Kohler CH25 Manual

Section 5 CH18-26 Fuel System and Governor
Section 5 Fuel System and Governor

Description
The Command horizontal twins use three different types of fuel systems; gasoline, electronic fuel injection (EFI), or gaseous. Gaseous fuel systems can be either liquefied petroleum gas (LPG or LP) or natural gas (NG). Some dual fuel engines have a combination system, which allows the operator to select either gasoline or LP. This section covers the standard gasoline fuel systems. The gaseous systems are covered in subsection 5A. The EFI systems are covered in subsection 5B. The governor system, covered at the end of this section, is the same for all fuel systems. WARNING: Explosive Fuel! Gasoline is extremely flammable and its vapors can explode if ignited. Store gasoline only in approved containers, in well ventilated, unoccupied buildings, away from sparks or flames. Do not fill the fuel tank while the engine is hot or running, since spilled fuel could ignite if it comes in contact with hot parts or sparks from ignition. Do not start the engine near spilled fuel. Never use gasoline as a cleaning agent. Fuel System Components The typical fuel system and related components include the following: Fuel Tank In-line Fuel Filter Fuel Pump Carburetor Fuel Lines Operation The fuel from the tank is moved through the in-line filter and fuel lines by the fuel pump. On engines not equipped with a fuel pump, the fuel tank outlet is located above the carburetor inlet allowing gravity to feed fuel to the carburetor. Fuel then enters the carburetor float bowl and is moved into the carburetor body. There, the fuel is mixed with air. This fuel-air mixture is then burned in the engine combustion chamber.
Fuel Recommendations
General Recommendations Purchase gasoline in small quantities and store in clean, approved containers. A container with a capacity of 2 gallons or less with a pouring spout is recommended. Such a container is easier to handle and helps eliminate spillage during refueling. Do not use gasoline left over from the previous season, to minimize gum deposits in your fuel system and to ensure easy starting. Do not add oil to the gasoline. Do not overfill the fuel tank. Leave room for the fuel to expand.
Fuel Type For best results, use only clean, fresh, unleaded gasoline with a pump sticker octane rating of 87 or higher. In countries using the Research fuel rating method, it should be 90 octane minimum. Unleaded gasoline is recommended, as it leaves less combustion chamber deposits. Leaded gasoline may be used in areas where unleaded is not available and exhaust emissions are not regulated. Be aware however, that the cylinder head will require more frequent service. Gasoline/Alcohol blends Gasohol (up to 10% ethyl alcohol, 90% unleaded gasoline by volume) is approved as a fuel for Kohler engines. Other gasoline/alcohol blends are not approved.
5.1

Gasoline/Ether blends Methyl Tertiary Butyl Ether (MTBE) and unleaded gasoline blends (up to a maximum of 15% MTBE by volume) are approved as a fuel for Kohler engines. Other gasoline/ether blends are not approved. Fuel Filter Most engines are equipped with an in-line filter. Visually inspect the filter periodically and replace when dirty with a genuine Kohler filter.
Fuel System Tests When the engine starts hard, or turns over but will not start, it is possible that the problem is in the fuel system. To find out if the fuel system is causing the problem, perform the following tests.
Troubleshooting Fuel System Related Causes

Test 1. Check the following: a. Make sure the fuel tank contains clean, fresh, proper fuel. b. Make sure the vent in fuel tank is open. c. Make sure the fuel valve is open. 2. Check for fuel in the combustion chamber. a. Disconnect and ground spark plug leads. b. Close the choke on the carburetor. c. Crank the engine several times. d. Remove the spark plug and check for fuel at the tip. 3. Check for fuel flow from the tank to the fuel pump. a. Remove the fuel line from the inlet fitting of fuel pump. b. Hold the line below the bottom of the tank. Open the shutoff valve (if so equipped) and observe flow. 4. Check the operation of fuel pump. a. Remove the fuel line from the inlet fitting of carburetor. b. Crank the engine several times and observe flow. 2. If there is fuel at the tip of the spark plug, fuel is reaching the combustion chamber. If there is no fuel at the tip of the spark plug, check for fuel flow from the fuel tank (Test 3). Conclusion
3. If fuel does flow from the line, check for faulty fuel pump (Test 4). If fuel does not flow from the line, check for clogged fuel tank vent, fuel pickup screen, in-line filter, shutoff valve, and fuel lines. 4. If fuel does flow from the line, check for faulty carburetor. (Refer to the "Carburetor" portions of this section.) If fuel does not flow from the line, check for clogged fuel line. If the fuel line is unobstructed, the fuel pump is faulty and must be replaced.
5.2

