts with test light connected to battery voltage No Does DST FPP voltage ever exceed 4 8 volts FPP signal circuit s
113. s BK LG Wire Does the DVOM display a resistance of 5 0 Ohms or less Faulty ECM if shorted to analog ground and harness is OK Yes Disconnect the harness connector from the ECM Using the DVOM measure the resistance from the injector connector to pin 16 on the harness connector Does the DVOM Faulty connection at injector or ECM or Faulty ECM TP 6215 2 08 display a resistance of 5 0 Ohms or less Repair open in harness 121 DTC 412 Injector Driver 1 Shorted ECM O B Injector Power Injector Driver 1 Injector Driver 2 Injector Driver 3 Injector Driver 4 Injector Driver 5 Injector Driver 6 Injector Driver 7 Injector Driver Injector coil shorted Check Condition Key on and engine running Fault Condition Battery voltage at ECM less than 16 volts and injector low side greater than 4 volts for 10 injector firings MIL On during active fault and for 5 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Injector Driver 1 fires the 1 cylinder injector This fault will set if the ECM detects 10 injector firings with the internal driver sense voltage greater than 4 volts while the injector is in the on state and battery voltage is less than 16 volts 122 TP 6215 2 08 DTC 412 Injector Driver 1 Shorted
114. s after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Enabled Barometric Pressure is estimated from the MAP sensor The barometric pressure value is used for fuel and airflow calculations This fault sets in the event the BP value is out of the normal range 44 TP 6215 2 08 DTC 135 BP Low Pressure Key On System Data Mode Yes Does DST display BP pressure 8 3 psia or less No Intermittent Problem TP 6215 2 08 Key Off Disconnect MAP sensor from harness Jumper 5 volt reference circuit and MAP signal circuit together Key On Yes Does DST display BP pressure of 16 00 psia or greater No Probe MAP signal circuit with test light connected to battery voltage Yes Does DST display BP pressure of 16 00 psia or greater No BP signal circuit open or shorted to ground or Faulty ECM connection or Faulty ECM Poor connection or Faulty MAP sensor 5 volt reference is open or shorted to ground or Faulty ECM connection or Faulty ECM 45 DTC 136 TIP Voltage High Sensor Ground TIP Sensor ECM Throttle Inlet Pressure Check Condition Key on and engine running Fault Condition TIP voltage greater than 4 8 MIL On during active fault Adaptive Enabled Closed Loop Enabled Used on turbocharged engines only The Throttle Inlet Pressure sensor is a pressure transducer
115. s also used to monitor sensor and actuator values The diagnostic software also performs several special tests The following procedures will assist you in using a laptop computer to diagnose the system Note The software CD interface cable and Engine Control Module ECM Service Manual TP 6215 are available as Interface E Controls Service Kit GM 42033 Diagnostic Software Installation 1 Loading software and connecting computer a Start Windows b Insert the Diagnostic Interface software CD c Click on the START button d From the Start menu select RUN e Inthe command line text box type the letter of your CD ROM drive followed by setup for example e setup then click OK f Follow the on screen instructions TP 6215 2 08 2 Connecting laptop computer to system a Connect the system diagnostic cable to the RS 232 port on the back of the computer If you do not have an RS 232 port use the USB to RS 232 adapter cable b Connect the diagnostic cable to the diagnostic connector on the engine harness The diagnostic connector is a square 4 pin connector located near the system ECM c Turn the computer ON d Start Windows e From the Start menu select Programs f Select PSI Display g Place the ignition key in the ON position h The system Gauge screen should now appear and a green banner in the upper left hand will read Connected ECM System Diagnostics with Jumper If you do not have
