PSI Certified Stationary Diagnostic Service Manual D

PSICERTSTAT-D
Emission Certified
Stationary Engine Fuel and
Control System Diagnostic
Service Manual
PSICERTSTAT-D
Table of Contents
General Information................................................................................................ 3
An overview of this Service Manual
Maintenance ............................................................................................................ 6
General maintenance and maintenance interval information
Fuel System .......................................................................................................... 14

An overview of the fuel system and its components
LPG Fuel System Diagnosis ................................................................................ 21

How to identify a general problem
LPG Symptom Diagnostics .................................................................................. 29

How to correct a specific problem
Electrical Section .................................................................................................... 42
Diagnostic Scan Tool ........................................................................................ 61

Using the DST for testing and trouble shooting
Engine Wire Harness Repair ............................................................................ 83

Repairing a wire harness on the vehicle
Diagnostic Trouble Codes (DTCs) ................................................................. 87

Application, schematic and DTC specific code information
Definitions ............................................................................................................. 272

Definitions of phrases and acronyms used throughout this Service Manual
General Information
3
GENERAL INFORMATION
INTRODUCTION
This service manual has been developed to pro-

vide the service technician with the basic
understanding of the PSI certified fuel and emis- Do not allow LPG to contact the skin.
sion systems for their GM engine line. This LPG is stored in the fuel tank as a liq-
manual should be used in conjunction with the uid. When LPG contacts the
base engine manual and the OEM service man- atmosphere, it immediately expands
ual when diagnosing fuel or electrical problems. into a gas, resulting in a refrigeration
effect that can cause severe burns to
SERVICING YOUR EMISSIONS the skin.
CERTIFIED ENGINE
Any maintenance and repair should be performed

by trained and experienced service technicians.
Proper tools and equipment should be used to
Do not allow LPG to accumulate in ar-
prevent injury to the servicing technician and
eas below ground level such as in a
damage to the vehicle or components. Service re-
service pit or underground ventilation
pairs should always be performed in a safe
systems. LPG is heavier than air and
environment and the technician should always
can displace oxygen, creating a dan-
wear protective clothing to prevent injury.
gerous condition
FUEL QUALITY
PSI NG engine are designed to operate on pipe-

line quality natural gas with a heat value of 1050
BTU or higher. LPG engines and fuel systems are Do not make repairs to the LPG fuel
designed to operate on HD-5 or HD-10 specifica- system if you are not familiar with or
tion LPG fuel. Fuel other than HD-5 or HD-10 may trained to service LPG fuel system.
cause harm to the engine’s emission control sys- Contact the dealer who sold you the
tem and a warranty claim may be denied on this vehicle to locate a repair facility with
basis if operators can readily find the proper fuel. trained technicians to repair your fuel
Use of any other fuel may result in your engine no system
longer operating in compliance with CARB or EPA
emissions requirements. WARNINGS, CAUTIONS AND NOTES
This manual contains several different Warnings,

FUEL SYSTEM CAUTIONS Cautions, and Notes that must be observed to
prevent personal injury and or damage to the ve-
hicle, the fuel system or personal property.
A “WARNING“ is an advisement that by perform-

Do not smoke, carry lighted tobacco or ing a process or procedure listed in this manual
use a lighted flame of any type when improperly may result in serious bodily injury,
working on or near any fuel related death and/or serious damage to the vehicle or
component. Highly flammable air-fuel property.
mixtures may be present and can be
ignited causing personal injury
4
GENERAL INFORMATION
PROPER USE OF THIS SERVICE MANUAL,

TOOLS AND EQUIPMENT
To reduce the potential for injury to the technician

or others and to reduce damage to the equipment
during service repairs the technician should ob- Always leak check any fuel system
serve the following steps: connection after servicing! Use an
electronic leak detector and/or a liquid
The service procedures defined in this manual, leak detection solution. Failure to leak
when followed, have been found to be a safe check could result in serious bodily
and efficient process to repair the fuel system. injury, death, or serious property dam-
In some cases special tools may be required to age.
perform the necessary procedures to safely
remove and replace a failed component.
The installed PSI fuel system has been certi-

fied with the Environmental Protection Agency
(EPA) and complies with the regulation in ef-
fect at the time of certification. When servicing
the fuel and emission control system you
should follow all the recommended service and
repair procedures to insure the fuel and emis-
sions system is operating as designed and
certified. Purposely or knowingly defeating or
disabling any part or the fuel and emission sys-
tem may be in violation of the anti-tampering
provision of the EPA’s Clean Air Act.
Tools identified in this manual with the prefix

“J” or “BT” can be procured through SPX in
Warren, Michigan.
Other special tools identified in this manual

can be acquired through the equipment OEM
or PSI.
IMPORTANT
It is important to remember that there may be a
combination of Metric and Imperial fasteners used
in the installation of the PSI fuel system. Check to
insure proper fit when using a socket or wrench on
any fastener to prevent damage to the component
being removed or injury from “slipping off” the fas-
tener.
5
Maintenance
6
MAINTENANCE
COOLING SYSTEM
The maintenance of an engine and related com-
ponents are critical to its operating performance It is important that the cooling system of the en-
and lifespan. Industrial engines operate in envi- gine be maintained properly to ensure proper
ronments that often include hot and cold performance and longevity.
temperatures and extreme dust. The recom-
mended maintenance schedule is listed in this
section, however, environmental operating condi-
tions and additional installed equipment may
require more frequent inspection and servicing.
The owner and/or service agent should review the Do not remove the cooling system pressure
operating conditions of the equipment to deter- cap (radiator cap) when the engine is hot.
mine the inspection and maintenance intervals. Allow the engine to cool and then remove the
cap slowly to allow pressure to vent. Hot
coolant under pressure may discharge vio-
lently.
When performing maintenance on the engine, Note that there may be an LPG vaporizer con-
turn the ignition OFF and disconnect the bat- nected to the cooling system and the fuel system
tery negative cable to avoid injury or damage may be adversely affected by low coolant levels
to the engine. and restricted or plugged radiator cores. There-
fore, the cooling system must be maintained
according to the recommend maintenance sched-
The engine installed in this equipment uses a ule in this section and also include:
drive belt that drives the water pump, alternator
and additional pumps or devices. It is important to
The regular removal of dust, dirt and debris
note that the drive belt is an integral part of the from the radiator core and fan shroud.
cooling and charging system and should be in-
Inspection of coolant hoses and components
spected according to the maintenance schedule in
for leaks, especially at the radiator hose con-
this section. When inspecting the belts check for:
nections. Tighten hose clamps if necessary.
Check radiator hoses for swelling, separation,
Cracks
hardening, cracks or any type of deterioration.
Chunking of the belt
If any of these conditions exist the hose
Splits should be replaced with a recommended OEM
Material hanging loose from the belt replacement part.
Glazing, hardening Inspect the radiator cap to ensure proper seal-
ing.
If any of these conditions exist the belt should be
replaced with the recommended OEM replace-
ment belt.
SERPENTINE BELT SYSTEM
Serpentine belts utilize a spring-loaded tensioner

to keep the belt properly adjusted. Serpentine
belts should be checked according to the mainte-
nance schedule in this section.
IMPORTANT:
The use of “belt dressing” or “anti-slipping
agents” on belts is not recommended.
7
COOLANT installed by the owner are properly installed in
the system.
The engine manufacturer recommends the cooling Verify that the MIL, charging, and oil pressure
system be filled with a 50/50 mixture of antifreeze lights illuminate momentarily during engine start.
and water. The use of long life type coolant meet-
ing specification GM6277M is required. This
antifreeze is typically a bright orange in color and ENGINE CRANKCASE OIL
should meet the requirements issued by PSI
(GM6277M). Coolant should have a minimum boil- OIL RECOMMENDATION
ing point of 300F (149c) and a freezing point no
higher than -34F (-37c). Do not add plain water. It is recommended to use GM Specification
Replace coolant per the recommended schedule. GM6094M with an API rating of SM or newer. To
IMPORTANT: achieve proper engine performance and durability,
it is important that you only use engine lubricating
The manufacturers of the engine and fuel system oils displaying the American Petroleum Institute
do not recommend the use of “stop leak” additives (API) “Starburst” Certification Mark ‘FOR
to repair leaks in the cooling system. If leaks are GASOLINE ENGINES’ on the container.
present the radiator should be removed and re-
paired or replaced.
ENGINE ELECTRICAL SYSTEM MAINTNANCE
The engine’s electrical system incorporates an Gasoline engines that are converted to run on
electronic control module (ECM) to control various LPG or NG fuels must use oils labeled for gaso-
related components. The electrical system con- line engines. Oils specifically formulated for Heavy
nections and ground circuits require good Duty or Natural Gas Engines are not acceptable
connections. Follow the recommended mainte-
nance schedule in this section to maintain IMPORTANT:
optimum performance. When inspecting the elec-
trical system check the following: Oils recommended by the engine manufacturer
already contain a balanced additive treatment.
Check Positive and Negative cables for corro-
Oils containing “solid” additives, non-detergent
sion, rubbing, chafing, burning and to ensure
oils, or low quality oils are not recommended by
tight connections at both ends.
the engine manufacturer. Supplemental additives
Check battery for cracks or damage to the
added to the engine oil are not necessary and
case and replace if necessary.
may be harmful. The engine and fuel system sup-
Inspect engine wire harness for rubbing, chaf- plier do not review, approve or recommend such
ing, pinching, burning, and cracks or breaks in products.
the wiring.
Verify that engine harness connectors are cor-
rectly locked in by pushing in and then pulling SYNTHETIC OILS
the connector halves outward.
Inspect ignition coil wire for hardening, crack- Synthetic oils have been available for use in in-
ing, arcing, chafing, burning, separation, split dustrial engines for a relatively long period of
boot covers. time and may offer advantages in cold and hot
Check spark plug wires for hardening, crack- temperatures. However, it is not known if synthet-
ing, chafing, arcing or burning, separation, and ic oils provide operational or economic benefits
split boot covers. over conventional petroleum-based oils in indus-
Replace spark plugs at the required intervals trial engines. Use of synthetic oils are not
per the recommended maintenance schedule. required for industrial engines.
Verify that all electrical components are se-
curely mounted to the engine or chassis.
Verify that any additional electrical services
8
CHECKING/FILLING ENGINE OIL LEVEL
IMPORTANT:
Care must be taken when checking engine oil lev-
el. Oil level must be maintained between the An overfilled crankcase (oil level being too
“ADD” mark and the “FULL” mark on the dipstick. high) can cause an oil leak, a fluctuation or
To ensure that you are not getting a false reading, drop in oil pressure. When overfilled, the en-
make sure the following steps are taken before gine crankshafts splash and agitate the oil,
checking the oil level. causing it to aerate or foam.
1. Stop engine. IMPORTANT:

2. Allow approximately several minutes for the oil Change oil when engine is warm and the old oil
to drain back into the oil pan. flows more freely.
3. Remove the dipstick. Wipe with a clean cloth
or paper towel and reinstall. Push the dipstick 2. Stop engine
all the way into the dipstick tube.
4. Remove the dipstick and note the amount of IMPORTANT:
oil on the dipstick. The oil level must be be- Engine oil will be hot. Use protective gloves to
tween the “FULL” and “ADD” marks. prevent burns. Engine oil contains chemicals
which may be harmful to your health. Avoid skin
contact.
3. Remove drain plug and allow the oil to drain.

4. Remove and discard oil filter and its sealing
ring.
5. Coat sealing ring on the new filter with clean
engine oil, wipe the sealing surface on the
filter mounting surface to remove any dust, dirt
or debris. Tighten filter securely (follow filter
manufacturers instructions). Do not over tight-
en.
Figure 2 Engine Oil Dip tick (Typical)
6. Check sealing ring on drain plug for any dam-
age, replace if necessary, wipe plug with clean
5. If the oil level is below the “ADD” mark reinstall
rag, wipe pan sealing surface with clean rag
the dipstick into the dipstick tube and proceed
and re-install plug into the pan. Tighten to
to Step 6.
specification.
6. Remove the oil filler cap from the valve cover.
7. Fill crankcase with oil.
7. Add the required amount of oil to bring the
8. Start engine and check for oil leaks.
level up to, but not over, the “FULL” mark on
9. Dispose of oil and filter in a safe manner.
the dipstick Reinstall the oil filler cap to the
valve rocker arm cover and wipe any excess
oil clean.
CHANGING THE ENGINE OIL
IMPORTANT:
When changing the oil, always change the oil
filter.
1. Start the engine and run until it reaches nor-

mal operating temperature.
9
FUEL SYSTEM INSPECTION AND Check to make sure filter is securely mounted.
MAINTENANCE Check filter housing for external damage or
distortion. If damaged replace fuel filter.
LPG FUEL SYSTEM
REPLACING THE FUEL FILTER:
The fuel system installed on this industrial engine
has been designed to meet the stationary engine 1. Move the equipment to a well ventilated area
emission standard applicable for the 2009 and and verify that sparks, ignition and any heat
later model years. To ensure compliance to these sources are not present.
standards, follow the recommended maintenance 2. Start the engine.
schedule contained in this section. 3. If the engine operates on a positive pressure
INSPECTION AND MAINTENANCE OF THE fuel system, run the engine with the fuel sup-
FUEL STORAGE CYLINDER ply closed to remove fuel from the system.
The fuel storage cylinder should be inspected IMPORTANT:

daily or at the beginning of each operational shift A small amount of fuel may still be present in
for any leaks, external damage, adequate fuel the fuel line. Use gloves and proper eye pro-
supply and to ensure the manual service valve is tection to prevent burns. If liquid fuel
open. Fuel storage cylinders should always be continues to flow from the connections when
securely mounted, inspect the securing straps or removed, make sure the manual valve is fully
retaining devices for damage ensure that all lock- closed.
ing devices are closed and locked. Check to
ensure that the fuel storage cylinder is positioned 4. Slowly loosen the inlet fitting and disconnect.
with the locating pin in the tank collar on all hori- 5. Slowly loosen the outlet fitting and disconnect.
zontally mounted cylinders this will ensure the 6. Remove the filter housing form the equipment.
proper function of the cylinder relief valve. 7. Check for contamination.
8. Tap the opening of the filter on a clean cloth.
When refueling or exchanging the fuel cylinder, 9. Check for debris.
check the quick fill valve for thread damage. Also 10. Check canister for proper mounting direction.
verify O-ring is in place and inspect for cracks, 11. Reinstall the filter housing to the equipment.
chunking or separation. If damage to the o-ring 12. Tighten the inlet and outlet fittings to specifica-
is found, replace prior to filling. Check the ser- tion.
vice line quick coupler for any thread damage. 13. Check for leaks at the inlet and outlet
fittings, and the filter housing end connec-
IMPORTANT: tion using a soapy solution or an electronic
When refueling the fuel cylinder, wipe both the leak detector, if leaks are detected make
female and male connection with a clean rag prior repairs
to filling to prevent dust, dirt and debris from being
introduced to the fuel cylinder.
INSPECTION AND REPLACEMENT OF THE

FUEL FILTER
The fuel system on this emission certified engine

may utilize an in-line replaceable fuel filter ele-
ment. This element should be replaced, at the
intervals specified in the recommended mainte-
nance schedule. When inspecting the fuel filter
check the following:
Check for leaks at the inlet and outlet fittings,

using a soapy solution or an electronic leak
detector and repair if necessary.
10
INTERGRATED ELECTRONIC PRESSURE will help the oils to flow freely from the regulator.
REGULATOR (IEPR) MAINTENANCE AND
INSPECTION To drain the regulator, follow the steps below:
IMPORTANT: 1. Move the equipment to a well ventilated area

The Integrated Electronic Pressure Regulator and ensure no external ignition sources are
(IEPR) components have been specifically de- present.
signed and calibrated to meet the fuel system 2. Start the engine.
requirements of the emission certified engine. 3. With the engine running close the manual
valve.
If the IEPR fails to operate or develops a leak, it 4. When the engine runs out of fuel turn OFF the
should be repaired or replaced with the OEM key when the engine stops and disconnect the
recommended replacement parts. When inspect- negative battery cable.
ing the system check for the following items:
IMPORTANT:
Check for any fuel leaks at the inlet and outlet A small amount of fuel may still be present in the
fittings. fuel line, use gloves to prevent burns, wear prop-
Check for any fuel leaks in the IEPR body. er eye protection. If liquid fuels continues to flow
Check the inlet and outlet fittings of the cool- from the connections when loosened check to
ant supply lines for water leaks if applicable. make sure the manual valve is fully closed.
Check to ensure the IEPR is securely mount-
ed and the mounting bolts are tight. 5. Loosen the hose clamp at the inlet and outlet
Check IEPR for external damage. hoses and remove the hoses.
Check IEPR electrical connection to ensure 6. Remove the regualtor mounting bolts.
the connector is seated and locked. 7. Place a small receptacle in the engine com-
partment.
CHECKING/DRAINING OIL BUILD-UP IN THE 8. Rotate the regulator to 90° so that the outlet
VAPORIZER REGULATOR fitting is pointing down into the receptacle and
drain the regulator.
During the course of normal operation for LPG 9. Inspect the secondary chamber for any large
engines oil or “heavy ends” may build inside the dried particles and remove.
secondary chamber of the Vaporizer Regulator. 10. Remove the receptacle and reinstall the regu-
These oil and heavy ends may be a result of poor lator retaining bolts and tighten to
fuel quality, contamination of the fuel, or regional specifications.
variation of the fuel make up. A significant build 11. Reinstall the fuel hoses..
up of oil can affect the performance of the sec- 12. Reconnect any other hoses removed during
ondary diaphragm response. The Recommended this procedure.
Maintenance Schedule found in this section rec- 13. Slowly open the manual service valve.
ommends that the oil be drained periodically. IMPORTANT:
This is the minimum requirement to maintain the The fuel cylinder manual valve contains an “Ex-
emission warranty. More frequent draining of the cess Flow Check Valve” open the manual valve
Vaporizer Regulator is recommended where sub- slowly to prevent activating the “Excess Flow
standard fuel may be a problem. PSI Check Valve.”
recommends the Vaporizer Regulator be drained
at every engine oil change if contaminated or sub- 14. Check for leaks at the inlet and outlet fittings
standard fuel is suspected or known to be have using a soapy solution or an electronic leak
been used or in use with the emission complaint detector. If leaks are detected make repairs.
fuel system. This is known as special mainte- Check coolant line connections to ensure no
nance, and failure to follow this recommendation leaks are present.
may be used to deny a warranty claim. 15. Start engine recheck for leaks at the regulator.
16. Dispose of any drained material in safe and
IMPORTANT: proper manner.
Draining the regulator when the engine is warm
11
AIR FUEL MIXER/THROTTLE CONTROL The HEGO sensor is sensitive to silicone based
DEVICE MAINTENANCE AND INSPECTION products. Do not use silicone sprays or hoses
which are assembled using silicone lubricants.
IMPORTANT: Silicone contamination can cause severe damage
The Air Fuel Mixer components have been to the HEGO.
specifically designed and calibrated to meet the
fuel system requirements of the emission certified When inspecting the Exhaust system check the
engine. The mixer should not be disassembled or following:
rebuilt. If the mixer fails to operate or develops a
leak the mixer should be replaced with the OEM Exhaust manifold at the cylinder head for
recommended replacement parts. leaks and that all retaining bolts and shields (if
used) are in place.
When inspecting the mixer check for the following Manifold to exhaust pipe fasteners to ensure
items: they are tight and that there are no exhaust
leaks repair if necessary.
Leaks at the inlet fitting. HEGO electrical connector to ensure connect-
Fuel inlet hose for cracking, splitting or chaff- or is seated and locked, check wires to ensure
ing, replace if any of these condition exist. there is no cracking, splits chafing or “burn
Ensure the mixer is securely mounted and is through.” Repair if necessary.
not leaking vacuum at the mounting gasket or Exhaust pipe extension connector for leaks
surface. tighten if necessary
Inspect air inlet hose connection and clamp. If the egine is equipped with a catalytic con-
Also inspect inlet hose for cracking, splitting or verter inspect the converter to ensure it is
chafing. Replace if any of these conditions ex- securely mounted.
ist. Check for any leaks at the inlet and outlet of
Inspect Air cleaner element according to the the converter.
Recommended Maintenance Schedule found
in this section.
Check Fuel lines for cracking, splitting or chaf-
ing. Replace if any of these conditions exist.
Check for leaks at the throttle body and intake
manifold.
EXHAUST SYSTEM AND CATALYTIC

CONVERTER INSPECTION AND
MAINTENANCE
IMPORTANT:
The exhaust system on this emission certified en-
gine contains a Heated Exhaust Gas Oxygen
Sensor (HEGO) which provides feed back to the
ECM on the amount of oxygen present in the ex-
haust stream after combustion.
The oxygen in the exhaust stream is measured in
voltage and sent to the ECM. The ECM then
makes corrections to the fuel air ratio to ensure
the proper fuel charge and optimum catalytic per-
formance. Therefore, it is important that the
exhaust connections remain secured and air tight.
IMPORTANT:
12
CERTIFIED STATIONARY ENGINE MAINTENANCE REQUIREMENTS
Perform the following maintenance on the engine at the hours indicated and at equivalent hour intervals thereafter.
Interval Hours
Daily 1000 1500 2000 2500 3000 3500 4000 4500 5000
General Maintenance Section
Visual check for fluid leaks X
Check engine oil level X
Check coolant level X
Change engine oil and filter Every 150 hours or 120 days of operation
Check LPG system for leaks Prior to any service or maintenance activity
Inspect accessory drive belts for cracks, breaks, splits or glazing X X X X X
Inspect electrical system wiring for cuts, abrasions or corrosion X X
Replace crankcase breather element - 8.1L Engine Every 150 hours or 120 days of operation
Inspect all vacuum lines and fittings for cracks, breaks or hardening X X
Engine Coolant Section
Clean debris from radiator core Every 100 hours or 60 days of operation
Change coolant X X X X X
Inspect coolant hoses for cracks, swelling or deterioration X X X X X
Engine Ignition System X X X X X
Replace spark plugs X X
Clean secondary ignition coil tower X X X X X
Check spark plug wires for cuts abrasions or hardening X
Replace distributor cap and rotor X X
Replace spark plug wires X X
Fuel System Maintenance
Inspect air cleaner Every 200 hours, or every 100 hours in dusty environment
Replace filter element Annually, or as required in dusty environments
Replace fuel filter X X X X X
Inspect Shut-off Valve for leaks and closing X X
Leak check fuel lines X X
Check air induction for leaks X X X X X
Check manifold for vacuum leaks X X X X X
Drain Vaporizer oil build up Every 2500 hrs
Engine Exhaust System
Inspect exhaust manifold for leaks X X
Inspect exhaust piping for leaks X X
Check HEGO sensor(s) connector and w ires for burns, cuts or damage X X
Inspect catalyst for mechanical damage X X
This maintenance schedule represents the manufacturer’s recommended maintenance intervals to maintain proper
engine function.
13
Fuel System
14
STATIONARY ENGINE FUEL SYSTEM SCHEMATIC
15
DESCRIPTION AND OPERATION OF THE FUEL
ELECTRIC FUEL SHUT-OFF VALVE
SYSTEMS
The Electric Fuel Shut-Off Valve is an integrated
NG & LP VAPOR FUEL SYSTEM assembly consisting of a 12 volt solenoid and a
normally closed valve. When energized, the sole-
The primary components of the fuel system are the noid opens the valve and allows the fuel to flow
fuel supply, integrated electronic pressure regulator through the device. The valve opens during crank-
(IEPR), fuel mixer, electronic throttle control (ETC) ing and engine run cycles.
device, electric Shut-Off Valve, engine control
module (ECM), and a catalytic converter. The sys-
tem operates at pressures which range from 7 to 11
inches of water column for NG and LP Vapor.
SERVICE LINEs
Fuel flows from the fuel supply to the electric

Shut-Off Valve and then to the IEPR via the ser-
vice lines. The service lines are not supplied by
the engine manufacturer. Please contact the
equipment manufacturer regarding fuel service
lines
FUEL FILTER
Voltage to the Electric Shut-Off Valve may be con-
LP, fuel like all other motor fuels is subject to controlled by the engine control module (ECM) or by
tamination from outside sources. Refueling of the equipment manufacturer’s system controller.
equipment tank and removal of the tank from the
equipment can inadvertently introduce dirt and
other foreign matter into the fuel system. It is
therefore necessary to filter the fuel prior to enter- INTEGRATED ELECTRONIC PRESSURE
ing the fuel system components down stream of REGULATOR (IEPR)
the tank. An inline fuel filter has been installed in
the fuel system to remove the dirt and foreign The IEPR is a combination engine controller and
matter from the fuel, which is replaceable as a electronic pressure regulating device. The IEPR
unit only. Maintenance of the filter is critical to functions as a regulator with the ability to supply
proper operation of the fuel system and should be additional fuel by command from the ECM. When
replaced according to the maintenance schedule the engine is cranking or running, a partial vacu-
or more frequently under severe operating condi- um is created in the fuel line which connects the
tions. regulator to the mixer. This partial vacuum opens
the regulator permitting fuel to flow to the mixer.
Fuel enters the IEPR and passes through the ac-

tuator valve to the mixer. Fuel pressure between
the mixer and the IEPR outlet is monitored and
the actuator valve is controlled based on pressure
feedback and command. An increase in the
amount of time the valve is open increases fuel
Inline Fuel Filter supply pressure to the mixer. A decrease in the
16
amount of time the valve is open decreasing fuel ing a small venturi for the fuel to flow. As the en-
supply pressure to the mixer. gine speed increases the AVV increases and the
air valve is lifted higher thus creating a much larger
venturi. This air valve vacuum is communicated
from the mixer venturi to the IEPR via the fuel sup-
ply hose.
The mixer is equipped with a low speed mixture
adjustment retained in a tamper proof housing.
The mixer has been preset at the factory and
should not require adjustment. In the event that the
idle adjustment should need to be adjusted refer to
the Fuel System Repair section of this manual.
The air/fuel mixer is an emission control

device. Components inside the mixer are
Integrated Electronic Pressure Regulator specifically calibrated to meet the engine’s
emissions requirements and should never
be disassembled or rebuilt. If the mixer
fails to function correctly, replace with an
OEM replacement part.
The IEPR is an emission control device
and should only be serviced by qualified
technicians.
AIR FUEL MIXER

The air valve mixer is a self-contained air-fuel me-
tering device. The mixer is an air valve design,
utilizing a relatively constant pressure drop to draw
fuel into the mixer from cranking speeds to full load.
The mixer is mounted in the air stream ahead of the
throttle control device.
When the engine begins to crank it draws in air with Air Valve Mixer
the air valve covering the inlet, and negative pres-
sure begins to build. This negative pressure signal
is communicated to the top of the air valve chamber
through vacuum ports in the air valve assembly. A
pressure/force imbalance begins to build across the ELECTRONIC THROTTLE CONTROL DEVICE
air valve diaphragm between the air valve vacuum (ETC)—
chamber and the atmospheric pressure below the
diaphragm. The vacuum being created is referred Engine speed is controlled by the ECM and the
to as Air Valve Vacuum (AVV). As the air valve Electronic Throttle Control device which is an au-
vacuum reaches the imbalance point, the air valve tomotive style throttle. The ECM controls engine
begins to lift against the air valve spring. The speed one of several ways depending on the
amount of AVV generated is a direct result of the equipment manufacturer’s requirement. Engine
throttle position. At low engine speed the air valve speed can be controlled by discrete speed gov-
vacuum and the air valve position is low thus creat-
17
erning, whereby the OEM sends an open, high or cious group metals to oxidize and reduce CO, HC
low voltage signal to an ECM pin. The ECM then and NOX emission gases.
targets the preprogrammed speed for that pin.
The other two modes are through the use of a
foot pedal or a hand throttle controller. In both
cases the foot pedal or hand throttle controller will
send a 0-5 volt signal to the ECM. The ECM is
programmed with an idle and high speed and in-
terprets speed in between the two based on
voltage.
When the engine is running electrical signals are

sent from the foot pedal position sensor to the
engine ECM when the operator depresses or re-
lease the foot pedal. The ECM then sends an Three Way Catalytic Converter
electrical signal to the motor on the electronic
throttle control to increase or decrease the angle ENGINE CONTROL MODULE
of the throttle blade thus increasing or decreasing
the air/fuel charge to the engine. The electronic To obtain maximum effect from the catalyst and
throttle control device incorporates two internal accurate control of the air fuel ratio, the emission
Throttle Position Sensors (TPS) which provide certified engine is equipped with an onboard
output signals to the ECM as to the location of the computer or Engine Control Module (ECM). The
throttle shaft and blade. The TPS information is ECM is integrated into the IEPR device for all en-
used by the ECM to correct for speed and load gines besides the 8.1L Turbo engine. The 8.1L
control as well as emission. Turbo engine uses a stand alone ECM. The
ECM is a 32 bit controller which receives input
data from sensors mounted to the engine and fuel
system and then outputs various signals to con-
trol engine operation.
Electronic Throttle Control Device
THREE-WAY CATALYTIC CONVERTER
The Catalytic Converter is a component of the

emissions system which is designed to meet the
emission standards in effect for model years 2009
and beyond stationary engines.
Engine Control Module (ECM)
The exhaust gases pass through the honeycomb
catalyst which is coated with a mixture of pre- One specific function of the controller is to main-
18
tain a closed loop fuel control which is accom- verter, the ECM can determine the performance
plished by use of the Heated Exhaust Gas of the catalyst.
Oxygen sensor (HEGO) mounted in the exhaust
system. The HEGO sensor sends a voltage sig-
nal to the controller which then outputs signals to
the EPR to change the amount of fuel being de-
livered from the regulator or mixer to the engine.
The controller also performs diagnostic functions

on the fuel system and notifies the operator of
engine malfunctions by turning on a Malfunction
Indicator Light (MIL) mounted in the dash. Mal-
functions in the system are identified by a
Diagnostic Trouble Code (DTC) number. In addi-
tion to notifying the operator of the malfunction in
the system, the controller also stores the infor- The Heat Exhaust Gas Oxygen (HEGO) Sensor
mation about the malfunction in its memory. A
technician can than utilize a computerized diag-
nostic scan tool to retrieve the stored diagnostic
code and by using the diagnostic charts in this
manual to determine the cause of the malfunc-
tion. In the event a technician does not have the
computerized diagnostic tool, the MIL light can be
used to identify the diagnostic code to activate
the “blink” feature and count the number of blinks
to determine the diagnostic code number to lo-
cate the fault in the system.
HEATED EXHAUST GAS OXYGEN SENSORS
The Heated Exhaust Gas Oxygen (HEGO) Sen-

sors are mounted in the exhaust system, one HEGO1 (upstream or before the catalytic con-
upstream and one downstream of the catalytic verter) and HEGO2 (downstream) voltage
converter. Models that do not use a catalyst as- output.
sembly will only use one HEGO sensor.
The HEGO sensors are used to measure the

amount of oxygen present in the exhaust stream
to determine whether the air-fuel ratio is to rich or
to lean. It then communicates this measurement The Heated Exhaust Gas Oxygen Sensor
to the ECM. If the HEGO sensor signal indicates (HEGO) is an emissions control compo-
that the exhaust stream is too rich, the ECM will nent. In the event of a failure, the HEGO
decrease or lean the fuel mixture during engine should only be replaced with the recom-
operation. If the mixture is too lean, the ECM will mended OEM replacement part. The
richen the mixture. If the ECM determines that a HEGO is sensitive to silicone based prod-
rich or lean condition is present for an extended ucts and can become contaminated.
period of time which cannot be corrected, the Avoid using silicone sealers or air or fuel
ECM will set a diagnostic code and turn on the hoses treated with a silicone based lubri-
MIL light in the dash. cant.
By monitoring output from the sensor upstream
and the sensor downstream of the catalytic con-
19
TMAP SENSOR
The Temperature Manifold Absolute Pressure or

