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3406 B/C PEEC Repair Manual

1. ey A y 1 4 mE S AA EE SLATS LA 2222 017168 Illustration 3 Governor And Fuel Pump Drive Group components 2W 3635 Sleeve Assembly 5 Thrust bearing 6 3384 Spool 7 6J 2819 Bolts 8 108 4511 Clamp Assembly 9 101 1942 Plug in 101 1944 Carrier Assembly 10 Page 12 of 85 gt E T 7 27 EE SECTION SECTIOM D17174 Illustration 4 Governor And Fuel Injection Pump Group 8S 4710 Bolt 11 Page 13 of 85 STEP 10 Truck Engine News Media Number SEBD6660 00 Publication Date 1994 11 01 Engine Oil Capacity Change 1326 7542 3406 920 3406 7FB 8TC 4 5YG 37 7 5KJ 3406C 37 7 SKJ 8PN 3406 5 Truck Engines Except 3406 2EK And 3406C 4 Electronic Engines Equipped With Front Sump Pan The approved oil capacity for the above truck engines has been increased to 40 quarts or 10 gallons Formerly the capacity was 36 quarts or 9 gallons The new 120 8972 Oil Level Gauge dipstick is available to retrofit MOST existing engines to measure the increased capacity The new dipstick will fit both front and rear sump non Brake Saver applications The new dipstick is NOT a full range dipstick There are NO oil level marks or crosshatch the new dipstick Since each application 15 different the location of the FULL and
2. following tests in order 1 Troubleshoot any ACTIVE diagnostic codes Codes 32 and 56 limit engine speed to low idle 2 Verify that PEEC has completed its start up self checks and is out of Cold Mode 3 Check Progressive Shift Parameters to verify that they are not the cause of the complaint 4 If complaint is around 1500 to 1600 rpm the cause may be PEEC s Acceleration Rate Limit normal operation Refer to the section Summary Of PEEC Personality Modules Changes to determine if the Personality Module has ARL 5 P 211 Throttle Position Sensor Test 6 P 231 Rack Position Sensor Test 7 P 232 Rack Solenoid BTM Test 9 P 213 Vehicle Speed Signal Test P 107 Low Power Engine RPM Restricted Will Not Reach VSL Probable root causes Active Diagnostic Codes Customer Parameters normal operation PEEC Self Checks or Cold Mode normal operation Throttle position signal Fuel supply restrictions nlet air system problems Exhaust system restrictions Boost pressure signal Rack controls Timing advance Vehicle speed signal Page 41 of 85 Perform following tests in order 1 Troubleshoot any ACTIVE diagnostic codes and LOGGED Codes Codes 24 and 46 limit engine speed to 1350 rpm Codes 31 and 36 limit engine speed to Engine RPM At VSL Codes 22 23 25 42 43 and 44 limit engine power Code 48 limits engine speed to 1350 rpm in gear even if it is only LOGGED and not ACTIVE 2 Ve
3. 3 INTERMITTENT FAILURE ANALYSIS MANUAL SENR6425 Available to aid technicians if Service Manuals do not provide enough details 4 IMPROVED ELECTRONIC COMPONENTS Over the years new components have been developed Be aware of updated or improved components listed below a Rack Sensor b PEEC III c Shutoff solenoid Page 3 of 85 d Transducer Module e Speed Sensor f ECM g Timing Advance REPAIR OPTIONS After Failure Caterpillar factory and dealer personnel as well as TEPS dealer personnel have been challenged with 3406 PEEC failures The primary objective is to repair the engine with minimal cost to the customer An experienced PEEC technician should consider all of the component enhancements and consider replacement upgrade of all affected components The customer should be made aware of potential problems if these replacements upgrades are not done In the event of major component failure and or engine failure the customer should be informed of all options available to put the truck back in operation The following is a list of brief repair options that could be considered Option 1 Repair all known failed iron electronic components as necessary Cost unknown until complete Option 2 Replace the PEEC engine with a 3406B Mechanical engine 350 and 425hp are only options Engine Dealer Net 10 386 00 New Engine Upcharge 542 00 Dealer Profit 2096 2 080 00 Labor 1 000 00 Minimum ESTIMATED TOTAL 1
4. 1350 RPM active until fault cleared Page 79 of 85 C Repeated Shutoff Solenoid amp ECM Failures Repeated shutoff solenoid failures have been reported after a new key switch is installed The ECM requires a crank line input which is tied to battery during cranking This line is applied directly to the shutoff solenoid during cranking briefly to insure the solenoid moves out of the way to allow the rack to move and the engine to start After the key is released the crank line to the ECM should go open circuit and the ECM uses a driver to continue to hold the solenoid out of the way If the crank line is tied to the run position of the keyswitch the shutoff solenoid will see battery voltage all the time not just during cranking This will result in the shutoff solenoid melting down and failing In some cases the ECM fails as well Ensure that the crank line input is NOT tied to the run position of the keyswitch Page 80 of 85 Extended Service Coverage Caterpillar Announces Protection Covers 3406C Truck Engines equipped with Programmable Electronic Engine Controls Electronically controlled Cat 3406C Truck Engines with serial number prefix of 4CK are eligible for and Extended Service Coverage Program which guarantees timing advance units and certain electronic components for 2 years 200 000 miles This protection plan is available for engines having less than 650 000 miles The program is availa
5. 4 Valve 5 Fuel rack When the Rack Solenoid is de energized spring force in the solenoid moves valve 4 to the right The valve closes oil outlet B and opens oil passage D Pressure oil from oil inlet A is now on both sides of piston 1 The left side area of the piston 18 greater than the right side area of the piston The force of the oil is also greater on the left side of the piston This moves the piston and fuel rack 5 to the right Timing Advance Unit Illustration 17 500536055 Front View of Timing Advance Unit 1 Timing solenoid 2 Timing position sensor 3 Bell crank Page 19 of 85 um T A SELLE SERRATE Illustration 18 500536056 Timing Advance Unit Before Any Timing Advance A Pressure oil B Blocked oil C Drain oil 1 Timing solenoid 4 Sleeve 5 Valve spool 6 Ring 7 Gear 8 Carrier 9 Fuel injection pump camshaft 10 Body assembly 11 Bolt 12 Ring The timing advance unit connects the drive end of the fuel injection pump camshaft with the timing gears in the front of the engine The unit uses engine oil pressure to change the fuel injection timing An electronically actuated timing solenoid BTM controls a double acting hydraulic servo The double acting hydraulic servo directs engine oil that is under pressure to either side of the drive carrier The sid
6. Addition of permanent fault logging Diagnostic codes will be logged into permanent memory if they occur after the engine has been running in warm mode at least one minute 3 Diagnostic lamp actuation with cruise control switches Momentary push button will no longer operate lamp to flash out diagnostic codes To read code switch the cruise control ON OFF switch to the OFF position Then hold the SET RESUME switch in the RESUME position until the code sequence is flashed out All current faults and all faults that have been logged since the key was turned ON will then be flashed out 4 Autocal software for use with a pedal mounted throttle position sensor Page 73 of 85 5 Rack and timing sensor calibration no longer automatically calibrate boost sensor Boost sensor must now be calibrated separately 6 Addition of Diagnostic Code 41 Vehicle Overspeed Warning Diagnostic Code 41 is logged any time the vehicle speed exceeds the programmed vehicle speed limit by 5 mph for 5 seconds 7 PEEC will no longer disable cruise control or power take off operation if a fault code is activated The only fault codes that will disable cruise control are the vehicle speed fault codes 8 Diagnostic Code 46 Low Oil Pressure Warning will not be generated until the engine has been running for at least 10 seconds Only Diagnostic Code 34 Loss Of Engine Speed Signal will be active with the key turned ON and engine not running 9 Improved diag
7. 2 Check control group timing sensor for a loose tip See Illustration 1 Item 2 Check for loose tip Put 9S 3263 Thread Lock of the threads of the 9X 9555 Control Group timing sensor before it is installed This change is effective with S N 4CK 6001 118 7204 Sensor Tip Kit 15 available for repairing or replacing the sensor tip 3 Check to be sure the bell crank is in the correct position See Illustrations 1 and 2 Item 3 and Illustration 3 Items 5 and 6 Check the thrust bearing face and the front of the 2W 3635 Sleeve for wear caused by the bell crank being out of position with respect to the thrust bearing 4 Check bell crank assembly to be sure 4 15 correctly installed See Illustrations 1 and 2 Items 3 and 4 Check the faces of the bell crank to be sure that no excessive wear has occurred Check round area of the bell crank to be sure the spring is not causing galling of the bell crank on the pivot pin 2W 3623 Bell crank Assembly pin depth is correct effective with S N 4CK11473 Bell crank endplay should be 13 to 64 mm 005 to 025 in 5 Check spool in fuel pump and governor drive group See Illustration 3 Item 7 Page 9 of 85 Check spool for damage part number Replace former 4W 2750 or 7E 5564 Spool with new 4P 3384 Spool The new spool is effective with S N 8TC13234 6 Check eight bolts 8 in fuel pump and governor drive group See Illustration 3 I
8. ADD marks will vary Use the 120 8972 Oil Level Gauge Calibration Procedure to establish the FULL and ADD add marks on the new dipstick The new calibration procedure is for the 40 quart FULL mark with a 34 quart ADD mark The new calibration procedure was created to minimize errors related to drain back time by compensating for oil that is hung up in the cylinder head The new procedure also takes into account the oil that is not measurable in the deep sump because it 15 trapped in the shallow sump The new oil capacity dipstick and dipstick calibration procedure can help alleviate some oil consumption complaints by increasing the effective operating range by two quarts and by improving the dipstick accuracy The perception of excessive oil consumption can be changed by expanding the size of the operating range The expanded operating range will help decrease the number of oil additions into an otherwise healthy engine during the oil change period The chance of overfilling will also be reduced Some complaints of excessive oil consumption can be directly related to overfilling caused by misinterpreting the full range dipsticks Page 14 of 85 120 8972 Oil Level Gauge Dipstick Calibration Procedure This procedure will calibrate the 120 8972 Dipstick to accurately register a 40 quart FULL capacity and a 34 quart ADD capacity on 3406 3406B 3406C and 3406E Truck Engines NOTE This procedure should NOT be used on 3406B PEEC and 3
9. Control Group Transducer Module Pull back the black plastic sheathing on the Control Group Transducer Module wiring pigtail from the 9 Pin Connector J5 P5 Remove Pin B Grey Sensor Common Pin C Brown 5 Volts and Pin Purple Oil Pressure from connector P5 using the 8T 5318 Deutsch Connector Pin Removal Tool for 16 and 18 AWG wire 3 Insert three wires into 104 2921 3 Pin DT Connector Plug Assembly on the Y end of 117 8145 Wiring Harness nsert the Brown 5 Volts wire removed from Pin C into Pin A nsert the Grey Sensor Common wire removed from Pin B into Pin B nsert the Purple Oil Pressure wire removed from Pin G into Pin C After inserting the Brown 5 Volts Grey Sensor Common and Purple Oil Pressure Signal wires into the 104 2921 3 Pin DT Connector Plug Assembly install the Orange 3E 3368 Wedge Plug Lock into the Connector Plug and mate the connector NOTE The 3 Pin DT Connector Plug Assembly MUST be properly LOCKED together to ensure that the two halves can NOT be pulled apart You will hear an audible CLICK as the connectors seat Page 68 of 85 NOTE The wire colors should match on both sides of the 104 2921 3 Pin DT Connector Plug Assembly except for the Purple Oil Pressure wire there is no wire on the receptacle side Pin C of the connector 4 Locate the three wires on the opposite branch of the Y end of the 117 8145 Harness The wires can be identified by the Deut