116. s ignition pulses and the sensed rpm becomes higher than the actual speed The ECM delivers too much fuel causing the system to go rich MAP Sensor An output that causes the ECM to register a higher manifold pressure than normal can cause the system to go rich Disconnecting the MAP sensor will allow the ECM to set a default value for MAP Substitute a known good MAP sensor if the rich condition is gone while the sensor is disconnected MAT Sensor Check for a shifted sensor that could cause the ECM to sense too cold of incoming air This will cause a rich exhaust condition ECT Sensor Check for a shifted sensor that could cause the ECM to sense engine temperature colder than it actually is This could cause a rich exhaust condition If all tests are OK replace HO2S Sensor with a known good part and retest TP 6215 2 08 75 DTC 243 Adaptive Learn High LPG Sensor Sensor Ground To System Power Relay To Engine Ground Heated Oxygen Sensor Check Condition Engine Running Fault Condition Adaptive multiplier out of range greater than 30 MIL Disabled Adaptive Enabled Closed Loop Enabled The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier This fault will set if the adaptive multiplier exceeds the limits of normal operation
117. s pach Ry Siete cde ay hea ge Cae ead a POG RY odes oat 42 DTG135 BP Low Pressure s s i05 iv ako hes ois Siding be ee WEN WY na Reg be Pag he lee es 44 DEG 136 TIP Voltage High erinteni n a bias Bledds et eke Meas boas 46 DT G 137 TIP Voltage LOW dawir tred inpra r ak ued Gen cee ts Bled AA EROE KO ned cess os Rhee 48 DTC 142 Crank Sync Noise 6 0 eee tet e en ai 50 DTC 143 Never Crank Synced At Start 2 0 0 eee eet 52 DTC 144 Camshaft Sensor LOSS 0 tenets 54 DTC 145 Camshaft Sensor Noise 00 enes 56 DTC 211 Closed Loop Multiplier High LPG 00 58 DTC 212 HO2S Open Inactive 1 0 1 eir pi nitte e ti E ee E EA 60 DTC 221 Closed Loop Multiplier High Gasoline 00 eee eee ee 62 DTC 222 Closed Loop Multiplier Low Gasoline 0 000 64 DTC 224 Closed Loop Multiplier Low LPG 0 000 ete ee 66 DTC 225 Closed Loop Multiplier High Natural Gas 0 0 00 68 DTC 226 Closed Loop Multiplier Low Natural Gas 0 0 0 eee ee 70 DTC 241 Adaptive Lean Fault High Limit Gasoline 00 00 72 DTC 242 Adaptive Rich Fault Low Limit Gasoline 0 0 74 DTC 243 Adaptive Learn High LPG 00 eee 76 DTC 244 Adaptive Learn Low LPG 00 e ees 78 DTC 245 Adaptive Learn High Natural Gas 00 c ccc ee 80 DTC 246 Adaptive Learn Low Natural Gas 00 eee 82 DTC 261 System Voltage High 0 e
118. s set and the MIL will be on until the code is cleared This fault should be erased after diagnosis by removing battery power It will not self erase During this active fault Power Derate level 2 will be enforced When this is enforced maximum throttle position will be 20 This is enforced until the fault is manually cleared 160 TP 6215 2 08 TP 6215 2 08 Key On Engine Running System Data Mode Yes Does DTC 515 reset with engine idling Fault is intermittent DTC 515 Flash Checksum Invalid Clear System Fault gt _ gt Check all power and ground circuits to ECM Are all circuits ok Repair wiring to ECM and retest Yes Replace ECM with known good part and retest 161 DTC 516 Ram Failure ECM Microprocessor Random Access Memory Check Condition Key On Fault Condition Internal ECM memory access failure MIL On until fault is cleared Adaptive Disabled for the remainder of the key on cycle Closed Loop Enabled Power Derate level 2 enforced Random Access Memory is located within the microprocessor that can be read from or written to at any time The System Fault Codes and the Adaptive Learn Table are among the data stored in RAM This fault will set if the ECM detects a problem accessing or writing information to RAM This fault will not self erase and must be cleared manually 162 TP 6215 2