TMAP sensor is a variable resistor used to moni-
tor the difference in pressure between the intake
manifold and outside or atmospheric pressure
and the temperature. The ECM monitors the re-
sistance of the sensor to determine engine load
(the vacuum drops when the engine is under load
or at wide open throttle). When the engine is un-
der load, the computer may alter the fuel mixture
to improve performance and emissions. The
temperature is also monitored by the ECM, pri-
marily to richen the fuel/air mixture during a cold
start.
COOLANT TEMPERATURE SENSOR
The Engine Coolant Temperature sensor or ECT

is a variable resistance thermistor that changes
resistance as the engine's coolant temperature Closed-Loop Fuel Control
changes. The sensor's output is monitored by the
ECM to determine a cold start condition and to
regulate various fuel and emission control func-
tions via a closed loop emission system.
OIL PRESSURE SENDER
The Engine Oil Pressure sensor is designed to

ensure adequate lubrication throughout the en-
gine. It provides a pressure value for the oil
pressure gauge and is monitored by the ECM. If
the pressure drops, an MIL will occur.
20
Fuel System Diagnosis
21
FUEL SYSTEM DIAGNOSIS
Integrated Electronic Pressure Regulator Assembly
FUEL SYSTEM DESCRIPTION ing delivered to the IEPR:
The Engine Control Module (ECM) receives in- Inspect the fuel supply lines to verify they
formation from various engine sensors in order to are properly connected and do not have any
control the operation of the Integrated Electronic kinks or damage
Pressure Regulator (EPR) and Shut-Off Valve. Verify the fuel shut off valve is operating
The Shut-Off Valve solenoid prevents fuel flow properly. Refer to the OEM for information
unless the engine is cranking or running. on the fuel shut off valve.
At Key ON, the IEPR valve receives a two (2) se- TOOLS REQUIRED:
cond prime pulse from the ECM, allowing time for
the fuel to flow through the fuel filter and fuel lines DST
to the IEPR.
Diagnostic Scan Tool (DST)
The fuel is then to the Mixer. Engine cranking
generates vacuum which provided lift for the PRESSURE GAUGES
mixer air valve and is commonly referred to as
air valve vacuum. Once in the mixer, the fuel is
0-10” Water Column Gauge
combined with air and is drawn into the engine
for combustion.
DIAGNOSTIC AIDS
This procedure is intended to diagnose equip-

ment operating on LPG. If the equipment will not
continue to run, refer to Hard Start for preliminary
checks. Before starting this procedure, complete
the following tasks to verify that liquid fuel is be-
22
TEST DESCRIPTION
The basis of the fuel system test is to determine if HOW THE CORRECTION FACTORS WORK
the fuel is operating within proper fuel control pa- The correction factors are displayed in the DST
rameters. This fuel control system operates on as a positive or negative percent. The numbers
the basis of short term and long term fuel correc- will range between -35% and +35%. A negative
tion to compensate for the normal operation and fuel correction number indicates the removal of
aging of the engine. Abnormal operation of the fuel.
engine, due to a component issue or lack of
maintenance will cause fuel system control pa- An outside condition causing the system to be
rameters to operate outside of the normal range. rich, such as a restricted air cleaner, can cause
a negative short term and long term fuel correc-
The fuel system correction factors are viewable tion. An outside condition causing the system
using the laptop based Diagnostic Service Tool to be lean, such as a vacuum leak, can cause a
(DST). positive fuel correction.
The short term correction factor is a percentage

based fuel correction that will immediately be ap-
plied once the engine reaches the closed loop DETERMINING TOTAL FUEL CORRECTION
fuel control mode. The short term correction fac-
tor is known as “Closed Loop 1” on the DST. The total fuel correction is the sum of the short
term correction (Closed Loop 1) and the long
The long term correction factor writes the short term correction (Adaptive 1).
term correction into long term memory so it is
available immediately on the next start/run cycle.
For instance, a Closed Loop 1 reading of
The long term correction factor is known as
“Adaptive 1” on the DST. -1.5% and an Adaptive 1 reading of -3.5%
would mean a total fuel correction of -5%
Closed Loop 1 and Adaptive 1 can be viewed on was taking place at that time. The system
the Closed Loop Control panel on the Faults is removing 5% fuel at that time.
Page of the DST.
A Closed Loop 1 reading of 1.5% and an
Adaptive 1 reading of 3.5% (note both are
positive numbers) would mean that a total
fuel correction of 5% was taking place at
that time. The system is adding 5% fuel.
Closed Loop 1 & Adaptive 1
Any parameter found to be out of conformance

will require additional diagnosis.
23
NORMAL & ABNORMAL FUEL CORRECTION
Generally, the system is operating within specifi- If total fuel correction is found to be operating
cation when total fuel correction falls between - outside of the normal range additional diagnos-
15% and +15%. Operation outside of this range tic procedure will be required to determine the
will require further diagnosis to determine the sys- cause. Follow the appropriate Symptom Rou-
tem level issue affecting fuel control. The system tine or DTC Chart for additional help.
will set Diagnostic Trouble Codes (DTC’s) for cor-
rection factors in the +/- 30%-35% range.
Total Fuel Correction Chart

System Removing Fuel System Adding Fuel
-35% -30% -25% -20% -15% -10% -5% 0% 5% 10% 15% 20% 25% 30% 35%
= Normal Fuel Correction
= Abnormal Fuel Correction without DTC
= Abnormal Fuel Correction with DTC
24
Fuel System Diagnosis
Step Action Value(s) Yes No
Go to Go to
1 Were you referred to this procedure by a DTC diagnostic chart?
Step 3 Step 2
Go to the
1. Perform the On Board Diagnostic (OBD) System Check. applicable Go to
2
Are any DTC’s present in the ECM? DTC Step 3
Table
Repair
1. Verify that the fuel supply lines are connected properly with-
Go to and Go
3 out any kinks or damage
Step 4 to Step
Are fuel supply lines ok?
4
1. Connect the DST and start the engine and allow it to reach
Go to Go to
4 operating temperature.
Step 5 Step 11
Does the engine start and run?
1. Bring the engine to operating speed and slowly increase the

Go to Go to
5 load in increments to full load.
Step 6 Step 13
Does the engine pull full load?
1. Return the engine to its lowest operating speed and load.

2. View the DST and make sure the fuel control mode is Closed
Go to Go to
6 “Closed Loop + Adapt”. Note: The engine must be at 165°F Loop +
Step 7 Step 22
or higher to reach this fuel control mode. Adapt
Is the fuel control mode correct?
3. Continue to run the engine at its lowest speed and load and
check EGO1 voltage. Go to Go to
7
Step 8 Step 23
Is EGO fluctuating rapidly?
1. Continue to operate the engine at its lowest speed and no

load. -15%
Go to Go to
8 2. Using the DST observe Closed Loop 1 and Adaptive 1 and to
Step 9 Step 24
calculate total fuel correction. +15%
Is total fuel correction within the specified range?
1. Raise the engine rpm to operating speed and load the engine
to a mid-load point. -15%
Go to Go to
9 2. Using the DST observe Closed Loop 1 and Adaptive 1 and to
Step 10 Step 24
Is total fuel correction within the specified range?
25
1. Run the engine at operating speed and raise the load to

fullload. -15%
Go to
10 2. Using the DST observe Closed Loop 1 and Adaptive 1 and to Go to 25
Step 24
3. Is total fuel correction within the specified range?
1. Connect the DST

2. Turn the key on and set the DST view to the “Faults” page
3. Crank the engine and view the Gaseous Pressure Target and Go to Got to
11
Gaseous Pressure Actual values. Step 12 Step 14
Is there fuel pressure registered in Gaseous Pressure Actual
and does it match Gaseous Pressure Target within .5” w.c.?
4. Remove Air induction hose to the mixer.
5. Observe the air valve for movement while the engine is Go to Igni-
cranking. tion Go to
12
Note: Movement of the air valve will be minimal at cranking System Step 13
speeds. Test
Does the air valve move when the engine is cranked?
1. Inspect the air intake stream to the mixer assembly and the
Return to Go to
13 throttle body for vacuum leaks.
Step 4 Step 21
Were vacuum leaks found and repaired?
1. Inspect the fuel supply hose between the source and the
Return to Go to
14 IEPR and the mixer assembly for damage or leakage.
Step 4 Step 15
Was a problem found and repaired?
Repair
1. Connect a water column gauge or manometer to the fuel
fuel
supply hose between the fuel source and the fuel shut off
7”-11” Go to source
15 valve.
w.c. Step 16 and
Move to
Is fuel pressure in the specified range?
Step 4
1. Connect a water column gauge or manometer to the fuel

supply hose between the fuel shut off valve and the IEPR. 7”-11” Go to Go to
16
w.c. Step 19 Step 17
Is fuel pressure within specified range?
1. Turn OFF the ignition.

2. Connect volt meter across the harness side of the fuel shut
11-13 Go to Go to
17 off solenoid connector
volts Step 20 Step 18
3. Crank the engine.
Is voltage present?
26
1. Repair the open or broken electrical connection in the Shut-
Go to
18 Off Valve circuit.
Step 25
Is the action complete?
Recheck
Go to DTC’s
1. Replace the IEPR. Refer to Integrated Electronic Pressure
Step 4 and try
19 Regulator Repair.
and Re- Addi-
start Test tional
Steps
Go to
1. Replace the Shut-Off Valve. Refer to the Shut-Off Valve
Step 4
20 Replacement.
and Re-
start Test
Go to
1. Replace the mixer assembly. Refer to Fuel Mixer Replace-
Step 4
21 ment.
and Re-
start Test
Check that the engine is reaching normal operating tempera-
ture. If engine is not reaching temperature diagnose problem
Recheck
with cooling system. If engine is reaching 165°F and does not
Go to DTC’s
22 go into Closed Loop mode check operation of O2 sensor and
Step 6 and Re-
recheck DTC’s.
pair
Recheck
Disconnect EGO1 connector and check heater circuit for 12V
DTC
and ground. If present replace O2 sensor. If 12V and ground
Go to and fol-
23 not present repair circuit. Check for DTC and follow DTC chart.
Step 7 low DTC
diagno-
sis
You were referred to this step because the total fuel correction
was found to be out of tolerance. Check the system for pinched
Recheck
cut or disconnected vacuum hoses or electrical connections.
Go to DTC’s
Check for a restricted or missing air filter. Check for loose
Step 4 and try
24 mounting hardware for the mixer and IEPR. Check to see that
and re- Addi-
actual engine coolant temperature matches the Engine Coolant
start Test tional
Temperature (ECT) reading with the DST.
Steps
Was a problem found and corrected?
The Fuel Control System is operating normally.

System
25
OK
Remove all test equipment.
27
ADDITIONAL STEPS
STEP ACTION VALUE(S) YES NO

Go to
1. Perform the On-Board Diagnostic (OBD) System check. Applica- Go to
1
Are any DTCs present in the ECM? ble DTC Step 2
Table
Go to Fuel
Go to
2 Has the Fuel system diagnosis been performed? system
Step 3
Diagnosis
1. Replace the Engine Control Unit (ECM). Refer to Engine
Go to Go to
3 Control Unit (ECM) replacement.
Step 5 Step 4
Is this action complete?
1. Repair the open or damaged circuit. Go to Go to
4
Is this action complete? Step 5 Step 8
1. Return the fuel system to normal operating condition.
2. Observe the Adaptive 1 fuel correction.
Go to Go to
5 3. Raise the engine speed to approximately 2500 rpm. -15 to +15
Step 9 Step 6
Is the Adaptive 1 fuel correction within the specified range at
idle and 2500 rpms?
1. Check all vacuum hoses and mixer connections for leakage. Go to Go to
6
Was a problem found? Step 5 Step 7
1. Replace Mixer. Go to Go to
7
Is this action complete? Step 5 Step 9
1. The fuel control system is operating normally. Refer to
Symptoms Diagnosis 1. Disconnect all test equipment 2.
System
8 2. If you were sent to this routine by another diagnostic chart,
OK
retune to the previous diagnostic procedure.
1. Disconnect all test equipment
2. Start the engine
System
9 3. Using a liquid leak detection solution leak check any fuel
OK
system repairs made.
28
Fuel System Symptom
Diagnostics
29
FUEL SYSTEM SYMPTOM DIAGNOSTICS
Checks Action
Before using this section, you should have performed On Board Diagnostic
(OBD) Check and determined that:
1. The ECM and MIL are operating correctly.

Before Using This 2. There are no Diagnostic Trouble Codes (DTCs) stored, or a DTC exists
Section but without a MIL.
Several of the following symptom procedures call for a careful visual and
physical check. These checks are very important as they can lead to prompt
diagnosis and correction of a problem.
1. Verify the customer complaint.

2. Locate the correct symptom table.
3. Check the items indicated under that symptom.
4. Operate the equipment under the conditions the symptom occurs. Verify
Fuel System Check HEGO switching between lean and rich. IMPORTANT! Normal HEGO
switching indicates the fuel system is in closed loop and operating
correctly at that time.
5. Take a data snapshot using the DST under the condition that the symptom
occurs to review at a later time.
Check all ECM system fuses and circuit breakers.

Check the ECM ground for being clean, tight and in its proper location.
Check the vacuum hoses for splits, kinks and proper connections.
Check thoroughly for any type of leak or restriction.
Check for air leaks at all the mounting areas of the intake manifold sealing
surfaces.
Check for proper installation of the mixer assembly.
Check for air leaks at the mixer assembly.
Check the ignition wires for the following conditions:

Visual and Physical
Checks Cracking
Hardening
Proper routing
Carbon tracking.
Check the wiring for the following items: proper connections, pinches or
cuts.
The following symptom tables contain groups of possible causes for each
symptom. The order of these procedures is not important. If the DST read-
ings do not indicate a problem, then proceed in a logical order, easiest to
check or most likely to cause the problem.
30
INTERMITTENT
Checks Action
DEFINITION: The problem may or may not turn ON the (MIL) or store a Diagnostic Trouble Code (DTC).
Do not use the DTC tables. If a fault is an intermittent, the use of the DTC
Preliminary Checks
tables with this condition may result in the replacement of good parts.
Faulty electrical connections or wiring can cause most intermittent problems.

Check the suspected circuit for the following conditions:
Faulty fuse or circuit breaker, connectors poorly mated, terminals not fully
seated in the connector (backed out). Terminals not properly formed or
damaged.
Wire terminals poorly connected.
Faulty Electrical Con-
Terminal tension is insufficient.
nections or Wiring
Carefully remove all the connector terminals in the problem circuit in or-
der to ensure the proper contact tension.
If necessary, replace all the connector terminals in the problem circuit in
order to ensure the proper contact tension (except those noted as “Not
Serviceable”). See section Wiring Schematics.
Checking for poor terminal to wire connections requires removing the
terminal from the connector body.
If a visual and physical check does not locate the cause of the problem, op-
Operational Test erate the vehicle with the DST connected. When the problem occurs, an
abnormal voltage or scan reading indicates a problem circuit.
The following components can cause intermittent MIL and no DTC(s):
A defective relay.
Switch that can cause electrical system interference. Normally, the prob-
lem will occur when the faulty component is operating.
Intermittent MIL
The improper installation of add on electrical devices, such as lights, 2-
Illumination
way radios, electric motors, etc.
The ignition secondary voltage shorted to a ground.
The MIL circuit or the Diagnostic Test Terminal intermittently shorted to
ground.
The MIL wire grounds.
To check for the loss of the DTC Memory:
1. Disconnect the TMAP sensor.

Loss of DTC Memory 2. Idle the engine until the MIL illuminates.
3. The ECM should store a TMAP DTC which should remain in the memory
when the ignition is turned OFF. If the TMAP DTC does not store and
remain, the ECM is faulty.
31
NO START
Checks Action
DEFINITION: The engine cranks OK but does not start.
Preliminary Checks None
Use the DST to :
Check for proper communication with both the ECM
Check all system fuses engine fuse holder. Refer to Engine Controls
ECM Checks Schematics.
Check battery power, ignition power and ground circuits to the ECM. Re-
fer to Engine Control Schematics. Verify voltage and/or continuity for
each.
Check the TMAP sensor.
Sensor Checks
Check the cam angle sensor for output (RPM).
Important: A closed LPG manual fuel shut off valve will create a no start
condition.
Check for air intake system leakage between the mixer and the throttle
Fuel System Checks body. Verify proper operation of the low pressure lock-off solenoids.
Verify proper operation of the fuel control solenoids.
Check the fuel system pressures.
Refer to the LPG Fuel System Diagnosis.
Check for proper mixer air valve operation.
Note: LPG being a gaseous fuel requires higher secondary ignition system
voltages for the equivalent gasoline operating conditions.
1. Check for the proper ignition voltage output with J 26792 or the equiva-
lent.
2. Verify that the spark plugs are correct for use with LPG.
Check the spark plugs for the following conditions:

Ignition System Checks Wet plugs.
Cracks.
Wear.
Improper gap.
Burned electrodes.
Heavy deposits.
Check for bare or shorted ignition wires.
Check for loose ignition coil connections at the coil.
32
NO START
Checks Action
Important: The LPG Fuel system is more sensitive to intake manifold leak-
age than the gasoline fuel system.
Check for the following:

Vacuum leaks.
Engine Mechanical
Improper valve timing.
Checks
Low compression.
Improper valve clearance.
Worn rocker arms.
Broken or weak valve springs.
Worn camshaft lobes.
Check the exhaust system for a possible restriction:

Inspect the exhaust system for damaged or collapsed pipes:
Exhaust System Inspect the muffler for signs of heat distress or for possible internal fail-
ure.
Checks
Check for possible plugged catalytic converter. Refer to Restricted Ex-
haust System Diagnosis.
33
HARD START
Checks Action
DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run,
or may start but immediately dies.
Preliminary Checks Make sure the vehicle’s operator is using the correct starting procedure.
Check the Engine Coolant Temperature sensor with the DST. Compare
the engine coolant temperature with the ambient air temperature on a
cold engine. If the coolant temperature reading is more than 10 degrees
greater or less than the ambient air temperature on a cold engine, check
Sensor Checks
for high resistance in the coolant sensor circuit. Check the cam angle
sensor.
Check the Throttle Position (TPS) and Foot Pedal Position (FPP) sensor
connections.
Important: A closed LPG manual fuel shut off valve will create an extended
crank OR no start condition.
Verify the excess flow valve is not tripped or that the manual shut-off
valve is not closed.
Fuel System Checks
Check mixer assembly for proper installation and leakage.
Verify proper operation of the low pressure lock-off solenoid.
Verify proper operation of the EPR.
Check for air intake system leakage between the mixer and the throttle
body. Check the fuel system pressures. Refer to the Fuel System Diag-
nosis.
voltages for the equivalent gasoline operating conditions.
Check for the proper ignition voltage output with J 26792 or the equiva-
lent.
Verify that the spark plugs are the correct type and properly gapped.
Check the spark plugs for the following conditions:

Wet plugs.
Cracks.
Wear.
Ignition System Checks
Burned electrodes.
Heavy deposits
Check for bare or shorted ignition wires.
Check for moisture in the distributor cap.
Check for loose ignition coil connections.
Important:
1. If the engine starts but then immediately stalls, check the cam angle sen-
sor.
2. Check for improper gap, debris or faulty connections.
34
HARD START
Checks Action
age than the gasoline fuel supply system.
Check for the following:

Vacuum leaks
Improper valve timing
Engine Mechanical
Low compression
Checks
Improper valve clearance.
Worn rocker arms
Broken or weak valve springs
Check the intake and exhaust manifolds for casting flash.

Inspect the exhaust system for damaged or collapsed pipes.

Exhaust System Checks Inspect the muffler for signs of heat distress or for possible internal fail-
ure.
Check for possible plugged catalytic converter. Refer to Restricted Exhaust
System Diagnosis.
35
CUTS OUT, MISSES
Checks Action
DEFINITION: A surging or jerking that follows engine speed, usually more pronounced as the engine load
increases, but normally felt below 1500 RPM. The exhaust has a steady spitting sound at idle, low speed,
or hard acceleration for the fuel starvation that can cause the engine to cut-out.
Preliminary Checks None
1. Start the engine.
2. Check for proper ignition output voltage with spark tester J 26792.
3. Check for a cylinder misfire.
4. Verify that the spark plugs are the correct type and properly gapped.
Remove the spark plugs and check for the following conditions:
Insulation cracks.
Wear.
Ignition System Checks Improper gap.
Burned electrodes.
Heavy deposits.
Visually/Physically inspect the secondary ignition for the following:
Ignition wires for arcing and proper routing.

Cross-firing.
Ignition coils for cracks or carbon tracking
Perform a cylinder compression check. Check the engine for the following:

Engine Mechanical Improper valve clearance.
Checks Worn rocker arms.
Check the intake and exhaust manifold passages for casting flash.
Check the fuel system:
Fuel System Checks Plugged fuel filter.

Low fuel pressure, etc. Refer to LPG Fuel System Diagnosis.
Check the condition of the wiring to the low pressure lock-off solenoid.
Check for Electromagnetic Interference (EMI), which may cause a misfire con-
dition. Using the DST, monitor the engine RPM and note sudden increases in
Additional Check rpms displayed on the scan tool but with little change in the actual engine rpm.
If this condition exists, EMI may be present. Check the routing of the second-
ary wires and the ground circuit.
36
HESITATION, SAG, STUMBLE
Checks Action
DEFINITION: The engine has a momentary lack of response when putting it under load. The condition
can occur at any engine speed. The condition may cause the engine to stall if it’s severe enough.
Preliminary Checks None.
Check the fuel pressure. Refer to LPG Fuel System Diagnosis.
Check for low fuel pressure during a moderate or full throttle accelera-
tion. If the fuel pressure drops below specification, there is possibly a
faulty low pressure regulator or a restriction in the fuel system.
Fuel System Checks Check the TMAP sensor response and accuracy.
Check Shut-Off electrical connection.
Check the mixer air valve for sticking or binding.
Check the mixer assembly for proper installation and leakage. Check the
EPR.
voltages for the equivalent gasoline operating conditions. If a problem is re-
ported on LPG and not gasoline, do not discount the possibility of a LPG only
ignition system failure and test the system accordingly.
Ignition System Checks
Check for the proper ignition voltage output with J 26792 or the equiva-
lent. Verify that the spark plugs are the correct type and properly
gapped.
Check for faulty spark plug wires.
Check for fouled spark plugs.
Check for manifold vacuum or air induction system leaks.

Additional Check
Check the alternator output voltage.
37
BACKFIRE
Checks Action
DEFINITION: The fuel ignites in the intake manifold, or in the exhaust system, making a loud popping
noise.
Preliminary Check None.
Important! LPG, being a gaseous fuel, requires higher secondary igni-
tion system voltages for the equivalent gasoline operating conditions.
The ignition system must be maintained in peak condition to prevent
backfire.
Check for the proper ignition coil output voltage using the spark tester
J26792 or the equivalent.
Check the spark plug wires by connecting an ohmmeter to the ends of
each wire in question. If the meter reads over 30,000 ohms, replace the
wires.
Ignition System Checks Check the connection at ignition coil.
Check for deteriorated spark plug wire insulation.
Remove the plugs and inspect them for the following conditions:
Wet plugs.
Cracks.
Wear.
Improper gap.
Burned electrodes.
Heavy deposits.
Important! The LPG Fuel system is more sensitive to intake manifold
leakage than a gasoline fuel supply system.
Check the engine for the following:

Engine Mechanical Engine compression.
Check Manifold vacuum leaks.
Intake manifold gaskets.
Sticking or leaking valves.
Exhaust system leakage.
Check the intake and exhaust system for casting flash or other re-
strictions.
Fuel System Checks Perform a fuel system diagnosis. Refer to LPG Fuel System Diagnosis.
38
LACK OF POWER, SLUGGISHNESS, OR SPONGINESS
Checks Action
DEFINITION: The engine delivers less than expected power.
Refer to the LPG Fuel system OBD System Check.

Compare the customer’s vehicle with a similar unit to verify customer has
an actual problem. Do not compare the power output of the vehicle oper-
ating on LPG to a vehicle operating on gasoline as the fuels do have
Preliminary Checks
different drive feel characteristics.
Remove the air filter and check for dirt or restriction.
Check the vehicle transmission.
Refer to the OEM transmission diagnostics.
Check for a restricted fuel filter, contaminated fuel, or improper fuel pres-
sure. Refer to LPG Fuel System Diagnosis.
Check for the proper ignition output voltage with the spark tester J 26792
or the equivalent.
Fuel System Checks Check for proper installation of the mixer assembly. Check all air inlet
ducts for condition and proper installation.
Check for fuel leaks between the EPR and the mixer.
Verify that the LPG tank manual shut-off valve is fully open.
Verify that liquid fuel (not vapor) is being delivered to the EPR.
Check the Heated Exhaust Gas Oxygen Sensors (HEGO) for contamina-
Sensor Checks tion and performance. Check for proper operation of the TMAP sensor.
Check for proper operation of the TPS and FPP sensors.

Inspect the exhaust system for damaged or collapsed pipes.
Exhaust System Checks Inspect the muffler for signs of heat distress or for possible internal fail-
ure.
Check for possible plugged catalytic converter.
Check the engine for the following:

Engine compression.
Engine Mechanical
Valve timing.
Check
Improper or worn camshaft.
Refer to Engine Mechanical in the Service Manual.
Check the ECM grounds for being clean, tight, and in their proper loca-
tions.
Check the alternator output voltage.
Additional Check If all procedures have been completed and no malfunction has been found,
review and inspect the following items:
Visually and physically, inspect all electrical connections within the sus-
pected circuit and/or systems.
Check the DST data.
39
ROUGH, UNSTABLE, OR INCORRECT IDLE, STALLING
Checks Action
DEFINITION: The engine runs unevenly at idle. If severe enough, the engine may shake.
Preliminary Check None.
Check the Heated Exhaust Gas Oxygen Sensors (HEGO) performance:
Check for silicone contamination from fuel or improperly used sealant. If
contaminated, the sensor may have a white powdery coating result in a
high but false signal voltage (rich exhaust indication). The ECM will re-
Sensor Checks duce the amount of fuel delivered to the engine causing a severe
driveability problem.
Check the Temperature Manifold Absolute Pressure (TMAP) sensor re-

sponse and accuracy.
Check for rich or lean symptom that causes the condition.
Drive the vehicle at the speed of the complaint.
Monitoring the oxygen sensors will help identify the problem.
Check for a sticking mixer air valve.
Fuel System Checks Verify proper operation of the EPR.
Perform a cylinder compression test. Refer to Engine Mechanical in the
Service Manual.
Check the EPR fuel pressure. Refer to the LPG Fuel System Diagnosis.
Check mixer assembly for proper installation and connection.
Check for the proper ignition output voltage using the spark tester
J26792 or the equivalent.
Verify that the spark plugs are the correct type and properly gapped.
Remove the plugs and inspect them for the following conditions:
Wet plugs.
Cracks.
Ignition System Checks Wear.
Improper gap.
Burned electrodes.
Blistered insulators.
Heavy deposits.
Check the spark plug wires by connecting an ohmmeter to the ends of each
wire in question. If the meter reads over 30,000 ohms, replace the wires.
age than the gasoline fuel supply system.
Check for vacuum leaks. Vacuum leaks can cause a higher than normal
Additional Checks idle and low throttle angle control command.
Check the ECM grounds for being clean, tight, and in their proper loca-
tions. Check the battery cables and ground straps. They should be clean
and secure. Erratic voltage may cause all sensor readings to be skewed
resulting in poor idle quality.
40
ROUGH, UNSTABLE, OR INCORRECT IDLE, STALLING
Checks Action
Check the engine for:
Broken motor mounts.
Engine Mechanical Low compression.
Check Improper valve clearance.
Worn rocker arms.
41
Electrical Section
NOTE: YOU CAN OBTAIN A FULL SIZE ELECTRONIC WIRE DIAGRAM BY CONTACTING THE OEM.
42
1.6L Wire Diagram
IEPR Header Connector
43
1.6L Engine Wire Harness (Part 1 of 2)
44
45
3.0L Wire Diagram
IEPR Header Connector
46
47
48
4.3L Wire Diagram
IEPR Connector
49
50
51
5.0L / 5.7L Wire Diagram
IEPR Connector
52
5.0L / 5.7L Engine Wire Harness (Part 1 of 2)
53
5.0L / 5.7L Engine Wire Harness (Part 2 of 2)
54
8.1L & 8.8L Naturally Aspirated Wire Diagram
IEPR Connector
55
8.1L & 8.8L NA Engine Wire Harness (Part 1 of 2)
56
8.1L & 8.8L NA Engine Wire Harness (Part 2 of 2)
57
8.1L & 8.8L Turbo Wire Diagram
90 Pin GCP Header Connector
58
8.1L & 8.8L Turbo Engine Wire Harness (Part 1 of 2)
59
8.1L & 8.8L Turbo Engine Wire Harness (Part 2 of 2)
60
Diagnostic Scan Tool (DST)
61
CONTENTS
Installation of the DST package to a personal computer (PC).