10. Serial number prefixes for 3406B C PEEC engines are 8TC 3406B 1987 to 1990 5YG 3406B 1990 460Hp engines only 2EK 3406B 1991 4CK 3406C 1992 1993 During this production span enhancements were made to the engine to not only meet new EPA emission regulations but to improve engine performance and fuel economy The following reminders are given to aid in the troubleshooting of PEEC engines Each item contains a brief description If further clarification is needed please refer to the appropriate Service documents 1 ENGINE OIL LEVEL e It is imperative to maintain the correct engine oil level o proper oil capacity for PEEC engines is 39 liters 40 quarts o Do Not exceed this level o Verify that the dipstick is properly marked for the 39 liters 40 quarts o A suction bell shroud is recommended 2 OVERHAUL or High Mileage e the engine is overhauled with a standard or OPT overhaul the Injection Pump should be inspected and the following parts replaced o Fuel Camshaft bearings o Rack bar bushings o Allseals in the timing advance unit 2 DERATE SOFTWARE Engine Protection and ESC e This software was developed in June 1997 Information about this software release can be found in SEBE6122 o This offering also made available a 2 year Unilimited Mileage ESC o This coverage warranted ALL electronic engine components o program is STILL AVAILABLE if the truck has less than 650 000 miles
11. VEHICLE SPEED BUFFER VEHICLE SPEED BATICRY e COMMON SPELD 1 SENSOR Dur ag aur 14 _ 2 lz ENGINE SPEED SUFFER SENSOR cB 4 BATTERY ENGINE EHIGCLE 0 SPEED JN SENSOR WEHICLE Sh Tce BATTERY 6202 BAITERF WH ENGINE SPEED Illustration 7 200600703 New Wiring Schematic At c Install the yellow wire 6704 in pin 28 See the new wiring schematic 500600780 d Connect 165 1595 Harness Assembly 6 to 165 1594 Harness Assembly Illustration 8 e Install white wire 7 from the 165 1595 Harness Assembly in pin 18 See the new wiring schematic f Remove the green wire 6121 Y from pin I Page 32 of 85 g Install red wire from 165 1595 Harness Assembly to pin 1 See new wiring schematic h Install the green wire 6121 in the red splice of the 165 1595 Harness Assembly See the new wiring schematic i Remove the black wire 6202 X from pin 21 j Install the black wire from 165 1595 Harness Assembly to pin 21 See the new wiring schematic k Install the black wire 6202 in the black splice of the 165 1595 Harness Assembly See the new wiring schematic Illustration 9 i 00600853 8 Install P4 connector 5 to the ECM 9 Remove cover
12. as clean as possible 4 Plug the barrel and bonnet bores with a non damaging material A 7000 Series nozzle tip cap will fit in the bores See Illustration 6 5 Use the 1U 9698 Descaleant and a cotton swab to scrub the stained sealing surfaces of the bonnet and barrel 6 Let the descaleant remain on the sealing surfaces for between two minutes minimum and five minutes maximum 7 Use a cotton swab to repeat the scrubbing action Then flush the sealing surfaces with clean diesel fuel 8 Assemble the fuel injection pump groups using the original plungers 9 Visually inspect the timing spacers Illustration 7 and bushings Illustration 8 Page 48 of 85 10 Install the fuel injection pump groups into clean fuel injection pump housing Reuse the timing spacers and bushings Use new seals Lubricate the new seals with clean diesel fuel 11 If the new bushings are NOT required tighten the bushings to a torque of 300 N m 220 Ib ft If a new bushing is used a Tighten the bushing to a torque of 300 N m 220 Ib ft b Loosen the bushing 1 4 to 1 2 turn c Tighten the bushing to a torque of 300 N m 220 Ib ft NOTE The bushing tightening torque of 300 N m 220 Ib ft is for used plungers and barrels with face fretting ONLY Use the standard bushing tightening torque of 260 N m 190 Ib ft in all other cases Check the rack for free movement after each bushing 15 tightened Page 49 of 85 Truck Engine News Medi
13. this procedure ONLY if the engine completely shut down and needed to be restarted using the key switch Probable root causes Poor Connection Battery power or ground to ECM vehicle wiring After Market shutdown device PEEC does NOT have engine protection shutdown feature Fuel supply Shutoff solenoid Shorted 8 volt sensor supply voltage Page 35 of 85 Rack controls Engine speed sensor ECM or Personality Module Perform the following tests in order 1 Check external PEEC harness and connectors refer to P 201 Inspecting Electrical Connectors Vehicle connector J2 P2 ECM Sensors connector J3 P3 ECM Solenoids connector J4 P4 Transducer connector J5 P5 Rack solenoid connector J10 P10 Shutoff solenoid connector J11 P11 2 P 210 Electrical Power Supply to PEEC Test 3 Check for proper installation and operation of shutdown devices 4 P 223 Shutoff Solenoid Test 5 Check fuel tanks for foreign objects that may block fuel supply 6 Bypass OEM wiring and shutdown devices for testing Refer to P 210 Electrical Power Supply To PEEC Test 7 Check the following for damaged or abraded 8 volt sensor supply wires Timing position sensor Rack position sensor Engine speed sensor Transducer module on wires in governor housing PEEC engine harness 8 P 232 Rack Solenoid BTM Test 9 P 231 Rack Position Sensor Test 10 P 222 Engine Speed Sensor Test 1
14. trucks have experienced idle instability problems The most common method to correct this problem in the past was to change the 6T1789 Rack Brushless Torque Motor solenoid The new version of personality module implements a control strategy that 15 more tolerable to differences in lift off currents of the BTM and ECM Electronic Control Module Previously if these lift off currents did not match up closely idle instability would occur Vehicle Speed Diagnostic Improvements Fault Code 31 Loss of Vehicle Speed Signal has been added to the list of 3406B PEEC Diagnostic Codes Engine rpm at Vehicle Speed Limit VSL will be allowed with Fault Code 31 present With Fault Code 36 Vehicle Speed Signal Overrange present engine rpm at VSL will be allowed Improved Limp Home With Fault Code 32 present Throttle Position Sensor Fault engine rpm at VSL will be allowed by using the cruise control switches to raise and lower engine rpm Previously PTO Engine rpm Limit was allowed with this fault present Page 57 of 85 Improved Boost Sensor Diagnostics A software change has been developed to improve diagnosis of an intermittent Fault Code 25 Boost Pressure Sensor Fault ATA Data Link Update The ATA Data Link has been updated to maintain compatibility with current data standards of the American Trucking Association ATA The data link allows communication of the PEEC system with other electronic devices such as trip recorders electro
15. 01 1052939 Throttle Position Sensor Remote Mounted Beer Can Sensor 9X9647 Pedal Mounted Throttle Position Sensor 1108190 Remote Mounted Oil Pressure Sensor Kit 1221649 the engine 2EK and 5YG has had the white smoke product support program performed the following parts will be installed Wiring Harness 612382 Temperature Sensor 9X5370 Page 85 of 85
16. 1 P 220 ECM And Personality Module Test Page 36 of 85 Troubleshooting 3406C PEEC III DIESEL TRUCK ENGINE Media Number SENR5503 00 Publication Date 1992 12 01 Date Updated 1997 01 06 P 308 Intermittent Engine Shutdowns Probable Root Causes Perform the following tests Note Use this procedure ONLY if engine shutdown completely and had to be restarted using the key switch 1 Poor electrical connections Check external PEEC III wiring harness and connectors refer to P 500 Inspecting Electrical Connectors ECM connector J4 P4 Vehicle connector J7 P7 Transducer connector J5 P5 Rack solenoid connector J3 P3 Shutoff solenoid connector J13 P13 2 Battery power or ground to ECM vehicle wiring P 501 Electrical Power Supply 3 After market engine protection devices Check for correct installation and operation of engine protection devices Check fuel tanks and lines for foreign objects that may block fuel supply By pass OEM wiring and shutdown devices for testing refer to P 501 Electrical Power Supply to PEECIII Check the following for damaged or abraded 8 volt sensor supply wires Timing position sensor Rack position sensor Engine speed sensor Transducer module wires in governor housing PEEC Ill engine harness 7 Rack controls P 522 Rack Solenoid BTM P 521 Rack Position Sensor 8 Engine Speed sensor P 512 Engine Speed Sensor 9 ECM or Personality Module P 510 ECM amp Personality Mod
17. 12 G m 15 th ACTUAL RACK MM MEASURE WITH DIAL INDICATOR STE De Te TES ES Graph 1 Graph 1 reflects a linear straight line output generated a rack sensor functioning properly Two types of non linearity have been identified to date Graph 2 shows a slight non linearity at the end of the rack travel but would probably not cause the engine to have excessively low power The second example of non linearity is shown in Graph 3 This type of output would result in the low power fuel rate and boost levels mentioned previously Replacement of the rack sensor may be necessary to restore the engine to its normal power levels if the rack values obtained simulate those shown in Graphs 2 and 3 Page 51 of 85 ECAP RACK V5 ACTUAL RACK ye al ED Tm E SIE Supt tf 2 tt 9 2 RE I J amp t a ALLE E et ALAA D I 2 3 4 D dI 12 ACTUAL RACK MM MEASURE WITH DIAL INDICATOR Graph 2 ECAP RACK VS ACTUAL RACK gt gt t lt 3 4 5 4 wd d bP Pd odi 1s ACTUAL RACK MEASURE WITH DIAL INDICATOR Graph 3 Page 52 of 85 Failures BTM s T
18. 3406 B C Repair Manual 3406B 8TC 3406C 4CK Table of Contents 1 Introduction 2 3406 PEEC Overview 3 Common Problems a Timing Advance Failures b Speed Burps Engine Surge c Intermittent Engine Shutdowns d Low Power Restricted Engine RPM 4 PEEC Electronic Component Failures BTM Rack Timing Sensors Shutoff Solenoid Transducer Module Engine Speed Sensor ECM Personality Module 5 Other Problems Cold Mode 8TC Cold Start Problems Parameter Will Not Program Boost Sensor Will Not Calibrate Fault Code 48 Repeat Shutoff Solenoid Failures 6 Extended Service Coverage Option a LELT 7217 7 Current PEEC Part Numbers 8 Appendix a Intermittent Failure Analysis b 3406B Electronic Troubleshooting Guide c 3406C Electronic Troubleshooting Guide d 3406C OEM Systems Guide Page 2 of 85 3406 PEEC Introduction The 3406 PEEC evolved from the legendary 3406 mechanically governed engine with the addition of an electronic control module ECM The ECM controlled major functions of the engine such as engine timing and fuel rate by using actuators The ECM also monitored the engine through electronic sensors including speed rack and timing boost oil and coolant temperature The 3406B PEEC engine was introduced in 1987 and remained in production until 1993 During the six year production cycle Caterpillar built over 32 000 PEEC engines and many are still in operation today