119. system is operating to specifications replace the HO2S sensor with known good part and retest TP 6215 2 08 81 DTC 246 Adaptive Learn Low Natural Gas Sensor Sensor Ground Heater To System Power Relay To Engine Ground Heated Oxygen Sensor Check Condition Engine Running Fault Condition Adaptive multiplier out of range greater than 30 MIL Disabled Adaptive Enabled Closed Loop Enabled The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier This fault will set if the adaptive multiplier exceeds the limits of normal operation 82 TP 6215 2 08 DTC 246 Adaptive Learn Low Natural Gas Note If any other DTCs are present diagnose those first The normal purpose of the Adaptive Learn is to compensate fuel flow for variations in fuel composition engine wear variances from engine to engine and component degradation The Adaptive learn may reach its limit due to many causes Refer to the diagnostic aids below for assistance Diagnostic Aids Fuel Quality A drastic variation in fuel quality may cause the system to be rich Most gas companies can help verify fuel quality Fuel System If the fuel system is suspected check and adjust according to PSI guidelines If Fuel System is operating to specification replace
120. t TP 6215 2 08 73 DTC 242 Adaptive Rich Fault low limit gasoline Sensor Sensor Ground To System Power Relay To Engine Ground Heated Oxygen Sensor Functional Fault Adaptive multiplier out of range at limit of 30 MIL On during active adaptive limit condition Adaptive Enabled Closed Loop Enabled The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier This fault sets if the Adaptive multiplier exceeds the limits of normal operation 74 TP 6215 2 08 DTC 242 Adaptive Rich Fault low limit gasoline NOTE If any other DTCs are present diagnose those first The normal purpose of the Adaptive Learn is to compensate fuel flow for variations in fuel composition engine wear variances from engine to engine and component degradation The Adaptive Learn may reach its limit due to many causes Refer to the diagnostic aids below for assistance Diagnostic Aids Injectors The system will be rich if an injector fails in an open manner Refer to the Injector Test Mode if injector problems are suspected Ignition Noise An open ground circuit to or in the ignition system or ECM may cause EMI noise Faulty crank and or cam position sensors can also cause EMI noise This noise can be interpreted by the ECM a
121. t is to detect an open or high impedance circuit to the coil or an open primary coil 100 TP 6215 2 08 DTC 321 Coil Driver 4 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the ECM Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pin 2 of the ECM connector and pin C of the coil connector Clear system fault Yes Does DTC 321 reset with engine idling Yes Using the DVOM measure the resistance between pins C amp D on the ignition coil Does the DVOM display a resistance of 5 0 Ohms or less No No Fault is intermittent Does the DVOM display a resistance of 5 0 Ohms or less Find and repair the open Yes in the harness Faulty connection at ECM or coil or Replace faulty coil Faulty ECM TP 6215 2 08 101 DTC 322 Coil Driver 4 Shorted Harness connector on valve cover Power Ground Analog Return Ignition Coil Driver 4 Primary Coil shorted Check Condition Key On and engine running Fault Condition Battery voltage at ECM less than 16 volts and adaptive dwell less than allowed for 10 coil firings MIL On for active fault and for 5 coil firings after active fault Adaptive Disabled for the remainder of the key on cycle Closed Loop Disabled during the active fault Coil driver 4 fires the 4th cyli
122. ta Mode Yes Key Off Disconnect throttle from harness Is TPS1 and TPS2 difference more than 20 Key On DBW Test Mode No Connect each TPS1 signal to the Yes 5V reference at throttle connector Is the voltage for both TPS1 and TPS2 less than 0 1volts Intermittent Problem while observing TPS1 voltage Repeat for TPS2 No TPS the one over 0 1volts is shorted to voltage in the harness or Faulty ECM Yes Does DST display both TPS1 and TPS2 Volatge over 4 9volts when each is connected to 5Vref Faulty Throttle or Faulty Connection No TPS1 or TPS2 signal wire open or shorted to ground in harness or Faulty ECM connection or Fault ECM TP 6215 2 08 193 DTC 637 Throttle Unable To Open Sensor Ground 5 VOLTS ECM Throttle Position Sensor Check Condition Cranking or Running Fault Condition Throttle command is 20 more than actual throttle position MIL On during active fault Adaptive Enabled Closed Loop Enabled Engine Shut Down There are 2 Throttle Position Sensors located within the throttle which use variable resistors to determine signal voltage based on throttle plate position TPS1 will read low voltage when closed and TPS2 will read high voltage when closed The TPS1 and TPS2 percentages are calculated from these voltages Although the voltages are different the calculated values for the throttle position