Software login and password functionality.
DST service pages.
Updating the ECM calibration using a MOT file.
DTC pages.
Examples and snapshots used in this manual are based off of the initial DST tool release as of July,
2007. This tool is frequently updated and the illustrations may vary depending on the changes includ-
ed in any updated DST display Interface. For example, the Electronic Pressure Regulator (EPR) may
be referred to as the “megajector.” Terms, names and descriptions of parts and servicing procedures
will be updated based on trade, brand, or common description to more accurately describe the part or
service procedure.
DST INSTALLATION INSTRUCTIONS
Before installing the DST software, please be sure your computer meets the minimum system require-
ments.
Supported operating systems are:
Windows Vista
Windows XP
Windows 2000
Minimum processor speed:
Pentium II 450 MHz

Pentium III 1.0 GHz for Windows Vista
Minimum RAM requirement:
Windows Vista 512 MB

Windows XP 256 MB
Windows 2000 128 MB
* At least one available RS232 serial or USB port.

* ECOM cable supports USB port only.
62
Insert the CD into your computer and select LATEST_GCP_DISPLAY
Open the ECOM_Driver Folder
63
Double Click the setup.exe file - - - > This will launch the installation wizard
Select “NEXT” until you finish the installation as shown below
Return to the LATEST_GCP_DISPLAY folder
64
Select the PC Display folder
Select the GCP Display icon
Select the GCP Display icon - - - > This will launch the installation wizard
Select NEXT until it says you are finish
Restart your PC
Go to the START button on the lower

left corner and find the GCP Display
Program
65
PASSWORD LOGIN
Figure 1 shows the password dialog box, which is displayed when a software session begins. Log-
in can be accomplished in two ways.
1. Enter an “All S/N Password” which is a password applicable to all ECMs of a given original
equipment manufacture (OEM).
2. Enter a “Single S/N Password” and corresponding ECM serial number for a single ECM. A Sin-
gle Serial Number password is unique to a specific ECM serial number and permits authorized
service personnel to make changes or view information for a specific ECM.
3. In most instances the top “all” serial number boxes should be used for password entry. In this
case, do not check the single serial number box. Each password is a 16-character alpha-
numeric string specific to each Spectrum customer and determines which pages and variables
are visible through the software. Passwords are assigned by the OEM support group and may
change periodically. Check the “save password” box to automatically retain the password for fu-
ture use.
Note: The password is printed on the CD disk. If it does not have a password or you have questions
please contact the OEM.
Figure 1: Populated Password Dialog Box

PASSWORD DIALOG BOX FUNCTIONS
Clear Password Button Erases the current password from the password field.
Paste Password Button Allows the user to copy a 16-character string from any word proces-
sor and paste the string in the password field.
Single Serial Number Access Checkbox Tells the software that the password is applicable for
single serial number access.
Serial Number Field Only applicable when Single Serial Number Access Checkbox is checked.
The entry field must be populated for the 6-digit serial number for which the Single Serial Num-
ber Access password applies (NOTE: Leading zeros included in the serial number are not
required).
Save Password and S/N Checkbox Retains the password, and serial number (if applicable) for
the next software session.
66
Should an invalid password be entered, the error prompt shown in figure (2) will be dis-
played and the software will not load. This prompt signifies the following:
The All S/N password is invalid.

The Single S/N password is incorrect for the Single Serial Number entered.
An All S/N password is entered for Single Serial Number use.
The Single Serial Number password is valid; however, the Single Serial Number Access Check-
box is not checked.
Figure 2: Password Error Prompt
If the Single S/N password entered is correct for the software but does not match the entered S/N
of the targeted ECM, the prompt in Figure 3 will be displayed.
Figure 3: Incorrect Serial Number Message
67
Figure 4 shows the communication status if a valid software password is entered when attempting
to connect to an ECM with a different key. In this instance the software will load but will not con-
nect to the target (ECM).
Figure 4: Not Authorized to Connect Message
In the event you receive this error message call your OEM support group for more information.
CONNECTING THE PC TO THE ENGINE WIRE HARNESS
Connecting the DST cable
A laptop computer, with the diagnostic cable and software is the required tool for performing proper
diagnostic testing of the fuel system. It is also used to monitor sensor and actuator values and to
read and clear Diagnostic Trouble codes. The DST software also performs several special tests.
Connect the system diagnostic cable to the USB port on the back of the computer.
Connect the diagnostic cable to the DLC (diagnostic link connector) labeled in the electrical
schematic. The DLC is located on the engine harness. The new 8 pin DLC requires the use of
the 4 to 8 pin adapter.
Turn the computer ON.
Start Windows.
From the start menu select Programs → PSI GCP Display → PSI GCP Display
Place the ignition key in the ON position.
Within several seconds the system Gauge screen should now appear and a green banner in the
upper left hand will read “Connected.”
68
Connecting to the PC using the ECOM cable
To connect using the ECOM cable you must select ECOM from the COM Port drop down menu.
69
You will now need to configure the ECOM communication protocol.
Select the CAN for systems with CAN enabled or serial for all others. Then select OK. You
are now ready to connect using the ECOM USB DLC cable.
70
DST SERVICE PAGES
Gauge Page
Provides system data in large easy to read displays. Displays ECM configuration information for
the ECM software, hardware, serial numbers and calibration dates.
71
Raw Volts Page
The raw volts page displays the sensor inputs and outputs in a raw voltage format. This page is
most commonly used to check values in the diagnostic trouble shooting charts.
Service 1
72
The Service 1 screen is used to clear the adaptive learn, shows the MIL status and provides a dis-
play for rpm, coolant temperature and spark advance. It also provides a large display to monitor
the closed loop mixture control.
Tests Page
Provides diagnostic information voltages and sensor outputs and includes diagnostic engine tools
such as spark and injector kill controls. Please note that not all features are available for all appli-
cations. The disabled item menus are grayed out or rendered inoperative.
SPARK KILL
The spark kill mode allows the technician to disable the ignition on individual cylinders. If the
Spark Kill diagnostic mode is selected with the engine running below 1000 rpm, the minimum throt-
tle command will lock into the position it was in when the test mode was entered. If the Spark
System Test mode is selected with the engine running above 1000 rpm, the throttle will continue to
operate normally. Disabling Ignition Outputs to disable the ignition system for an individual cylin-
der, use the mouse to highlight the “Spark Kill” button and select the desired coil. The spark output
can be re-enabled by using the mouse to highlight the “Spark Kill” button and selecting “Normal.” If
the engine is running below 1000 rpm, the spark output will stay disabled for 15 seconds and then
re-set. If the engine is running above 1000 rpm, the spark output will stay disabled for 5 seconds
and then re-set. This test mode has a timeout of 10 minutes. Record the rpm drop related to each
spark output disabled. The spark outputs are arranged in the order which the engine fires, not by
cylinder number.
INJECTOR KILL
The Injector Kill mode is used to disable individual fuel injectors. If the Injector Kill mode is se-
lected with the engine running below 1000 rpm, the minimum throttle command will lock into the
position it was in when the test mode was entered. If the Injector Kill mode is selected with the
engine running above 1000 rpm, the throttle will continue to operate normally. To disable an in-
jector, use the mouse to select the desired injector. The word “Normal” will change to the
Injector you have selected. The injector driver can be re-enabled by selecting again. If the en-
gine is running below 1000 rpm, the injector driver will stay disabled for 15 seconds and then re-
73
set. If the engine is running above 1000 rpm, the injector driver will stay disabled for 5 seconds
and then re-set. Record the change in rpm while each driver is disabled.
DBW TEST MODE
The DBW (Drive by Wire) test mode allows the technician to control the throttle directly with the
foot pedal or throttle input and is used during the diagnostic routines specified for FPP and TPS
for Spectrum systems that use DBW control. FPP position displays the current position of the
foot pedal as a percentage. FPP volts display the voltage which the ECM is reading from the
FPP sensor. TPS Command displays the commanded throttle position expressed as a percent-
age, which is being sent to the throttle. TPS Position is the actual percent of throttle opening
being sent to the ECM from the throttle. TPS volts display the actual TPS signal voltage the
ECM is receiving from the throttle. To select this test mode the engine must be off and the key
must be in the ON position.
EXTERNAL POWER TEST
The external power test manually activates relays (relay power, fuel pump, and drive-by wire
power) controlled by the ECM while the engine is in the “Stopped” or “Running” states. Reverts
to normal operation if “Automatic” state is selected or ignition voltage is cycled from high to low.
Faults Page
Stores DTC codes that may have occurred in the past (Historic Faults) or current set codes (Active
Faults). Includes useful system voltages and sensor readings used while working with the fuel and
emission trouble shooting charts. Shows power derate mode status. To erase a historic DTC
code, double click on the code with the left mouse button. Then choose to “Clear All Faults.”
74
PLOT/LOG MENU FUNCTIONS
The Plot/Log menu allows the user to graphically plot or numerically log variables that have been
tagged for plotting/logging. To plot or log variables, a tag must be assigned to each variable of in-
terest. A variable is tagged for plotting/logging through a single right-mouse click in the variable’s
vicinity. Once a variable has been tagged for plotting/logging, it is highlighted in green.
Figure 5 shows an example of variables that have been tagged. A maximum of twenty (20) varia-
bles may be tagged for logging and a maximum of ten (10) variables may be tagged for plotting.
The maximum achievable sample frequency/minimum period is dependent on the number of varia-
bles tagged.
Figure 5: Tagged Variables for Plot/Log

Once the variables have been tagged as highlighted by the green color fill, select the “Plot/Log”
function in the top menu bar as shown below in figure 6.
Figure 6
75
Select “Plot Tags” to open the snapshot window
Other functions available from the Plot/Log menu include:
Clear Tags: Releases all plot/log variables.

Plot Tags (Ctrl + P, or P): Graphically plot all tagged variables.
Load Plot Setup: Loads and tags variables for plotting/logging that have been stored in a plot
file (.plt).
Log Tags (Ctrl + L): Numerically log all variables that have been tagged for plotting/logging.
Once the Plot Tags menu item has been selected, tagged variables are graphically plotted in a
strip chart interface. An example of a plot is shown in Figure 7. Capabilities of the plotter are out-
lined in Table 1.
Start/Stop Button Start or stop plotting of selected variables

Save plotted data displayed in the plot to a comma-separated val-
Save Button ue file (CSV) on the PC hard drive. Format must not be altered if
the Load function is to be used.
Convert the plot into a snapshot that may be panned, zoomed,

Snapshot Button
scrolled, and saved
Close Button Close the DST Plot interface

Load tags from a previously saved plot (.plt) file to allow for similar
Load Setup Button
plots and logs to be generated
Load a previously saved plot from the PC into the DST Plot inter-
Load Plot Button
face
Variable Selector Menu Selects the active variable for axis scaling
Single Shot Acquisition When checked, this does not allow the plot to scroll past the ‘Time
Checkbox* Interval’ thereby preserving plotted data for post-processing.
Exclusive Serial Use When checked, this allows exclusive serial communication for the
Checkbox* plot variables. Other variables on the active page are not updated.
Min Y Value Field* Specify the minimum Y-axis scaling for the active variable
Max Y Value Field* Specify the maximum Y-axis scaling for the active variable
Define the sample period for recording and display Frequency
Sample Interval (ms) Field*
(Hz.) = 1000/Sample Interval (ms)
Time Interval (s) Field* Defines the total sample acquisition time for the plot.
*Accessible only when plotter is not running.
76
Start plot
Variable selector
Figure 7: DST Plot
Click on the “Start” button to start the DST plot function.

Click on the variable selector button to view selected sensors
Figure 8: DST Plot Snapshot
Click on the “Save” button to save the snapshot as a file. To replay the saved file, open the
edis_saplot program from the windows start menu.
77
Start Menu → Programs → PSI GCP Display → edis_saplot
DST PLOT INTERFACE FUNCTIONS

A graphic tool incorporated in the plotter is the snapshot function. This function allows data col-
lected in a plot to be transferred into a second window for quick graphical post-processing. The
snapshot allows the user to zoom in/out, pan left/right, and move cursors along the signal traces to
measure the variable values in virtual real-time. An example of a snapshot is shown in Figure 8.
Any CSV file in plot format (.plt) may be loaded into the snapshot. Table 2 outlines the available
hot key functions of the snapshot screen.
SNAPSHOT HOT KEY FUNCTIONS
Command Function
<Single, left-click on trace> Snap closest cursor to data
<Ctrl + Up/Down Arrows> Move/pan plot along y axis
<Ctrl + Left/Right Arrows> Move/pan plot along t axis
<Ctrl+Shift + Up/Down Arrows> Zoom plot in and out in y axis
<Ctrl+Shift + Left/Right Arrows> Zoom plot in and out in t axis
<Ctrl + Home> Resize plot to default settings
<Ctrl + Page Up> Zoom out by 10%
<Ctrl + Page Down> Zoom in by 10%
<Page Up> Toggle to previous cursor
<Page Down> Toggle to next cursor
<Left/Right Arrow> Follow selected data along trace
<Up/Down Arrow> Follow selected data along trace
<Shift + Left/Right Arrow> Move 10 points along trace
<Shift + Up/Down Arrow> Move 10 points along trace
<Home> Go to first visible point on current plot
<End> Advance to last visible point on current plot
<Shift + Up/Down Arrow> Toggle between traces/variables
Table 1
78
DST LOGGER
Another data capture function incorporated in the software is the DST logger. This tool serves as a
PC data logger for any variable available in the ECM through the interface software. Figure 9
shows the interface display for configuring the DST Log. The interface allows the user to create
the filename, set the sample rate for acquisition, set the time interval for sampling, and display the
progress of acquisition. A maximum of twenty (20) variables may be tagged for the log. The
amount of data stored is only limited by available PC RAM. The resulting text file may then be
viewed by any standard Windows text editor/reader program. To create a log file select the “Log
Tags” in the drop down menu as shown in figure 6.
Figure 9: DST Log Interface
MALFUNCTION INDICATOR LAMP (MIL)
The Fuel system has built-in diagnostics for system trouble shooting. The system has a dash
mounted malfunction indicator lamp (MIL) that provides indications of engine or fuel system related
problem. Most engine control system related problems that affect emissions or driveability of the
vehicle will set a (DTC) diagnostic trouble code and illuminate the MIL.
The MIL serves as notification to the operator of a problem related to the emission control system
so the driver can arrange for service as soon as possible. It will also display DTCs that have been
stored due to a system malfunction.
The MIL should illuminate when the key is in the ON position and the engine is not running. This
feature verifies that the lamp is in proper working order. If the MIL does not illuminate with the vehi-
cle key ON/engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the
MIL should turn off. If the lamp remains on while the engine is in the start or run mode a diagnostic
trouble code may be set.
The MIL will be turned OFF after three (3) consecutive run cycles or by clearing the active code with
the Diagnostic Scan Tool (DST).
DIAGNOSTIC TROUBLE CODES (DTC)
Diagnostic Trouble Codes are set when the Spectrum ECM (Electronic Control Module) runs a di-
agnostic self test and the test fails. When a DTC is set, the ECM will illuminate the MIL on the
instrument panel and also save the DTC in memory. The ECM will continue to run the self test. If
the system continues to fail the test, the lamp will stay illuminated and the DTC is stored as an ac-
tive DTC. If the self test runs and passes, the DTC will be stored as historic DTC. All DTCs are
stored as historic faults until they are cleared. Most DTCs will automatically clear from memory if
79
the DTC does not reset within 50 to 100 consecutive engine run cycles.
While a Diagnostic Trouble Code is current for a sensor, the ECM may assign a default “limp home”
value and use that value in its control algorithms. All of the system diagnostic self-tests run contin-
uously during normal vehicle operation.
The Diagnostic Trouble Codes can be read by using either the MIL lamp or a laptop computer. Di-
agnostic Trouble Codes can be cleared from memory with a laptop computer, or by turning the
ignition key to the OFF position and removing the ECM power fuse or battery cable for at least 15
seconds.
If more than one DTC is detected, start the diagnostic repair with the lowest DTC number set. Di-
agnose each problem to correction unless directed to do otherwise by the diagnostic chart. The
DTCs are numbered in order of importance. Both DTC 112 and DTC122 pertain to the oxygen
sensor, so it is possible that a repair that corrects DTC 112 may also correct the problem causing
the DTC 122.
Diagnostic test charts contained in this manual refer to the DST to be connected and in the “System
Data Mode.” This simply means that the DST is connected and communicating with the PC. In
some instances the chart will call out a special test mode. An example of this would be instructions
for the DST to be connected and in the DBW (drive by wire) mode. Always be sure to follow the
special instructions to avoid a false diagnosis of fuel system components.
DLC COMMUNICATION ERROR
The ECM 5 volt reference circuit powers the Spectrum diagnostic link cable. In the event that the 5
volt reference signal is open or shorted to ground, you will not be able to connect to the system. If
you are unable to connect, follow the quick checks listed below:
Be sure you are using the correct password and latest software for the system you are connecting
to.
Check the ECM system power and ground circuits. Refer to DTC 562 for the power schematic.
Also check for +12 volts switched power at ECM pin 45 with the ignition key ON.
Check for power at the DLC connector for + 5 volts between pin 1 (BLK /LT GRN) and pin 2 (LT
GRN RED) with the ignition key in the ON position.
You may still be able to retrieve a code using the blink code function if none of the above recom-
mendations prove useful. In the event of a 5 volt reference signal malfunction, DTC 642 or DTC
643 should set. If you find one of these codes using the blink code function, follow the DTC diag-
nostic chart recommendations for that specific DTC.
80
BLINK CODE FUNCTION
Flashing Diagnostic Trouble Codes (DTC) using the blink code function is not available.
DTC’s will need to be pulled out of the ECM using the GCP Display software available from
the OEM or PSI.
81
Diagram 1
When using the DST program to clear a DTC, always select the “Clear All Faults” function to im-
mediately turn the MIL OFF after a successful repair (as shown in diagram 1 above).
INTERMITTENT PROBLEMS
Intermittent fuel system problems can prove to be the most challenging to repair. It is most im-
portant to remember when looking to find the cause of these problems, to operate the system in
the condition when and where the problem occurs. An example of this would be, if the DST
showed a lean fuel mixture at full load, one of the first things to look at would be the fuel pressure.
The fuel pressure would need to be monitored while the machine is operating at full load, not at
idle because the leaning effect does not occur at idle. Electrical problems should be treated the
same way. One excellent tool for finding intermittent electrical problems is the DST plot/log func-
tion. Set up the plot for the code that sets. An example of this would be if an intermittent IAT
code set, tag the IAT voltage and watch the plot. While watching the plot, agitate the electrical
wire connection at the sensor and ECM connector. The resolution of the plot screen is such that
you will be able to see any unstable voltages that you would otherwise not see with a standard
DVOM.
Caution should be used when pressure washing the under hood of any electrical system. Avoid
direct pressure spray on the system electrical connectors. They are splash proof, but if water is
sprayed directly at the connector moisture can become trapped behind the connector seal and
cause serious system problems.
Extra care must be taken when probing electrical pins and terminals. Do not bend or spread the-
se terminals as this can also be a source of intermittent problems cause by improper handling of
these connectors.
82
Engine Wire Harness Repair
83
ON-VEHICLE SERVICE REPAIRING TWISTED/SHIELDED CABLE
WIRE HARNESS REPAIR
The ECM harness electrically connects the

ECM to a various components in both the en-
gine and passenger compartments.
Wire harnesses should be replaced with proper 1. Remove outer jacket

part number harnesses. When wires are spliced
into a harness, use wire with high temperature 2. Unwrap aluminum/Mylar tape. Do not re-
insulation only. move Mylar.
Low current and voltage levels are used in the

system, so it is important that the best possible
bond at all wire splices be made by soldering the
splices.
3. Untwist conductors, strip insulation as
CONNECTORS AND TERMINALS necessary.
Use care when probing a connector or replacing

terminals in them to prevent shorting opposite
terminals and damage certain components. Al-
ways use jumper wires between connectors, for
circuit checking. Do not probe through the 4. Splice wire using splice clips and rosin
Weather-Pack seals with oversized wire probes. core solder. Wrap each splice to insulate.
Use tachometer adapter J 35812 (or equivalent)
which provides an easy hook up of the tach lead. 5. Wrap with Mylar and drain wire (uninsu-
The connector test adapter kit J 35616 (or lated) wire.
equivalent), contains an assortment of flexible
connectors used to probe terminals during diag-
nosis. Fuse remover and test tool BT 8616, or
equivalent, is used for removing a fuse and to
adapt fuse holder, with a meter, for diagnosis.
6. Tape over entire juncture and secure.
Do not solder oxygen sensor wire terminals as
these wire ends are used for the sensors oxygen
reference.
Open circuits are often difficult to locate by sight

due to dirt, oxidation, or terminal misalignment.
Merely wiggling a connector on a sensor, or in
the wiring harness, may correct the open circuit
condition. This should always be considered,
when an open circuit, or failed sensor is indicat-
ed. Intermittent problems may also be caused by
oxidized or loose connections.
Before making a connector repair, be certain of

the type of connector. Weather-Pack and Com-
pact Three connectors look similar, but are
serviced differently.
84
REPAIRING TWISTED LEADS METRI-PACK
Some connectors use terminals called Metri-

Pack Series 150. They are also called “Pull-To-
Seat” terminals because of the method of instal-
lation. The wire is inserted through the seal and
connector, the terminal is crimped on the wire
1. Locate Damaged Wire. and then pulled back into the connector to seat it
2. Remove insulation as required. in place.
3. Splice two wires together suing splice

clips and rosin core solder.
4. Cover splice with tape to insulated from

other wires.
5. Retwist as before and tape with electrical
tape and hold in place.
MICRO-PACK
Refer to Figure 2 and repair procedure for re-

placement of a Micro-Pack terminal. Metri-Pack Series 150 Terminal Removal
1. Slide the seal back on the wire.

2. Insert tool BT-8518, or J 35689, or equiva-
lent, as shown in insert “A” and “B” to release
the terminal locking tab (2).
3. Push the wire and terminal out through the
connector. If reusing the terminal, reshape
the locking tab (2).
WEATHER-PACK
A Weather-Pack connector can be identified by a

rubber seal, at the rear of the connector. The
connector is used in the engine compartment to
protect against moisture and dirt that may oxi-
dize and/or corrode the terminals. Given the low
Micropack Connector voltage and current levels found in the electronic
system, this protection is necessary to ensure a
1. Cable good connection.
2. Terminal
3. Locking Tang
4. Tool J33095/BT8234-A
85
WEATHER-PACK TERMINAL REPAIR 4. Replace terminal.
a. Slip new seal onto wire
b. Strip 5 mm (.2”) of insulation from wire.
c. Crimp terminal over wire and seal.
5. Push terminal and connector and engage

locking tangs.
6. Close secondary lock hinge.

1. Open secondary lock hinge on connector.
Use tool J M28742, or BT8234-A or equivalent to
remove the pin and sleeve terminals. If the re-
moval is attempted with an ordinary pick, there is
a good chance that the terminal will be bent, or
deformed. Unlike standard blade type terminals,
these terminals cannot be straightened once
2. Remove terminal using tool. they are bent.
Verify that the connectors are properly seated

and all of the sealing rings in place, when con-
necting leads. The hinge type flap provides a
backup, or secondary locking feature for the
connector. They are used to improve the con-
nector reliability by retaining the terminals, if the
3. Cut wire immediately behind cable seal small terminal lock tabs are not positioned
properly.
Weather-Pack connections cannot be replaced

with standard connections. Additional instruc-
tions are provided with Weather-Pack connector
and terminal packages.
86
Diagnostic Trouble
Codes (DTCs)
87
DIAGNOTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC #
Description SPN FMI Description SPN FMI