19. 406C Electronic Engines equipped with a front sump oil pan 1 Drain a hot engine for 20 minutes Remove BOTH shallow sump and deep sump drain plugs 2 Remove the oil filter 3 Install the drain plugs removed in Step 1 4 Install a new DRY oil filter 5 Add 28 quarts 7 gallons of CF4 oil to the engine at locations 1 2 or 3 ONLY THESE FILL LOCATIONS SHOULD BE USED WITH THIS PROCEDURE See the illustration Page 15 of 85 Locations to add oil for dipstick calibration Location 3 is one of three plugs in unused oil level gauge locations 6 Install the new 120 8972 Dipstick into the guide tube Then remove the dipstick and NOTE the oil level on the dipstick 7 Mark this level on the new dipstick as ADD with an engraving pen or other comparable tool 8 Add 6 quarts 1 5 gallons of oil to the engine at locations 1 2 or 3 ONLY THESE FILL LOCATIONS SHOULD BE USED WITH THIS PROCEDURE See the illustration 9 Install the new dipstick into the guide tube Then remove the dipstick and NOTE the oil level on the dipstick 10 Mark this level on the new dipstick as FULL with an engraving pen or other comparable tool 11 Add 6 quarts 1 5 gallons of oil to the engine for a total fill quantity of 40 quarts Page 16 of 85 Systems Operation 3406C PEEC III Truck Engines Media Number SENR5508 02 Publication Date 2001 10 01 Date Updated 2001 10 11 Governor Servo Illustration 14 500536051 Rac
20. 5 008 00 Option 3 Replace the PEEC engine with a 3406 any hp Engine Dealer Net 13 485 00 New Engine Upcharge 2 500 00 Dealer Profit 2096 2 700 00 Labor 2 000 00 ESTIMATED TOTAL 21 045 00 There are more repair options than listed above An important point to remember is that the REMAN Engine has a 2 year warranty Parts repaired have only 1 year warranty Page 4 of 85 Overview Electronics THROTTLE POSTON SENSOR RACK SOLENCID SHLIT OFF m SOLENOID D 45 TIMING POSITION cO gg BENSOA dm RACK E MEM POSITION SENSOR 15 Pa Ex J11 TIMING TRANSDUCER MODULE VEHICLE SPEED SENSOR CONHECTCH fOPTIOMAL BREAKER WIRING m g 01 05 IGNITION CRUISE CONTROL SWITCHES Illustration 1 2 System Diagram Page 5 of 85 PEEC vs PEEC III PEEC II PEEC III Approximately 15 000 Produced Approximately 25 000 Produced 8TC 2bEK 5YG Serial Number Prefixes 4CK Serial Number Prefix Bolt on Personality Module Plug in Personality Module Fast Cam Enhanced Diagnostics Single 40 Pin ECM Connector Dedicated Data Link Connector Coolant Temperature Sensor Added 18 Programmable Parameters 3406B C vs 3406E C 15 C 16 Similarities Both engines use Throttle Position Cruise Control and Customer Parameters to constantly determine a desired engine speed Both engines use an E
21. 8 from the ECM 10 Remove the personality module from the ECM 11 Install a new personality module See Table 1 12 Install cover 8 ECN 960712 On Highway Truck Vehicle Speed Tip Erratic Cruise There have been several instances where drivers of on highway trucks would complain of erratic cruise control or loss of power as the truck s vehicle speed approached the programmed vehicle speed limit The dealership personnel would find that there were no logged vehicle speed faults and the vehicle speed circuitry checked out OK One possible solution to these problems is to tighten the nut that secures the yoke to the output shaft of the transmission When this nut loosens the chopper wheel can slip causing the ECM to see a slower than actual vehicle speed The ECM increases the fuel rate to get the vehicle back to the desired vehicle speed By the time the chopper wheel catches up and sends out the correct vehicle speed the truck may have exceeded the programmable vehicle speed limit causing the ECM to cut the fuel rate The same thing happens when cruise control is used The chopper wheel slips causing the ECM to register a slower than actual vehicle speed The ECM increases the fuel rate to get the truck back to the set speed The chopper stops slipping and Page 33 of 85 sends out the true vehicle speed which is now higher than the set speed and the ECM cuts the fuel rate back and the cycle repeats If the chopper wheel can be r
22. CTIVE or LOGGED diagnostic codes Code 24 46 and 48 limit engine RPM to 1350 Code 36 limits engine RPM to Engine RPM at VSL Codes 22 23 25 43 44 61 and 62 limit engine power Verify that the complaint is NOT due to parameters Check Progressive Shift Vehicle Speed Limit and Top Engine Limit Verify that the Full Load Setting and the Full Torque Setting are programmed to the values stamped on the engine information plate 3 PEEC III Self Checks or Cold Mode normal Verify that PEEC Ill has completed its start up self check and is operation out of cold mode P 502 Throttle Position Sensor Check for proper fuel pressure fuel return flow Check for air system problems Plugged air filter Aftercooler restrictions Aftercooler leaks High intake air temperature Page 43 of 85 Truck Engine News Media Number SEBD6676 00 Publication Date 1996 03 27 Fuel Injection Pump Barrel Sealing Face Reconditioning 1251 3406 Truck Engines Equipped With New Scroll Fuel System NSFS This article provides information for a new chemical cleaning process for the fuel injection pump bonnet and barrel sealing surfaces Either chemical cleaning or lapping may be used to recondition the barrel sealing surfaces Laboratory and field testing have shown the chemical cleaning process 15 less subjective and results in better sealing than the hand lapped parts Before beginning the Sealing Face Chemical Cleaning Process do the Precleanin
23. Carrier 8 has two helical splines The outer splines are in contact with the helical splines of ring 6 and the inner splines are in contact with the helical splines on fuel injection pump camshaft 9 When the engine 15 started gear 7 drives fuel injection pump camshaft 9 through ring 6 and carrier 8 Jo c x M S o 222 12 2 11 Timing Illustration 19 g00536057 Oil Pressure Locations Toward Maximum Timing Advance A Pressure oil B Drain oil 1 Timing solenoid 4 Sleeve 5 Valve spool 6 Ring 7 Gear 8 Carrier 9 Fuel injection pump camshaft Page 21 of 85 10 Body assembly 11 Bolt 12 Ring As the engine begins to run the ECM sends current to the timing solenoid BTM which moves valve spool 4 to the left in the above illustration At this point the valve spool 4 closes off the oil drain passage in the body assembly 10 Engine lubrication oil flows through the fuel injection pump housing and through a passage in the fuel injection pump camshaft 9 into the body assembly 10 and the oil is stopped by the valve spool 4 Oil pressure pushes the body assembly 10 and the carrier 8 to the left As carrier 8 is forced to the left by oil pressure the carrier slides between the
24. Media Number REHS0478 00 Publication Date 1999 07 01 Date Updated 2001 09 28 101131554 Instructions For Correcting Speed Surge In 3406C PEEC III Truck Engines SMCS Code 1408 Truck Engine 3406C S N 4CK1 Introduction This instruction addresses the problem of a speed burp power loss in the 3406C PEEC III Truck Engines This speed burp is typically followed by a speed surge power recovery This occurs most often during normal driving at varied vehicle speeds The speed burp with a speed surge is eliminated with the relocation of the engine speed sensor from the fuel injection pump to the flywheel housing Speed surge occurs due to wear in the gears in the front gear group This wear creates excessive clearances between the gears The fuel pump is driven by the front gear group There is an engine speed sensor that determines engine speed from the fuel pump camshaft Because of the excessive clearances in the gears the engine speed sensor does not sense the most accurate engine speed Excessive clearances may cause the governor to react erratically This will cause the governor to undershoot and to overshoot in the actual fuel rack position The overall effect 15 a speed burp and a speed surge that 15 felt by the driver The required replacement parts are listed below These components are designed to work with a speed signal from the flywheel This problem is most noticeable with the following horsepower ratings Any horsepow
25. Service Letter PS8200 Increase Sump to 40 Quarts and Service Letter PI3005 Install De rate Software to Limit Contingent Damage After Timing Advance Failure These Service Letters are included in this chapter as well as Truck Engine News articles that relate to this subject Truck Engine News Media Number SEBD6662 00 Publication Date 1995 01 01 Electronic Timing Advance Improvements 1272 1253 1264 3406B 8TC 2EK 3406C 4CK Truck Engines Numerous improvements have been made to the electronic timing advance components on these truck engines The Steps that follow provide a way to check the electronic timing advance components to determine if the latest components and improvements are incorporated Use the chart to determine which Steps apply to your engine Page 8 of 85 Steps 1 through 3 be performed without removing cover Steps 4 through 7 require removing the cover Step 8 requires the disassembling the timing advance Step 9 requires removing the governor if the gasket is leaking Step 10 should NOT be done on the 2EK 4CK Rear Sump configurations or Brakesaver equipped engines 1 Check solenoid BTM arm See Illustration 1 Item 1 Check arm to shaft joint for damage Check the solenoid part number The former 9X 6770 Solenoid has been replaced by the new 105 2939 Solenoid The new solenoid has a stronger shaft This change is effective with S N 4CK2537
26. a Number SEBD6648 00 Publication Date 1993 11 01 Low Power Complaints Caused By 9X 7793 Rack Sensor Non Linearity On Electronic Engines 3406 4CK1 Up Electronic Engines Low power complaints may result when the output of the 9X7793 Rack Sensor is non linear at the higher fuel system rack values This problem cannot be diagnosed using the ECAP part number 8T8697 with NEXG4522 Dual Truck Service Program Module alone Symptoms of this problem are significant losses in wheel horsepower on a chassis dyno accompanied by equally low readings of fuel rate and boost This failure mode usually shows up as a 40 to 60 wheel horsepower loss at rated conditions To determine whether a problem exists use the rack dial indicator group and ECAP together to validate the rack sensor linearity Install the mechanical dial indicator on the fuel system and then move the rack manually to the point that the rack reads 1 00 mm on the ECAP Adjust the dial indicator to read 1 00 mm Then move the rack manually 1 00 mm at a time on the dial indicator and record the ECAP reading The two numbers should follow within 0 25 mm up to 15 00 mm of rack Page 50 of 85 ECAP RACK V5 ACTUAL RACK pepe sr LT ECAP RACK MM EN TEE HANIT AIAT 1 2 2 4 5 n 7 A W 1
27. arameter fault detection Parameter that 18 programmed incorrectly can be displayed with ECAP electronic control analyzer programmer April 1988 Update Improvements to torque map for 425 hp rating September 1988 Page 72 of 85 Effective with 8TC6047 Updates 1 Elimination of intermittent Diagnostic Code 25 Boost Pressure Sensor Fault through correction of boost diagnostic change 2 Fix low idle instability problems with rack brushless torque motor BTM October 1988 Beginning of 1989 model year emissions same as in 1988 effective with 8TC6561 Updates 1 Addition of idle shutdown timer feature 2 Addition of intermittent temporary key ON fault logging 3 Improved tampering detection 4 Improved vehicle speed sensor diagnostics 5 Improved limp home for throttle position sensor fault 6 Allow acceleration to high idle when vehicle is out of gear April 1989 Personality module serial numbers 10000 Up effective with 8TC7985 Update Fix to correct intermittent shutdowns communication problems and inconsistent diagnostic codes May 1989 Personality module serial numbers 20000 Up effective with 8TC8565 Updates 1 Enhanced detection of tampering Engine performance is monitored to detect and permanently log tampering When tampering has been detected Diagnostic Code 48 will be logged and engine performance will be inhibited limited to 1350 rpm in gear until the diagnostic code is cleared 2