123. tage on the internal injector while the injector drive circuit is in the off state and battery voltage is greater than 9 volts 148 TP 6215 2 08 DTC 433 Injector 8 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the 8th injector in the firing order Using a high impedance DVOM measure the resistance between pins on the injector Clear system fault Does DTC 433 reset with engine idling Measure resistance from the T Y wire in the injector connector to battery ground and then to analog ground in the harness BK LG Wire Does the DVOM Yes display a resistance of 16 Ohms or less Fault is intermittent Does the DVOM display a resistance of 5 0 Ohms or less Replace the injector Yes Repair short to ground in harness or Faulty ECM if shorted to analog ground and harness is Disconnect the harness connector ok from the ECM Using the DVOM measure the resistance from the injector connector to pin 7 on the harness connector Does the DVOM display a resistance of 5 0 Ohms or less Yes Faulty connection at injector or ECM or Faulty ECM Repair open in harness TP 6215 2 08 149 DTC 434 Injector Driver 8 Shorted ECM Injector Power Injector Driver 1 Injector Driver Injector Driver Injector Driver 5 Injector Driver i pe d Injector Driver
124. tem fault Yes Does DTC 315 reset with engine idling Yes Using the DVOM measure the resistance between pins C amp D on the ignition coil Does the DVOM display a resistance of 5 0 Ohms or less No No Fault is intermittent Does the DVOM display a resistance of 5 0 Ohms or less Find and repair the open Yes in the harness Faulty connection at ECM or coil or Replace faulty coil Faulty ECM TP 6215 2 08 97 DTC 316 Coil Driver 3 Shorted Harness connector on valve cover Power Ground Analog Return Ignition Coil Driver 3 Primary Coil shorted Check Condition Key On and engine running Fault Condition Battery voltage at ECM less than 16 volts and adaptive dwell less than allowed for 10 coil firings MIL On for active fault and for 5 coil firings after active fault Adaptive Disabled for the remainder of the key on cycle Closed Loop Disabled during the active fault Coil driver 3 fires the 3 g cylinder in the firing order This fault will set if the ECM detects 10 coil firings in which the adaptive dwell is less allowed and battery voltage is less than 16 volts The purpose of this fault is to detect a short to ground in the harness or internally to the primary coil 98 TP 6215 2 08 DTC 316 Coil Driver 3 Shorted Key On Engine Running System Data Mode Key Off Disconnect the ignition coi
125. the HO2S sensor with a known good part and retest TP 6215 2 08 83 DTC 261 System Voltage Low a ECM 19 GROUND x 20 R T 5 VBAT RE 23 System Voltage to ECM Check Condition Key on and rpm greater than 1500 Fault Condition Battery voltage at ECM less than 9 0 volts continuously for 5 seconds MIL On for active fault and for 10 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Enabled The battery voltage powers the ECM and must be measured to correctly operate injector drivers ignition coils etc This fault will set if the ECM detects voltage less than 9 0 for 5 seconds or longer while the alternator should be charging The adaptive learn is disabled due to the inability of the ECM to correctly time injector openings 84 TP 6215 2 08 DTC 261 System Voltage Low Key On System Data Mode Start engine and idle Check battery voltage on display Is battery voltage more than 9 0 volts Fault is intermittent Faulty VBAT power or ground circuit to ECM or Faulty battery or Faulty charging system or Faulty ECM TP 6215 2 08 85 DTC 262 System Voltage High ECM BK ig GROUND y 20 R T e VBAT At 23 System Voltage to ECM Check Condition Cranking or Running Fault Condition Switched battery voltage at ECM greater than 18 volts for 3 se