DTC 11: Intake cam / distributor position error 520800 7 DTC 268: Injector 3 coil shorted 653 6
DTC 16: Crank and/or cam could not synchronize during start 636 8 DTC 270: Injector 4 open or short to ground 654 5
DTC 24: Exhaust cam position error 520801 7 DTC 271: Injector 4 coil shorted 654 6
DTC 87 Fuel pressure lower than expected 94 1 DTC 273: Injector 5 open or short to ground 655 5
DTC 88 Fuel pressure higher than expected 94 0 DTC 274: Injector 5 coil shorted 655 6
DTC 91: FP low voltage 94 4 DTC 276: Injector 6 open or short to ground 656 5
DTC 92: FP high voltage 94 3 DTC 277: Injector 6 coil shorted 656 6
DTC 107: MAP voltage low 106 4 DTC 279: Injector 7 open or short to ground 657 5
DTC 108: MAP pressure high 106 16 DTC 280: Injector 7 coil shorted 657 6
DTC 111: IAT higher than expected stage 1 105 15 DTC 282: Injector 8 open or short to ground 658 5
DTC 112: IAT voltage low 105 4 DTC 283: Injector 8 coil shorted 658 6
DTC 113: IAT voltage high 105 3 DTC 285: Injector 9 open or short to ground 659 5
DTC 116: ECT higher than expected stage 1 110 15 DTC 286: Injector 9 coil shorted 659 6
DTC 117: ECT voltage low 110 4 DTC 288: Injector 10 open or short to ground 660 5
DTC 118: ECT voltage high 110 3 DTC 289: Injector 10 coil shorted 660 6
DTC 121: TPS1-2 lower than expected 51 1 DTC 1631: PWM1-Gauge1 open / ground short 697 5
DTC 122: TPS1 voltage low 51 4 DTC 299: Boost control under boost failure 1692 1
DTC 123: TPS1 voltage high 51 3 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 1323 31
DTC 127: IAT higher than expected stage 2 105 0 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 1324 31
DTC 129: BP pressure low 108 1 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 1325 31
DTC 134: EGO1 open / lazy 724 10 DTC 304: Cylinder 4 emissions/catalyst damaging misfire 1326 31
DTC 171: Adaptive-learn gasoline bank1 high 520200 0 DTC 308: Cylinder 8 emissions/catalyst damaging misfire 1330 31
DTC 172: Adaptive-learn gasoline bank1 low 520200 1 DTC 326: Knock1 excessive or erratic signal 731 2
DTC 174: Adaptive-learn gasoline bank2 high 520201 0 DTC 327: Knock1 sensor open or not present 731 4
DTC 175: Adaptive-learn gasoline bank2 low 520201 1 DTC 331: Knock2 excessive or erratic signal 520241 2
DTC 182: FT low voltage 174 4 DTC 332: Knock2 sensor open or not present 520241 4
DTC 183: FT high voltage 174 3 DTC 336: CRANK input signal noise 636 2
DTC 187: Gaseous fuel temperature sender low voltage 520240 4 DTC 337: Crank signal loss 636 4
DTC 188: Gaseous fuel temperature sender high voltage 520240 3 DTC 341: CAM input signal noise 723 2
DTC 217: ECT higher than expected stage 2 110 0 DTC 342: Loss of CAM input signal 723 4
DTC 219: RPM higher than max allowed govern speed 515 15 DTC 359: Fuel run-out longer than expected 1239 7
DTC 221: TPS1-2 higher than expected 51 0 DTC 420: Catalyst inactive on gasoline (Bank 1) 520211 10
DTC 222: TPS2 voltage low 520251 4 DTC 430: Catalyst inactive on gasoline (Bank 2) 520212 10
DTC 223: TPS2 voltage high 520251 3 DTC 502: Roadspeed input loss of signal 84 1
DTC 234: Boost control overboost failure 1692 0 DTC 508: IAC ground short 520252 6
DTC 236: TIP active 1692 2 DTC 509: IAC coil open/short 520252 5
DTC 237: TIP low voltage 1127 4 DTC 520: Oil pressure sender low pressure stage 1 100 18
DTC 238: TIP high voltage 1127 3 DTC 521: Oil pressure sender high pressure 100 0
DTC 261: Injector 1 open or short to ground 651 5 DTC 522: Oil pressure sender low voltage 100 4
DTC 262: Injector 1 coil shorted 651 6 DTC 523: Oil pressure sender high voltage 100 3
DTC 264: Injector 2 open or short to ground 652 5 DTC 524: Oil pressure low 100 1
DTC 265: Injector 2 coil shorted 652 6 DTC 562: Vbat voltage low 168 17
DTC 267: Injector 3 open or short to ground 653 5 DTC 563: Vbat voltage high 168 15
88
DTC 601: Microprocessor failure - FLASH 628 13 DTC 1175: MegaJector voltage supply low 520260 4
DTC 604: Microprocessor failure - RAM 630 12 DTC 1176: MegaJector internal actuator fault detection 520260 12
DTC 606: Microprocessor failure - COP 629 31 DTC 1177: MegaJector internal circuitry fault detection 520260 12
DTC 615: Start relay coil open 1321 5 DTC 1178: MegaJector internal comm fault detection 520260 12
DTC 616: Start relay ground short 1321 4 DTC 1182: Fuel impurity level high 520401 0
DTC 617: Start relay coil short to power 1321 3 DTC 1183: MegaJector autozero / lockoff failure 520803 31
DTC 627: Fuel pump relay coil open 1348 5 DTC 1311: Cylinder 1 misfire detected 1323 11
DTC 628: Fuel-pump high-side open or short to grnd 1347 5 DTC 1312: Cylinder 2 misfire detected 1324 11
DTC 628: Fuel pump relay control ground short 1348 4 DTC 1313: Cylinder 3 misfire detected 1325 11
DTC 629: Fuel-pump high-side short to power 1347 6 DTC 1314: Cylinder 4 misfire detected 1326 11
DTC 629: Fuel pump relay coil short to power 1348 3 DTC 1315: Cylinder 5 misfire detected 1327 11
DTC 642: Sensor supply voltage 1 low 1079 4 DTC 1316: Cylinder 6 misfire detected 1328 11
DTC 643: Sensor supply voltage 1 high 1079 3 DTC 1317: Cylinder 7 misfire detected 1329 11
DTC 650: MIL open 1213 5 DTC 1318: Cylinder 8 misfire detected 1330 11
DTC 652: Sensor supply voltage 2 low 1080 4 DTC 1411: EMWT1 voltage high 441 3
DTC 653: Sensor supply voltage 2 high 1080 3 DTC 1412: EMWT2 voltage high 442 3
DTC 685: Power relay coil open 1485 5 DTC 1413: EMWT1 voltage low 441 4
DTC 686: Power relay ground short 1485 4 DTC 1414: EMWT2 voltage low 442 4
DTC 687: Power relay coil short to power 1485 3 DTC 1415: EMWT1 higher than expected stage 1 441 15
DTC 916: Shift actuator feedback out-of-range 520226 3 DTC 1416: EMWT2 higher than expected stage 1 442 15
DTC 919: Shift unable to reach desired gear 520226 7 DTC 1417: EMWT1 higher than expected stage 2 441 0
DTC 920: Shift actuator or drive circuit failed 520226 31 DTC 1418: EMWT2 higher than expected stage 2 442 0
DTC 1111: RPM above fuel rev limit level 515 16 DTC 1419: ERWT1 voltage high 443 3
DTC 1112: RPM above spark rev limit level 515 0 DTC 1420: ERWT2 voltage high 444 3
DTC 1121: FPP1/2 simultaneous voltages out-of-range
DTC 1421: ERWT1 voltage low
(redundancy lost) 91 31 443 4
DTC 1122: FPP1/2 do not match each other or IVS 520250 31 DTC 1422: ERWT2 voltage low 444 4
DTC 1131: WGP voltage high 1192 3 DTC 1423: ERWT1 higher than expected stage 1 443 15
DTC 1132: WGP voltage low 1192 4 DTC 1424: ERWT2 higher than expected stage 1 444 15
DTC 1151: Closed-loop LPG high 520206 0 DTC 1425: ERWT1 higher than expected stage 2 443 0
DTC 1152: Closed-loop LPG low 520206 1 DTC 1426: ERWT2 higher than expected stage 2 444 0
DTC 1153: Closed-loop NG high 520207 0 DTC 1511: AUX analog Pull-Up 1 high voltage 520216 3
DTC 1154: Closed-loop NG low 520207 1 DTC 1512: AUX analog Pull-Up 1 low voltage 520216 4
DTC 1155: Closed-loop gasoline bank1 high 520204 0 DTC 1513: AUX analog Pull-Up 2 high voltage 520217 3
DTC 1156: Closed-loop gasoline bank1 low 520204 1 DTC 1514: AUX analog Pull-Up 2 low voltage 520217 4
DTC 1157: Closed-loop gasoline bank2 high 520205 0 DTC 1515: AUX analog Pull-Down 1 high voltage 520215 3
DTC 1158: Closed-loop gasoline bank2 low 520205 1 DTC 1516: AUX analog Pull-Down 1 low voltage 520215 4
DTC 1161: Adaptive-learn LPG high 520202 0 DTC 1517: AUX analog Pull-Up 3 high voltage 520218 3
DTC 1162: Adaptive-learn LPG low 520202 1 DTC 1518: AUX analog Pull-Up 3 low voltage 520218 4
DTC 1163: Adaptive-learn NG high 520203 0 DTC 1521: CHT higher than expected stage 1 110 16
DTC 1164: Adaptive-learn NG low 520203 1 DTC 1522: CHT higher than expected stage 2 110 0
DTC 1165: Catalyst inactive on LPG 520213 10 DTC 1531: Gov1/2/3 interlock failure 520270 31
DTC 1166: Catalyst inactive on NG 520214 10 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520219 3
DTC 1171: MegaJector delivery pressure higher than
DTC 1542: AUX analog Pull-Up/Down 1 low voltage
expected 520260 0 520219 4
DTC 1172: MegaJector delivery pressure lower than
DTC 1543: AUX analog Pull-Up/Down 2 high voltage
expected 520260 1 520220 3
DTC 1173: MegaJector comm lost 520260 31 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520220 4
DTC 1174: MegaJector voltage supply high 520260 3 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 520221 3
89

DTC 1546: AUX analog Pull-Up/Down 3 low voltage 520221 4 DTC 1662: PWM6 short to power 925 3
DTC 1547: AUX analog Pull-Up/Down 4 high voltage 713 3 DTC 1663: PWM7 open / ground short 926 5
DTC 1548: AUX analog Pull-Up/Down 4 low voltage 713 4 DTC 1664: PWM7 short to power 926 3
DTC 1551: AUX digital 1 high voltage 520222 3 DTC 1665: PWM8 open / ground short 2646 5
DTC 1552: AUX digital 1 low voltage 520222 4 DTC 1666: PWM8 short to power 2646 3
DTC 1553: AUX digital 2 high voltage 520223 3 DTC 1669: PWM9 open / ground short 2647 5
DTC 1554: AUX digital 2 low voltage 520223 4 DTC 1670: PWM9 short to power 2647 3
DTC 1555: AUX digital 3 high voltage 520224 3 DTC 2111: Unable to reach lower TPS 51 7
DTC 1555: Water Intrusion Detection 520224 3 DTC 2112: Unable to reach higher TPS 51 7
DTC 1556: AUX digital 3 low voltage 520224 4 DTC 2115: FPP1 higher than IVS 91 0
DTC 1561: AUX analog Pull-Down 2 high voltage 0 3 DTC 2116: FPP2 higher than IVS 29 0
DTC 2120: FPP1 invalid voltage and FPP2 disagrees with IVS 5202
DTC 1561: AUX analog Pull-Down 3 high voltage
0 3 (redundancy lost) 50 31
DTC 1561: AUX analog Pull-Down 2 low voltage 0 4 DTC 2121: FPP1-2 lower than expected 91 18
DTC 1561: AUX analog Pull-Down 3 low voltage 0 4 DTC 2122: FPP1 voltage high 91 3
DTC 1611: Sensor supply voltage 1 and 2 out-of-
DTC 2123: FPP1 voltage low
range 1079 31 91 4
5202
DTC 1612: Microprocessor failure - RTI 1 DTC 2125: FPP2 invalid voltage and FPP1 disagrees with IVS
629 31 50 31
DTC 1613: Microprocessor failure - RTI 2 629 31 DTC 2126: FPP1-2 higher than expected 91 16
DTC 1614: Microprocessor failure - RTI 3 629 31 DTC 2127: FPP2 voltage low 29 4
DTC 1615: Microprocessor failure - A/D 629 31 DTC 2128: FPP2 voltage high 29 3
DTC 1616: Microprocessor failure - Interrupt 629 31 DTC 2130: IVS stuck at-idle, FPP1/2 match 558 5
DTC 1621: RS-485 Rx inactive 0 31 DTC 2131: IVS stuck off-idle, FPP1/2 match 558 6
DTC 1622: RS-485 Rx noise 0 31 DTC 2135: TPS1/2 simultaneous voltages out-of-range 51 31
DTC 1623: RS-485 Rx bad packet format 0 31 DTC 2139: FPP1 lower than IVS 91 1
DTC 1624: RS-485 remote shutdown request 0 31 DTC 2140: FPP2 lower than IVS 29 1
DTC 1625: J1939 shutdown request 1384 31 DTC 2229: BP pressure high 108 0
DTC 1626: CAN-J1939 Tx fault 639 12 DTC 2300: Spark coil 1 primary open or short to ground 1268 5
DTC 1627: CAN-J1939 Rx fault 639 12 DTC 2301: Spark coil 1 primary shorted 1268 6
DTC 1628: J1939 CAN address / engine-number
DTC 2303: Spark coil 2 primary open or short to ground
conflict 639 13 1269 5
DTC 1629: J1939 TSC1 message receipt loss 639 9 DTC 2304: Spark coil 2 primary shorted 1269 6
DTC 1630: J1939 ETC message receipt loss 91 2 DTC 2306: Spark coil 3 primary open or short to ground 1270 5
DTC 1632: PWM1-Gauge1 short to power 697 6 DTC 2307: Spark coil 3 primary shorted 1270 6
DTC 1633: PWM2-Gauge2 open / ground short 698 5 DTC 2309: Spark coil 4 primary open or short to ground 1271 5
DTC 1635: PWM3-Gauge3 open / ground short 699 5 DTC 2312: Spark coil 5 primary open or short to ground 1272 5
DTC 1637: PWM4 open / ground short 700 5 DTC 2315: Spark coil 6 primary open or short to ground 1273 5
DTC 1638: PWM4 short to power 700 6 DTC 2316: Spark coil 6 primary shorted 1273 6
DTC 1639: PWM5 open / ground short 520230 5 DTC 2318: Spark coil 7 primary open or short to ground 1274 5
DTC 1640: PWM5 short to power 520230 6 DTC 2319: Spark coil 7 primary shorted 1274 6
DTC 1641: Buzzer control ground short 920 4 DTC 2321: Spark coil 8 primary open or short to ground 1275 5
DTC 1642: Buzzer open 920 5 DTC 2322: Spark coil 8 primary shorted 1275 6
DTC 1643: Buzzer control short to power 920 3 DTC 2324: Spark coil 9 primary open or short to ground 1276 5
DTC 1644: MIL control ground short 1213 4 DTC 2325: Spark coil 9 primary shorted 1276 6
DTC 1645: MIL control short to power 1213 3 DTC 2327: Spark coil 10 primary open or short to ground 1277 5
DTC 1651: J1939 ETC message receipt loss while in-
DTC 2328: Spark coil 10 primary shorted
gear 91 9 1277 6
DTC 1661: PWM6 open / ground short 925 5 DTC 2428: EGT temperature high 173 0
90
Description SPN FMI

DTC 2618: Tach output ground short 645 4
DTC 2619: Tach output short to power 645 3
DTC 8901: UEGO microprocessor internal fault 3221 31
DTC 8902: UEGO heater supply high voltage 3222 3
DTC 8903: UEGO heater supply low voltage 3222 4
DTC 8904: UEGO cal resistor voltage high 3221 3
DTC 8905: UEGO cal resistor voltage low 3221 4
DTC 8906: UEGO return voltage shorted high 3056 3
DTC 8907: UEGO return voltage shorted low 3056 4
DTC 8908: UEGO pump voltage shorted high 3218 3
DTC 8909: UEGO pump voltage shorted low 3218 4
DTC 8910: UEGO sense cell voltage high 3217 3
DTC 8911: UEGO sense cell voltage low 3217 4
DTC 8912: UEGO pump voltage at high drive limit 3225 3
DTC 8913: UEGO pump voltage at low drive limit 3225 4
DTC 8914: UEGO sense cell slow to warm up 3222 10
DTC 8915: UEGO pump cell slow to warm up 3225 10
DTC 8916: UEGO sense cell impedance high 3222 0
DTC 8917: UEGO pump cell impedance high 3225 0
DTC 8918: UEGO pump cell impedance low 3225 1
91
DIAGNOTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI
DTC Set 2 DTC Set 2

Description SPN-2 FMI-2 Description SPN-2 FMI-2
DTC 1561: AUX analog Pull-Down 2 high voltage 0 3 DTC 107: MAP voltage low 106 4
DTC 1561: AUX analog Pull-Down 3 high voltage 0 3 DTC 108: MAP pressure high 106 16
DTC 1561: AUX analog Pull-Down 2 low voltage 0 4 DTC 2229: BP pressure high 108 0
DTC 1561: AUX analog Pull-Down 3 low voltage 0 4 DTC 129: BP pressure low 108 1
DTC 1621: RS-485 Rx inactive 0 31 DTC 1522: CHT higher than expected stage 2 110 0
DTC 1622: RS-485 Rx noise 0 31 DTC 217: ECT higher than expected stage 2 110 0
DTC 1623: RS-485 Rx bad packet format 0 31 DTC 118: ECT voltage high 110 3
DTC 1624: RS-485 remote shutdown request 0 31 DTC 117: ECT voltage low 110 4
Undefined DTC - Index 10297 0 31 DTC 116: ECT higher than expected stage 1 110 15
Undefined DTC - Index 10298 0 31 DTC 1521: CHT higher than expected stage 1 110 16
Undefined DTC - Index 10299 0 31 DTC 563: Vbat voltage high 168 15
DTC 2116: FPP2 higher than IVS 29 0 DTC 562: Vbat voltage low 168 17
DTC 2140: FPP2 lower than IVS 29 1 DTC 2428: EGT temperature high 173 0
DTC 2128: FPP2 voltage high 29 3 DTC 183: FT high voltage 174 3
DTC 2127: FPP2 voltage low 29 4 DTC 182: FT low voltage 174 4
DTC 221: TPS1-2 higher than expected 51 0 DTC 1417: EMWT1 higher than expected stage 2 441 0
DTC 121: TPS1-2 lower than expected 51 1 DTC 1411: EMWT1 voltage high 441 3
DTC 123: TPS1 voltage high 51 3 DTC 1413: EMWT1 voltage low 441 4
DTC 122: TPS1 voltage low 51 4 DTC 1415: EMWT1 higher than expected stage 1 441 15
DTC 2112: Unable to reach higher TPS 51 7 DTC 1418: EMWT2 higher than expected stage 2 442 0
DTC 2111: Unable to reach lower TPS 51 7 DTC 1412: EMWT2 voltage high 442 3
DTC 2135: TPS1/2 simultaneous voltages out-of-range 51 31 DTC 1414: EMWT2 voltage low 442 4
DTC 502: Roadspeed input loss of signal 84 1 DTC 1416: EMWT2 higher than expected stage 1 442 15
DTC 2115: FPP1 higher than IVS 91 0 DTC 1425: ERWT1 higher than expected stage 2 443 0
DTC 2139: FPP1 lower than IVS 91 1 DTC 1419: ERWT1 voltage high 443 3
DTC 1630: J1939 ETC message receipt loss 91 2 DTC 1421: ERWT1 voltage low 443 4
DTC 2122: FPP1 voltage high 91 3 DTC 1423: ERWT1 higher than expected stage 1 443 15
DTC 2123: FPP1 voltage low 91 4 DTC 1426: ERWT2 higher than expected stage 2 444 0
DTC 1651: J1939 ETC message receipt loss while in-gear91 9 DTC 1420: ERWT2 voltage high 444 3
DTC 2126: FPP1-2 higher than expected 91 16 DTC 1422: ERWT2 voltage low 444 4
DTC 2121: FPP1-2 lower than expected 91 18 DTC 1424: ERWT2 higher than expected stage 1 444 15
91 31 lost)
DTC 1121: FPP1/2 simultaneous voltages out-of-range (redundancy DTC 1112: RPM above spark rev limit level 515 0
DTC 88 Fuel pressure higher than expected 94 0 DTC 219: RPM higher than max allowed govern speed 515 15
DTC 87 Fuel pressure lower than expected 94 1 DTC 1111: RPM above fuel rev limit level 515 16
DTC 92: FP high voltage 94 3 DTC 2130: IVS stuck at-idle, FPP1/2 match 558 5
DTC 91: FP low voltage 94 4 DTC 2131: IVS stuck off-idle, FPP1/2 match 558 6
DTC 521: Oil pressure sender high pressure 100 0 DTC 601: Microprocessor failure - FLASH 628 13
DTC 524: Oil pressure low 100 1 DTC 606: Microprocessor failure - COP 629 31
DTC 524: Oil pressure sender low pressure 100 1 DTC 1612: Microprocessor failure - RTI 1 629 31
DTC 523: Oil pressure sender high voltage 100 3 DTC 1613: Microprocessor failure - RTI 2 629 31
DTC 522: Oil pressure sender low voltage 100 4 DTC 1614: Microprocessor failure - RTI 3 629 31
DTC 520: Oil pressure sender low pressure stage 1 100 18 DTC 1615: Microprocessor failure - A/D 629 31
DTC 127: IAT higher than expected stage 2 105 0 DTC 1616: Microprocessor failure - Interrupt 629 31
DTC 113: IAT voltage high 105 3 DTC 604: Microprocessor failure - RAM 630 12
DTC 112: IAT voltage low 105 4 DTC 336: CRANK input signal noise 636 2
DTC 111: IAT higher than expected stage 1 105 15 DTC 337: Crank signal loss 636 4
92
DTC Set 2 DTC Set 2
DTC 16: Crank and/or cam could not synchronize during636
start 8 DTC 1661: PWM6 open / ground short 925 5
DTC 1629: J1939 TSC1 message receipt loss 639 9 DTC 1664: PWM7 short to power 926 3
DTC 1626: CAN-J1939 Tx fault 639 12 DTC 1663: PWM7 open / ground short 926 5
DTC 1627: CAN-J1939 Rx fault 639 12 DTC 643: Sensor supply voltage 1 high 1079 3
DTC 1628: J1939 CAN address / engine-number conflict639 13 DTC 642: Sensor supply voltage 1 low 1079 4
DTC 2619: Tach output short to power 645 3 DTC 1611: Sensor supply voltage 1 and 2 out-of-range 1079 31
DTC 2618: Tach output ground short 645 4 DTC 653: Sensor supply voltage 2 high 1080 3
DTC 261: Injector 1 open or short to ground 651 5 DTC 652: Sensor supply voltage 2 low 1080 4
DTC 262: Injector 1 coil shorted 651 6 DTC 238: TIP high voltage 1127 3
DTC 264: Injector 2 open or short to ground 652 5 DTC 237: TIP low voltage 1127 4
DTC 265: Injector 2 coil shorted 652 6 DTC 1131: WGP voltage high 1192 3
DTC 267: Injector 3 open or short to ground 653 5 DTC 1132: WGP voltage low 1192 4
DTC 268: Injector 3 coil shorted 653 6 DTC 1645: MIL control short to power 1213 3
DTC 270: Injector 4 open or short to ground 654 5 DTC 1644: MIL control ground short 1213 4
DTC 271: Injector 4 coil shorted 654 6 DTC 650: MIL open 1213 5
DTC 273: Injector 5 open or short to ground 655 5 DTC 359: Fuel run-out longer than expected 1239 7
DTC 274: Injector 5 coil shorted 655 6 DTC 2300: Spark coil 1 primary open or short to ground 1268 5
DTC 276: Injector 6 open or short to ground 656 5 DTC 2301: Spark coil 1 primary shorted 1268 6
DTC 1631: PWM1-Gauge1 open / ground short 697 5 DTC 2316: Spark coil 6 primary shorted 1273 6
DTC 1632: PWM1-Gauge1 short to power 697 6 DTC 2318: Spark coil 7 primary open or short to ground 1274 5
DTC 1637: PWM4 open / ground short 700 5 DTC 2325: Spark coil 9 primary shorted 1276 6
DTC 1638: PWM4 short to power 700 6 DTC 2327: Spark coil 10 primary open or short to ground 1277 5
DTC 1547: AUX analog Pull-Up/Down 4 high voltage 713 3 DTC 2328: Spark coil 10 primary shorted 1277 6
DTC 1548: AUX analog Pull-Up/Down 4 low voltage 713 4 DTC 617: Start relay coil short to power 1321 3
DTC 341: CAM input signal noise 723 2 DTC 616: Start relay ground short 1321 4
DTC 342: Loss of CAM input signal 723 4 DTC 615: Start relay coil open 1321 5
DTC 134: EGO1 open / lazy 724 10 DTC 1311: Cylinder 1 misfire detected 1323 11
DTC 326: Knock1 excessive or erratic signal 731 2 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 1323 31
DTC 327: Knock1 sensor open or not present 731 4 DTC 1312: Cylinder 2 misfire detected 1324 11
DTC 1643: Buzzer control short to power 920 3 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 1324 31
DTC 1641: Buzzer control ground short 920 4 DTC 1313: Cylinder 3 misfire detected 1325 11
DTC 1642: Buzzer open 920 5 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 1325 31
DTC 1662: PWM6 short to power 925 3 DTC 1314: Cylinder 4 misfire detected 1326 11
93
DTC Set 2 DTC Set 2
1326
DTC 304: Cylinder 4 emissions/catalyst damaging misfire 31 DTC 175: Adaptive-learn gasoline bank2 low 520201 1
DTC 1315: Cylinder 5 misfire detected 1327 11 DTC 1161: Adaptive-learn LPG high 520202 0
1327
DTC 305: Cylinder 5 emissions/catalyst damaging misfire 31 DTC 1162: Adaptive-learn LPG low 520202 1
DTC 1316: Cylinder 6 misfire detected 1328 11 DTC 1163: Adaptive-learn NG high 520203 0
1328
DTC 306: Cylinder 6 emissions/catalyst damaging misfire 31 DTC 1164: Adaptive-learn NG low 520203 1
DTC 1317: Cylinder 7 misfire detected 1329 11 DTC 1155: Closed-loop gasoline bank1 high 520204 0
1329
DTC 307: Cylinder 7 emissions/catalyst damaging misfire 31 DTC 1156: Closed-loop gasoline bank1 low 520204 1
DTC 1318: Cylinder 8 misfire detected 1330 11 DTC 1157: Closed-loop gasoline bank2 high 520205 0
1330
DTC 308: Cylinder 8 emissions/catalyst damaging misfire 31 DTC 1158: Closed-loop gasoline bank2 low 520205 1
DTC 628: Fuel-pump high-side open or short to ground 1347 5 DTC 1151: Closed-loop LPG high 520206 0
DTC 629: Fuel-pump high-side short to power 1347 6 DTC 1152: Closed-loop LPG low 520206 1
DTC 629: Fuel pump relay coil short to power 1348 3 DTC 1153: Closed-loop NG high 520207 0
DTC 628: Fuel pump relay control ground short 1348 4 DTC 1154: Closed-loop NG low 520207 1
DTC 627: Fuel pump relay coil open 1348 5 DTC 154: EGO2 open / lazy 520208 10
DTC 1625: J1939 shutdown request 1384 31 DTC 140: EGO3 open / lazy 520209 10
DTC 687: Power relay coil short to power 1485 3 DTC 160: EGO4 open / lazy 520210 10
DTC 686: Power relay ground short 1485 4 DTC 420: Catalyst inactive on gasoline (Bank 1) 520211 10
DTC 685: Power relay coil open 1485 5 DTC 430: Catalyst inactive on gasoline (Bank 2) 520212 10
DTC 234: Boost control overboost failure 1692 0 DTC 1165: Catalyst inactive on LPG 520213 10
DTC 299: Boost control underboost failure 1692 1 DTC 1166: Catalyst inactive on NG 520214 10
DTC 236: TIP active 1692 2 DTC 1515: AUX analog Pull-Down 1 high voltage 520215 3
DTC 1666: PWM8 short to power 2646 3 DTC 1516: AUX analog Pull-Down 1 low voltage 520215 4
DTC 1665: PWM8 open / ground short 2646 5 DTC 1511: AUX analog Pull-Up 1 high voltage 520216 3
DTC 1670: PWM9 short to power 2647 3 DTC 1512: AUX analog Pull-Up 1 low voltage 520216 4
DTC 1669: PWM9 open / ground short 2647 5 DTC 1513: AUX analog Pull-Up 2 high voltage 520217 3
DTC 8906: UEGO return voltage shorted high 3056 3 DTC 1514: AUX analog Pull-Up 2 low voltage 520217 4
DTC 8907: UEGO return voltage shorted low 3056 4 DTC 1517: AUX analog Pull-Up 3 high voltage 520218 3
DTC 8910: UEGO sense cell voltage high 3217 3 DTC 1518: AUX analog Pull-Up 3 low voltage 520218 4
DTC 8911: UEGO sense cell voltage low 3217 4 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520219 3
DTC 8908: UEGO pump voltage shorted high 3218 3 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 520219 4
DTC 8909: UEGO pump voltage shorted low 3218 4 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 520220 3
DTC 8904: UEGO cal resistor voltage high 3221 3 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520220 4
DTC 8905: UEGO cal resistor voltage low 3221 4 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 520221 3
DTC 8901: UEGO microprocessor internal fault 3221 31 DTC 1546: AUX analog Pull-Up/Down 3 low voltage 520221 4
DTC 8916: UEGO sense cell impedance high 3222 0 DTC 1551: AUX digital 1 high voltage 520222 3
DTC 8902: UEGO heater supply high voltage 3222 3 DTC 1552: AUX digital 1 low voltage 520222 4
DTC 8903: UEGO heater supply low voltage 3222 4 DTC 1553: AUX digital 2 high voltage 520223 3
DTC 8914: UEGO sense cell slow to warm up 3222 10 DTC 1554: AUX digital 2 low voltage 520223 4
DTC 8917: UEGO pump cell impedance high 3225 0 DTC 1555: AUX digital 3 high voltage 520224 3
DTC 8918: UEGO pump cell impedance low 3225 1 DTC 1555: Water Intrusion Detection 520224 3
DTC 8912: UEGO pump voltage at high drive limit 3225 3 DTC 1556: AUX digital 3 low voltage 520224 4
DTC 8913: UEGO pump voltage at low drive limit 3225 4 DTC 916: Shift actuator feedback out-of-range 520226 3
DTC 8915: UEGO pump cell slow to warm up 3225 10 DTC 919: Shift unable to reach desired gear 520226 7
DTC 171: Adaptive-learn gasoline bank1 high 520200 0 DTC 920: Shift actuator or drive circuit failed 520226 31
DTC 172: Adaptive-learn gasoline bank1 low 520200 1 DTC 1639: PWM5 open / ground short 520230 5
DTC 174: Adaptive-learn gasoline bank2 high 520201 0 DTC 1640: PWM5 short to power 520230 6
94
DTC Set 2
Description SPN-2 FMI-2
DTC 188: Gaseous fuel temperature sender high voltage 520240 3
DTC 187: Gaseous fuel temperature sender low voltage 520240 4
DTC 331: Knock2 excessive or erratic signal 520241 2
DTC 332: Knock2 sensor open or not present 520241 4
DTC 2120: FPP1 invalid voltage and FPP2 disagrees with 520250 31
IVS (redundancy lost)
DTC 2125: FPP2 invalid voltage and FPP1 disagrees with 520250 31
IVS (redundancy lost)
520250 lost)
DTC 1122: FPP1/2 do not match each other or IVS (redundancy 31
DTC 223: TPS2 voltage high 520251 3
DTC 222: TPS2 voltage low 520251 4
DTC 509: IAC coil open/short 520252 5
DTC 508: IAC ground short 520252 6
520260
DTC 1171: MegaJector delivery pressure higher than expected 0
520260
DTC 1172: MegaJector delivery pressure lower than expected 1
DTC 1174: MegaJector voltage supply high 520260 3
DTC 1175: MegaJector voltage supply low 520260 4
DTC 1176: MegaJector internal actuator fault detection520260 12
DTC 1177: MegaJector internal circuitry fault detection520260 12
DTC 1178: MegaJector internal comm fault detection 520260 12
DTC 1173: MegaJector comm lost 520260 31
DTC 1531: Gov1/2/3 interlock failure 520270 31
DTC 1182: Fuel impurity level high 520401 0
DTC 11: Intake cam / distributor position error 520800 7
DTC 24: Exhaust cam position error 520801 7
DTC 1183: MegaJector autozero / lockoff failure 520803 31
95
OBD System Check/MIL (Malfunction Indicator Lamp)
ECM
C012
MIL
GRN/YEL
G 80
+12 volts in start and run