28. art to determine which oil pressure sensor kit to use NOTE Installation instructions are provided in each oil pressure sensor kit Page 65 of 85 9 6 94 118 6256 Pressure Sensor The 118 6256 will only work on the 4CK 3406C engines If you have an 8TC 2EK or 5YG you will have to continue using the OR 6471 Transducer Module When troubleshooting a 4CK engine with a 118 6256 Oil Pressure Sensor Kit installed the sensor voltage will change when the signal line pin C is disconnected from the ECM For example the signal line will have roughly 1 8 volts with no pressure applied and the ECM is reading the signal C wire plugged in If Pin C is pulled out the voltage of the sensor will drop to around 1 0 volt DC The 4CK Troubleshooting Guide SENR5503 will tell you to replace the sensor under these conditions DO NOT follow this step Special Instruction Media Number SEHS9794 00 Publication Date 1994 08 05 Date Updated 1997 01 06 Installing the 118 6256 Sensor Kit 1300 3406B and 3406C Electronic Engines Introduction This Special Instruction describes the procedures for the installation of the 118 6256 Sensor Kit on 3406B and 3406C electronic engines The 118 6256 Sensor Kit is now available to install the oil pressure sensor in an alternate location In the event of an oil pressure sensor failure fault the 118 6256 Sensor Kit alleviates the need to replace the transducer module by providing an alternate
29. ble at a cost of 500 Customers are required to take their Cat powered vehicle to an authorized full service outlet to participate in this plan For complete details on this program users should contact the nearest Caterpillar authorized full service dealer location Page 82 of 85 Latest PEEC Part Numbers 3406 Current Parts 9X8085 0R6486 Transducer Module 1324363 Speed Sensor 1006619 Rack Sensor 9X7793 Timing Sensor 1294501 1052939 Coolant Temperature Sensor 1022240 Pedal Mounted Throttle Position Sensor 1108190 Remote Mounted Oil Pressure Sensor Kit 1186256 Vehicle Speed Buffer 3E0020 also for PEEC 1 3406 PEEC II V 8TC and 2EK Current Parts FORD Only 9X4840 0R6081 Transducer Module 1324363 Speed Sensor 1006619 Rack Sensor 9X7793 Timing Sensor 1294501 BTM 1052939 Throttle Position Sensor Remote Mounted Beer Can Sensor 9X9648 Pedal Mounted Throttle Position Sensor 1108190 Remote Mounted Oil Pressure Sensor Kit 1221649 the engine 2EK and 5YG has had the white smoke product support program performed the following parts will be installed Wiring Harness 612382 Temperature Sensor 9 5370 Page 84 of 85 3406 Il 8TC 5YG and 2 Current Parts ECM 8T8770 0R5607 Transducer Module 1324363 Speed Sensor 1006620 Rack Sensor 9X7793 Timing Sensor 12945
30. by the vehicle s OEM are necessary This wiring is outlined in the Correct Wiring of Parking Brake Switch section of this article Intermittent Fault Logging To aid in troubleshooting intermittent PEEC faults a new personality module allows diagnostic fault codes to be stored in temporary memory This feature will retain all diagnostic messages as long as the ignition key remains ON If the key is turned OFF the stored diagnostic messages will be erased and only active faults will be retained Driver awareness of this key ON feature is essential to prevent service calls for the same intermittent faults An updated ECAP or DDT with Service Program Modules listed above is required to display logged fault codes a description of the fault the number of occurrences and the present status active not active of the fault code Many intermittent faults are electrical connection problems When troubleshooting these faults try to recreate the conditions in which the fault occurred If the fault can be recreated follow the troubleshooting procedures If the fault cannot be recreated inspect and repair connections and wiring that are associated with the circuit that caused the fault Another update planned for release in the second quarter of 1989 will log faults in permanent memory This feature will retain logged faults even if power has been interrupted to the ECM or the ignition key has been turned OFF Idle Instability Fix Several PEEC
31. e Shutoff Solenoid is to force the rack back to the OFF position Some of the more common problems that are associated with the Rack and Timing Sensors are as follows Damaged due to keyswitch wiring problems ntermittently fails resulting in shutdown The most common fixes for the above listed problems are as follows sure the ECM crank wire is attached to the crank position and not the run position on the keyswitch Page 60 of 85 D Transducer Module The function of the Transducer Module is to house the boost and oil pressure sensors as well as passing power signal wires through to the rack and speed sensor Some of the more common problems that are associated with the Transducer Module are as follows Failed oil pressure sensor Failed boost pressure sensor nternal wire abrasion causing faulty rack or speed signal engine surge The most common fixes for the above listed problems are as follows nstall a remote oil pressure sensor See Special Instruction nstall the newest transducer part number ECN 12 17 93 Troubleshooting LOW OIL PRESSURE Faults 1 The majority of transducer modules are replaced due to oil pressure faults a Check engine oil level verify that the dipstick is accurate Low oil level will cause low oil pressure faults as well as other problems b Ifthe fault is active follow the procedure in the troubleshooting manual c the fault is logged numer
32. e Vehicle Speed Buffer In most cases dependent on OEM wiring this can be done by connecting a jumper wire from a battery positive source to A wire removed in Step 1 An 878730 Socket can be used to connect the jumper wire to the 8T8729 Pin on the end of wire A NOTE Be sure to keep all contacts isolated from any grounded surface When power is supplied to all units of the PEEC system normal servicing and programming capabilities are restored When servicing and programming are complete remove the jumpers and install wire A in position A in the J2 connector Be sure the 8T8729 Pin is fully installed in the connector The pin must withstand a pull of 10 pounds and still remain in place in the connector body Page 39 of 85 D Low Power Restricted RPM For low power reference procedures P 106 thru P 107 3406B and P 305 thru P 306 3406C For engines with serial number prefix of 8TC Cold Mode that can limit engine RPM at start up and after a loss of battery voltage to the ECM coolant temp sensor ECM asks for timing advance during start up and based on the response of the timing system the ECM guesses the thickness of the to determines if cold mode should be used This check lasts for about 10 seconds If the throttle is touched during the check then cold mode is assumed and low power with 1700 RPM limit is started does this every time the ECM is powered up if vehicle speed is less than 30 mph engine i
33. e chart lists the new and former serviced parts and their comparable Remanufactured OR parts The engineering change number is also shown after each part number Current personality modules shown in the far right column are adaptable to all previous engines When ordering replacement modules ALWAYS order the remanufactured module OR part number Ordering the production module will result in unnecessary delays Abbreviations used CARB California Air Resources Board DDT Digital Diagnostic Tool ECAP Electronic Control Analyzer Programmer EPA Environmental Protective Agency LCV Low Crevice Volume piston MT Multi Torque NAR North American Rating PDCC Power Demand Cruise Control SPM Service Program Module Page 75 of 85 Not So Common Symptoms Cold Starting Tips ECN 1 18 94 Cold Starting Tips for 3406C Engines 1 The ECM must see above 100 RPM cranking speed or it will not try to start the engine The ECAP must be powered from a separate battery source or it will not function because the batteries of the truck will be too low from cranking 2 The ECM needs about 6 volts to function if the batteries are below 6 volts when cranking the ECM will not be able to start the engine 3 Since the rack servo is an oil driven device the engine usually will not start until oil pressure begins to build 4 Anoil pan heater is usually a better cold starting aid than a block heater 5 Switching to 10W30 oil will
34. e determines if the timing will be advanced or if the timing will be retarded The total timing advance range is 25 crankshaft degrees Timing is controlled by the PEEC III system as a function of the following conditions engine rpm load demand rack position boost pressure engine acceleration and throttle position timing position sensor is used for accurate feedback control of the timing Page 20 of 85 advance through and timing solenoid BTM Timing position sensor 2 15 located on top of the timing advance actuator housing Bell crank 3 is used to transfer linear motion of the timing advance unit to the end of Timing Position Sensor 2 Bell crank 3 is in contact with a thrust bearing The thrust bearing is fastened to the timing advance body assembly 10 and the thrust bearing follows the movement of the timing advance body assembly 10 The timing solenoid BTM 1 is installed toward the inside of the engine into the timing advance actuator housing The timing solenoid is spring loaded toward the retarded position The timing solenoid BTM must receive a positive voltage from the ECM in order to move the servo valve spool that changes the fuel injection timing The lever of Timing Solenoid BTM 1 is connected to servo valve spool 5 through sleeve 4 The timing advance unit is connected to the fuel injection pump camshaft Bolts 11 pull rings 6 and 12 together in order to hold gear 7
35. ectronic transducer module will no longer provide an oil pressure signal to the Electronic Control Module ECM The new configuration requires a remote mount oil sensor and wiring kit be installed The remote mount oil kit may or may not already be installed on the engine Adaptability The new 132 4363 Electronic Transducer Module with an oil pressure sensor kit is a direct replacement for the former 3E 8540 Electronic Transducer Module and the remanufactured OR 6471 Electronic Transducer Module Both of the former electronic transducer modules have been canceled The new 132 4363 Electronic Transducer Module is adaptable to the above truck engines Reason For Change When installed the new 132 4363 Electronic Transducer Module will no longer contain the oil pressure sensor This will make the system more reliable Page 62 of 85 Remote Mount Sensor Is Already Installed 0 e 6 45 5 Connector Rock Position 5 Yolla Orange Purple 4 TE n 3 Pin DT Gray Boost Proseure Engine Spesa 8 Yolu Ol Pressure Ground Analog Elactronic Transducer Modules Jon P568 primm i d Oil Preazure Sansor End Y 1 Illustration 1 3406B Wiring Diagram View of 132 4363 Electronic Transducer Module 122 1649 Sensor Kit schematic Page 63 o
36. eed Sensors Transducer Modules Vehicle Speed Sensor Adjustment Throttle Sensor ECM For re creatable surges use P 111 for the 3406B and P 309 for the 3406C PEEC engines These procedures are in the Electronic Troubleshooting guide Troubleshooting 3406B PEEC PROGRAMMABLE ELECTRONIC ENGINE CONTROLS Media Number SENR3479 05 Publication Date 1991 02 01 Date Updated 1997 01 06 111 Intermittent Engine Speed Or Power Cutouts NOTE Use this procedure only if engine DOES NOT completely shut down that is it did NOT need to be restarted using the key switch Probable root causes Poor connections Battery power or ground to ECM vehicle wiring Vehicle speed signal Fuel supply Throttle position sensor Rack controls Timing advance controls Cruise control switches Page 25 of 85 ECM or Personality Module Perform the following tests in order 1 Check external PEEC harness and connectors refer to P 201 Inspecting Electrical Connectors Vehicle connector J2 P2 ECM Sensors connector J3 P3 ECM Solenoids connector J4 P4 Transducer connector J5 P5 Rack solenoid connector J10 P10 Shutoff solenoid connector J11 P11 2 P 210 Electrical Power Supply To PEEC Test 3 P 213 Vehicle Speed Signal Test 4 Check fuel tanks for foreign objects that may block fuel supply 5 P 211 Throttle Position Sensor Test 6 P 232 Rack Solenoid BTM Test 7 P 231 Rack P