126. the risk of personal injury during service or repair Improper service or repair may damage the equipment or render the equipment unsafe These Cautions and Notices are not exhaustive The generator set manufacturer cannot possibly warn of all the potentially hazardous consequences of failure to follow these instructions 2 TP 6215 2 08 Table of Contents Caution sae ane ae Hees Ree M oe Ry eee eae ie eee hes eas oct E ett A mae eee 2 IntrOdUCHON ces ereenn tha ytd dead en a oek deo ded bed ed eres boss bees 5 Cautions and Notices si ecu as Votes bed Se aaa ed Poe eee ee de 6 Diagnostics 4 40 20 hector ded les ene heed dea berets bee a en e da bee a bad chine 8 DTG7141 IAT High Voltage serto 22 hohe en ethic Se OM ae ee Pelee eee Pee ee 18 DTG 112 IAT Low Voltage setit ccc k een ebay nA eta We a Wine nG nee ad nk eee ee 20 DTC 113 IAT Higher Than Expected 1 1 0 2 cece teeeeeeeees 22 DTC 114 IAT Higher Than Expected 2 1 0 0 eect teenies 24 DTC 115 Oil Pressure LOW ac recriar ok Pe ae eae Mees ae haa E E ee ies 26 DTC 121 CHT ECT High Voltage 0 cee eeee 30 DTC 122 CHT ECT Low Voltage 0 cece eet eee 32 DTC 123 CHT Higher Than Expected 1 1 cee ett teens 34 DTC 124 CHT Higher Than Expected 2 1 0 eect eens 36 DTG 131 MAP High Pressure sic a3 eccke sca ohne oe aed Galea hob Reet Seas theese ned 38 DTC 132 MAP Low Voltage noiiire ste anirai ete teens 40 DTG 134 BP High Pressure iy c2d5 6 dennan i
127. ttent Problem Yes Does DST display MAP voltage of 4 5 volts or greater No Probe MAP signal circuit with test light connected to battery voltage Yes Does DST display MAP voltage of 4 0 or greater No MAP signal circuit open or shorted to ground or Faulty ECM connection or Faulty ECM TP 6215 2 08 Poor connection or Faulty MAP 5 volt reference is open or shorted to ground or Faulty ECM connection or Faulty ECM 41 DTC 134 BP High Pressure 5 volts Signal Sensor Ground ECM Barometric Pressure Check Condition Key On Fault Condition BP greater than 16 psia MIL On for active fault and for 2 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Enabled Barometric Pressure is estimated from the MAP sensor The barometric pressure value is used for fuel and airflow calculations This fault sets in the event the BP value is out of the normal range 42 TP 6215 2 08 DTC 134 BP High Pressure Key On System Data Mode Does DST display MAP Replace with known good MAP sensor pressure of 16 psia or and retest greater Intermittent Problem TP 6215 2 08 43 DTC 135 BP Low Pressure 5 volts Sensor Ground Barometric Pressure Check Condition Key On Fault Condition BP less than 8 3 psia approx 2 5 volts MIL On for active fault and for 2 second
128. uids Important Definition Important statements emphasize a necessary characteristic of a diagnostic or repair procedure Important statements are designed to do the following e Clarify a procedure e Present additional information for accomplishing a procedure e Give insightinto the reason or reasons for performing a procedure in the manner recommended e Present information that will help to accomplish a procedure in a more effective manner e Present information that gives the technician the benefit of past experience in accomplishing a procedure with greater ease TP 6215 2 08 Moving Parts and Hot Surfaces Caution Caution Avoid contact with moving parts and hot surfaces while working around a running engine in order to prevent physical injury Safety Glasses Caution Caution Always wear safety glasses to avoid eye damage Belt Drive Notice Notice Do not use belt dressing on the drive belt Belt dressing causes the breakdown of the composition of the drive belt Failure to follow this recommendation will damage the drive belt Component Fastener Tightening Notice Notice Replacement components must be the correct parts for the application The service procedure identifies components requiring the use of the thread locking compound lubricants corrosion inhibitors or sealants Some replacement components may come with these coatings already applied Do not use these coatings on components unless specif