Ground
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an engine or
fuel system related problem. The MIL also has the ability to flash DTC codes in what is re-
ferred to as the blink code mode. It will display DTCs that have been stored due to a
possible system malfunction. The following DTC charts in this manual will instruct the tech-
nician to perform the OBD system check. This simply means to verify the operation of the
MIL. The lamp should illuminate when the key is in the ON position, and the engine is not
running. This feature verifies that the lamp is in proper working order. If the lamp does not il-
luminate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the
engine is in start or run mode, the lamp should go off. If the lamp stays on while the engine
is in the start or run mode, a current diagnostic trouble code may be set or a problem may
exist with the MIL electrical wiring. The electrical schematic above shows the MIL power
source supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON.
96
HVS Ignition Control System Diagnostics
4.3L, 5.0L, 5.7L - SHOWN BELOW
Before using the Ignition Control Diagnostic chart be sure to check the following items:
Spark plug wires:

Be sure spark plug wires are in good condition. Check for cuts, breaks, burns, hardness or swelling.
LPG fuel requires much higher peak firing voltages compared to gasoline. Check spark pug electrical
continuity using a DVOM. Wires should ohm out to no more than 1,000 ohms per foot of wire length.
Distributor cap and rotor:

Check the cap and rotor assembly for moisture, corrosion or carbon tracking. The ignition timing is
not adjustable. Turning the distributor assembly will not change the ignition timing, but will alter the ro-
tor phase. Wipe away dust and debris from the ignition coil tower.
System power fuses:

Check the system power fuses. These sources supply the ignition coil and module system power.
Check that the power and ground terminals are clean and in the proper location.
97
Ignition Control System Diagnostic Chart
Did you perform the On-Board (OBD) System - Go to Step Go to OBD Sys-
1 Check? (2) tem Check
Section
DST connected and in the system data mode. 125 RPM Go to Step Go to Step (3)
Crank the engine and observe the engine (5)
2
speed signal on the DST
Is the value greater than the specified value?
Check the DST for historical code sets. Go to Step Go to Step (4)
(Always diagnose and repair codes with the low- (16)
3 est numerical value first).
Run the diagnostic chart for DTC 337
Did you find and correct the problem?
Run the diagnostic chart for DTC 342 Go to Step Go to Step (5)
4
Did you find and correct the problem? (16)
Disconnect the ignition module connector Go to Step(6) Go to Step (10)
C011
Using an LED type test lamp check for a sig-
nal between the ignition module connector
5
pin B and battery positive
Crank the engine
Does the LED test lamp flash while cranking the
engine?
Using a DVOM check for power between the Go to Step Repair the sys-
ignition module connector pin A and engine (7) tem power
ground circuit. Check
6
Do you have power? all system fuses
and power relay
connections
Disconnect the ignition coil connector C009 Go to Step Go to Step (13)
Using a digital LED test lamp check for a sig- (8)
nal between the ignition coil connector pin B
7 and battery positive
Crank the engine
Does the LED test lamp flash while cranking the
engine?
Using a DVOM check for voltage between the System Go to Step Repair the sys-
ignition coil connector pin A and engine voltage (9) tem power
ground circuit. Check
8
Does the DVOM show voltage? all system fuses
and power relay
connections
Replace the ignition coil Go to Step _
9
Is the replacement complete? (16)
Key OFF Go to Step Repair the open
Disconnect the ECM connector C001 (11) ignition control
Using a DVOM check for continuity between circuit. See wir-
10 ing harness
ignition module connector pin B and ECM
connector pin 32 repair section.
Do you have continuity between them?
98
Using a DVOM check for continuity between Repair the Go to Step (12)
ignition module connector pin B and engine shorted to
ground ground igni-
11 Do you have continuity between them? tion control
circuit. See
wiring harness
repair section.
Replace ECM Go to Step -
12
Disconnect coil. Using a DVOM check for Go to Step Repair the open
continuity between the ignition module con- (14) ignition module
13 nector pin C and engine ground ground circuit.
Do you have continuity? See wring har-
ness repair.
Using a DVOM check for continuity between Go to Step Repair the open
the ignition module connector pin D and igni- (15) ignition module
14 tion coil connector pin B circuit. See wir-
Do you have continuity? ing harness
repair.
Replace the ignition module. Go to Step -
15
Remove all test equipment except the DST. System OK Go to OBD Sys-
Connect any disconnected components, fus- tem Check
es, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
16
full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine check for any
stored codes.
Does the engine operate normally with no stored
codes?
99
DTC 11 – Intake cam / distributor position error (SPN 520800:FMI 7)
Conditions for setting the DTC
Camshaft Position sensor

Check Condition- Engine cranking
Fault Condition- Engine RPM’s greater than 1,200 and difference between the desired CAM
position and actual CAM position is greater than 6.0
MIL Command-ON
Circuit Description
The CAM position sensor is utilized to distinguish the cylinder event (compression or exhaust),
thus making the cylinder identification available to the ECM. The camshaft position sensor is a 3
wire hall effect sensor. One wire for current feed (5v), one for ground, and one for the output sig-
nal (CAM 1). The sensor must have a good 5v reference and ground to operate properly. The
CAM position and CAM Position desired value is displayed on the “TESTS” page in the GCP dis-
play software. This code will set when these two values are more than 6 CAD BTDC apart.
To change the CAM position you should rotate the distributor. If rotating the distributor does not
correct the issue you should troubleshoot sensor, wiring, and ECM for issues.
100
DTC 16-Never Crank Synchronized at Start (SPN 636:FMI 8)
(8.1L Schematic & Diagnostic Shown)
ECM
C015
LT GRN/RED 5 volts +
1 19
Crankshaft
Crank WHT/PPL Crank -
Crankshaft 2 22
Sensor
PPL/WHT Crank +
3 21
Crankshaft Position sensor

Fault Condition- Cranking rpm above 90 and more than 4 cranking revolutions without syn-
chronization
Adaptive Disabled
MIL Command-ON
Circuit Description
The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine
block. A pulse wheel located on the crankshaft is used to measure engine rpm and its signal is
used to synchronize the ignition and fuel systems. This fault will set if the ECM detects cranking
revolutions without synchronization of the CMP and CKP sensors.
Reversed sensor wires, poor wire connections or a faulty system ground are most frequently the
cause of this code set.
101
DTC 16 Crank Sync Noise (SPN 636:FMI 8)

Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Check that the ECM ground terminals C010, Go to Step Repair the
C022 and C023 are clean and tight (3) circuit as
Are the ground terminals clean and tight? necessary.
2 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Key On, Engine OFF 5.0 volts Go to Step Repair the
Disconnect the CKP (Crankshaft position) (4) circuit as
Sensor connector C015 necessary.
Using A DVOM check for voltage at the CKP Refer to Wir-
3 ing Repairs in
sensor connector pin 1 and engine ground
(CHECK THIS BEFORE THE POWER RELAY Engine Elec-
SHUTS OFF) trical.
Do you have voltage?
Key OFF Go to Step Repair the
Disconnect ECM connector C001 (5) circuit as
Using a DVOM check for continuity between necessary.
4 CKP connector pin 2 and ECM connector pin Refer to Wir-
22 ing Repairs in
Do you have continuity between them? Engine Elec-
trical.
Using a DVOM check for continuity between Go to Step Repair the
CKP connector pin 3 and ECM connector pin (6) circuit as
21 necessary.
5 Do you have continuity between them? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect the CKP connector C015 terminals Repair the Go to Step
for damage, corrosion or contamination circuit as (7)
Did you find a problem? necessary.
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect the ECM connector C001 terminals Repair the Go to step (8)
19, 21 and 22 for damage, corrosion or con- circuit as
tamination necessary.
7 Did you find a problem? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
102
Replace CKP sensor Go to Step -
8 (10)
Is the replacement complete?
9 (11)
Remove all test equipment except the DST. System OK Go to Step
Connect any disconnected components, fus- (9)
es, etc.
the ECM.
10 full operating temperature
Observe the MIL
After operating the engine within the test pa-
rameters of DTC-16 check for any stored
codes.
codes?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, fus- System
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
103
DTC 16-Never Crank Synchronized at Start (SPN 636:FMI 8)
(4.3L, 5.0, & 5.7L Shown Below)

Fault Condition- Cranking rpm above 90 and more than 4 cranking revolutions without syn-
chronization
Adaptive Disabled
MIL Command-ON
Circuit Description
used to synchronize the ignition and fuel systems. This fault will set if the ECM detects cranking
revolutions without synchronization of the CMP and CKP sensors.
Reversed sensor wires, poor wire connections or a faulty system ground are most frequently the
cause of this code set.
104

Check? (2) System
1
Check Sec-
tion
2 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Key On, Engine OFF 5.0 volts Go to Step Repair the
Disconnect the CKP (Crankshaft position) (4) circuit as
3 ing Repairs in
SHUTS OFF) trical.
2 ing Repairs in
trical.
1 necessary.
ing Repairs in
Engine Elec-
trical.
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
4, 1 and 2 for damage, corrosion or contami- circuit as
nation necessary.
ing Repairs in
Engine Elec-
trical.
105
8 (10)
9 (11)
es, etc.
the ECM.
Observe the MIL
codes.
codes?
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
106
DTC 16-Never Crank Synced At Start ‘3.0L ONLY’ (SPN 636:FMI 8)

• Crankshaft Position sensor
• Check Condition- Engine cranking
• Fault Condition- Cranking RPM above 90 and more than 4 cranking revolutions without sync
• MIL Command-ON
NOTE: The 3.0L engine has a 2 wire Variable Reluctance Sensor
Circuit Description
The CKP (crankshaft position sensor) is a magnetic transducer mounted on the engine block adjacent to a pulse
wheel located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The Crankshaft
Position sensor is used to measure engine RPM and its signal is used to synchronize the ignition and fuel systems.
This fault will set one or
more crank re-sync occur within 800 ms.
107
108
109
DTC 107-MAP Low Voltage (SPN 106:FMI 4)
Conditions for Setting the DTC
Manifold Absolute Pressure Sensor

Check Condition-Engine cranking or running
Fault Condition-MAP voltage less than 0.050 with throttle position greater than 2.0% and
engine RPM less than 7000.
MIL-ON
Adaptive-Disabled
Fueling is based on RPM and TPS Limp-Home Condition during this fault.
Circuit Description
The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake
manifold. It is used to measure the pressure of air in the manifold prior to induction. The
pressure reading is used in conjunction with other inputs to estimate the airflow rate to the
engine, which determines the fuel flow rate. This fault will set if the MAP voltage is less than
0.050 with TPS greater than 2% and engine RPM is less than 7000. The Adaptive Learn will
be disabled for the remainder of the key on cycle and the MIL command is on.
110
DTC 107-MAP Low Voltage (SPN 106:FMI 4)
Check? (2) System
1
Check Sec-
tion
Key ON, Engine running. Go to Step Intermittent
DSC (Diagnostic Scan Tool) connected in (3) problem
System Data Mode Go to Inter-
2 mittent
Does DST display MAP voltage of 0.050 or
less with the engine running below 7000 rpm section
and TPS above 2.0 %?
Key OFF Go to Step Go to Step
Disconnect the MAP sensor connector (4) (8)
C006 from the wiring harness
Jump the 5 volt reference pin 3 and MAP
3
signal circuit pin 4 together
Key ON
Does the DST display MAP voltage of 4.5
volts or greater?
Inspect MAP connector and pins for cor- Repair the Go to Step
rosion, contamination or mechanical circuit as (5)
damage necessary.
4 Any problems found? Refer to Wir-
ing Repairs
in Engine
Electrical.
Check for continuity between MAP sensor necessary.
5 connector signal pin 4 and ECM MAP sig- Refer to Wir-
nal pin 23. ing Repairs
Do you have continuity between them? in Engine
Electrical.
Check for continuity between MAP sensor Go to Step Repair the
connector 5 volt supply signal pin 3 and (7) circuit as
ECM 5 volt supply pin 4 necessary.
ing Repairs
in Engine
Electrical.
Check for continuity between MAP sensor Go to Step Repair the
connector ground pin 1 and ECM sensor (17) circuit as
ground pin 3 necessary.
ing Repairs
in Engine
Electrical.
111
Probe MAP connector signal circuit pin 4 Go to Step Go to Step
with a test light connected to battery volt- (9) (13)
8 age.
Does the DST display MAP voltage of 4.0 or
greater?
Disconnect ECM connector (10) circuit as
Check for continuity between MAP sensor necessary.
9 connector pin 3 and ECM 5 volt pin 4. Refer to Wir-
Do you have continuity between them? ing Repairs
in Engine
Electrical.
Check for continuity between MAP sensor Repair the Go to Step
connector 5 volt reference pin 3 and en- circuit as (11)
gine ground necessary.
10 Do you have continuity? Refer to Wir-
ing Repairs
in Engine
Electrical.
Inspect ECM and MAP wire harness con- Repair the Go to Step
nector and terminals for corrosion, circuit as (16)
contamination or mechanical damage necessary.
ing Repairs
in Engine
Electrical.
Replace ECM. Refer to ECM replacement Go to Step -
in the Engine Controls Section. (17)
12
Disconnect ECM connector Go to Step Repair the

Check for continuity between MAP sensor (14) circuit as
connector signal circuit pin 4 and ECM necessary.
13 signal pin 23 Refer to Wir-
Do you have continuity between them? ing Repairs
in Engine
Electrical.
Check for continuity between MAP sensor Repair the Go to Step
connector signal pin 4 and engine ground circuit as (15)
Do you have continuity? necessary.
14 Refer to Wir-
ing Repairs
in Engine
Electrical.
Inspect ECM connector and wire harness Repair the Go to Step
connector terminals for corrosion, con- circuit as (16)
tamination or mechanical damage necessary.
ing Repairs
in Engine
Electrical.
112
Replace ECM. Refer to ECM replacement Go to Step -
in the Engine Controls Section. (18)
16 Is the replacement complete?
Replace MAP sensor Go to Step -

17 Is the replacement complete? (18)
Remove all test equipment except the System OK Go to OBD

DST. System
Connect any disconnected components, Check
fuses, etc.
Using the DST clear DTC information
from the ECM.
Turn the ignition OFF and wait 30 se-
conds.
Start the engine and operate the vehicle
18
to full operating temperature
Observe the MIL
Observe engine performance and drivea-
bility
After operating the engine within the test
parameters of DTC-107 check for any
stored codes.
Does the engine operate normally with no
stored codes?
113
DTC 108-MAP High Pressure (SPN 106:FMI 16)


MAP pressure test
Check condition-engine running
Fault Condition-MAP greater than 14.50 psia with TPS less than 10% and engine rpm greater
than 1400.
MIL-ON
Adaptive-disabled
Circuit Description
The MAP (Manifold Absolute Pressure) is estimated from the MAP sensor. The MAP pressure
value is used for fuel, airflow and spark calculations. This fault will set in the event the MAP value
is greater than 14.50 psia when the TPS is less than 10% with engine rpm greater than 1400.
114
DTC 108-MAP High Pressure (SPN 106:FMI 16)
Check? (2) System
1
Check Sec-
tion
Key ON, Engine running at full operating Go to Step Intermittent
temperature. (3) problem
DST (Diagnostic Scan Tool) connected in Go to Inter-
2 System Data Mode mittent
Does DST display MAP pressure of 14.50 psia section
or greater with the engine running above 1400
rpm with a TPS value less than 10%?
Disconnect the MAP sensor connector C006 (4) (6)
3 Key ON
Does the DST display MAP pressure less than
0.05 psia?
Probe MAP connector ground pin 1 with a Go to Step Go to Step
4 test light connected to battery voltage. (5) (8)
Does the test light come on?
Check MAP mechanical vacuum connection Go to Step Go to Step
for correct mounting or possible damage (6) (10)
5
causing leakage.
Is the MAP sensor mechanical connection OK?
Disconnect ECM connector and inspect ter- (7) circuit as
minals for damage corrosion or necessary.
6 contamination. Refer to Wir-
Is the connection OK? ing Repairs in
Engine Elec-
trical.
Replace MAP sensor. __ Go to Step -
7
Is the repair complete? (11)
115
Disconnect ECM connector and check for Go to Step Repair the
continuity between MAP connector sensor (9) circuit as
ground pin 1 and ECM sensor ground pin 3. necessary.
ing Repairs in
Engine Elec-
trical.
Replace ECM. Refer to ECM replacement in Go to Step -
9 the Engine Controls Section. (11)
Correct MAP mechanical connection Go to Step -
10 Has the MAP mechanical connection problem (11)
been corrected?
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
116
DTC 111-IAT Higher Than Expected 1 (SPN 105:FMI 15)
Intake Air Temperature

Check Condition-Engine Running
Fault Condition-Intake Air Temperature greater than 210 degrees F. with engine rpm
greater than 900
Condition must be present for a minimum of 30 seconds
MIL-ON
Adaptive-Disabled during active fault
Hard Warning
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pres-
sure) sensor. A temperature sensitive resistor is used in the TMAP located in the air intake
manifold of the engine. It is used to monitor incoming air temperature, and the output in
conjunction with other sensors is used to determine the airflow to the engine. The ECM pro-
vides a voltage divider circuit so that when the air is cool, the signal reads higher voltage,
and lower when warm. This fault will set if the Intake Air Temperature is greater than 210
degrees F. with engine speed greater than 900 rpm.
117
Diagnostic Aid
This fault will set when inlet air is much hotter than normal. The most common cause of high
inlet air temperature is a problem with the inlet air system.
Ensure that the air inlet is not obstructed, modified or damaged.

Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in
to the air inlet system
If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Volt-
age.
118
DTC 112-IAT Low Voltage (SPN 105:FMI 4)

Check Condition Engine Cranking or Running
Fault Condition-IAT Sensor Voltage less than 0.050
MIL-ON during active fault
Circuit Description
sure) sensor. A temperature sensitive resistor is used in the TMAP is located in the engine’s
air intake or intake manifold. It is used to monitor incoming air temperature, and the output
in conjunction with other sensors is used to determine the airflow to the engine. The ECM
provides a voltage divider circuit so that when the air is cool the signal reads higher voltage,
and lower when warm. This fault will set if the signal voltage is less than 0.050 volts for 1
second anytime the engine is cranking or running. The ECM will use the default value for the
IAT sensor in the event of this fault.
119
DTC 112-IAT Voltage Low (SPN 105:FMI 4)
Did you perform the On-Board (OBD) System _ Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Does DST display IAT voltage of 0.050 or less? mittent
section
Disconnect the TMAP sensor connector. (4) (5)
3 Key ON
Does the DST display IAT voltage of 4.90 volts
or greater?
Replace TMAP sensor. Go to Step (9) _
4
Key OFF __ Repair the Go to Step
Disconnect ECM wire harness connector circuit as (6)
C001 necessary.
5 Check for continuity between TMAP sensor Refer to Wir-
connector ground pin 1 and TMAP sensor ing Repairs in
connector signal pin 2 Engine Elec-
trical.
Check for continuity between TMAP sensor __ Repair the Go to Step
connector signal circuit pin 2 and engine circuit as (7)
ground. necessary.
ing Repairs in
Engine Elec-
trical.
120
Replace ECM. Refer to ECM replacement in _ Go to Step _
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
121
DTC 113-IAT High Voltage (FMI 105:SPN 3)

Fault Condition-IAT Sensor Voltage greater than 4.950 volts
Circuit Description
sure) sensor. A temperature sensitive resistor is used in the TMAP is located in the engine’s
air intake or intake manifold.. It is used to monitor incoming air temperature, and the output in
conjunction with other sensors is used to determine the airflow to the engine. The ECM pro-
vides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and
lower when warm. This fault will set if the signal voltage is greater than 4.950 volts for 1 se-
cond or longer. The ECM will use a default value for the IAT sensor in the event of this fault.
122
DTC 113-IAT Voltage High (FMI 105:SPN 3)

Check? (2) System
1
Check Sec-
tion
Does DST display IAT voltage of 4.950 or great- mittent
er? section
Disconnect the TMAP sensor connector (9) (4)
C006 and jump pins 1 and 2 together
3
Key ON
Does the DST display IAT voltage of 0.1 volts or
less?
Jump TMAP sensor connector signal pin 2 to (7) (6)
engine ground
4
Key ON
Does DST display IAT voltage of 0.1 volts or
less?
Replace TMAP sensor. Go to Step _
5 (11)
Key OFF __ Go to Step Repair the
Disconnect the ECM wire harness connector (10) circuit as
C001. necessary.
6 Check for continuity between TMAP sensor Refer to Wir-
connector signal pin 2 and ECM IAT signal ing Repairs in
pin 24 Engine Elec-
Do you have continuity between them? trical.
Check for continuity between TMAP sensor __ Go to Step Repair the
connector ground circuit pin 1 and ECM (10) circuit as
sensor ground circuit pin 3 necessary.
ing Repairs in
Engine Elec-
trical.
123
Replace the ECM. _ Go to Step _
8 (11)
Re-check wire harness and TMAP sensor Repair the Go to Step
connector for damage corrosion or contami- circuit as (5)
nation necessary.
ing Repairs in
Engine Elec-
trical
Re-check wire harness and TMAP sensor Repair the Go to Step
connectors for damage corrosion or contam- circuit as (8)
ination necessary.
ing Repairs in
Engine Elec-
trical
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
124
DTC 116-ECT Higher Than Expected 1 (SPN 110:FMI 15)

Engine Coolant Temperature
Fault Condition-Engine Coolant Temperature reading or estimate greater than 220 degrees F. for greater
than 15 seconds
MIL-On
Power derate (level 1)
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant
sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and
ignition timing control and to enable certain other temperature dependant operations. This code set is designed to
help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor
reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds
220 degrees F. for more than 15 seconds. Power derate level one will be enforced during this fault limiting the maximum
throttle position to 50%.
125
DTC 116-ECT Higher Than Expected 1(SPN 110:FMI 15)
STEP Action Value(s) Yes

Did you perform the On-Board (OBD) System Check? _ Go to Step (2)
1
Key ON Go to Step (3)
DST (Diagnostic Scan Tool) connected in system data mode
Warm engine to normal operating temperature, then run the engine above
2 1200 rpm for at least 60 seconds
Does the DST display ECT temperture of 220 degrees F or greater?
Verify with a temperature gauge that the engine coolant is over 220 Repair cooling system.
degrees F.
3
Does the temperature gauge indicated 220 degrees F. or greater?
Verify ECT Circuit function. Follow diagnostic test procedure for DTC 217 -
(ECT Higher than expected 2)
4
126
DTC 117-ECT/CHT Low Voltage (SPN 110:FMI 4)

Fault Condition-ECT sensor voltage less than 0.050
Temp Ohms
Circuit Description (deg F) +/-10%
242.4 101
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive 231.9 121
resistor located in the engine coolant passage. It is used for the engine air- 211.6 175
flow calculation, cold fuel enrichment and to enable other temperature 201.4 209
dependant features. The ECM provides a voltage divider circuit so that 181.9 302
when the coolant is cool, the signal reads higher voltage, and lower when 163.1 434
warm (see table). This fault will set if the signal voltage is less than 0.050 144.9 625
volts for any period longer than 1 second. The ECM will use a default val- 127.4 901
ue for the ECT sensor in the event of this fault. 102.4 1,556
78.9 2,689
49.9 5,576
23.5 11,562
-5.7 28,770
-21.2 49,715
-30.8 71,589
-40.0 99,301
127
DTC 117-ECT/CHT Voltage Low (SPN 110:FMI 4)
Did you perform the On-Board (OBD) System _ Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
mittent
Does DST display ECT voltage of 0.050 or less?
section
Disconnect the ECT wire harness connector (4) (5)
C007
3
Key ON
Does the DST display ECT voltage of 4.90 volts
or greater?
Replace ECT sensor. Go to Step _
4 (8)
Key OFF __ Repair the Go to Step
Disconnect ECM wire harness connector circuit as (6)
C001 necessary.
5 Check for continuity between ECT sensor Refer to Wir-
connector signal pin A and ECT sensor ing Repairs in
ground pin B Engine Elec-
trical.
Check for continuity between ECT sensor __ Repair the Go to Step
connector signal circuit pin A and engine circuit as (7)
ground. necessary.
ing Repairs in
Engine Elec-
trical.
128
Replace ECM. Refer to ECM replacement in _ Go to Step _
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
129
DTC 118-ECT/CHT High Voltage (SPN 110:FMI 3)
Conditions for Setting the DTC Temp Ohms

(deg F) +/-10%
242.4 101
231.9 121
Fault Condition-ECT sensor voltage exceeds 4.950 volts
211.6 175
201.4 209
Adaptive-Disabled
181.9 302
163.1 434
Circuit Description 144.9 625
127.4 901
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor
102.4 1,556
located in the engine coolant passage. It is used for the engine airflow calculation,
78.9 2,689
cold fuel enrichment and to enable other temperature dependant features. The
49.9 5,576
ECM provides a voltage divider circuit so that when the coolant is cool, the signal
reads higher voltage, and lower when warm (see table). This fault will set if the 23.5 11,562
signal voltage is greater than 4.950 volts anytime the engine is running. The ECM -5.7 28,770
will use a default value for the ECT sensor in the event of this fault. -21.2 49,715
-30.8 71,589
-40.0 99,301
130
DTC 118-ECT/CHT Voltage High (SPN 110:FMI 3)
Check? (2) System
1
Check Sec-
tion
Does DST display ECT voltage of 4.95 or great- mittent
er? section
Disconnect the ECT sensor connector C007 (4) (8)
and Jump terminals A and B together
3
Key ON
Does the DST display ECT voltage of 0.05 volts
or less?
Using a DVOM check the resistance be- See re- Go to Step Go to Step
tween the two terminals of the ECT sensor sistance (6) (5)
and compare the resistance reading to the chart vs.
4 chart temperature
Is the resistance value correct? in the DTC
118 circuit
description
Replace ECT sensor Go to Step -
5 (14)
Inspect the ECT wire harness connector ter- Repair the Go to Step
minals A and B for damage, corrosion or circuit as (7)
contamination necessary.
ing Repairs in
Engine Elec-
trical.
Key OFF Repair the Intermittent
Disconnect ECM wire harness connector circuit as problem
C001 necessary. Go to Inter-
7 Inspect ECM connector pins 26 and 3 for Refer to Wir- mittent
damage corrosion or contamination ing Repairs in section
Did you find a problem? Engine Elec-
trical.
131
Jump the ECT signal pin A at the ECT con- Go to Step Go to Step
8 nector to engine ground (9) (12)
Does DST display ECT voltage of 0.05 or less?
Disconnect ECM wire harness connector (10) circuit as
9 ECT sensor ground pin B and ECM connect- Refer to Wir-
or pin 3 ing Repairs in
Engine Elec-
trical.
Inspect ECM connector pins 26 and 3 for Repair the Go to Step
damage, corrosion or contamination circuit as (11)
10 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
11
Disconnect ECM wire harness connector (13) circuit as
12 ECT connector signal pin A and ECM con- Refer to Wir-
nector terminal 26 ing Repairs in
trical.
Inspect ECM connector pins 26 and 3 for Repair the Go to Step
13 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
132
DTC 121-TPS 1 Lower Than TPS 2 (SPN 51:FMI 1)

Throttle Position Sensor 1 & 2

Check Condition-Key ON
Fault Condition-TPS 1 20% lower than TPS 2
MIL-ON for remainder of key on cycle
Engine shutdown
Circuit description
Dual throttle Position Sensors are used within the throttle that use variable resistors to deter-
mine signal voltage based on throttle plate position. TPS 1 will read low voltage when closed
and TPS 2 will read high voltage when closed. The TPS 1 and TPS 2 percentages are calcu-
lated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by
the ECM to determine if the throttle is opening as commanded. This fault will set if TPS 1 is
20% (or more) lower than TPS 2. At this point the throttle is considered to be out of specifica-
tion, or there is a problem with the TPS signal circuit. The MIL command is on and the engine
will shutdown.
133
DTC 121 TPS 1 Lower Than TPS 2 (SPN 51:FMI 1)
1 Check? (2) System Check
Section
Key ON, Engine OFF Go to Step Intermittent
2 System Data Mode Go to Intermit-
Does the DST display more than a 20% differ- tent section
ence between TPS 1 and TPS 2 voltage?
Key OFF Go to Step Go to Step (4)
Disconnect electronic throttle connector (5)
C017
3 Key ON
Change DST mode to DBW (drive by wire)
test mode
Is the voltage for TPS 1 less than 0.1 volts?
Key OFF Repair the Go to Step (9)
Disconnect ECM wiring harness connector TPS 1 circuit
C001 shorted to
Key ON voltage as
4 necessary.
Using a DVOM check for voltage between
Refer to Wir-
ECM connector TPS 1 signal pin 20 and en-
ing Repairs in
gine ground
Engine Elec-
Do you have voltage? trical.
Jump TPS 1 signal pin 6 to the 5 volt refer- Go to Step Go to Step (8)
5 ence pin 3 at connector C017 (6)
Does DST display TPS 1 voltage over 4.90 volts
Inspect wire terminals at throttle connector Repair the Go to Step (7)
for damage corrosion or contamination circuit as
Any problems found? necessary.
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace the electronic Throttle Go to Step -
7 (12)
Disconnect ECM wire harness connector (9) open circuit as
C001 necessary.
8 Using a DVOM check for continuity between Refer to Wir-
throttle connector TPS 1 signal pin 6 and ing Repairs in
ECM connector TPS 1 signal pin 20 Engine Elec-
trical.
134
throttle connector signal ground pin 2 and (10) open circuit as
ECM connector signal ground pin 3 necessary.
ing Repairs in
Engine Elec-
trical.
Inspect ECM connector terminals for damage Repair the Go to Step
corrosion or contamination. circuit as (11)
10 Refer to Wir-
ing Repairs in
Engine Elec-
trical
11 (12)
Connect any disconnected components, fus- System Check
es, etc.
the ECM.
Observe the MIL
codes.
codes?
135
DTC 122-TPS 1 Low Voltage (SPN 51:SMI 4)
Throttle Position Sensor 1

