CID 100 Engine Oil Pressure Sensors (EOPS)

System Operation

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

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

* 0 kPa (0 psi) is approximately 13% duty cycle (approximately 1.0 DCV). * 690 kPa (100 psi) is
approximately 85% duty cycle.

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

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

CID 100 FMI 2 Engine Oil Pressure Sensor (EOPS); Signal Out Of Range

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

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

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

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

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

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

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

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

c. Turn the ECS to the STOP position.

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

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

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

Results:

* OK - The GSC+ and the harness function properly. Therefore, the sensor is faulty. Replace the sensor.
(If desired, more sensor testing is available; see the topic PWM Sensor Test.) STOP. * Not OK - CID 100
FMI 2 fault remains showing. The harness or the GSC+ is faulty. Proceed to next step.

2. Check GSC+.

a. Turn the ECS to the OFF/RESET position. b. Disconnect the harness connector from the GSC+.

c. Turn the ECS to the STOP position. d. Press the alarm codes key.

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

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

Results:

* OK - The GSC+ functions properly. Therefore, the signal wire is faulty in the harness. Troubleshoot the
signal wire in the harness between the sensor connector and the GSC+ connector. Also check the
electrical connectors and terminals; see the topic Electrical Connector Inspection. STOP. * Not OK - CID
100 FMI 2 fault remains showing. The GSC+ is faulty. Replace the GSC+; see the topic Generator Set
Control + Replacement. STOP.
CID 100 FMI 3 Engine Oil Pressure Sensor (EOPS); Signal Too High

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

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

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

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

1. Check Supply Circuit. a. Turn the ECS to OFF/RESET and then to the STOP position.

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

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

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

Results:

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

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

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

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

Results:

* OK - The signal circuit functions properly. Verify this result by checking to see if the fault remains
present. Reconnect the sensor. Turn the ECS to OFF/RESET and then to STOP. If the CID 100 FMI 3 fault
is still showing on the upper display, the sensor is faulty. Replace the sensor. STOP. * Not OK - Voltage is
equal to battery positive (B+). The engine harness is faulty. The signal circuit within the engine harness is
shorted to battery positive (B+). Troubleshoot and repair the engine harness. STOP. * Not OK - Voltage is
NOT 7.0 ± 0.5 DCV and is NOT equal to battery positive (B+). The GSC+ or the harness is faulty. Proceed
to next step.

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

a. Turn the ECS to OFF/RESET. b. Disconnect the harness connector from the GSC+.

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

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

Results:

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

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

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

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

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

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

Results:

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

5. Check Electrical Connectors.

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

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

Results:
* OK - Connect all harness connectors that were previously disconnected. Start the engine. If the CID
100 FMI 3 fault is still showing, replace the GSC+. See the topic Generator Set Control + Replacement.
STOP. * Not OK - Repair the faulty area. STOP.

CID 100 FMI 4 Engine Oil Pressure Sensor (EOPS); Signal Too Low

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

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

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

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

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

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

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

c. Turn the ECS to the STOP position. d. Press the alarm codes key.

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

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

Results:

* OK - The GSC+ and the harness function properly. Therefore the sensor is faulty. Replace the sensor. (If
desired, more sensor testing is available, see the topic PWM Sensor Test.) STOP. * Not OK - CID 100 FMI
4 fault remains showing. The harness or the GSC+ is faulty. Proceed to next step.

2. Check GSC+. a. Turn the ECS to the OFF/RESET position.

b. Disconnect the harness connector from the GSC+. c. Turn the ECS to the STOP position.

d. Press the alarm codes key.

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

Results:

* OK - The GSC+ functions properly. Therefore, the signal wire is shorted to battery negative (B-) in the
harness. Troubleshoot the signal wire in the harness between the sensor connector and the GSC+
connector. Also check the electrical connectors and terminals; see the topic Electrical Connector
Inspection. STOP. * Not OK - CID 100 FMI 4 fault remains showing. The GSC+ is faulty. Replace the GSC+;
see the topic Generator Set Control + Replacement. STOP.

CID 110 Engine Coolant Temperature Sensors (ECTS)

System Operation

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

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

* -40°C (-40°F) is approximately 10% duty cycle (approximately 1.0 DCV). * 135°C (275°F) is
approximately 93% duty cycle.

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

NOTE: Faults are created when the harness connector (40 contact) is disconnected from the GSC+ during
these troubleshooting procedures. Clear these created faults after the particular fault is corrected and
cleared. In a properly operating system when the harness connector is removed from the GSC+, the
following diagnostic fault codes are recorded:
CID 110 FMI 2 Engine Coolant Temperature Sensor (ECTS); Signal Out Of Range

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

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

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

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

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

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

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

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

c. Turn the ECS to the STOP position.

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

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

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

Results:

* OK - The GSC+ and the harness function properly. Therefore, the sensor is faulty. Replace the sensor.
(If desired, more sensor testing is available; see the topic PWM Sensor Test.) STOP. * Not OK - CID 110
FMI 2 fault remains showing. The harness or the GSC+ is faulty. Proceed to next step.

2. Check GSC+. a. Turn the ECS to the OFF/RESET position.

b. Disconnect the harness connector from the GSC+. c. Turn the ECS to the STOP position.

d. Press the alarm codes key.