129. ulty ECM connection or Faulty Sensor No Open sensor ground circuit or Faulty ECM TP 6215 2 08 39 DTC 132 MAP Low Voltage 5 volts LG R LG Signal BK LG A Sensor Ground ECM Manifold Absolute Pressure Check Condition Cranking or Running Fault Condition MAP voltage less than 0 05 Throttle Position greater than 2 and engine rpm less than 7000 MIL On for remainder of key on cycle Adaptive Disabled for remainder of key on cycle Closed Loop Enabled Misc Fueling is based on RPM and TPS Limp Home Condition during this fault The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold It is used to measure the pressure of air in the manifold prior to induction into the engine The pressure reading is used in conjunction with other inputs to determine the airflow rate to the engine which determines the fuel flow rate This fault will set when the MAP reading is lower than the sensor should normally produce When this fault is set the Adaptive Learn will be disabled for the remainder of the key on cycle and the MIL will be on 40 TP 6215 2 08 DTC 132 MAP Low Voltage Key On Engine Running System Data Mode Key Off Yes Disconnect MAP sensor from harness Jumper 5 volt supply circuit and MAP signal circuit together Key On Does DST display MAP voltage of 0 05 or less with engine idling No Intermi
130. ulty Throttle Does DST display both TPS1 and TPS2 Volatge over 4 9volts when each is connected to 5Vref or Faulty Connection No TPS1 or TPS2 signal wire open or shorted to ground in harness or Faulty ECM connection or Fault ECM TP 6215 2 08 191 DTC 636 TPS1 Lower Than TPS2 Sensor Ground 5 VOLTS ECM Throttle Position Sensor 1 amp 2 Check Condition Key On Fault Condition TPS1 lower than TPS2 20 difference or more MIL On for remainder of key on cycle Adaptive Enabled Closed Loop Enabled Engine Shut Down There are 2 Throttle Position Sensors located within the throttle which use variable resistors to determine signal voltage based on throttle plate position TPS1 will read low voltage when closed and TPS2 will read high voltage when closed The TPS1 and TPS2 percentages are calculated from these voltages Although the voltages are different the calculated values for the throttle position percentages should be very close to the same The TPS values are used by the ECM to determine if the throttle is opening as commanded This fault will set if TPS1 is 20 or more lower than TPS2 At this point the throttle is considered to be out of specification or there is a problem with the TPS signal circuit During this active fault the MIL light will be on and the engine will shut down 192 TP 6215 2 08 DTC 636 TPS1 Lower Than TPS2 Key On Engine Off System Da
131. uring active fault Engine Shut Down The Electronic Throttle has two counter acting Throttle Position Sensors Two sensors are used for improved safety and redundancy The Throttle Position sensor uses a variable resistor to determine signal voltage based on throttle plate position and is located within the throttle Less opening results in lower voltage and greater opening in higher voltage The TPS value is used by the ECM to determine if the throttle is opening as commanded This fault will set if voltage is above 4 8 volts at any operating condition while the engine is cranking or running The engine will not start or run during this active fault 182 TP 6215 2 08 DTC 631 TPS 1 Signal Voltage High Key On Engine Off DBW Throttle Test Mode Yes Ignition Off Disconnect Throttle Connector Ignition On Does DST display TPS1 voltage of 4 8 volts or greater with the throttle closed No Slowly depress FP while observing TPS1 voltage NOTE To sweep throttle on stationary applications go to DBW page and type desired throttle opening in FPP1 box Yes Probe sensor ground circuit on harness ECM side bk It grn with Does DST display TPS1 voltage less than 0 2 volts test light connected to battery voltage No Yes Does TPS1 voltage ever exceed 4 8 volts TPS1 signal circuit shorted to voltage or Faulty ECM No Intermittent Prob