Check Condition-Cranking or Running
Fault Condition-TPS sensor less than 0.200 volts
Engine shutdown
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to deter-
mine signal voltage based on throttle plate position. TPS1 will read lower voltage when closed
and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are calcu-
lated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by
the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable
and in the event of a failure the electronic throttle assembly must be replaced. This fault will
set if the TPS 1 voltage is less than 0.200 volts. The MIL command is ON and the engine will
shut down.
136
DTC 122 TPS 1 Signal Voltage Low (SPN 51:SMI 4)
Section
Key ON, Engine OFF Go to Step Go to Step (3)
DST (Diagnostic Scan Tool) connected in (4)
2 DBW (Drive by Wire) throttle test mode
Does the DST display TPS 1 voltage of 0.200
volts or less with the throttle closed?
Slowly depress Foot Pedal while observing Go to Step Intermittent
TPS 1 voltage (4) problem
3
Does TPS 1 voltage ever fall below 0.200 volts? Go to Intermit-
tent section
Disconnect the electronic throttle connector (7)
C017
Jump the 5 volt reference circuit pin 3 and
4 TPS 1 signal circuit pin 6 together at the
throttle connector
Key ON
Does DST display TPS 1 voltage of 4.0 volts or
greater?
Disconnect ECM wire harness connector (6) circuit as nec-
C001 essary. Refer
5 Using a DVOM check continuity between the to Wiring Re-
electronic throttle connector signal pin 6 and pairs in
trical.
Do have continuity between them?
6 (9)
Inspect the throttle wire harness connector Repair the Go to Step (8)
terminals for damage, corrosion or contami- circuit as
nation necessary.
ing Repairs in
Engine Elec-
trical.
Replace the electronic throttle Go to Step -
8 (9)
137
es, etc.
the ECM.
Observe the MIL
codes.
codes?
138
DTC 123-TPS 1 High Voltage (SPN 51:FMI 3)

Fault Condition-TPS sensor voltage exceeds 4.800 volts
Engine shutdown
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position. TPS1 will read lower voltage
when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 per-
centages are calculated from these voltages. Although the voltages are different, the
calculated values for the throttle position percentages should be very close to the same.
The TPS values are used by the ECM to determine if the throttle is opening as com-
manded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 1 voltage exceeds 4.800 volts.
The MIL command is ON and the engine will shut down.
139
DTC 123 TPS 1 Signal Voltage High (SPN 51:FMI 3)
Section
DST (Diagnostic Scan Tool) connected (4)
2
volts or greater with the throttle closed?
3
Does TPS 1 voltage ever exceed 4.800 volts? Go to Intermit-
tent section
4 Key ON
Does DST display TPS 1 voltage less than 0.2
volts?
Disconnect ECM wire harness connector circuit as
C001 necessary.
Key ON Refer to Wir-
5 ing Repairs in
Engine Elec-
TPS 1 signal at the ECM connector pin 20
trical.
and engine ground
6 (11)
Back probe sensor ground circuit at the ECM Go to Step Go to Step
side of the wire harness pin 3 with a test light (8) (10)
7
connected to battery voltage
Inspect the electronic throttle connector ter- Repair the Go to Step (9)
minals for damage, corrosion or circuit as
ing Repairs in
Engine Elec-
trical.
9 (11)
Disconnect ECM connector C001 (6) circuit as nec-
Using a DVOM check for continuity between essary. Refer
10 the electronic throttle connector sensor to Wiring Re-
ground pin 2 and ECM connector TPS 1 pairs in
sensor ground pin 3 Engine Elec-
Do have continuity between them? trical.
140
es, etc.
the ECM.
Observe the MIL
codes.
codes?
141

Fault Condition-Intake Air Temperature greater than 230 degrees F. with engine
speed greater than 900 rpm
Fault condition must be active for longer than 10 seconds
MIL-ON for active fault
Engine Shut Down
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute
Pressure) sensor. A temperature sensitive resistor is used in the TMAP located in the in-
take manifold of the engine. It is used to monitor incoming air temperature, and the
output in conjunction with other sensors is used to determine the airflow to the engine.
The ECM provides a voltage divider circuit so that when the air is cool, the signal reads
a higher voltage, and lower when warm. This fault will set if the intake air temperature is
greater than 230 degrees F. with engine speed greater than 900 rpm. The MIL light
command is on during this active fault and the engine will shut down.
142
Diagnostic Aid
This fault will set when inlet air is much hotter than normal. The most common cause
of high inlet air temperature is a problem with the inlet air system. Ensure that the air
inlet is not obstructed, modified or damaged.
Inspect the air inlet system for cracks or breaks that may allow unwanted under hood
air in to the air inlet system
If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low
Voltage.
143
DTC 129-BP Low Pressure (SPN 108:FMI 1)
Barometric Pressure
Fault Condition-BP less than 8.30 psia
Adaptive-Disabled
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure
value is used for fuel and airflow calculations. This fault sets in the event the BP value is out of
the normal range.
144
DTC 129-BP Low Pressure (SPN 108:FMI 1)
Check? (2) System
1
Check Sec-
tion
Key ON. Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem. Go
2 System Data Mode to Intermittent
Does DST display BP pressure of 8.30 psia or section
less?
Disconnect the TMAP sensor connector (4) (8)
Jump the 5 volt reference pin 3 and MAP
3 signal pin 4 together
Key ON
Does the DST display BP pressure of 16.00 psia
or greater?
Inspect TMAP connector and wire harness Repair the Go to Step
connector terminals for corrosion, contamina- circuit as (5)
tion or mechanical damage necessary.
ing Repairs in
Engine Elec-
trical.
Check for continuity between TMAP sensor necessary.
5 connector pin 4 and ECM connector pin 23 Refer to Wir-
Do you have continuity between them? ing Repairs in
Engine Elec-
trical.
Check for continuity between TMAP sensor Go to Step Repair the
connector 5 volt supply pin 3 and ECM con- (7) circuit as
nector pin 4 necessary.
ing Repairs in
Engine Elec-
trical.
Check for continuity between TMAP sensor Go to Step Repair the
connector ground pin 1 and ECM connector (17) circuit as
pin 3 necessary.
ing Repairs in
Engine Elec-
trical.
145
Remove the Jumper that was installed during Go to Step Go to Step
step 3 (9) (13)
Probe TMAP connector signal circuit pin 4
8
with a test light connected to battery voltage
Does the DST display BP pressure of 16.00 psia
or greater?
Check for continuity between TMAP sensor necessary.
9 connector pin 3 and ECM connector pin 4 Refer to Wir-
Do you have continuity between them? ing Repairs in
Engine Elec-
trical.
Check for continuity between TMAP sensor Repair the Go to Step
connector 5 volt reference pin 3 and engine open ground (11)
ground circuit as
Do you have continuity? necessary.
10
Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect TMAP and ECM connector pins for Repair the Go to Step
corrosion, contamination or mechanical circuit as (16)
damage necessary.
ing Repairs in
Engine Elec-
trical.
Replace ECM. Refer to ECM replacement in Go to -
12 the Engine Controls Section. Step(17)
Disconnect ECM connector C001 Go to Step Repair the
Check for continuity between TMAP sensor (14) circuit as
connector pin 4 and ECM pin 23 necessary.
ing Repairs in
Engine Elec-
trical.
Check for continuity between TMAP sensor Repair the Go to Step
connector pin 4 and engine ground open ground (15)
Do you have continuity? circuit as
necessary.
14
Refer to Wir-
ing Repairs in
Engine Elec-
trical.
146
Inspect ECM connector and wire harness Repair the Go to Step
connector pins for corrosion, contamination circuit as (16)
or mechanical damage necessary.
ing Repairs in
Engine Elec-
trical.
Replace ECM. Refer to ECM replacement in Go to Step -
Replace TMAP sensor Go to Step -
17 (18)
es, etc. Check
the ECM.
Observe the MIL
Observe engine performance and drivability
codes.
codes?
147
DTC 134-EGO 1 Pre Cat Open/Lazy (SPN 724:FMI 10)
Heated Oxygen Sensor

Check condition-Engine running
Fault condition-EGO 1 pre catalyst persistently cold for more than 120 seconds
Closed Loop-Disabled during active fault
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the
oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the
Closed Loop multiplier and the Adaptive multiplier. This fault will set if EGO 1 is cold, non-
responsive, or inactive for more than 120 seconds.
148
DTC 134-EGO 1 Open/Inactive (SPN 724:FMI 10)
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem. See
System Data Mode Electrical
Section In-
2 Run engine to full operating temperature and
termittent
then idle for a minimum of 2 minutes
Electrical Di-
Does DST display EGO 1 voltage fixed between agnosis
0.4 and 0.5 volts after at least 2 minutes of idle
run time?
Key OFF Go to Step Go To Step
Disconnect EGO 1 connector C005 (8) (4)
Key ON
3 Using a DVOM check for voltage between
EGO 1 connector pins C and D
(Check must be made within 30 seconds or be-
fore power relay shuts down)
Key OFF System Go to Step Repair sys-
Using a DVOM check for voltage between Voltage (5) tem power
EGO 1 connector pin C and engine ground relay open
4 Key ON circuit
(Check must be made within 30 seconds or be-
fore power relay shuts down)
Disconnect ECM connector C001 Go to Step Repair open
Using a DVOM check for continuity between (6) heater ground
5 EGO 1 connector pin D and ECM connector circuit
pin 49
Do you have continuity?
Inspect wire harness connector C005 pins B Correct the Go to Step
and D and C001 pins 41 and 49 for damage, problem as (7)
corrosion or contamination required see
6 Did You find a problem? Electrical
Section wire
harness re-
pair
7
149
Key OFF Go to Step Repair open
Disconnect ECM wire harness connector (9) EGO 1 circuit
C001
8
Using a DVOM check for continuity between
EGO 1 pin B and ECM connector pin 41
Using a DVOM check for continuity between Go to Step Repair open
9 EGO 1 pin A and ECM connector pin 3 (10) EGO 1 signal
Do you have continuity? ground
Replace EGO 1 sensor Go to Step -
10
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
150

Fault Condition-Engine Coolant Temperature reading or estimate greater than 230 degrees F. for greater
than 15 seconds
MIL-On
Engine shutdown will occur
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant
sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and
ignition timing control and to enable certain other temperature dependant operations. This code set is designed to
help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor
reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds
230 degrees F. for more than 15 seconds. Engine shutdown will occur if this code occurs.
151
STEP Action Value(s) Yes No

Did you perform the On-Board (OBD) System Check? _ Go to Step (2) Go to OBD System
1 Check Section
Key ON Go to Step (3) Intermittent problem
DST (Diagnostic Scan Tool) connected in system data mode Go to Intermittent
section
Warm engine to normal operating temperature, then run the engine above
2 1200 rpm for at least 60 seconds
Does the DST display ECT temperture of 230 degrees F or greater?
Verify with a temperature gauge that the engine coolant is over 230 Repair cooling system. Go to step (4)
degrees F.
3
Does the temperature gauge indicated 230 degrees F. or greater?
Verify ECT Circuit function. - -

4
152
DTC 219-Max Govern Speed Override (SPN 515:FMI 15)
Max Govern Speed Override

Fault Condition-Engine rpm greater than 3,100
Fault condition active for 2 or more seconds
Circuit description
This fault will set anytime the engine rpm exceeds 3,100 for longer than 2 seconds. The
MIL command is ON during this active fault
Diagnostic Aid
Check for other stored DTC codes before using the following DTC chart for this code set.
Always diagnose and repair any existing codes starting with the lowest numerical code
first.
153
DTC 219-Max Govern Speed Override (SPN 515:FMI 15)
Check? (2) System
1
Check Sec-
tion
Key ON, Engine OFF Go to Step Go to Step
DST connected (3) (4)
2
Are any other DTC codes present with DTC 219?
Diagnose and repair any other DTC codes Go to Step -

stored before proceeding with this chart. (4)
3
Have any other DTC codes been diagnosed and
repaired?
Check the service part number on the ECM to Go to Step Go to Step 5
4 ensure the correct calibration is in use (6)
Is the Service Part Number Correct?
Replace ECM with correct service part num- Go to Step -
5 ber (9)
Check the mechanical operation of the throttle Go to Step Go to Step
6 (8) (7)
Is the mechanical operation of the throttle OK?
Correct mechanical operation of the throttle. Go to Step -
Refer to Engine & Component section (9)
7
Has the mechanical operation of the throttle been
corrected?
Check engine for large manifold vacuum Go to Step Go to OBD
leaks. Refer to Symptom Diagnostic section (9) System
8
Did you find and correct the vacuum leak? Check Sec-
tion
es, etc. Check
Using the DST clear DTC information from the
ECM.
Start the engine and operate the vehicle to full
9 operating temperature
Observe the MIL
codes.
codes?
154
DTC 221-TPS 1 Higher Than TPS 2 (SPN 51:FMI 0)
Throttle Position Sensor 1 & 2

Fault Condition-TPS 1 20% higher than TPS2
MIL-ON for remainder of key on cycle
Engine shutdown
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position. TPS 1 will read lower voltage
when closed and TPS 2 will read higher voltage when closed. The TPS 1 and TPS 2
percentages are calculated from these voltages. Although the voltages are different, the
calculated values for the throttle position percentages should be very close to the same.
The TPS values are used by the ECM to determine if the throttle is opening as com-
manded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS
2. At this point the throttle is considered to be out of specification, or there is a problem
with the TPS signal circuit. The MIL command is ON and the engine will shutdown.
155
DTC 221 TPS 1 Higher Than TPS 2 (SPN 51:FMI 0)
Section
2 System Data Mode Go to Intermit-
Does the DST display more than a 20% differ- tent section
ence between TPS 1 and TPS 2?
C017
3 Key ON
Change DST mode to DBW (drive by wire)
test mode
Is the voltage for TPS 1 less than 0.1 volts?
Disconnect ECM wiring harness connector TPS 1 circuit
C001 shorted to
Key ON voltage as
4 necessary.
Refer to Wir-
ECM connector TPS 1 signal pin 5 and en-
ing Repairs in
gine ground
Engine Elec-
trical.
Jump TPS 1 signal pin 6 to the 5 volt refer- Go to Step
ence pin 3 at connector C017 (6) Go to Step (8)
5
Does DST display TPS 1 voltage over 4.900
volts?
Inspect wire terminals at throttle connector Repair the Go to Step (7)
for damage corrosion or contamination circuit as
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace the electronic Throttle Go to Step -
7 (12)
Disconnect ECM wire harness connector (9) open circuit as
C001 necessary.
8 Using a DVOM check for continuity between Refer to Wir-
throttle connector TPS 1 signal pin 6 and ing Repairs in
156
throttle connector signal ground pin 2 and (10) open circuit as
ECM connector signal ground pin 3 necessary.
ing Repairs in
Engine Elec-
trical.
Inspect ECM connector terminals for damage Repair the Go to Step
corrosion or contamination. circuit as (11)
10 Refer to Wir-
ing Repairs in
Engine Elec-
trical
11 (12)
es, etc.
the ECM.
Observe the MIL
codes.
codes?
157
DTC 222-TPS 2 Signal Voltage Low (SPN 520251:FMI 4)

Fault Condition-TPS 2 sensor voltage less than 0.200 volts
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to de-
termine signal voltage based on throttle plate position. TPS1 will read lower voltage when
closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages
are calculated from these voltages. Although the voltages are different, the calculated val-
ues for the throttle position percentages should be very close to the same. The TPS values
are used by the ECM to determine if the throttle is opening as commanded. The TPS is not
serviceable and in the event of a failure the electronic throttle assembly must be replaced.
This fault will set if the TPS 2 voltage is less than 0.200 volts. The MIL command is ON.
158
DTC 222 TPS 2 Signal Voltage Low (SPN 520251:FMI 4)
Section
volts or less with the throttle closed?
3
Does TPS 2 voltage ever fall below 0.200 volts? Go to Intermit-
tent section
C017
Jumper the 5 volt reference circuit pin 3 and
4 TPS 2 signal circuit pin 5 together at the
throttle connector
Key ON
Does DST display TPS 2 voltage of 4.0 volts or
greater?
Key OFF Go to Step (6) Repair the
Disconnect ECM wire harness connector circuit as nec-
C001 essary. Refer
5 Using a DVOM check continuity between to Wiring Re-
TPS 2 connector signal pin 5 and ECM con- pairs in
nector TPS 2 Signal pin 21 Engine Elec-
trical.
Do have continuity between them?
6 (9)
Inspect the electronic throttle wire harness Repair the Go to Step (8)
connector terminals for damage, corrosion or circuit as
ing Repairs in
Engine Elec-
trical.
8 (9)
159
es, etc.
the ECM.
Observe the MIL
codes.
codes?
160
DTC 223-TPS 2 Signal Voltage High (SPN 520251:FMI 3)

Fault Condition-TPS 2 sensor exceeds 4.800 volts
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to de-
termine signal voltage based on throttle plate position.TPS1 will read lower voltage when
closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages
are calculated from these voltages. Although the voltages are different, the calculated val-
ues for the throttle position percentages should be very close to the same. The TPS
values are used by the ECM to determine if the throttle is opening as commanded. The
TPS is not serviceable and in the event of a failure the electronic throttle assembly must
be replaced. This fault will set if the TPS 2 voltage is greater than 4.800 volts. The MIL
command is ON.
161
DTC 223 TPS 2 Signal Voltage High (SPN 520251:FMI 3)
Section
volts or greater with the throttle closed?
3
Does TPS 2 voltage ever exceed 4.800 volts? Go to Intermit-
tent section
C017
4
Key ON
volts?
C001 necessary.
5 ing Repairs in
electronic throttle connector TPS 2 signal pin Engine Elec-
5 and engine ground trical.
6
Probe sensor ground circuit at the ECM side Go to Step Go to Step
of the wire harness pin 3 with a test light (8) (10)
7
Inspect the electronic throttle wire harness Repair the Go to Step (9)
connector and terminals for damage, corro- circuit as
sion or contamination necessary.
ing Repairs in
Engine Elec-
trical.
Replace electronic throttle Go to Step -
9
Disconnect ECM connector C001 (6) circuit as nec-
Using a DVOM check for continuity between essary. Refer
10 throttle connector C017 sensor ground pin 2 to Wiring Re-
and ECM connector sensor ground pin 3 pairs in
Do have continuity between them? Engine Elec-
trical.
162
es, etc.
the ECM.
Observe the MIL
codes.
codes?
163
DTC 336-Crank Sync Noise (SPN 636:FMI 2)

Check Condition- Engine running
Fault Condition- 1 invalid crank re-sync in less than 800 ms
Adaptive- Disabled
MIL- On during active fault
Circuit Description
used to synchronize the ignition and fuel systems. This fault will set If no signal is present for
800ms or longer.
164
Check? (2) System
1
Check Sec-
tion
2 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Key On, Engine OFF 5.0 volts Go to Step (4 Repair the
Disconnect the CKP (Crankshaft position) circuit as
3 ing Repairs in
SHUTS OFF) trical.
2 ing Repairs in
trical.
1 necessary.
ing Repairs in
Engine Elec-
trical.
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
4, 2, and 1 for damage, corrosion or contam- circuit as
ination necessary.
ing Repairs in
Engine Elec-
trical.
165
8 (10)
9 (11)
es, etc.
the ECM.
Observe the MIL
codes.
codes?
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
166
DTC 337-Crank Loss (SPN 636:FMI 4)
Crankshaft position sensor

Fault Condition- 6 cam pulse signals without crankshaft activity
MIL- On during active fault
Adaptive- Disabled
Circuit Description
used to synchronize the ignition and fuel systems. The ECM must see a valid Crankshaft position
signal while cranking. If no crankshaft signal is present for 6 cam pulses this fault will set.
167
DTC 337-Crank Loss (SPN 636:FMI 4)
Check? (2) System
1
Check Sec-
tion
2 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Key OFF 5.0 volts Go to Step (4 Repair the
Disconnect the CKP (Crankshaft Position) circuit as
3 ing Repairs in
SHUTS OFF) trical.
2 ing Repairs in
trical.
1 necessary.
ing Repairs in
Engine Elec-
trical.
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
4, 2, and 1 for damage, corrosion or contam- circuit as
ination necessary.
7 Did you find a problem Refer to Wir-
ing Repairs in
Engine Elec-
trical.
168
Replace the CKP sensor Go to Step -
8 (10)
9 (11)
es, etc.
the ECM.
Observe the MIL
codes.
codes?
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
169
DTC 341-Camshaft Sync Noise (SPN 723:FMI 2)
Camshaft position sensor

Fault Condition-1 invalid cam re-sync in 700ms or less
Adaptive Learn disabled
MIL-ON
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This
fault will set if the ECM detects erroneous pulses from the camshaft position sensor causing invalid
cam re-sync. MIL light will become active and Adaptive Learn will be disabled.
170
DTC 341-Camshaft Sensor Noise (SPN 723:FMI 2)
Check? (2) System
1
Check Sec-
tion
Check that the ECM ground terminal C010 is Go to Step Repair the
clean, tight and in the proper location (3) circuit as
2 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Key OFF 5.0 volts Go to Step Repair the
Disconnect the CMP (Camshaft position) (4) circuit as
3 Using A DVOM check for voltage at the CMP Refer to Wir-
sensor connector pin C and engine ground ing Repairs in
Do you have voltage? Engine Elec-
trical.
4 CMP connector pin A and ECM connector Refer to Wir-
pin 3 ing Repairs in
trical.
CMP connector pin B and ECM connector (6) circuit as
pin 33 necessary.
ing Repairs in
Engine Elec-
trical.
Inspect the CMP connector terminals for Repair the Go to Step
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect the ECM connector C001 terminals Repair the Go to Step
3, 4, and 33 for damage, corrosion or con- circuit as (8)
tamination necessary.
ing Repairs in
Engine Elec-
trical.
Replace CMP sensor Go to Step -
8 (10)
171
9 (11)
es, etc.
the ECM.
Observe the MIL
codes.
codes?
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
172
DTC 342-Camshaft Sensor Loss (SPN 723:FMI 4)
CMP (Camshaft Position Sensor)

Check Condition-Engine Cranking or Running
Fault Condition-No cam pulse in 2.5 cycles with engine speed greater than 1000 rpm
Adaptive-Disabled
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This
fault will set if the ECM does not detect a cam pulse in 2.5 engine cycles whenever the engine is
greater than 1000 rpm. The engine may not run with this fault present.
173
DTC 342-Camshaft Sensor Loss (SPN 723:FMI 4)
Check? (2) System
1
Check Sec-
tion
Check that the ECM ground terminal C010 is Go to Step Repair the
clean, tight and in the proper location (3) circuit as
Is the ground terminal clean tight and in the necessary.
2 proper location? Refer to wir-
ing harness
repair sec-
tion.
Key OFF 5.0 volts Go to Step Repair the
Disconnect the CMP (Camshaft Position) (4) circuit as
Key ON Refer to wir-
3 Using A DVOM check for voltage at the CMP ing harness
sensor connector pin C and engine ground repair sec-
(RUN THIS VOLTAGE CHECK BEFORE THE tion.
POWER RELAY SHUTS OFF)
4 CMP connector pin A and ECM connector Refer to wir-
pin 3 ing harness
Do you have continuity between them? repair sec-
tion.
CMP connector pin B and ECM connector (6) circuit as
pin 33 necessary.
5 Do you have continuity between them? Refer to wir-
ing harness
repair sec-
tion.
Inspect the CMP connector terminals for Repair the Go to Step
6 Refer to wir-
ing harness
repair sec-
tion.
Inspect the ECM connector terminals 3, 33 Repair the Go to Step
and 4 for damage, corrosion or contamina- circuit as (8)
tion necessary.
7 Did you find a problem? Refer to wir-
ing harness
repair sec-
tion.
174
Replace the CMP. Go to Step -
8
9
es, etc.
the ECM.
Observe the MIL
codes.
codes?
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
175
DTC-359 Fuel Run-out Longer Than Expected (SPN:1239:FMI 7)
LPG shut off valve

Check Condition-Key OFF
Fault Condition-Engine run down time greater than 10 seconds
MIL-ON
Circuit Description
The LPG shut off valve is supplied system battery power from the VSW fused source. The
ECM then provides a path to ground to turn the valve on. This fault will set in the event the
engine continues to run for more than 10 seconds after the key is turned off. This fault in-
dicates a possible problem with the electric LPG shut off solenoid.
176
DTC-359 Fuel Run-out Longer Than Expected (SPN:1239:FMI 7)

Did you perform the On-Board (OBD) System - Go to Step
1
Check? (2)
Disconnect the LPG shut off solenoid con- System Go to Step Go to Step
nector C003 Voltage (3) (5)
Using a DVOM check for power across ter-
2 minals A and B while cranking the engine,
then turn the key to the OFF position
Did the voltage immediately turn OFF with the
key cycle?
Turn off the LPG manual valve at the fuel Intermittent Go to Step
tank problem. See (4)
Start the engine and let it idle until the en- intermittent
3 gine stops. problems in
(THIS MAY TAKE SEVERAL MINUTES) the electrical
Did the engine ever stop? section of this
manual.
Replace the LPG shut off solenoid Go to Step _
4
Key OFF Repair the Go to Step
Disconnect the ECM wire harness connector LPG solenoid (6)
C001 control short
5 to ground
ECM pin 12 and engine ground
Inspect the ECM wire harness and connect- Correct the Go to Step
or for damage corrosion or contamination problem as (7)
6 Did you find a problem? required. See
wire harness
repair.
Replace the ECM Go to Step _
7
es, etc. Check
the ECM.
Observe the MIL
Observe engine performance and drivability
codes.
codes?
177
DTC 524-Oil Pressure Low (SPN 100:FMI 1)
Engine Oil Pressure low.