37. er ratings that are not listed must use one of the available personality modules that is closest to the necessary horsepower rating Required Parts 165 1594 Harness Assembly 165 1595 Harness Assembly 115 8109 Wire Splice 4P 5820 Pickup Assembly 3N 2704 Mounting Plate Note The 3N 2704 Mounting Plate can be used to install the speed buffer if a suitable mounting location cannot be found Page 28 of 85 Table 1 425 2000 H T W O 1 9352 in 174 3400 425 0 2000 H T W O 4CK9353 UP 2 174 3401 425 1800 H T W O 4CK1 13151 174 3402 1 460 1900 W O BRKSV 174 3403 Installation Procedure Illustration 1 200600404 1 Install speed buffer 1 on 165 1594 Harness Assembly in a convenient location The speed buffer is used to maintain the signal strength from the 4P 5820 Pickup Assembly in the flywheel housing to the ECM The 3N 2704 Mounting Plate can be used if a suitable mounting location cannot be found u d Illustration 2 500600543 2 Remove plug 2 from right hand side of flywheel housing Page 29 of 85 Illustration 3 500600554 3 Install 4 5820 Pickup Assembly 3 in flywheel housing Illustration 4 500600612 4 Install two pin connector 4 from 165 1594 Harness Assembly to 4P 5820 Pickup Assembly 3 5 Install the wire tie wraps in order to secure the wiring harnesses Illustration 5 200600636 6 Remove the P4 connec
38. erride the shutdown timer Idle Shutdown Time is a Customer Specified Parameter programmable from three to 60 minutes in one minute increments This can be programmed with either of the two electronic service tools ECAP or DDT that are equipped with the new Service Program Modules Without the new SPM the Idle Shutdown Time cannot be programmed and the resulting Fault Code 56 cannot be cleared If the Idle Shutdown Time is programmed to zero the feature is disabled The feature gives the operator the ability to override the function if the operator waits the programmed amount of time In situations where it is necessary to keep the engine idling the clutch pedal or brake pedal must go through a change in position either by pressing or releasing the pedal during the final 90 seconds prior to shutdown During the final 90 seconds prior to shutdown the Check Engine Page 56 of 85 Lamp the dash will flash at a rate of twice second to warn operator of impending shutdown If there is a change in throttle position during the final 90 seconds prior to shutdown the timer will be reset but not be disabled NOTE Vehicle battery power is not turned off after an Idle Timer Shutdown The ECM and other vehicle electrical loads will result in battery drain after engine shutdown To equip a PEEC truck with the Idle Shutdown Timer feature a personality module change an additional parking brake switch and the associated wiring supplied
39. f 85 01 Talas Grange E Pink A Gruen fo Brown Rack Portion 8 Yolka Boost Preassura Speed 45 Valta Praxsure Senear Commen Brown Electronic J5 P5 3 Pin Tremmaucar Modula Connector 3 Pin DT Connector To Prassura Sensor 3 Suppllad Harrass 0624 Illustration 2 3406 Wiring Diagram View of 132 4363 Electronic Transducer Module and 118 6256 Sensor Kit Schematic A When replacing the electronic transducer module with the new 132 4363 Electronic Transducer Module determine if the engine has a remote mount oil pressure sensor If it is already installed Note and record which wires were pulled from the connector P5 and the position they were installed on the remote mount oil sensor harness Note which wires from the remote mount oil sensor harness were installed in the connector P5 Again note the pin locations Replace the electronic transducer module with the new 132 4363 Electronic Transducer Module See Illustration 1 for the 3406B and Illustration 2 for the 3406C Remote Oil Sensor Wiring Diagram Page 64 of 85 If A Remote Mount Pressure Sensor Is Not Installed Adaptability Of Oi Pressure Sensor Kits m Engine Serial a Model Number Part Number STC SYG ZEK 122 1649 Install a 118 6256 or 122 1649 Oil Pressure Sensor Kit in order to use the new 132 4363 Electronic Transducer Module See the ch
40. g Inspection Replace 2W 2409 and 61 1665 Bonnets with new 108 2102 Bonnets Precleaning Inspection Illustration 1 Top View Of Barrel A Do not reuse if the check valve seating surface is nicked B Staining here is acceptable The new bonnet seal ring is inside this diameter There is no need to remove light to moderate stains in this area Page 44 of 85 050400 Illustration 2 Plunger NOTE Do NOT mix plungers and barrels The original plungers must remain with the same barrels If the plunger is not acceptable a new pump group is required Do not proceed with this process if the plunger is not acceptable C Cavitation erosion above the scroll edge is acceptable D Plungers with worn or nicked scroll edges should not be reused 904 70 Illustration 3 Top View Of Barrel E A mirror image of the check valve notch is acceptable E Heavy staining should be removed to prevent debris from getting into the sealing joint during assembly Visible staining Not Easily Removed is acceptable because the new bonnet seal ring is inside this diameter Page 45 of 85 Illustration 4 Bottom View Of Bonnet Top View Of Barrel Right G This style bonnet can have staining removed with the same cleaning process and reused H Multiple relief notches are acceptable J Light staining and fretting is not an automatic indication of joint leakage This should be cleaned before reuse 000477 Illustratio
41. have found this happens most commonly with the 8TC 2EK and 5YG engines These engines all use the PEEC II ECM The PEEC Il ECM was the only ECM to have a Program pin Pin F on J1 P1 Where the Service Tool is teed in If you are experiencing these symptoms here are some things to check 1 Try using another service tool cable 8 5275 for older ECAP with the plastic connector or 7X1412 for newer ECAP with the metal connector Since the only ECM s to use this line the cable are the older engines you may not have noticed if the wires were broken 2 Check the J1 P1 connection Pin F may have backed out of the connector housing 3 Remove Pin F from the J1 side nearest to the ECM Then ground the removed pin This should be the same ground as Pin B of J2 P2 While Pin F is grounded try programming the ECM again When finished re install Pin F into J1 Additional troubleshooting Communication Adapter Il CA2 does not support Pin of J1 on PEEC II engines Pin F needs to be tied to ground when programming parameters or calibrating boost ECAP and CA1 automatically take care of this When using 2 you will need to ground this pin manually There have been cases when CA1 and ET also need Pin F manually grounded Fault Code 48 Signifies driver tampering 12 Volts to rack BTM motor causes full rack travel Once logged engine speed is limited to 1350 RPM except when 12 volts is applied Fault requires passwords to clear
42. he function of the BTM is to control fuel and injection timing Common problems that are associated with the BTM s are as follows Broken Timing BTM arms 4 Engines Rack BTM arms binding in the servo spool Both Rack and Timing BTM having unstable travel The most common fixes for the above listed problems are as follows Maintain oil levels Perform the BTM Sweep Test Swap the Rack and Timing BTM s Rack bar should move freely if the servo is disconnected B Rack Timing Sensors The function of the Rack and Timing Position Sensors is to input timing and fuel rate to the ECM Some of the more common problems that are associated with the Rack and Timing Sensors are as follows Broken or lost timing sensor tip Rack sensors losing accuracy Rack sensors losing contact with the rack bar magnet The most common fixes for the above listed problems are as follows Maintain oil levels Loctite sensor tip on shaft Ensure the latest Sensor Part numbers are installed Perform the rack linearity test Verify rack magnet and rack sensor feet are flush There are also some additional troubleshooting tips for the rack and timing sensors on the 3406C engines 090194 Kit 9X9555 Timing Sensor There is now available a kit to replace the tip of the 9X9555 Timing Sensor used in engines with serial number prefixes of 8TC 2EK 5YG and 4CK The kit part number is 1187204 and contains the following ite
43. helical splines on ring 6 and the helical splines on the fuel injection pump camshaft 9 The helical splines that are on the carrier and the ring cause the camshaft to turn in relation to gear 7 This outward motion of the body assembly 10 causes the fuel injection timing to be advanced Retarded Timing Illustration 20 Retarded Timing A Pressure oil B Drain oil 1 Timing solenoid 4 Sleeve 5 Valve spool 6 Ring 7 Gear 8 Carrier 9 Fuel injection pump camshaft 10 Body assembly 11 Bolt 12 Ring g00536058 Page 22 of 85 When senses a need for engine timing to be retarded the voltage to timing solenoid BTM is reduced Spring pressure in the timing solenoid BTM moves valve spool 4 to the right in the above illustration This blocks the engine lubrication oil from the oil drain passage on the outer end of body assembly 10 The oil flows from the fuel injection pump camshaft 9 through the body assembly 10 and around the valve spool 4 The oil pressure builds up and the oil pressure moves the body assembly 10 and the carrier 8 to the right This action causes fuel injection pump camshaft 9 to turn in relation to gear 7 and fuel injection timing is retarded Oil Flow for Fuel I
44. his cold mode operation will continue until either engine is warm 15 minutes expires or vehicle speed exceeds 30 mph Note that PEEC goes through this sequence whenever the engine is started regardless of outdoor temperature In warm weather the cold start sequence will take only about ten seconds If a driver steps on the throttle before the sequence is complete PEEC cautiously assumes cold mode and continues to limit power Full power will not be restored until the driver s foot remains off the throttle for at least three seconds Knowledge of this cold start sequence can help in troubleshooting intermittent electrical power problems If electrical power to PEEC is momentarily interrupted PEEC again assumes cold mode until it can complete the cold start sequence Both power and rpm will then be limited until the driver again leaves his foot off the throttle for at least three seconds and PEEC completes its cold mode check about another 7 seconds If vehicle speed is above 30 mph however PEEC assumes that the engine is warm and that electrical power was just momentarily interrupted so operation continues as normal Page 78 of 85 Can t Program Parameters Boost Sensor Fault Code 48 ECN 2 10 95 Can t Program Systems and Pin Functions One of the more frequent phone calls received at the factory is about programming the 8TC with ECAP Factory passwords won t work or the boost won t calibrate We