132. using a engine idling DVOM and check one pin at a time to battery ground No No Fault is intermittent Yes ba 2s Is circuit shorted Replace the coil No Faulty coil Repair short to ground in harness or Faulty ECM TP 6215 2 08 95 DTC 315 Coil Driver 3 Open Harness connector on valve cover Power Ground Analog Return Ignition Coil Driver 3 Primary Loop open or low side short to ground Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 11 volts and dwell greater than allowed for 10 coil firings MIL On for active fault and for 3 seconds after active fault Adaptive Disabled for remainder of key on cycle Closed Loop Disabled during active fault Coil driver 3 fires the 3 g cylinder in the firing order This fault will set if the ECM detects 10 coil firings which require the adaptive dwell to be greater than allowed with the battery voltage above 11 volts The purpose of this fault is to detect an open or high impedance circuit to the coil or an open primary coil 96 TP 6215 2 08 DTC 315 Coil Driver 3 Open Key On Engine Running System Data Mode Key Off Disconnect harness connector from the ECM Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pin 1 of the ECM connector and pin C of the coil connector Clear sys
133. voltage is less than 16 volts The purpose of this fault is to detect a short to ground in the harness or internally to the primary coil 114 TP 6215 2 08 DTC 332 Coil Driver 7 Shorted Key On Engine Running System Data Mode Key Off Disconnect the ignition coil from the harness Using a high impedance DVOM measure the resistance between pins C amp D on the ignition coil Clear system fault Disconnect harness connector from the ECM Yes Does the DVOM Yes Check between pin 5 of the ECM display a resistance of connector and pin C of the coil 0 5 Ohms or more connector for a short to ground Does DTC 332 reset with j NOTE Perform this test using a engine idling DVOM and check one pin at a time to battery ground No No Fault is intermittent Yes Is circuit shorted Replace the coil No Repair short to ground in harness Faulty coil or Faulty ECM 115 TP 6215 2 08 DTC 333 Coil Driver 8 Open Harness connector on valve cover Power Ground Analog Return Ignition Coil Driver 8 Primary Loop open or low side short to ground Check Condition Key on and engine running Fault Condition Battery voltage at ECM greater than 11 volts and dwell greater than allowed for 10 coil firings MIL On for active fault and for 3 seconds after active fault Adaptive Disabled for remainder of key on cycle Clos
134. w to the engine is correct by measuring the oxygen content in the exhaust gas The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier This fault will set if the adaptive multiplier exceeds the limits of normal operation 80 TP 6215 2 08 DTC 245 Adaptive Learn High Natural Gas Note If any other DTCs are present diagnose those first The normal purpose of the Adaptive Learn is to compensate fuel flow for variations in fuel composition engine wear variances from engine to engine and component degradation The Adaptive Learn may reach its limit due to many causes Refer to the diagnostic aids below for assistance Diagnostc Aids Oxygen Sensor Wire Sensor may be mispositioned contacting the exhaust Check for short to ground between harness and sensor and on sensor harness Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load Exhaust Leaks If there is an exhaust leak outside air can be pulled into the exhaust and past the sensor causing a false lean condition Fuel Quality A drastic variation in fuel quality can cause the system to be lean Most gas companies can help varify fuel quality Ground Problem ECM grounds must be good engine or battery ground Faulty grounds may cause many unrelated problems as well Fuel System If the fuel system is suspected check and adjust according to PSI guidelines If fuel

DTC 137-TIP Voltage Low

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