Check Condition-Engine running for 20 seconds or more with engine speed greater than 600
rpm.
Fault Condition- Oil pressure less than 8 psi for 5 or more seconds
Engine Shut Down.
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to
the oil pressure sender. The sender will report a signal back to the ECM on the signal wire de-
pending on the pressure that is applied on its diaphragm. The voltage is linear in comparison to
the pressure applied (see chart below). The MIL command is ON and the engine will shut down
in the event of this fault to help prevent possible engine damage.
178
DTC 524-Oil Pressure Low (SPN 100:FMI 1)
Check? (2) System
1
Check Sec-
tion
Verify that the engine has oil pressure using 8 psi Go to Step Repair faulty
a mechanical oil pressure gauge before pro- (3) Oiling System
2 ceeding with this chart. See Engine
Specifications Section 1F.
Does the engine have oil pressure above 8 psi?
Key ON, Engine Running DST connected in Go to Step Intermittent
System Data Mode (4) problem Go
Clear DTC 524 to Intermittent
Warm the engine by idling until the ECT tem- section
3 perature is above 160 degrees F. and has
been running for at least 20 seconds or more
Increase engine speed above 600 RPM
Does DTC 524 reset and cause the engine to
shut down?
With a volt meter, check terminal B on the 5v Go to Step Go to Step
sensor for a 5 volt reference from the ECM. (6) (5)
4
Do you have 5 volts on terminal B?
With a volt meter, check terminal 4 on the 5v Repair faulty Go to Step
IEPR for a 5 volt reference. wiring be- (8)
5 tween ECM
Do you have a 5v reference coming out of the and Oil pres-
ECM? sure sensor
With the oil pressure sender connected Go to Step Replace
check for a signal coming out of terminal C. (7) faulty oil
6
Do you have a voltage signal coming out of ter- pressure
minal C? sender
With the oil pressure sender connected Go to Step Repair faulty
check for a signal at terminal 25 of the IEPR / (8) wiring be-
ECM. tween
7
terminal C
Do you have a signal voltage at pin 25 of the and Terminal
ECM? 25.
179
Replace IEPR / ECM Go to Step -
8
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
180
DTC 521- Oil Pressure High (SPN 100:FMI 0)

rpm.
Fault Condition- Oil pressure greater than 95 psi for 5 or more seconds
Engine Shut Down.
Circuit Description
181
DTC 521-Oil Pressure High (SPN 100:FMI 0)
Check? (2) System
1
Check Sec-
tion
Verify that the engine has oil pressure using Repair faulty Go to step (3)
a mechanical oil pressure gauge before pro- oiling system
2 ceeding with this chart. See Engine
Specifications Section 1F.
Does the engine have oil pressure above 95 psi?
With the engine running measure the signal > 3.8v. Replace Go to step (4)
voltage on terminal C of the oil pressure faulty oil
3 sender. pressure
sender.
Do you have more than 3.8v?
With the engine running measure the signal > 3.8v. Repair faulty Replace
voltage on terminal 25 of the IEPR / ECM. wiring be- faulty IEPR /
4 tween ECM
Do you have more than 3.8v? terminal C
and 25.
182
DTC 523- Oil Pressure Sender high voltage (SPN 100:FMI 3)

rpm.
Fault Condition- Voltage on terminal 25 is greater than 4.8v for more than 1 second
MIL-ON during active fault and for 2 seconds after active fault.
Circuit Description
183
DTC 523- Oil Pressure Sender high voltage (SPN 100:FMI 3)
Check? (2) System
1
Check Sec-
tion
Using the Diagnostic Service Tool (DST) > 4.8v Go to Step Replace
check the OILP_raw value on the “RAW (3) faulty IEPR /
2 VOLTS” page. ECM
Is the voltage over 4.8 volts

Using a voltmeter measure the voltage at > 4.8v Go to Step Replace
terminal 25 of the IEPR / ECM (4) faulty IEPR /
3
ECM
Is the voltage over 4.8 volts?
Using a voltmeter measure the voltage at > 4.8v Replace Intermittent
terminal C at the oil pressure sender. faulty oil problem, go
4
pressure to intermittent
Is the voltage over 4.8 volts? sender. section
184
DTC 522- Oil Pressure Sender low voltage (SPN 100:FMI 4)

rpm.
Fault Condition- Voltage on terminal 25 is less than 0.2v for more than 1 second
MIL-ON during active fault and for 2 seconds after active fault.
Circuit Description
185
DTC 522- Oil Pressure Sender low voltage
Check? (2) System
1
Check Sec-
tion
Using the Diagnostic Service Tool (DST) < 0.2v Go to Step Replace
check the OILP_raw value on the “RAW (3) faulty IEPR /
2 VOLTS” page. ECM
Is the voltage less than 0.2 volts

Using a voltmeter measure the voltage at < 0.2v Go to Step Replace
terminal 25 of the IEPR / ECM (4) faulty IEPR /
3
ECM
Is the voltage less than 0.2 volts?
Using a voltmeter measure the voltage at < 0.2v Replace Intermittent
terminal C at the oil pressure sender. faulty oil problem, go
4
pressure to intermittent
Is the voltage less than 0.2 volts? sender. section
186
DTC 562-System Voltage Low (SPN 168:FMI 17)
System Voltage to ECM

Check Condition-Key on with engine speed greater than 1500 RPM
Fault Condition-Battery voltage at ECM less than 9.0
Fault Condition is present for longer than 5 seconds.
Adaptive-Disabled
Circuit Description
The battery voltage powers the ECM and must be measured to correctly to properly operate injector
drivers, solenoid valves and ignition coils. This fault will set if the ECM detects system voltage less
than 9.00 volts while the alternator should be charging. The adaptive learn is disabled during this
fault.
187
DTC 562-System Voltage Low (SPN 168:FMI 17)
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running - Intermittent Go to Step
DST (Diagnostic Scan Tool) connected in problem (3)
System Data Mode Go to Engine
2
Does DST display system voltage greater than Electrical In-
9.50 volts? termittent
section
Check battery condition - Go to Step Replace Bat-
3
Is it OK? (4) tery
Check charging system - Go to Step Repair charg-
4
Is it OK? (5) ing System
Key OFF - Repair ECM Go to Step
Disconnect the ECM connector C001 Ground cir- (6)
Check the voltage between ECM connector cuit. Go to
C001 pins 14, 19 and engine ground. Power and
5 Ground sec-
Measure voltage with DVOM between each
pin and engine ground tion in engine
Is the voltage greater than for each pin 9.50 Electrical
volts?
Check the voltage at ECM connector pins 28 - Repair ECM Go to Step
and 42 power circuit. (7)
Measure voltage with DVOM between each Go to Power
6
pin and battery positive and Ground
Is the voltage greater than 9.50 volts? section in en-
gine Electrical
Replace ECM - Go to Step -
7
Remove all test equipment except the DST. - System OK Go to OBD
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
188
DTC 563-System Voltage High (SPN 168:FMI 15)

System Voltage to ECM

Fault Condition-System battery voltage at ECM greater than 18 volts
Fault must be present for 3 or more seconds
Adaptive-Disabled
Circuit Description
The battery voltage powers the ECM and must be measured to correctly operate injector drivers,
trim valves and ignition coils. This fault will set if the ECM detects voltage greater than 18 volts
anytime the engine is cranking or running. The adaptive learn function is disabled during this fault.
The ECM will shut down with internal protection if the system voltage ever exceeds 26 volts.
189
DTC 563-System Voltage High (SPN 168:FMI 15)
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running - Go To Step Intermittent
System Data Mode Go to Engine
2 Electrical In-
Run engine greater than 1500 rpm.
termittent
Does DST display system voltage greater than
section
18 volts?
Check voltage at battery terminals with - Go to Step Go to Step
DVOM with engine speed greater than 1500 (4) (5)
3
rpm
Is it greater than 18 volts?
Repair the charging system - Go to Step -
4 (6)
Has the charging system been repaired?
5
Remove all test equipment except the DST. - System OK Go to OBD
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
190
DTC 601-Flash Checksum Invalid (SPN 628:FMI 13)
ECM
Microprocesso
Microprocessor
r
Ram
RAM
Flash

Engine Control Module
Check Condition-Key on
Fault Condition-Internal microprocessor error
MIL-ON
Engine Shutdown will occur
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST. The engine will shutdown when this fault occurs.
191
DTC 601-Flash Checksum Invalid (SPN 628:FMI 13)
Check? (2) System
1
Check Sec-
tion
2 System Data Mode Go to In-
Clear system fault code termittent
Does DTC 601 reset with the engine idling? section
Check ECM power and ground circuits Go to Step Repair the
Did the power and ground circuits check OK? (4) circuit as
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
4 (5)
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
192
DTC 604-RAM Failure (SPN 630:FMI 12)
ECM
Microprocesso
Microprocessor
r
Ram
RAM
Flash

MIL-ON
Circuit Description
until the code is cleared using the DST. The engine will shutdown if this fault occurs.
193
DTC 604-RAM Failure (SPN 630:FMI 12)
Check? (2) System
1
Check Sec-
tion
Clear system fault code mittent
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
4 (5)
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
194
DTC 606-COP Failure (SPN 629:FMI 31)
ECM
Microprocesso
Microprocessor
r
Ram
RAM
Flash

MIL-ON
Circuit Description
until the code is cleared using the DST. The engine will shutdown if this fault occurs.
195
DTC 606-COP Failure (SPN 629:FMI 31)
Check? (2) System
1
Check Sec-
tion
Are the power and ground circuits OK? (4) circuit as
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
4 (5)
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
196
DTC 642-External 5 Volt 1 Reference Low (SPN 1079:FMI 4)
External 5 volt reference

Fault Condition-5 volt reference voltage lower than 4.60 volts
Circuit Description
The External 5 volt supply powers many of the sensors and other components of the fuel
system. The accuracy of the 5 volt supply is very important to the accuracy of the pow-
ered sensors and fuel control by the ECM. The ECM is able to determine if they are
overloaded, shorted, or otherwise out of specification by monitoring the 5 volt supply.
This fault will set if the 5 volt reference is below 4.60 volts. Adaptive Learn will be disa-
bled during this fault
197
DTC 642 External 5 Volt 1 Reference Low (SPN 1079:FMI 4)
Check? (2) System
1
Check Sec-
tion
2 System Fault Mode Go to Inter-
Does DST display DTC 642? mittent
section
Disconnect ECM connector C001 (5) (4)
Using DVOM check for continuity between
3
ECM 5 volt reference pin 4 and engine
ground
4 (7)
While monitoring DVOM for continuity be- Go to Step Repair short-
tween ECM 5 volt reference and engine (6) ed wire
ground harness
Disconnect each sensor (below) one at a
time to find the shorted 5 volt reference.
When continuity to ground is lost the last
sensor disconnected is the area of suspicion.
Inspect the 5 volt reference supply wire leads
5 for shorts before replacing the sensor.
TMAP
Electronic Throttle
FPP
Crankshaft Sensor
Camshaft Sensor
While disconnecting each sensor one at a time
did you loose continuity?
Replace the last disconnected sensor Go to Step -
6 (7)
198
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
199
DTC 643-External 5 Volt 1 Reference High (SPN 1079:FMI 3)
External 5 volt reference

Fault Condition-5 volt reference higher than 5.40 volts
Circuit Description
The External 5 volt supply powers many of the sensors and other components in the fuel system.
The accuracy of the 5 volt supply is very important to the accuracy of the powered sensors and
fuel control by the ECM. The ECM is able to determine if they are overloaded, shorted, or other-
wise out of specification by monitoring the 5volt supply. This fault will set if the 5 volt reference is
greater than 5.40 volts anytime the engine is cranking or running. Adaptive Learn will be disabled
during this fault
200
DTC 643 External 5 Volt 1 Reference High (SPN 1079:FMI 3)
Check? (2) System
1
Check Sec-
tion
Key ON, Engine running Go to Step Intermittent
Does DST display DTC 643? mittent
section
Check all ECM ground connections Go to Step Repair the
Refer to Engine electrical power and ground (4) circuit as
distribution. necessary.
3 Are the ground connections OK? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Disconnect ECM connector C001 circuit as (5)
Key ON necessary.
4 Refer to Wir-
Using DVOM check for Voltage between
ing Repairs in
ECM harness wire pin 4 and engine ground
Engine Elec-
trical.
5 (6)
es, etc. Check
the ECM.
Observe the MIL
codes.
Does the vehicle engine normally with no stored
codes?
201
DTC 650-MIL Control Open (SPN 1213:FMI 5)
MIL check
Check Condition-Key ON engine OFF
Fault Condition-ECM MIL circuit open
MIL Command-ON
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions re-
lated problem. The MIL also has the ability to flash DTC codes in what is referred to as the
blink code mode. It will display DTCs that have been stored due to a possible system malfunc-
tion. The following DTC charts in this manual will instruct the technician to perform the OBD
system check. This simply means to verify the operation of the MIL. The lamp should illumi-
nate when the key is in the ON position, and the engine is not running. This feature verifies
that the lamp is in proper working order. If the lamp does not illuminate with the vehicle key
ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode,
the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a cur-
rent diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring.
The electrical schematic above shows the MIL power source supplied to the lamp. The ECM
completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control
circuit is open.
202
DTC 650-MIL Control Open (SPN 1213:FMI 5)
Check? (2) System
1
Check Sec-
tion
2 Clear system fault code mittent
Key OFF section
Key ON
Does DTC 650 reset?
Remove the MIL bulb or driver circuit Go to Step Go to Step
Using a DVOM check for continuity through (5) (4)
3
the bulb or driver device
Replace the open bulb or driver device Go to Step _
4 (8)
Re-install the bulb or driver device (6) open circuit
Disconnect vehicle interface connector C012 as required.
See wire har-
5 Using a DVOM check for continuity between
ness repair
vehicle interface connector pin G and battery
positive
Key ON
Disconnect ECM wire harness connector Go to Step Repair the
C001 (7) open circuit
Using a DVOM check for continuity between as required.
6 See wire har-
ECM harness connector pin 5 and vehicle in-
terface connector pin G ness repair
Inspect ECM wire harness connector pin 5 Correct the Go to Step
and vehicle interface connector pin G for problem as (8)
7 damage, corrosion or contamination required. See
Did you find a problem? wiring har-
ness repair
203
Connect any disconnected components, fus- System check
es, etc.
the ECM.
Observe the MIL
codes.
codes?
204
DTC 685-Relay Coil Open (SPN 1485:FMI 5)
Power relay check

Fault Condition-Relay coil open
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel sys-
tem. This fault will set if the ECM detects an open circuit on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to
measure relay coil resistance values. When checking the resistance values be sure the relay is
at a reasonable temperature, between +20 and +100 degrees F.
205
DTC 685-Relay Coil Open (SPN 1485:FMI 5)
Check? (2) System
1
Check Sec-
tion
DST connected and in the system data mode Go to Step Go to Step
Key OFF (4) (3)
Remove the power relay from the fuse block
2 Using a DVOM check the resistance of the
relay coil between terminals 1 and 2
Is the resistance value less than 100 ohms?
Replace the power relay Go to Step _
Check fuse F2 Replace fuse Go to Step
4 F2 (5)
Is the fuse open?
Disconnect ECM connector C001 Go to Step Repair the
Using a DVOM check for continuity between (6) open circuit
ECM pin 6 and fuse block cavity for relay as required.
5
terminal 2 See wiring
Do you have continuity? harness re-
pairs
Remove fuse F2 Go to Step Repair the
Using a DVOM check for continuity between (7) open circuit
fuse block cavity for relay terminal 1 and the as required.
6 power out of the F2 fuse holder See wiring
Do you have continuity? harness re-
pairs
Check all system fuses. Go to Step Go to Step

Check all relay placement positions in fuse (9) (8)
block.
Run complete pin to pin checks on chassis
7
wiring to fuel system harness.
See complete fuel system schematic for fur-
ther details
Did you find the problem?
206
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
207
DTC 686-Relay Control Ground Short (SPN 1485: FMI 4)
Power relay ground control

Fault Condition-Relay control shorted to ground
Circuit Description
tem. This fault will set if the ECM detects a short to ground on the relay control output.
Diagnostic Aid
measure relay coil resistance values. When checking the resistance values be sure the relay is
at a reasonable temperature, between +20 and +100 degrees F.
208
DTC 686-Relay Control Ground Short (SPN 1485: FMI 4)
Check? (2) System
1
Check Sec-
tion
Key ON, DST connected in the System Data Go to Step Intermittent
mode (4) problem
2 Clear DTC 686 Go to Inter-
Start the engine mittent
Does DTC 686 re-set? section
Disconnect ECM connector C001 Go to Step Go to Step
Using a DVOM check the resistance value (5) (7)
3
between ECM pin 6 and engine ground
Is the resistance less than 60 ohms?
Remove the power relay from the fuse block Repair the Go to Step
Using a DVOM check the resistance value shorted to (6)
again between ECM pin 6 and engine ground relay
ground control circuit
4
Is the resistance less than 60 ohms? as necessary.
See wiring
harness re-
pairs
5 (8)
Replace ECM Go to Step _
6 (8)
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
209
DTC 687-Relay Coil Short to Power (SPN 1485:FMI 3)
Power relay check

Fault Condition-Relay coil shorted to power
Circuit Description
tem. This fault will set if the ECM detects a short circuit to power on the relay control output.
Diagnostic Aid
measure relay coil resistance values. When checking the resistance values be sure the relay is at
a reasonable temperature, between +20 and +100 degrees F.
210
DTC 687-Relay Coil Short to Power (SPN 1485:FMI 3)
Check? (2) System
1
Check Sec-
tion
DST connected and in the system data mode Go to Step Go to Step
Key OFF (3) (4)
Remove the power relay from the fuse block
2
Using a DVOM check the resistance of the
relay coil between terminals 1 and 2
Is the resistance value less than 60 ohms?
3 (9)
Using a DVOM check for continuity between Go to Step Go to Step
4 relay terminals 2 and 3 (3) (5)
Key OFF System bat- Repair the Go to Step
Disconnect ECM wire harness connector tery voltage short to pow- (6)
C001 er. See wiring
5 Using a DVOM check for power between harness re-
ECM pin 6 and engine ground with the key pair.
ON
Do you have power?
6 (7)
Remove all test equipment except the DST. Go to Step Go to Step
Connect any disconnected components, fus- (8) (9)
es, etc.
the ECM.
7
full operating temperature
Observe the MIL
codes.
Does DTC 687 still re-set?
211
8 (9)
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
212
DTC 1111- RPM Above Fuel Rev Limit (SPN 515:FMI 16)
Fuel Rev Limit

Fault Condition-Engine rpm greater than set limit
Circuit Description
This fault will set anytime the engine rpm exceeds the specified speed settings in the cali-
bration. This is generally set at 3200 rpms. The MIL command is ON during this active fault
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set.
Repair any existing codes starting with the lowest numerical code first.
213
DTC 1111-Fuel Rev Limit (SPN 515:FMI 16)
Check? (2) System
1
Check Sec-
tion
DST in Active Fault Mode (3) (4)
2
Are any other DTC codes present with DTC
1111?
Diagnose and repair any other DTC codes Go to Step -
before proceeding with this chart. (4)
3
repaired?
Check the service part Number on the ECM to Go to Step Go to Step 5
4 ensure correct calibration is in use (6)
Is the service part Number Correct?
Replace ECM with the correct service part Go to Step -
5 number (9)
6 (8) (7)
7
corrected?
leaks. Refer to Fuel Systems symptom diag- (9) System
8 Check Sec-
nostics
Did you find and correct the vacuum leak? tion
es, etc. Check
ECM.
Observe the MIL
codes.
codes?
214
DTC 1112-Spark Rev Limit (FMI 515:FMI 0)
Spark Rev Limit

Check Condition-Engine running
Fault Condition-Engine rpm greater than set limit
Engine Shut Down
Circuit description
This fault will set anytime the engine rpm exceeds the specified speed settings installed in
the calibration. This is generally set at 3200 rpms. The MIL command is ON during this ac-
tive fault and the engine will shut down.
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set.
Repair any existing codes starting with the lowest numerical code first.
215
DTC 1112-Spark Rev Limit (FMI 515:FMI 0)
Check? (2) System
1
Check Sec-
tion
DST connected (3) (4)
2
Are any other DTC codes present with DTC
1112?
Diagnose any other DTC codes before pro- Go to Step -
ceeding with this chart. (4)
3
repaired?
Check the service part number on the ECM to Go to Step Go to Step 5
4 ensure correct calibration is in use (6)
Is the service part number correct?
Replace ECM with correct service part num- Go to Step -
5 ber (9)
6 (8) (7)
7
corrected?
leaks. Refer to Fuel Systems section Symp- (9) System
8 Check Sec-
tom Diagnostics
Did you find and correct the vacuum leak? tion
es, etc. Check
ECM.
Observe the MIL
codes.
codes?
216
DTC 1151-Closed Loop Multiplier High LPG (SPN 520206:FMI 0)

Fault Condition-Closed Loop multiplier out of range (greater than 35%)
MIL-ON
Circuit description
The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxy-
gen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the
Closed Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier ex-
ceeds the limits of normal operation and cannot correctly modify the fuel flow within its limits.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially
at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to
run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor
causing a false lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
217
DTC 1151-Closed Loop High LPG (SPN 520206:FMI 0)
Perform the On-Board (OBD) System Check? Go to Step Go to Step
1 (3) (2)
Are any other DTCs present?
Visually and physically check the following items: Go to Step Go to Step
The air intake duct for being collapsed or re- (9) (4)
stricted
The air filter for being plugged
System power fuses are good and in the
proper location
The EGO 1 sensor installed securely and the
2 wire leads not contacting the exhaust manifold
or ignition wires
ECM grounds must be clean and tight. Refer
to Engine Electrical Power and Ground Distri-
bution
Fuel System Diagnostics. Refer to Fuel Sys-
tem Diagnostics
Was a repair made?
Diagnose any other DTC codes before pro- Go to Step Go to step (4)
ceeding with this chart. Always repair existing (9)
codes starting with the lowest numerical code
3
set first.
Have any other DTC codes been detected, diag-
nosed and repaired?
Disconnect EGO1 connector C005 System Go to Step Repair the
Using a DVOM check for voltage between voltage (5) open EGO
EGO 1 connector pin B and engine ground power circuit
Key ON as necessary.
4 Refer to Wir-
(CHECK MUST BE MADE WITHIN 30
SECONDS OR BEFORE POWER RELAY ing Repairs in
SHUTS DOWN) Engine Elec-
trical.
Disconnect EGO 1 sensor wire harness con- shorted circuit (6)
nector C005 as necessary.
Disconnect ECM wire harness connector Refer to Wir-
C001 ing Repairs in
5 Engine Elec-
Key ON
trical.
Using a high impedance DVOM check for
continuity between EGO 1 connector signal
pin A and engine ground
218
Using a high impedance DVOM check for Repair the Go to Step
continuity between EGO 1 connector signal shorted circuit (7)
ground pin C and EGO 1 signal pin A as necessary.
ing Repairs in
Engine Elec-
trical.
Using a high impedance DVOM check for Go to step (8) Repair the
continuity between EGO 1 heater ground pin open EGO
7 heater ground
D and ECM pin 49
8 (9)
es, etc. Check
ECM.
Observe the MIL
codes.
codes?
219
DTC 1152-Closed Loop Multiplier Low LPG (SPN 520206:FMI 1)

Functional Fault-Closed Loop multiplier out of range (at limit of -35%)
MIL Disabled
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxy-
gen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed
Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the lim-
its of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is
limited at -35%.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty
EPR (Electronic Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to
run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade LPG is used.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
220
DTC 1152 –Closed Loop Low LPG (SPN 520206:FMI 1)
1 (3) (2)
stricted
The EGO sensor installed securely and the
2
wire leads not damaged contacting the sec-
ondary ignition wires
ECM grounds for being clean and tight.
Run the fuel system diagnostic checks
Was a repair made?
Diagnose any other DTC codes before pro- Go to Step Go to Step
ceeding with this chart. (6) (4)
3
nosed and repaired?
Disconnect EGO sensor wire harness con- circuit short to (5)
nector voltage as
Disconnect ECM wire harness connector necessary.
4 Refer to wir-
Key ON
ing harness
Using a DVOM check for voltage at the EGO repair.
1 connector C005 signal pin C and engine
ground
Replace EGO sensor Go to Step -
5 (6)
es, etc. Check
ECM.
Observe the MIL
codes.
codes?
221
DTC 1153-Closed Loop Multiplier High NG (SPN 520207:FMI 0)

Functional Fault-Closed Loop multiplier out of range (greater than 35%)
MIL Disabled
Circuit Description
The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxy-
Closed Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier ex-
ceeds the limits of normal operation and cannot correctly modify the fuel flow within its limits.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially
at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to
run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor
causing a false lean condition.
222
DTC 1153 –Closed Loop High NG (SPN 520207:FMI 0)
1 (3) (2)
stricted
2
Was a repair made?
3
nosed and repaired?
nector voltage as
4 Refer to wir-
Key ON
ing harness
ground
5 (6)
es, etc. Check
ECM.
Observe the MIL
codes.
codes?
223
DTC 1154 - Closed Loop Multiplier Low NG (SPN 520207:FMI 1)

Functional Fault-Closed Loop multiplier out of range (at limit of -35%)
MIL Disabled
Circuit Description
gen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed
Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the lim-
its of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is
limited at -35%.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty
EPR (Electronic Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to
run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade LPG is used.
224
DTC 1154 - Closed Loop Multiplier Low NG (SPN 520207:FMI 1)
1 (3) (2)
stricted
2
Was a repair made?
3
nosed and repaired?
nector voltage as
4 Refer to wir-
Key ON
ing harness
ground
5 (6)
es, etc. Check
ECM.
Observe the MIL
codes.
codes?
225
DTC 1161-Adaptive Learn High LPG (SPN 520202:FMI 0)

Fault Condition-Adaptive multiplier out of range greater than 30%
MIL-ON
Circuit Description
Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the
limits of normal operation. Always run the fuel system diagnostic checks before using the following
diagnostic chat.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust
manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at es-
pecially at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mix-
er.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the
system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02
sensor causing a false lean condition.
226
DTC 1161 Adaptive Learn High LPG (SPN 520202:FMI 0)
1 Are any other DTCs present? (3) (2)

stricted
proper location
or ignition wires
bution
tem Diagnostics
Was a repair made?
ceeding with this chart. Always repair existing (9) (4)
3
set first.
nosed and repaired?
4
(CHECK MUST BE MADE WITHIN 30 SECONDS Refer to Wir-
OR BEFORE POWER RELAY SHUTS DOWN) ing Repairs in
Engine Elec-
trical.
Disconnect EGO 1 sensor wire harness shorted circuit (6)
connector C005 as necessary.
C001 ing Repairs in
5 Engine Elec-
Key ON
trical.
227
ing Repairs in
Engine Elec-
trical.
Using a high impedance DVOM check for Go to Step Repair the
continuity between EGO 1 heater ground pin (8) open EGO
7 heater ground
D and ECM pin 49
8 (9)
es, etc. Check
ECM.
Observe the MIL
codes.
codes?
228
DTC 1162- LPG Adaptive Learn Low (SPN 520202:FMI 1)

Fault Condition-Adaptive multiplier out of range greater than -30%
MIL-ON
Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the
Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds
the limits of normal operation. Always run the fuel system diagnostics before using the following
diagnostic chart.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer,
faulty EPR (Electronic Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel sys-
tem to run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade propane is used.
229
DTC 1162- LPG Adaptive Learn Low (SPN 520202:FMI 1)

stricted
The EGO sensor is installed securely and the
2
wire leads not damaged or contacting the
secondary ignition wires
Fuel system diagnostic checks
Was a repair made?
3
nosed and repaired?
Disconnect EGO sensor wire harness con- circuit as (5)
nector C005 necessary.
4 C001 ing Repairs in
Engine Elec-
Key ON
trical.
Using a DVOM check for voltage at EGO 1
connector signal pin A and engine ground
5 (6)
es, etc. Check
ECM.
Observe the MIL
codes.
codes?
230
DTC 1163-Adaptive Learn High NG (SPN 520203:FMI 0)

Fault Condition-Adaptive multiplier out of range greater than 30%
MIL-ON
Circuit Description
Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the
limits of normal operation. Always run the fuel system diagnostic checks before using the following
diagnostic chat.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust
manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at es-
pecially at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mix-
er.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the
system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02
sensor causing a false lean condition.
231
DTC 1161 Adaptive Learn High LPG (SPN 520203:FMI 0)

stricted
proper location
or ignition wires
bution
tem Diagnostics
Was a repair made?
ceeding with this chart. Always repair existing (9) (4)
3
set first.
nosed and repaired?
4
(CHECK MUST BE MADE WITHIN 30 SECONDS Refer to Wir-
OR BEFORE POWER RELAY SHUTS DOWN) ing Repairs in
Engine Elec-
trical.
Disconnect EGO 1 sensor wire harness shorted circuit (6)
connector C005 as necessary.
C001 ing Repairs in
5 Engine Elec-
Key ON
trical.
232
ing Repairs in
Engine Elec-
trical.
Using a high impedance DVOM check for Go to Step Repair the
continuity between EGO 1 heater ground pin (8) open EGO
7 heater ground
D and ECM pin 49
8 (9)
es, etc. Check
ECM.
Observe the MIL
codes.
codes?
233
DTC 1164-Adaptive Learn Low NG (SPN 520203:FMI 1)

Fault Condition-Adaptive multiplier out of range greater than -30%
MIL-ON
Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the
Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds
the limits of normal operation. Always run the fuel system diagnostics before using the following
diagnostic chart.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer,
faulty EPR (Electronic Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel sys-
tem to run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade propane is used.
234
DTC 1164-Adaptive Learn Low NG (SPN 520203:FMI 1)

stricted
The EGO sensor is installed securely and the
2
wire leads not damaged or contacting the
secondary ignition wires
Fuel system diagnostic checks
Was a repair made?
3
nosed and repaired?
Disconnect EGO sensor wire harness con- circuit as (5)
nector C005 necessary.
4 C001 ing Repairs in
Engine Elec-
Key ON
trical.
Using a DVOM check for voltage at EGO 1
connector signal pin A and engine ground
5 (6)
es, etc. Check
ECM.
Observe the MIL
codes.
codes?
235
DTC 1171-EPR Pressure Higher Than Expected (SPN 520260:FMI 0)
EPR delivery pressure

Check condition-Engine running or cranking
Fault condition-EPR actual pressure greater than 1.5 inches above commanded pressure
Adaptive disabled
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able
to pass to the fuel mixer. This code will set in the event the actual pressure is 1.5 inches water pres-
sure higher than the actual commanded pressure. Adaptive learn is disabled and the MIL command is
ON during this fault. The engine will shutdown if this fault occurs.
Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic
chart. High secondary fuel pressure due to a worn or damaged primary or secondary seat may cause
this fault to set
236
DTC 1171-EPR Pressure Higher Than Expected (SPN 520260:FMI 0)
Check? (2) System
1
Check Sec-
tion
Did you run the fuel pressure diagnostic test in Go to Step Go to Step
2 the fuel system diagnostic section with no prob- (4) (3)
lems found?
Run the EPR pressure test in the fuel system Go to Step Follow the
diagnostic section (4) EPR service
Did the EPR pass the fuel pressure test specifi- recommenda-
3
cations? tions from the
fuel pressure
test chart.
Inspect the EPR electrical connector pins Repair the Go to Step
C018 for damage, corrosion or contamina- circuit as (5)
tion. necessary.
4
Did you find a problem? Refer to wire
harness re-
pair section.
Replace or repair the EPR Go to Step _
5 (6)
es, etc. Check
the ECM.
Observe the MIL
rameters of DTC1171 check for any stored
codes.
codes?
237
DTC1172-EPR Pressure Lower Than Expected (SPN 520260:FMI 1)
EPR delivery pressure

Check condition-Engine running or cranking
Fault condition-EPR actual pressure less than 1.5 inches below commanded pressure
Adaptive disabled
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able
to pass to the fuel mixer. This code will set in the event the actual pressure is 1.0 inches water pres-
sure lower than the actual commanded pressure. Adaptive is disabled and the MIL command is ON
during this fault. Engine will shutdown if this fault occurs.
Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic
chart. Low secondary fuel pressure due to a fuel restriction or faulty regulator may cause this fault.
238
DTC 1172-EPR Pressure Lower Than Expected (SPN 520260:FMI 1)
Check? (2) System
1
Check Sec-
tion
Did you run the fuel pressure diagnostic test in Go to Step Go to Step
2 the fuel system diagnostic section with no prob- (4) (3)
lems found?
Run the EPR pressure test in the fuel system Go to Step Follow the
diagnostic section (4) EPR service
Did the EPR pass the fuel pressure test specifi- recommenda-
3
cations? tions from the
fuel pressure
test chart.
Inspect the EPR electrical connector C018 Repair the Go to Step
for damage, corrosion or contamination. circuit as (5)
4
Refer to wire
harness re-
pair section.
Replace or repair the EPR Go to Step _
5
es, etc. Check
the ECM.
Observe the MIL
rameters of DTC1172 check for any stored
codes.
codes?
239
DTC 1612-RTI 1 Loss (SPN 629:FMI 31)
ECM
Microprocesso
Microprocessor
r
Ram
RAM
Flash

MIL-ON
Adaptive-Disabled for the remainder of the key-ON cycle
Circuit Description
until the code is cleared using the DST. The engine will shutdown if this code occurs.
240
DTC 1612-RT 1 Loss (SPN 629:FMI 31)
Check? (2) System
1
Check Sec-
tion
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
4 (5)
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
241
ECM
Microprocesso
Microprocessor
r
Ram
RAM
Flash

MIL-ON
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is exe-
cuted. Several different things can happen within the microprocessor that will cause this fault.
The ECM will attempt to reset itself in the event this fault is set. The MIL command is on and
will remain on until the code is cleared using the DST. The engine will shut down if this code
occurs.
242
Check? (2) System
1
Check Sec-
tion
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
4 (5)
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
243
ECM
Microprocesso
Microprocessor
r
Ram
RAM
Flash

MIL-ON
Circuit Description
244
Check? (2) System
1
Check Sec-
tion
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
4 (5)
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
245
DTC 1615-A/D Loss (SPN 629:FMI 31)
ECM
Microprocesso
Microprocessor
r
Ram
RAM
Flash

MIL-ON
Circuit Description
246
DTC 1615-A/D Loss (SPN 629:FMI 31)

Check? (2) System
1 Check Sec-
tion
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
4 (5)
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
247
DTC 1616-Invalid Interrupt (SPN 629:FMI 31)
ECM
Microprocesso
Microprocessor
r
Ram
RAM
Flash

MIL-ON
Circuit Description
248
DTC 1616-Invalid Interrupt (SPN 629:FMI 31)
Check? (2) System
1
Check Sec-
tion
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
4 (5)
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
249
DTC 1626-CAN Tx Failure (SPN 639:FMI 12)
CAN Tx
Fault Condition-CAN Tx error 120 packets lost within 1 second
MIL-ON
Circuit description
The CAN bus (controller area network) is used by the ECM to communicate with other digital de-
vices used throughout the fuel system. Information is sent over the CAN bus in digital information
“packets” that contain information for various control functions. This fault will set if the ECM de-
tects 120 packets lost within a one second time period. The MIL command is ON.
250
DTC 1626-CAN Tx Failure (SPN 639:FMI 12)
Check? (2) System
1
Check Sec-
tion
Does DTC1626 reset with the engine idling? section
Check that the ECM power connection C019 Go to Step Repair the
is clean, tight and in the proper location. (4) circuit as
Check that the ECM ground connection necessary.
3 C010 is clean, tight and in the proper loca- Refer to Wir-
tion. ing Repairs in
Are the power and ground circuits OK? Engine Elec-
trical.
Using a DVOM check for continuity between Repair the Go to Step

ECM pins 48 and 47 shorted circuit (5)
Do you have continuity between them? as necessary.
4 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Using a DVOM check for continuity to engine Repair the Go to Step
ground on pins 14 and 16 shorted to (6)
Do have continuity to engine ground? ground circuit
as necessary.
5
Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Using a DVOM check for continuity to battery Repair the Go to Step
positive on pins 14 and 16 shorted to (7)
Do have continuity them? ground circuit
as necessary.
6
Refer to Wir-
ing Repairs in
Engine Elec-
trical.
7 (8)
251
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
252
DTC 1627-CAN Rx Failure (SPN 639:FMI 12)
CAN Rx
Fault Condition-CAN Rx error 120 packets lost within 1 second
MIL-ON
Circuit description
“packets” that contain information for various control functions. This fault will set if the ECM de-
tects 120 packets lost within a one second time period. The MIL command is ON.
253
DTC 1627-CAN Rx Failure (SPN 639:FMI 12)
Check? (2) System
1
Check Sec-
tion
Check that the ECM power connection C019 Go to Step Repair the
is clean, tight and in the proper location. (4) circuit as
Check that the ECM ground connection necessary.
3 C010 is clean, tight and in the proper loca- Refer to Wir-
tion. ing Repairs in
Are the power and ground circuits OK? Engine Elec-
trical.