45. hrough these passages to two different locations Some of the oil flows through a passage that 15 between the rack actuator housing and fuel injection pump housing 2 The passage goes to the transducer module 6 which sends an electrical signal to the ECM in order to monitor engine oil pressure The remainder of the oil flows through a different passage The passage goes back through the fuel injection pump housing This passage is connected to fuel rack servo 1 The fuel rack servo moves the fuel rack through a double acting piston The internal parts of the rack actuator housing are lubricated by the following methods Oil leakage from the fuel rack servo 1 Oil that is slung by the rotation of camshaft retainer Oil drains back through an opening between the lower part of the rack actuator housing and the fuel injection pump housing The fuel injection pump housing has an oil drain passage 5 that is connected to the engine block Page 24 of 85 B Engine Speed Burps Engine Hesitations General Troubleshooting Information Explanation of Troubleshooting Manuals Erratic Cruise Control Relocation of Speed Timing Sensor to Eliminate Engine Surge Engine Speed hesitations have occurred on all PEEC engines These surges can be the result of a variety of failure modes OEM Wiring Battery Wiring Parameter Settings Gear Train Wear Transmission Clutch Wear Rack and Timing Sensors Engine Sp
46. improve starting considerably in extreme cold 6 There is a new personality module available that improves cold starting This module eliminates repeated restarts occasionally required to get a 3406C engine running 7 This module does NOT reduce white smoke nor will it help an engine that is not firing If an engine is not producing any smoke the mechanic should determine whether the rack is advancing If the rack is advancing but the engine does not start the fuel may begin gelling If the rack is not advancing the oil pressure may not be building or the ECM voltage may be too low Truck Engine News Media Number SEBD6593 00 Publication Date 1989 02 01 Cold Start Procedures For 3406 Truck Engines While cold start procedures for PEEC engines are similar to those for mechanical engines two major differences exist First PEEC often requires a couple more seconds of cranking in order to bring oil pressure high enough to move the rack from the shutoff position Using an oil with incorrect viscosity can result in longer cranking time Second when a PEEC engine is first started PEEC goes through a cold start sequence to provide the correct warm up time If during this sequence PEEC determines the engine is cold PEEC will increase low idle to 900 to 1000 rpm to decrease warm up time limit engine speed to around 1700 rpm inhibit timing advance and limit power significantly Page 77 of 85 to less than 200 hp T
47. k Movement Toward Full Fuel A inlet B outlet C passage D passage E Pressure oil F Drain oil 1 Piston 2 Cylinder 3 Sleeve 4 Valve When the rack solenoid is energized the rack solenoid moves valve 4 to the left The valve opens oil outlet B and the valve closes oil passage D Pressure oil from oil inlet A pushes piston 1 and fuel rack 5 to the left Oil that is behind the piston goes through oil passage C and along valve 4 and out oil outlet B Page 17 of 85 Illustration 15 500536053 No Rack Movement Constant Engine Speed A inlet B outlet C passage D passage E Pressure oil F Drain oil G Blocked oil 1 Piston 2 Cylinder 3 Sleeve 4 Valve 5 Fuel rack When the desired engine speed is reached the Rack Solenoid BTM holds valve 4 in a fixed position Piston 1 moves to the left until both oil outlet B and oil passage D are blocked by valve 4 Oil is trapped in the chamber behind piston 1 This creates a hydraulic lock which stops the piston and fuel rack movement Illustration 16 500536054 Movement Of Rack Toward The Fuel Off Position A Oil inlet Page 18 of 85 outlet passage D passage E Movement of rack toward the fuel off position F Pressure oil G Drain oil 1 Piston 2 Cylinder 3 Sleeve
48. lectronic Governor software to select a desired fuel rate based on the difference between actual and desired engine speed 2 sensors on 3406E C 15 1 sensor on PEEC Differences 3406E C 15 C 16 Directly fires each injector 3406E C 15 C 16 Determines fuel rate by injector on time 3406E C 15 C 16 Electronically references top dead center to control timing PEEC Controls fuel rate by using the BTM to control a hydraulic servo which moves the rack bar and changes the scroll settings on the plunger and barrel assemblies PEEC Determines fuel rates by measuring the rack bar travel PEEC Controls timing by hydraulically advancing the camshaft with respect to the crank using a BTM servo and position sensor PEEC Rack and timing sensors need to be calibrated when replaced Page 6 of 85 Common Failure Modes A TIMING ADVANCE FAILURES Timing advance failures have occurred on 2EK and 4CK engines The January 1995 TEN article included summarizes nine improvements that should be checked before releasing a truck with a failed timing advance unit Recently the fuel camshaft bearings have been shown to bea contributor to timing advance failures These bearings should be replaced as part of an OPT or normal overhaul They should also be checked for wear on any engine that has high mileage and multiple timing advance failures In addition to the nine improvements there are two Service Letters that should be mentioned
49. location for the oil pressure sensor The disabled oil pressure sensor located within the transducer module is left in place and a new oil pressure sensor is installed in the engine cylinder block s oil gallery The 118 6256 Sensor Kit simplifies the replacement of a failed oil pressure sensor and minimizes customer downtime expense The 118 6256 Sensor Kit contains all necessary parts for the installation including a special tool 87 5318 Connector for the removal of Deutsch electrical connectors Page 66 of 85 118 6256 Sensor 118 6256 Sensor Kit Parts Consist Part No Description Wedge Plug Lock Seal E 35 2093 Strap Cable 4P 7581 Clip EMI Lot 5M 3062 210 EIN 1 87 4896 Washer Hard 8 5318 Connector Removal tool Deutsch connectors 104 2921 Plug Assembly Connector 1 15 10 1 117 8145 Harness Assembly 118 6315 Sensor Group Installation 1 Locate the oil pressure gallery on the right side of the engine as viewed from the flywheel end Inspect the area to verify that there is at least one oil pressure port available on this gallery BEFORE attempting to install the kit 2 Locate the Transducer Module on the left side of the engine as viewed from the flywheel end Page 67 of 85 Rack Postion 8 Boost Pressure Engine Speed 1 Vols Oil Pressure Sensor Common 1 444
50. ming advance controls P 532 Timing Solenoid BTM 531 Timing Position Sensor 9 Cruise Control Switches P 505 Cruise Control PTO Switches 10 Service Brake and Clutch Switches P 506 Service Brake Clutch Switches 11 ECM or Personality Module P 510 ECM and Personality Module For further troubleshooting ideas and for intermittent engine surges use 3406C SENR6425 Intermittent Failure Analysis manual This manual is full of troubleshooting short cuts and tricks to help isolate the most troublesome problems Short cuts covered in SENR6425 are as follows swap rack and timing BTM s program parameters out of the way 127mph 3000rpm by pass shutoff solenoid hotwire OEM battery wiring temporarily disconnect rack and timing sensors program engine monitoring package to OFF REHS0478 describes the relocation of the speed sensor This procedure is sometimes necessary for engines with front gear train wear In the procedure the speed sensor is relocated to the flywheel housing to get a more stable signal This publication is included Finally cruise control dropouts and surges around VSL have been caused by worn clutches and transmission yoke nut problems as well as pinched wires behind the BTM and transducer module Electronic Communicator Newsletters are included to describe this in more detail A Truck Engine News article discussing the Throttle Adjustment is also included Page 27 of 85 Special Instruction
51. ms 1 7T8269 Spring 1 7T8271 Washer and 1 7T9083 Remember to use Loctite when installing the new tip ECN 3 4 94 More on Rack and Timing Sensors Page 54 of 85 1 Tips when troubleshooting the rack and timing sensors For repeatable problems the quickest way to eliminate these sensors as part of the problem is to disconnect them The engine does not need either one of the sensors to run However when these sensors are disconnected the engine will be limited in power Therefore this test will work for problems that only appear under load The engine can also start without the rack or timing sensor The chances of a rack or timing sensor failing in a manner which prevents an engine from starting is very remote Rack and timing sensors RARELY cause engine shutdowns and engine run aways 24 7 flash code 43 is a fault that indicates a MECHANICAL problem To log this fault the rack must be stuck Check for bad rack bars bad servos or sensors hanging up against the governor housing Fault code 22 7 can be logged on certain engines If sensor tests good DO NOT replace it Keep an eye on the oil level for these engines A bad rack sensor does not cause large rapid changes in desired rack Desired rack usually changes with engine speed and or throttle Use cruise control to eliminate throttle as a possibility then check speed sensor adjustment wires pinched by the BTM wire abrasions etc Don t forget the 10 Ib Pull tes
52. n 5 Top View Of Barrel K Staining and or fretting Before cleaning Page 46 of 85 200473 Illustration 6 Top View Of Barrel L A 7000 Series nozzle tip cap in the barrel bore will help keep the cleaning fluid on the surface Remove the cap and flush the barrel with clean diesel fuel after cleaning The chemical cleaning will remove surface stains but fretting will remain Laboratory and field test indicate a new style bonnet combined with increased bushing tightening torque 300 N m 220 Ib ft will seal with a fretted barrel NOTE The bushing tightening torque of 300 N m 220 Ib ft is for used plungers and barrels with face fretting ONLY Use the standard bushing tightening torque of 260 190 Ib ft in all other cases Illustration 7 Timing Spacer M Debris dent in a timing spacer Do not reuse Manufacturing grind marks are acceptable and lapping is not required Page 47 of 85 57 Illustration 8 Bushing N Do not reuse bushings with heavy amounts of spline rust The splines must be in good condition to maintain the tightening torque Number the bushings as they are removed so they can reinstalled in the same bores Sealing Face Chemical Cleaning Process 1 Obtain a container of 1U 9698 Descaleant 2 Provide a clean work area NOTE Do NOT mix plungers and barrels The original plungers must remain with the same barrels 3 Use a clean soft cloth to wipe the sealing faces of the barrel and bonnet
53. ne News Media Number SEBD6594 00 Publication Date 1989 03 01 New Features And Enhanced Fault Codes Available In New PEEC Personality Modules 3406B PEEC Truck Engines Reference Updated 7X1830 SPM For 8T5282 3406B PEEC DDT Available in this issue The following features are available for all 1987 and 1988 3406B PEEC Truck Engines and are included on all new PEEC Engines beginning December 1 1988 To service a truck with these features the Service Program Module SPM for the ECAP must be updated to 8C5919 Version 1 3 and the service program module for the DDT must be updated to 7X1830 Version 2 0 If the Service Program Module has not been updated Fault Code 56 Check Customer Specified Parameters will occur and cannot be cleared without the new SPM Programmable Low Idle Rpm The Programmable Low Idle rpm feature allows the engine s low idle rpm setting to be set anywhere between 600 and 750 rpm This can be very helpful if a different rpm is needed to suit unique conditions or there is a resonance vibration problem at a specific rpm Idle Shutdown Timer This feature has been developed to eliminate unnecessary idle time but still allows overnight idling to heat or cool sleeper cabs The Idle Shutdown Timer will stop the engine after a programmed amount of time if the following conditions are met 1 The parking brake is applied 2 Vehicle ground speed is zero 3 PEEC is in the warm mode 4 Operator does not ov