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

Results:

* OK - The GSC+ functions properly. Therefore, the signal wire is faulty in the harness. Troubleshoot the
signal wire in the harness between the sensor connector and the GSC+ connector. Also check the
electrical connectors and terminals; see the topic Electrical Connector Inspection. STOP. * Not OK - CID
110 FMI 2 fault remains showing. The GSC+ is faulty. Replace the GSC+; see the topic Generator Set
Control + Replacement. STOP.

CID 110 FMI 3 Engine Coolant Temperature Sensor (ECTS); Signal Too High

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

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

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

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

1. Check Supply Circuit.

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

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

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

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

Results:

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

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

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

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

Results:

* OK - The signal circuit functions properly. Verify this result by checking to see if the fault remains
present. Reconnect the sensor. Turn the ECS to OFF/RESET and then to STOP. If the CID 110 FMI 3 fault
is still showing on the upper display, the sensor is faulty. Replace the sensor. STOP. * Not OK - Voltage is
equal to battery positive (B+). The engine harness is faulty. The signal circuit within the engine harness is
shorted to battery positive (B+). Troubleshoot and repair the engine harness. STOP. * Not OK - Voltage is
NOT 7.0 ± 0.5 DCV and is NOT equal to battery positive (B+). The GSC+ or the harness is faulty. Proceed
to next step.

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

a. Turn the ECS to OFF/RESET. b. Disconnect the harness connector from the GSC+.

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

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

Results:

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

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

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

b. Measure the resistance of the signal circuit, from contact C of the sensor harness connector to
contact 7 of the GSC+ harness connector.
c. Measure the resistance of the sensor supply circuit, from contact A of the sensor harness connector to
contact 9 of the GSC+ harness connector.

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

Results:

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

5. Check Electrical Connectors.

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

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

Results:

* OK - Connect all harness connectors that were previously disconnected. Start the engine. If the CID
110 FMI 3 fault is still showing, replace the GSC+. See the topic Generator Set Control + Replacement.
STOP. * Not OK - Repair the faulty area. STOP.

CID 110 FMI 4 Engine Coolant Temperature Sensor (ECTS); Signal Too Low

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

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

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

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

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

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

c. Turn the ECS to the STOP position. d. Press the alarm codes key.

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

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

Results:

* OK - The GSC+ and the harness function properly. Therefore the sensor is faulty. Replace the sensor. (If
desired, more sensor testing is available, see the topic PWM Sensor Test.) STOP. * Not OK - CID 110 FMI
4 fault remains showing. The harness or the GSC+ is faulty. Proceed to next step.

2. Check GSC+.

a. Turn the ECS to the OFF/RESET position. b. Disconnect the harness connector from the GSC+.

c. Turn the ECS to the STOP position. d. Press the alarm codes key.

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

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

Results:

* OK - The GSC+ functions properly. Therefore, the signal wire is shorted to battery negative (B-) in the
harness. Troubleshoot the signal wire in the harness between the sensor connector and the GSC+
connector. Also check the electrical connectors and terminals; see the topic Electrical Connector
Inspection. STOP. * Not OK - CID 110 FMI 4 fault remains showing. The GSC+ is faulty. Replace the GSC+;
see the topic Generator Set Control + Replacement. STOP.

CID 111 Engine Coolant Loss Sensors (ECLS)

System Operation

The EMCP II+ system monitors engine coolant for loss of coolant to protect the engine in case of a
coolant temperature problem. The engine coolant loss function is an option and requires the presence
of the optional coolant loss sensor. The coolant loss sensor is usually mounted near the top of the
radiator.
The sensor is powered by an 8 volt sensor supply from the GSC+. When coolant is NOT present at the
sensor, a high signal (+5 DCV) is sent to the GSC+. When coolant is present at the sensor, a low signal (B-
) is sent to the GSC+.

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

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

CID 111 FMI 3 Engine Coolant Loss Sensor (ECLS); Signal Too High

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

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

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

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

1. Check Supply Circuit.

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

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

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

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

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

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

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

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

Results:

* OK - The signal circuit functions properly. Verify this result by checking to see if the fault remains
present. Reconnect the sensor. Turn the ECS to OFF/RESET and then to STOP. If the CID 111 FMI 3 fault
is still showing on the upper display, the sensor is faulty. Replace the sensor. STOP. * Not OK - Voltage is
equal to battery positive (B+). The engine harness is faulty. The signal circuit within the engine harness is
shorted to battery positive (B+). Troubleshoot and repair the engine harness. STOP. * Not OK - Voltage is
NOT 2.5 ± 0.5 DCV and is NOT equal to battery positive (B+). The GSC+ or the harness is faulty. Proceed
to next step.

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

a. Turn the ECS to OFF/RESET. b. Disconnect the harness connector from the GSC+.

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

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

Results:

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

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

a. Measure the resistance of the ground circuit, from contact B of the sensor harness connector to
contact 31 of the GSC+ harness connector.
b. Measure the resistance of the signal circuit, from contact C of the sensor harness connector to
contact 13 of the GSC+ harness connector.

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

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

Results:

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

5. Check Electrical Connectors.

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

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

Results:

* OK - Connect all harness connectors that were previously disconnected. Start the engine. If the CID
111 FMI 3 fault is still showing, replace the GSC+. See the topic Generator Set Control + Replacement.
STOP. * Not OK - Repair the faulty area. STOP.