ECM pins 47 and 48 shorted circuit (5)
4 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Using a DVOM check for continuity to engine Repair the Go to Step
ground on pin 48. shorted to (6)
Do have continuity to engine ground? ground circuit
as necessary.
5
Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Using a DVOM check for continuity to battery Repair the Go to Step
positive on pin 48. shorted to (7)
Do have continuity between them? ground circuit
as necessary.
6
Refer to Wir-
ing Repairs in
Engine Elec-
trical.
7 (8)
254
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
255
DTC 1628-CAN Address Conflict (SPN 639: FMI 13)
CAN Rx
Fault Condition-5 or more address conflict errors
MIL-ON
Circuit description
“packets” that contain information for various control functions. Individual devices are assigned
network addresses. This fault will set if the ECM detects an address conflict, such as two devices
with the same address. This is usually not due to an in field failure and may be the results of “add
on” CAN devices
256
DTC 1628-CAN Address Conflict (SPN 639: FMI 13)
Check? (2) System
1
Check Sec-
tion
Key OFF Repeat step 3 Contact the
Disconnect one CAN device until all CAN CAN device
Clear DTC 1628 devices have manufacturer
been discon- for additional
3 Key ON (start engine if possible if not con-
nected one at CAN address
tinue cranking for at least 3 seconds)
a time information
Wait 5 seconds
Go to Step
Does DTC 1628 re-set? (4)
Has the CAN device been replaced or address Go to Step _
4
conflict resolved? (5)
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
257
DTC 1644-MIL Control Ground Short (SPN 1213:FMI 4)
MIL
Fault Condition-ECM MIL output shorted to ground
MIL Command-ON
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related prob-
lem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It will
display DTCs that have been stored due to a possible system malfunction. The following DTC charts in
this manual will instruct the technician to perform the OBD system check. This simply means to verify
the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine
is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illumi-
nate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start
or run mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a
current diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The
electrical schematic above shows the MIL power source supplied to the lamp. The ECM completes the
circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control is shorted to ground.
258
DTC 1644-MIL Control Ground Short (SPN 1213:FMI 4)
Check? (2) System
1
Check Sec-
tion
Key OFF section
Key ON
Does DTC 1644 reset?
Key OFF Go to Step Intermittent
Disconnect the ECM wire harness connector (4) problem
C001 Go to Inter-
3 mittent
ECM connector pin 5 and engine ground section
Disconnect vehicle interface connector C012 Repair the Repair the
Using a DVOM check for continuity between shorted to MIL control
ECM connector pin 80 and engine ground ground circuit wire short to
Do you have continuity? between the ground be-
ECM con- tween the
nector and vehicle inter-
4
engine face
ground. Then connector
go to step (6) and vehicle
chassis.
Then go to
step (6)
5 (7)
es, etc.
the ECM.
Observe the MIL
codes.
codes?
259
es, etc.
the ECM.
Observe the MIL
codes.
codes?
260
DTC 1645-MIL Control Ground Short To Power (SPN 1213:FMI 3)
MIL check
Fault Condition-ECM MIL output shorted to voltage
MIL Command-ON
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related prob-
lem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It will
display DTCs that have been stored due to a possible system malfunction. The following DTC charts in
this manual will instruct the technician to perform the OBD system check. This simply means to verify
the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine
is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illumi-
nate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start
or run mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a
current diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The
electrical schematic above shows the MIL power source supplied to the lamp. The ECM completes the
circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control is shorted to voltage.
261
DTC 1645-MIL Control Short to Power (SPN 1213:FMI 3)
Check? (2) System
1
Check Sec-
tion
Key OFF section
Key ON
Does DTC 1644 reset?
Key OFF Go to Step Intermittent
Disconnect the ECM wire harness connector (4) problem
C001 Go to Inter-
3 Using a DVOM check for voltage between mittent
ECM connector pin 5 and engine ground section
Key ON
Disconnect vehicle interface connector C012 Repair the Repair the MIL
Using a DVOM check for voltage between shorted to control wire
ECM connector pin 80 and engine ground voltage circuit short to volt-
Do you have voltage? between the age between
ECM con- the vehicle
4 nector and interface con-
engine nector and
ground. Then vehicle chas-
go to step (6) sis.
Then go to
step (6)
5 (7)
es, etc.
the ECM.
Observe the MIL
codes.
codes?
262
es, etc.
the ECM.
Observe the MIL
codes.
codes?
263
DTC 2111-Unable To Reach Lower TPS (SPN 51:FMI 7)
Throttle Position Sensor

Fault Condition-Actual throttle position is 20% greater than the throttle command
Engine shutdown
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine sig-
nal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will
read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltag-
es. Although the voltages are different, the calculated values for the throttle position percentages
should be very close to the same. The TPS values are used by the ECM to determine if the throttle is
opening as commanded. This fault will set if the actual throttle position is 20% greater than the throttle
command. During this active fault the MIL command is ON and the engine will shutdown.
264
DTC 2111 Unable To Reach Lower TPS (SPN 51:FMI 7)
Section
DBW (Drive By Wire) test mode Go to Intermit-
2 tent section
Depress foot pedal until the throttle com-
mand is between 63%-68%
Is the TPS 1 voltage greater than 2.0 volts?
C017
Probe TPS 1 signal pin 6 with a test light
3
Key ON
volts?
C001 necessary.
4 ing Repairs in
Engine Elec-
throttle connector TPS 1signal pin 6 and en-
trical.
gine ground
5 (13)
Probe sensor ground circuit at ECM con- Go to Step Go to Step (7)
nector C001 with a test light connected to (9)
6
battery voltage
C001 essary. Refer
7 Using a DVOM check for continuity between to Wiring Re-
throttle connector signal ground pin 2 and pairs in
ECM signal ground circuit pin 3 Engine Elec-
trical.
8 (13)
Check throttle for foreign object in bore Go to Step Go to Step
9 (10) (11)
Did you find a foreign object in the bore?
Remove foreign object Go to Step -
10 (13)
Is the removal complete?
265
Inspect the throttle wire harness connector Repair the Go to Step
terminals for damage, corrosion or contami- circuit as (12)
nation necessary.
11 Did you find the problem? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace throttle Go to Step -
12 (13)
es, etc.
the ECM.
Observe the MIL
codes.
codes?
266
DTC 2112-Unable To Reach Higher TPS (SPN 51:FMI 7)
Throttle Position Sensor

Fault Condition-Actual throttle position is 20% less than the throttle command
Engine shutdown
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine
signal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2
will read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these
voltages. Although the voltages are different, the calculated values for the throttle position percent-
ages should be very close to the same. The TPS values are used by the ECM to determine if the
throttle is opening as commanded. This fault will set if the actual throttle position is 20% less than
the throttle command. The MIL command is ON and the engine will shutdown.
267
DTC 2112-Unable To Reach Higher TPS (SPN 51:FMI 7)
Section
DBW (Drive By Wire) test mode Go to Intermit-
2 tent section
Depress foot pedal until the throttle com-
mand is 63%-68%
Is the TPS voltage less than 2.0 volts?
C017
3 Probe TPS 1 signal circuit pin 6 with test light
Key ON
Is TPS voltage 4.0 volts or greater?
Check throttle bore for foreign object Go to Step Go to Step (6)
4 (5)
Did you find a problem?
Remove the foreign object Go to Step
5 (11) -
Has the object been removed?
Check the electronic throttle connector ter- Repair the Go to Step (7)
minals for damage corrosion or circuit as
ing Repairs in
Engine Elec-
trical.
Replace throttle Go to Step -
7 (11)
C001 essary. Refer
8 Using a DVOM check for continuity between to Wiring Re-
throttle connector TPS 1 signal pin 6 and pairs in
ECM TPS 1 signal pin 20 Engine Elec-
throttle connector TPS 1 signal pin 6 and en- shorted to (10)
gine ground ground circuit
9
Refer to Wir-
ing Repairs in
Engine Elec-
trical.
10 (11)
268
es, etc.
the ECM.
Observe the MIL
codes.
codes?
269
DTC 2229-BP High Pressure (SPN 108:FMI 0)
Barometric Pressure
Fault Condition-BP greater than 16 psia
Adaptive-Disabled
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure val-
ue is used for fuel and airflow calculations. This fault sets in the event the BP value is out of the
normal range.
270
DTC 2229-BP High Pressure (SPN 108:FMI 0)
Check? (2) System
1
Check Sec-
tion
Does DST display MAP pressure of 16 psia or mittent
greater? section
Replace TMAP sensor. Go to Step 4 -
3
Is the repair complete?
es, etc. Check
the ECM.
Observe the MIL
codes.
codes?
271
Definitions
272
Air Valve Vacuum (AVV): The vacuum signal tak- CNG: Compressed Natural Gas.
en from below the air valve assembly and above CKP: Crankshaft Position Sensor
the throttle butterfly valve. CMP: Camshaft Position Sensor
ADP: Adaptive Digital Processor. Conductor: A material, normally metallic, that
Air/Fuel Ratio: The amount or balance of air and permits easy passage of electricity.
fuel in the air fuel mixture that enters the engine. Contaminants: Impurities or foreign material pre-
Analog Voltmeter: A meter that uses a mechani- sent in fuel.
cal needle to point to a value on a scale of Control Module: One of several informal names
numbers. It is usually of the low impedance type for a solid state microcomputer which monitors
and used to measure voltage and resistance. engine conditions and controls certain engine
Aromatics: Pertaining to or containing the six- functions; i.e. air/fuel ratio, injection and ignition
carbon ring characteristic of the benzene series. time, etc. The formal name and the one used
Found in many petroleum distillates. throughout this manual is ECM, or Engine Control
Backfire: Combustion of the air/fuel mixture in the Module.
intake or exhaust manifolds. A backfire can occur Converter: A LPG fuel system component contain-
if the intake or exhaust valves are open when ing varying stages of fuel pressure regulation
there is a mis-timed ignition spark. combined with a vaporizer.
Benzene: An aromatic (C6H6). Sometimes blended Cryogen: A refrigerant used to obtain very low
with gasoline to improve anti-knock value. Ben- temperatures.
zene is toxic and suspected of causing cancer. Current: The volume or flow of electrons through a
Bi-Fueled: A vehicle equipped to run on two fuels. conductor. Measured in amperes or amps.
Blow-By: Gases formed by the combustion of fuel DBW: Drive By Wire
and air, which ordinarily should exert pressure Dedicated Fuel System: A motor fuel system de-
only against the piston crown and first compres- signed to operate on only one fuel type.
sion ring. When rings do not seal, these gases Diaphragm: A thin, flexible membrane that sepa-
escape or “blow by” the side of the piston into the rates two chambers. When the pressure in one
crankcase. chamber is lower than in the other chamber, the
BTU: British Thermal Unit. A measurement of the diaphragm will move toward the side with the low
amount of heat required to raise the temperature pressure.
of 1lb. of water 1 degree F. Diaphragm Port: The external port located at the
Butane: An odorless, colorless gas, C4H10 found in fuel inlet assembly and connected to the vacuum
natural gas and petroleum. One of the five LP chamber above the air valve diaphragm.
gases. DLC: Data Link Connector.
CAFE: Corporate Average Fuel Economy. DTC: Diagnostic Trouble Code
CARB: California Air Resources Board. DST: Diagnostic Scan Tool.
Carbon Monoxide (CO): A chemical compound of DVOM: Digital Volt/ohm Meter. A meter that uses a
a highly toxic gas that is both odorless and color- numerical display in place of a gauge and is usu-
less. ally of the high impedance type.
Carburetor: An apparatus for supplying an inter- ECT: Engine Coolant Temperature.
nal-combustion engine a mixture of vaporized fuel ECM: Electronic Control Module
and air. ECOM: A DLC cable supporting CAN and serial
Cathode Ray Tube: A vacuum tube in which cath- communication with a PSI/EControls ECM.
ode rays usually in the form of a slender beam EFI: Electronic Fuel Injection. A fuel injection sys-
are projected on a fluorescent screen and pro- tem, which uses a microcomputer (ECM) to
duce a luminous spot. determine and control the amount of fuel, re-
Circuit: A path of conductors through which elec- quired by, and injected into, a particular engine.
tricity flows. EGO: Exhaust Gas Oxygen, used to describe a
Closed Loop Operation: Applies to systems utiliz- sensor. Also known as “HEGO” (Heat Exhaust
ing an oxygen sensor. In this mode of operation, Gas Oxygen) sensor, “O2” or “Oxygen sensor.
the system uses oxygen sensor information to de- EGR: Exhaust Gas Recirculation.
termine air/fuel ratio. Adjustments are made EPA: Environmental Protection Agency: A regulat-
accordingly and checked by comparing the new ing agency of the Federal government which,
oxygen sensor to previous signals. No stored in- among other duties, establishes and enforces au-
formation is used. tomotive emissions standards.
273
Ethanol: Grain alcohol (C2H5OH), generally pro- Hydrocarbon: A chemical compound made up of
duced by fermenting starch or sugar. hydrogen and carbon (HC). Gasoline and almost
Evaporative Emissions Controls: An automotive all other fuels are hydrocarbons.
emission control system designed to reduce hy- Hydrostatic Relief Valve: A pressure relief device
drocarbon emissions by trapping evaporated fuel installed in the liquid LPG hose on a LPG fuel
vapors from the fuel system. system.
Excess Flow Valve: A check valve that is caused IAT: Intake Air Temperature
to close by the fuel when the flow exceeds a pre- Ideal Mixture: The air/fuel ratio at which the best
determined rate. compromise of engine performance to exhaust
FTV: Fuel Trim Valve. emissions is obtained. Typically 14.7:1.
FFV: Flexible Fuel Vehicle. Ignition Reserve: The difference between availa-
Firing Line: The portion of an oscilloscope pattern ble voltage and the required voltage.
that represents the total amount of voltage being ILEV: Inherently Low Emission Vehicle.
expended through the secondary circuit. Impedance: A form of opposition of AC electrical
FMVSS: Federal Motor Vehicle Safety Standards. current flow (resistance) measured in ohms.
FPP: Foot Pedal Position Sensor Insulation: A nonconductive material used to cover
Fuel Injector: a spring loaded, electromagnetic wires in electrical circuits to prevent the leakage
valve which delivers fuel into the intake manifold, of electricity and to protect the wire from corro-
in response to an electrical input from the control sion.
module. Intercept: An electrical term for a type of splice
Fuel Lock: A solenoid-controlled valve located in where the original circuit is interrupted and redi-
the fuel line to stop the flow when the engine rected through another circuit.
stops or the ignition switch is off. Knock: Sound produced when an engine’s air/fuel
Gasohol: 10 percent ethanol, 90 percent gasoline. mixture is ignited by something other than the
Often referred to as E-10. spark plug, such as a hot spot in the combustion
Gasoline: A motor vehicle fuel that is a complex chamber. Also caused by a fuel with an octane
blend of hydrocarbons and additives. Typical oc- rating that is too low and/or incorrect ignition tim-
tane level is 89. ing. Also called detonation or ping.
GCP: Spectrum III (90-pin) ECM. Lambda Sensor: A feedback device, usually locat-
Greenhouse Effect: A scientific theory suggesting ed in the exhaust manifold, which detects the
that carbon dioxide from the burning of fossil fuels amount of oxygen present in exhaust gases in re-
is causing the atmosphere to trap heat and cause lation to the surrounding atmosphere. (See
global warming. HEGO).
HC: Hydrocarbon. An organic chemical compound. LDV: Light Duty Vehicle.
HD 10: A fuel of not less than 80% liquid volume Lean Mixture: An air to fuel ratio above the stoi-
propane and not more than 10% liquid volume chiometric ratio; too much air.
propylene. LEV: Low Emission Vehicle.
HD 5: A fuel of not less than 90% liquid volume Limp-in or Limp Home: A mode where the ECM
propane and not more than 5% liquid volume or a component has failed, but the vehicle re-
propylene. mains operational although the engine may
HDV: Heavy Duty Vehicle. operate minimally. This term may also describe
Heavy Ends: A term used to describe the build up the drivability characteristics of a failed computer
of wax-like impurities that fall out of LPG when system.
vaporized. Liquid Petroleum Gas (LPG): A fuel commonly
HEGO: Heated Exhaust Gas Oxygen, used to de- known as propane consisting mostly of propane
scribe a sensor. Also known as “EGO” (Exhaust (C3H8), derived from the liquid components of
Gas Oxygen sensor), “O2” or “Oxygen sensor. natural gas stripped out before the gas enters the
Hg: Chemical symbol for the element mercury. pipeline, and the lightest hydrocarbons produced
Used in reference to a measure of vacuum (inch- during petroleum refining. Octane level of LPG is
es of Hg). 107.
Histogram: The graphical version of a table which LPG: Liquified Petroleum Gas.
shows what proportion of values fall into specific M85: A blend of gasoline and methanol consisting
categories over a specific period of time. of 85% methanol and 15% gasoline.
Measurements of Pressure: 1 PSI=2.06” Hg
274
(mercury) = 27.72” H2O (water column). At sea Ozone: A radical oxygen module (O3) that is found
level atmospheric pressure is 29.92” Hg. in the upper atmosphere and filters out ultraviolet
Methanol: Known as wood alcohol (CH3OH), a radiation from the sun. Ground level ozone is
light, volatile, flammable alcohol commonly made formed by NOX, during the formation of photo-
from natural gas. chemical smog.
MIL: Malfunction Indicator Lamp. Particulates: Microscopic pieces of solid or liquid
Misfire: Failure of the air/fuel mixture to ignite dur- substances such as lead and carbon that are dis-
ing the power stroke. charged into the atmosphere by internal
Mixer: Fuel introduction device that does not in- combustion engines.
clude a throttle plate. Positive Crankcase Ventilation (PCV): An auto-
MFI: Multiport Fuel Injection. A fuel injection system motive emission control system designed to
that uses one injector per cylinder mounted on reduce hydrocarbon emissions by routing crank-
the engine to spray fuel near the intake valve ar- case fumes into the intake manifold rather than to
ea of combustion chamber. the atmosphere.
MSV: Manual Shut-Off Valve. Refers to the manu- Power Derate: A mode of reduced engine power
ally operated valve on the LPG tank. output for the purposes of protecting engine com-
MTBE: Methyl Tertiary Butyl Ether. Oxygenate add ponents during a failure or malfunction.
to gasoline to reduce harmful emissions and to Pressure Differential: The differential between
improve the octane rating. atmospheric pressure and intake manifold (re-
Multi-fuel System: A motor fuel system designed ferred to as vacuum) pressure.
to operate on two different fuels, such as LPG Pressure Regulator: A device to control the pres-
and gasoline. sure of fuel delivered to the fuel injector(s).
Natural Gas: A gas formed naturally from buried Primary Circuit: The low-voltage or input side of
organic material, composed of a mixture of hy- the ignition coil.
drocarbons, with methane (CH4) being the Propane: An odorless and colorless gas, C3H8,
dominant component. found in natural gas and petroleum.
NGV: Natural Gas Vehicle. Psia: pounds per square inch absolute
NOX: See Oxides of Nitrogen. PTV: Pressure Trim Valve
OBD: On Board Diagnostic Reactivity: Refers to the tendency of an HC in the
Octane Rating: The measurement of the antiknock presence of NOX and sunlight to cause a smog-
value of a motor fuel. forming reaction. The lighter the HC, the lower
OEM: Original Equipment Manufacturer, the vehicle reactivity tends to be.
manufacturer. Regulator: An assembly used to reduce and con-
Open-Loop: An operational mode during which trol the pressure of a liquid or vapor.
control module memory information is used to de- Resistance: The opposition to the flow of current in
termine air/fuel ratio, injection timing, etc., as an electrical circuit. Measured in ohms.
opposed to actual oxygen sensor input. Rest Pressure: Fuel pressure maintained within
Orifice: A port or passage with a calibrated open- the system after engine shutdown.
ing designed to control or limit the amount of flow Rich Mixture: An air to fuel ratio below the stoichi-
through it. ometric ratio; too much fuel.
Oscilloscope: An instrument that converts voltage SAE: Society of Automotive Engineers.
and frequency readings into traces on a cathode Secondary Circuit: The high-voltage output side of
ray tube (also see Cathode Ray Tube). the ignition coil.
Oxides of Nitrogen: Chemical compounds of ni- SEFI or SFI: Sequential Electronic Fuel Injection or
trogen bonded to various amounts of oxygen Sequential Fuel Injection.
(NOX). A chief smog forming-agent. Sensors: Devices that provide the control module
Oxygen Sensor: An automotive fuel system that with engine information as needed to properly
produces a signal in accordance with the oxygen control engine function.
content of the exhaust gas. (See Lambda Sen-
sor).
Oxygenate: Oxygenates (such as MTBE, ethanol
and methanol) added to gasoline to increase the
oxygen content and therefore reduce exhaust
emissions.
275
Spark Line: The portion of an oscilloscope pattern TSB: Technical Service Bulletin.
that represents the time during which the air/fuel ULEV: Ultra Low Emission Vehicle.
mixture is being burned in the combustion cham- USB: Universal Serial Bus. A plug or interface sup-
ber. plied on most personal computers.
Splice: An electrical term for the joining of two or Vaporization: A process in which liquid changes
more conductors at a single point. states into gas.
Stoichiometric Ratio: An ideal fuel/air ratio for Venturi Air Valve Vacuum (VAVV): An amplified
combustion in which all of the fuel and most of air valve vacuum signal coming from the venturi
the oxygen will be burned. area of the mixer, directly exposed to airflow be-
Sulfur Oxides: Chemical compounds where sulfur fore the addition of vaporized LPG.
is bonded to oxygen produced by the combustion Volt/ohmmeter (VOM): A combination meter used
of gasoline or any other fuel that contains sulfur. to measure voltage and resistance in an electrical
As sulfur oxides combine with water in the at- circuit. Available in both analog and digital types.
mosphere to form sulfuric acid. May also referred to as AVOM and DVOM.
System Pressure: The fuel pressure maintained in Voltage: The electrical pressure that causes cur-
the system during normal engine operation. rent to flow in a circuit. Measured in volts.
Tap: An electrical term for a type of splice where Voltage Drop: A lowering of the voltage in a circuit
the original circuit is not interrupted. when resistance or electrical load is added.
TBI: Throttle Body Injection. Any of several injec- Voltmeter: A meter that uses a needle to point to a
tion systems that have the fuel injector(s) value on a scale of numbers usually of the low
mounted in a centrally located throttle body. impedance type; used to measure voltage and
Throttle Body: Controls engine RPM by adjusting resistance.
the engine manifold vacuum to the mixer. Con- VSS: Vehicle Speed Sensor
sists of a housing shaft, throttle liner and butterfly Xylene: C6H4 (CH3)2. Any of three toxic, flammable,
valve. and oily isomeric aromatic hydrocarbons that are
TLEV: Transitional Low Emission Vehicle. dimethyl homologues of benzene and usually ob-
TMAP: Combined Air Inlet and Manifold Pressure tained from petroleum or natural gas distillates.
Sensor. ZEV: Zero Emission Vehicle.
Toluene: A liquid aromatic hydrocarbon C7H8.
TPS: Throttle Position Sensor.
276

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PSICERTSTAT-D

Fuel System .......................................................................................................... 14

LPG Fuel System Diagnosis ................................................................................ 21

LPG Symptom Diagnostics .................................................................................. 29

Electrical Section .................................................................................................... 42

Diagnostic Scan Tool ........................................................................................ 61

Engine Wire Harness Repair ............................................................................ 83

Diagnostic Trouble Codes (DTCs) ................................................................. 87

Definitions ............................................................................................................. 272

This service manual has been developed to pro-

Any maintenance and repair should be performed

PSI NG engine are designed to operate on pipe-

This manual contains several different Warnings,

A “WARNING“ is an advisement that by perform-

PROPER USE OF THIS SERVICE MANUAL,

To reduce the potential for injury to the technician

The installed PSI fuel system has been certi-

Tools identified in this manual with the prefix

Other special tools identified in this manual

SERPENTINE BELT SYSTEM

Serpentine belts utilize a spring-loaded tensioner

ENGINE ELECTRICAL SYSTEM MAINTNANCE

1. Stop engine. IMPORTANT:

3. Remove drain plug and allow the oil to drain.

CHANGING THE ENGINE OIL

1. Start the engine and run until it reaches nor-

The fuel storage cylinder should be inspected IMPORTANT:

INSPECTION AND REPLACEMENT OF THE

The fuel system on this emission certiﬁed engine

Check for leaks at the inlet and outlet ﬁttings,

IMPORTANT: 1. Move the equipment to a well ventilated area

EXHAUST SYSTEM AND CATALYTIC

Fuel ﬂows from the fuel supply to the electric

Fuel enters the IEPR and passes through the ac-

The air/fuel mixer is an emission control

AIR FUEL MIXER

When the engine is running electrical signals are

Electronic Throttle Control Device

THREE-WAY CATALYTIC CONVERTER

The Catalytic Converter is a component of the

The controller also performs diagnostic functions

HEATED EXHAUST GAS OXYGEN SENSORS

The Heated Exhaust Gas Oxygen (HEGO) Sen-

The HEGO sensors are used to measure the

The Temperature Manifold Absolute Pressure or

COOLANT TEMPERATURE SENSOR

The Engine Coolant Temperature sensor or ECT

OIL PRESSURE SENDER

The Engine Oil Pressure sensor is designed to

Integrated Electronic Pressure Regulator Assembly

FUEL SYSTEM DESCRIPTION ing delivered to the IEPR:

This procedure is intended to diagnose equip-

The short term correction factor is a percentage

Closed Loop 1 & Adaptive 1

Any parameter found to be out of conformance

Total Fuel Correction Chart

= Normal Fuel Correction

= Abnormal Fuel Correction without DTC