54. nic dashboards and maintenance systems Additional Fault Codes Four Diagnostic Fault Codes have been added in the new personality module software to aid in troubleshooting PEEC Complete troubleshooting procedures for these faults are in the PEEC Troubleshooting Manual SENR3479 A brief description of each is listed 31 Loss of Vehicle Speed Signal This fault can be associated with a harness fault vehicle speed buffer fault a control module fault or a speed sensor fault 47 Idle Shutdown Timer Fault If the engine is shut down by the Idle Shutdown Timer Function Fault Code 47 will occur If the Idle Shutdown Timer is not functioning correctly first check the Customer Specified Parameters and then check for correct operation of the parking brake service brake and clutch switches 48 Excessive Boost This fault is generated when the ECM detects excessive boost for that particular engine family Under normal operating conditions this fault cannot occur 57 Parking Brake Switch Fault This fault is generated 1f the PEEC system sees vehicle speed and the parking brake is set A problem could be in the parking brake switch the harness or the control module If this fault occurs the Idle Shutdown Timer feature will not function Correct Wiring Of The Parking Brake Switch Operation of the Idle Shutdown Timer feature requires a parking brake switch as well as a 1989 personality module To correctly wire the parking brake switch refe
55. njection Pump Rack Actuator and Automatic Timing Advance Illustration 21 500536059 Fuel Injection Pump and Rack Actuator Oil Flow A Pressure Oil B Drain Oil 1 Fuel injection pump housing 2 Rack actuator housing 3 passage for the cylinder block 4 drain passage to the cylinder block 5 Transducer module Lubrication oil under pressure is supplied to the fuel injection pump housing from the left side of the cylinder block through passage 4 At this point part of the oil flows into a Page 23 of 85 main oil passage in fuel injection pump housing 2 order to lubricate three fuel injection pump camshaft bearings At the camshaft bearing that is next to the rack actuator housing oil flows between the bearing and the camshaft in order to lubricate the thrust bearing for the camshaft retainer Oil flows at the camshaft bearing on the drive end of fuel injection pump housing 2 into drilled passages in the camshaft The oil in the camshaft supplies oil to the timing advance unit Oil drains from the camshaft bearings into the fuel injection pump housing An oil drain hole keeps the level of the oil in the housing even with the center of the camshaft Oil drains from the housing through drain port 5 and back to the engine block From passage 4 part of the oil is directed back to the passages that are formed between the fuel injection pump housing 2 and the rack actuator center housing Oil flows t
56. nostics for Diagnostic Code 43 Rack Actuator or Sensor Fault 10 Cold Mode Operation displayed with ECAP service tool 11 310 hp Multi Torque 310 MT CARB Rating 12 350 hp CARB Rating July 1989 Personality module serial numbers 30000 Up effective with 8TC9090 Update Addition of chip to personality module circuit board to aid in permanent fault logging strategies May 1990 Effective with 8TC13244 and 5YG00392 1 Acceleration rate limiting above 1500 rpm is eliminated 2 Engine speed Diagnostic Codes 33 34 and 35 are now permanently logged 3 Diagnostic Code 01 legal override of idle shutdown timer added This tattletale increments each time there is an operator override of the idle shutdown timer 4 Override for Diagnostic Code 31 loss of Vehicle Speed Fault added PEEC will never initiate Diagnostic Code 31 if rpm at vehicle speed limit is set to 3000 5 Idle shutdown timer improved to reduce the possibility of engine shutdown during light load PTO usage 6 Improved tampering detection 7 Fault logging available 10 seconds into warm mode and is less susceptible to electrical voltage spikes from solenoids and relays 8 350 hp Multi Torque 350 MT EPA rating available 9 460 hp NAR rating available Page 74 of 85 10 350 hp LCV NAR rating has an enhanced performance strategy 11 Diagnostic Code 34 loss of engine RPM signal is no longer active with key on but engine off Parts List Th
57. onto the 3E 7448 Connector Adapter and tighten the 118 6315 Sensor Group to a torque of 40 2 N m 29 1 5 Ib ft NOTICE To avoid damaging the sensor and or internal and external threads DO NOT exceed a torque of 40 2 N m 29 1 5 Ib ft 9 Connect the harness to the 118 6315 Sensor Group Determine the best area to install the 4P 7581 Clip onto the lower part of the engine block using 8T 4896 Washer and 5M 3062 Bolt NOTE The 4P 7581 Clip is used to secure support any slack in the harness Page 69 of 85 The harness and or sensor connector may have to be looped coiled to remove any slack and can be secured to the 4P 7581 Clip 10 Connect an electronic service tool ECAP ET ProLink to the engine to verify that there are no active fault codes Start the engine Verify that there are no active fault codes Verify that the 118 6315 Oil Pressure Sensor Group is operating correctly nspect for oil leaks at the 3E 7448 Connector Adapter 3J 7354 Seal and 118 6315 Oil Pressure Sensor Page 70 of 85 E Engine Speed Sensor The function of the Engine Speed Sensor is to provide the ECM with the engine speed data Some of the more common problems that are associated with the Engine Speed Sensor are as follows Sensor filling with oil and pushing out into cam gear Pinched wires in transducer module Too large of a sensor gap or cam end play The most common fixes for the above listed problems are as foll
58. osition Sensor Test 8 P 242 Timing Solenoid BTM Test 9 P 241 Timing Position Sensor Test 10 P 214 Cruise Control and PTO Switches Test 11 P 215 Service Brake and Clutch Switches Test 12 P 220 ECM And Personality Module Test Page 26 of 85 Troubleshooting 3406C PEEC IIl DIESEL TRUCK ENGINE Media Number SENR5503 00 Publication Date 1992 12 01 Date Updated 1997 01 06 P 309 Intermittent Engine Speed or Power Cutouts Probable Root Causes Perform the following tests Note Use this procedure only if engine DOES NOT completely shutdown that is it did NOT need to be restarted using the key switch 1 Poor electrical connections Check external PEEC III wiring harness and connectors refer to P 500 Inspecting Electrical Connectors ECM connector J4 P4 Vehicle Speed Buffer connector J14 P14 Transducer connector J5 P5 Rack solenoid connector J3 P3 OEM Vehicle Speed Sensor connector Shutoff solenoid connector J13 P13 2 Battery power or ground to ECM vehicle wiring P 500 Electrical Power Supply 3 After market engine protection devices Check for correct installation and operation of engine protection devices 4 Vehicle speed signal P 504 Vehicle Speed Signal 5 Fuel Supply Check fuel tanks and lines for foreign objects that may block fuel supply 6 Throttle position sensor P 502 Throttle Position Sensor 7 Rack controls P 522 Rack Solenoid BTM P 521 Rack Position Sensor 8 Ti
59. otated with a screwdriver it is too loose Some chopper wheels have been loose enough to rotate with a finger Tighten the nut on the output shaft of the transmission to the torque specified by the manufacturer Truck Engine News Media Number SEBD6612 00 Publication Date 1990 09 01 Incorrect Throttle Adjustment Can Cause Engine Surge 3176 And 3406B PEEC Truck Engines Reference Service Manual Module 3406B PEEC Truck Engine Test Procedures SENR3479 Service Manual Module Electronic Troubleshooting 3176 Diesel Truck Engine SENR3913 The throttle adjustment procedure is critical to insure proper engine performance Some engines equipped with 9X9647 or 9X9648 Throttle Position Sensors TPS have experienced problems because the throttle linkage was not adjusted correctly When incorrectly adjusted the engine may experience low power or in the worst case cutout when fully loaded Incorrect adjustment can cause the TPS rotary disk to travel beyond normal operating ranges If the rotary disk travels too far over rotates the engine will cutout when fully loaded If the rotary disk does not travel far enough under rotates full throttle will not be reached Incorrect adjustment cannot be detected with the Electronic Control Analyzer Programmer ECAP status display for throttle position To verify correct TPS adjustment connect the ECAP or Digital Diagnostic Tool DDT to the output of the TPS with the 8C9801 PWM Signal Adap
60. ous times and no problem can be found update the Personality Module to a December 1993 version Numerous software improvements have been made to the oil pressure diagnostics These improvements should eliminate many of these false fault codes as well as derates and shutdowns d DO NOT replace a transducer module because oil pressure reads 1 2 with the engine off and the key in the ON position The same is true for boost pressure readings in this situation e DO NOT use the resistance test in the troubleshooting guide for 4CK1360 and above 250K Ohms to transducer casting 2 Pressure Short Circuit Faults a For active faults with oil sensor voltages key ON engine off between 1 3 and 1 55 volts update the personality module to December 1993 version The fault should be eliminated b Follow the above procedure for logged oil pressure short circuit faults as well Page 61 of 85 Special Instruction Media Number SEHS9979 00 Publication Date 1996 06 04 Date Updated 1997 01 06 New Electronic Transducer Module Installation Instructions For 3406B and 3406C Truck Engines 1900 1904 1917 1924 3406B STC 5YG 2EK 3406C 4CK Truck Engines Introduction A new electronic transducer module is being installed in the above truck engines The new electronic transducer module contains only a boost sensor The former electronic transducer module contained a boost sensor and an oil pressure sensor After installation the new el
61. ows nstalling the current Engine Speed Sensor Ensure the sensor is adjusted 72 out after making contact with the cam gear Maximum cam endplay should be 0 28 Page 71 of 85 ECM Personality Module The function of the ECM and Personality Module is to control all engine functions store engine software and ratings store logged diagnostic codes and store customer settings Some of the more common problems that are associated with the ECM Personality Module are as follows Moisture entry communication 17 05 20 05 and 23 05 fault codes 4 The most common fixes for the above listed problems are as follows Personality module seal or module cover seal Use test ECM to ensure the original ECM is bad If only codes are present and there is NO engine problems repair is NOT necessary Truck Engine News Media Number SEBD6611 00 Publication Date 1990 08 01 Effective Dates Serial Numbers And Features Of PEEC Personality Modules 3406B PEEC Truck Engines This article supersedes the article with the same title on Page 1 of the November 1989 Truck Engine News Each production change listed in this article is added to the previous change s April 1987 Original PEEC personality module 1987 model year engine serial numbers 8TC1 1412 October 1987 Beginning of 1988 model year effective with 8TC1413 Update Programming Low Idle rpm November 1987 Update Improve customer specified p
62. r to the wiring schematic for the 3406B PEEC Truck Engine SENR3486 and follow these steps 1 Attach an 878730 Socket to a 16 AWG wire and insert the wire into the D position of connector P1 the Parking Brake Switch line for the ECM 2 Connect the other end of the wire to one of the terminals on the 9G8011 Parking Brake Switch or an equivalent pressure switch NOTE The parking brake switch must be connected into the parking brake control line 3 The other terminal of the parking brake switch should be wired to chassis ground The switch should be normally closed in the applied position Page 58 of 85 Part Numbers Of Personality Modules The chart lists the new and former serviced parts and their comparable Remanufactured parts DR prefixes aro Hemanulacturad parts 7X and prefixes ara serviced parts Personality Modules Engine hp Former Serial Rating HTCO 6 310 URGQ19 7X1023 1442 350 085020 0859368 7810268 BTC1413 Up 210 086014 952107 085943 7X1354 210 CARB ORBOIS 943110 0685942 7 1352 350 EPA 086010 903115 0865944 7X1358 400 066012 9 3114 0865940 71207 400 CARB 088011 9X3117 085941 7X1200 425 OoRm6016 9x3100 095997 9 0385 425 EPA 0 5938 7 1203 425 0568015 9 3104 ORS99B 9 0385 425 CARB 0653998 7X1205 59 of 85 C Shutoff Solenoid The function of th
63. rify that complaint is NOT due to parameters Check Progressive Shift Parameters Vehicle Speed Limit and Top Engine Limit Verify that Full Load Setting and Full Torque Setting are programmed to the values stamped on the engine information plate 3 Verify that PEEC has completed its start up self checks and is out of Cold Mode 4 P 211 Throttle Position Sensor Test 5 Check for proper fuel pressure and fuel return flow 6 Check for air system problems plugged air filter aftercooler restrictions aftercooler leaks high intake air temperature 7 Check for exhaust system restrictions 8 P 224 Boost Pressure Sensor Test 9 P 230 Dynamic Rack Controls Test 10 P 240 Dynamic Injection Timing Test 11 P 213 Vehicle Speed Signal Test 12 Run PAR Performance Analysis Report Test Page 42 of 85 Troubleshooting 3406C PEEC IIl DIESEL TRUCK ENGINE Media Number SENR5503 00 Publication Date 1992 12 01 Date Updated 1997 01 06 P 305 No or Poor Throttle Response Probable Root Causes Perform the following tests 2 PEEC III Self Checks or Cold Mode normal Verify that PEEC III has completed its start up self check and is operation out of cold mode Check Progressive Shift Parameters to verify that they are not the cause of the complaint P 502 Throttle Position Sensor P 306 Low Power Engine RPM Restricted Will not reach VSL Probable Root Causes Perform the following tests Troubleshoot and A
64. s in low power during cold mode A Truck Engine News article on bonnet and barrel cleaning is included as well For low power PEEC engines there is also a rack linearity procedure Rack sensors have occasionally become non linear In this situation they will typically send the ECM a signal that does not represent actual rack travel For instance the rack sensor may tell the ECM that it is at 15mm of travel when it is actually at 12mm This error results in low power This problem does not occur every time the rack is increased Verify that the rack sensor has not failed using this procedure Rack reading on ET should be compared to a dial indicator installed in the fuel pump One millimeter of dial indicator travel should cause an increase of 1mm on ET If the increase displayed on ET varies greatly gt 0 3mm from that of the dial indicator then the rack sensor has become non linear and may be causing low power See the attached Truck Engine News article Troubleshooting 3406B PEEC PROGRAMMABLE ELECTRONIC ENGINE CONTROLS Media Number SENR3479 05 Publication Date 1991 02 01 Date Updated 1997 01 06 P 106 No Or Poor Response To Throttle Probable root causes Active Diagnostic Codes PEEC Self Checks or Cold Mode normal operation Progressive Shift Parameters normal operation Acceleration Rate Limit normal operation Throttle position signal Rack subsystem Vehicle speed signal Page 40 of 85 Perform
65. sch female pins on the wire ends and are to replace the three wires pulled from the 9 Pin Control Group Transducer Module Connector J5 P5 in Step 2 nsert the Brown 5 Volts wire into Pin C P5 nsert the Grey Sensor Common wire into Pin B P5 nsert the Purple Oil Pressure wire into Pin G P5 5 Secure the two branches of the 117 8145 Harness Y to the Control Group Transducer Module by installing two 3S 2093 Straps around the 3 Pin DT Connector Plug Assembly braided engine wiring harness and the Control Group Transducer Module 3 Pin DT Connector Plug Assembly pigtail 6 Route the harness to the new 118 6315 Oil Pressure Sensor location by following the existing braided engine wiring harness underneath the engine fuel pump Secure the existing engine harness and the new Transducer Module to Oil Pressure Sensor harness together by installing 3S S2093 Straps spaced approximately 0 305 m 1 0 ft apart 7 Route the harness behind the timing advance and up to the coolant sensor area around the front of the engine and then behind the alternator NOTE The new 118 6315 Oil Pressure Sensor Group when connected to the harness should reach three or four of the ports on the gallery 8 Remove one of the plugs from the oil gallery Install the 3E 7448 Connector Adapter 3 8 18 NPTF end into oil gallery port Install the 3J 7354 Seal onto the 3E 7448 Connector 7 16 20 UNF THD end Install the 118 6315 Sensor Group
66. tem 8 Check to be sure 6J 2819 Bolts 8 are used Tighten the 6J 2819 Bolts to a torque of 16 N m 12 0 Ib ft The new longer bolts and higher tightening torque are effective with S N 2EK1823 7 Check to be sure the former 3P 3547 Retaining Ring has been replaced by the new 108 4511 Clamp Assembly See Illustration 3 Item 9 8 Check to be sure the plug is in position in the carrier assembly See Illustration 3 Item 10 New threaded plug used with 101 1944 Carrier Assembly shown New 101 1944 Carrier Assembly with threaded plug effective with S N 4 4699 Do NOT use former 0T0200 Cup Plug 9 Check for oil leak between governor and fuel injection pump housing See Illustration 4 Item X Oil leak can be internal or external Oil leaking past 4W 2491 Gasket New tightening specification for 88 4710 Bolt 11 is 16 4 12 3 Ib ft and is effective with S N 4CK 15840 Page 10 of 85 s a zd rerit xy nM b n M a 1 A EA A P e mate M oe ra ry ater P 5 us bel A 5d H 5d oe a a MER A 1 2 4 3 D17131 Illustration 1 Timing Control Group components Solenoid 1 Control Group 2 Bell crank Assembly 3 Pin 4 Illustration 2 View A A Timing Control Group components Bell crank Assembly 3 Pin 4 16 17132 Page 11 of 85 LE 6
67. ter Group Set the service tool to display the screen for duty cycle measurement of the pulse width modulated signal Adjust the throttle linkage to get a low idle reading of 15 to 2096 duty cycle and a high idle reading of 80 to 85 duty cycle This adjustment may have to be performed several times before both low and high idle adjustment ranges are achieved at the same time For more details on the correct throttle adjustment procedure see the Reference Page 34 of 85 C Engine Shutdowns Engine shutdowns have occurred on 3406B and C PEEC engines The following can cause these shutdowns OEM Wiring Kysor Shutdown System Rack system wear Shutoff solenoid Personality module ECM Rack BTM Engine Speed Sensor Transducer module Racksensor For engine shutdowns use Troubleshooting Procedure P 110 and P 308 for the 3406B and C engines respectively These procedures are included in this manual For additional tips and short cuts refer to the Intermittent Failure Analysis Manual SENR6425 Remember Troubleshooting an engine that won t start is easier than troubleshooting and engine with and intermittent problem A Truck Engine News article on the Kysor Shutdown System is also included in this manual Troubleshooting 3406B PEEC PROGRAMMABLE ELECTRONIC ENGINE CONTROLS Media Number SENR3479 05 Publication Date 1991 02 01 Date Updated 1997 01 06 P 110 Intermittent Engine Shutdowns NOTE Use
68. tor 5 from the ECM Page 30 of 85 x stmt Illustration 6 5744 PK b722 BU 6729 80 727 42 6743 0R 6721 PK 6720 WH 6702 ER 6704 TL 01 GN B7E WH B707 FU 708 0 6769 6 67398 GY 6776 YL 6737 57T38 BU 6738 OR 6741 61 6797 WH 6795 Pu 6703 ER P202 BK 2 6 amp 714 TL amp T45 RD 2 6718 08 6715 PK 56717 PU 571I CH 6719 BU 5441 6527 5723 BR 5724 YL 6222 BK CONTROL GROUP PEEC III RESERVED RESERVED RESERVED RESERVED RESERVED RESERVED H Ji DATA LINK H W922 DATA LINK H THROTTLE POSITION VEHICLE SPEED PARK BRAKE SWITCH CRUISE CONT ON OFF CLUTCH SWITCH RESUME SET BRAKE SWITCH RETARDER ENABLE DIAGNOSTIC LAMP ATA ATA ATA DATA 11587 H WARNING LAMP 7 COOL LEVEL LOW COOL LEVEL NORMAL CRANK BATTERY BATTERY RESERVED H RACK POSITION 1 5 Y SENSOR COMMON B Y 905 PRESSURE PRESSURE H ENGIME SPEED TIMING POSITION COOLANT ENGINE SHUTOFF SOL RACK SOL TIMING 501 SOLENOID COMMON 500601086 7 Use the following procedure to install wiring for the electronic control module ECM Remove the green wire 6711 Z from pin 28 Wrap electrical tape a around the end of this wire because the wire will not be used Page 31 of 85 b Remove yellow wire 6704 from pin 18
69. ts There have been many harnesses that have pins improperly crimped on the harness wires When the harness is stretched the wire pulls away from the pin and an intermittent problem is created The rack and timing sensors cannot cause BTM open short circuit faults When the ECM cannot read the rack or timing signal it sets actual rack or timing desired On the ECAP it may appear as rack or timing is jumping back and forth between two values This does not mean the ECM or PM is malfunctioning It also does not mean the rack or timing sensor is bad either It is an indication that the sensor signal is not getting to the ECM properly or the system is binding Be sure to check connectors pins and wiring If a timing sensor has a loose tip clean the tip apply primer and Loctite the tip back on the sensor The most reliable way to troubleshoot low power is on the dyno Be sure to verify low power before making repairs If a dyno is not available and no active problem is found instruct the driver to visit a Cat authorized shop with a dyno DO NOT PEFORM VOLTAGE CHECKS FOR LOGGED FAULT CODES IF THERE IS A VOLTAGE OUT OF SPEC THERE WILL ALSO BE AN ACTIVE FAULT FOR LOGGED CODES CHECK FOR WIRE ABRASION LOOSE PINS UNMATED CONNECTORS ETC 1 OR2 LOGGED CODES DOES NOT EXPLAIN WHY AN ENGINE HAS BEEN LOW ON POWER DO NOT REPLACE COMPONENTS FOR 1 OR 2 LOGGED CODES ESPECIALLY IF THEY DO NOT RELATE TO THE COMPLAINT Page 55 of 85 Truck Engi
70. ule Truck Engine News Media Number SEBD6581 00 Publication Date 1988 02 01 Servicing And Programming PEEC Truck Engines Equipped With Kysor Shutdown System 3406B PEEC Truck Engines Equipped With Shutdown System Reports indicate a problem servicing and programming a 3406B PEEC Truck Engine equipped with a Kysor Engine Shutdown System The Kysor Engine Shutdown disconnects the Programmable Electronic Engine Control PEEC voltage supply when the engine is without oil pressure for a specified amount of time approximately 30 seconds This results in an inability to program and service the PEEC system Page 37 of 85 Servicing and programming can be accomplished by supplying power directly to the PEEC This can be done as follows THROTTLE POSITION SENSOR JUMPER WIRES i CONNECT TO WIRE A CD REMOVED FROM 12 CONNECTOR m fr CONNECT TO i PIN IN 12 _ CONNECTOR J2 pru DIAGNOSTIC CONNECTOR 12 VOLT BATTERY VEHICLE SPEED BUFFER CRUISE CONTROL SWITCHES Page 38 of 85 1 Remove A wire from J2 connector with a Deutsch pin remover part to 1U5803 Deutsch Connector Repair Kit 2 Attach an 8T8729 Pin to a 16 AWG jumper wire and insert the pin into A position of the J2 connector 3 Connect the other end of the jumper wire to a battery positive source 4 Connect power to the Throttle Position Sensor and th

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