Governor
General The engine is equipped with a centrifugal flyweight mechanical governor. It is designed to hold the engine speed constant under changing load conditions. The governor gear/flyweight mechanism is mounted inside the crankcase and is driven off the gear on the camshaft. The governor works as follows: Centrifugal force acting on the rotating governor gear assembly causes the flyweights to move outward as speed increases. Governor spring moves them inward as speed decreases. Spring Cross Shaft When load is applied and the engine speed and governor gear speed decreases, the governor spring tension moves the governor arm to open the throttle plate wider. This allows more fuel into the engine, increasing engine speed. As speed reaches the governed setting, the governor spring tension and the force applied by the regulating pin will again offset each other to hold a steady engine speed.
Adjustments
NOTE: Do not tamper with the governor setting. Overspeed is hazardous and could cause personal injury. General The governed speed setting is determined by the position of the throttle control. It can be variable or constant, depending on the engine application. Initial Adjustment NOTE: The CH26 (EFI) engines require a special initial adjustment procedure, which is covered in subsection 5B. Refer to page 5B.21-5B.23. Make this adjustment whenever the governor arm is loosened or removed from the cross shaft. See Figure 5-6 and adjust as follows: 1. Make sure the throttle linkage is connected to the governor arm and the throttle lever on the carburetor. 2. Loosen the hex. nut holding the governor lever to the cross shaft. 3. Move the governor lever towards the carburetor as far as it will move (wide open throttle) and hold in position. 4. Insert a nail into the hole on the cross shaft and rotate the shaft counterclockwise as far as it will turn, then tighten hex. nut securely.
Governor Arm
Hex. Nut Throttle Linkage Figure 5-6. Governor Linkage. As the flyweights move outward, they cause the regulating pin to move outward. The regulating pin contacts the tab on the cross shaft causing the shaft to rotate. One end of the cross shaft protrudes through the crankcase. The rotating action of the cross shaft is transmitted to the throttle lever of the carburetor through the external linkage. See Figure 5-6. When the engine is at rest, and the throttle is in the fast position, the tension of the governor spring holds the throttle plate open. When the engine is operating, the governor gear assembly is rotating. The force applied by the regulating pin against the cross shaft tends to close the throttle plate. The governor spring tension and the force applied by the regulating pin balance each other during operation, to maintain engine speed.
5.10

Sensitivity Adjustment Governor sensitivity is adjusted by repositioning the governor spring in the holes on the governor lever. If speed surging occurs with a change in engine load, the governor is set too sensitive. If a big drop in speed occurs when normal load is applied, the governor should be set for greater sensitivity. See Figure 5-7 and adjust as follows: 1. To increase the sensitivity, move the spring closer to the governor lever pivot point. 2. To decrease the sensitivity, move the spring away from the governor lever pivot point. High Idle RPM Speed Adjustment (Refer to Figure 5-8.) 1. With the engine running, move the throttle control to fast. Use a tachometer to check the RPM speed. 2. Loosen the lock nut on high idle adjusting screw. Turn screw outward to decrease, or inward to increase RPM speed. Check RPM with a tachometer. 3. When the desired RPM speed is obtained, retighten the lock nut. NOTE: Upon establishing the high idle RPM speed, check for a gap between the high idle control and the choke control. The gap may be greater, but no less than .02 in. (.5 mm).
Increase Decrease
Figure 5-7. Governor Sensitivity Adjustments. Left Side Pull Throttle Control Lever #2 Choke Control Lever #1 Choke Control Cable Throttle Control Cable Kill Switch Choke Linkage Z Bend
Throttle Control Cable
Kill Switch Adjusting Screw Dual Control High Idle Lever Stop Screw "Do Not Remove" High Idle Adjusting Screw Figure 5-8. Governor Control Connections. 5.11 Choke Control Cable High Idle Control Lever Right Side Pull
Section 5A CH18-25 LPG Fuel Systems
Section 5A LPG Fuel Systems

WARNING: Explosive Fuel! LPG is extremely flammable, is heavier than air, and tends to settle in low areas where a spark or flame could ignite the gas. Do not start or operate this engine in a poorly ventilated area where leaking gas could accumulate and endanger the safety of persons in the area. Proper service and repair of LPG fuel systems requires qualified technicians and special equipment. Many states require special licensing or certification for LPG repair shops and/or technicians. Check state and local regulations before attempting any adjustment, service, or repair of the LPG system or components. Faulty repairs by unqualified or underqualified personnel can have very serious ramifications. The information in this segment is for the exclusive use of qualified LPG service providers. LPG Fuel System Components The typical liquid withdrawal LPG fuel system consists of the following components: LPG Fuel Tank (Liquid Withdrawal) Electric Lock-Off/Filter Assembly Vaporizer LPG Regulator (Combination Primary/Secondary/Vacuum Lock-Off) LPG Carburetor High Pressure Fuel Line(s) Vacuum Line
5A
Fuel Line Vaporizer Vacuum Line
Lock-Off/Filter Assembly LPG Regulator Figure 5A-1. 5A.1

Operation
In a liquid withdrawal system, the Liquefied Petroleum Gas (LPG) is released from the bottom of the supply tank under high pressure. Upon opening the shut-off valve on the tank, liquid fuel travels out through the high pressure line to the electric lock-off/filter assembly. The lock-off opens internally when the key switch is turned on, permitting filtered fuel to flow to the vaporizer. The vaporizer is mounted in the flow of the discharged cooling air. It absorbs heat from the cooling air and transfers it to the fuel, changing the liquefied petroleum to a vapor or gaseous state, while partially stepping down the fuel pressure. The gas/ vapor flows under this decreased pressure to the regulator where it is further reduced to a usable, regulated pressure. The regulator, activated by intake manifold vacuum, controls fuel flow to the carburetor. In the venturi of the carburetor, the fuel vapor is mixed with incoming air from the air cleaner in the correct ratio for efficient combustion. 4. Insufficient vacuum signal, regulator not opening. a. Vacuum line between carburetor and regulator cracked, leaking, kinked, or pinched. b. Carburetor loose. c. Intake manifold loose or leaking. d. Excessive internal engine wear. 5. Faulty regulator a. Primary valve not opening. b. Diaphragm spring adjustment incorrect. c. Idle adjustment screw incorrectly set. d. Vent(s) blocked/restricted. 6. Restricted/blocked fuel line. 7. Blocked carburetor fuel circuit. 8. Loose/leaking fuel enrichment hose (Impco carburetor system). Hard starting, runs roughly, or stalls at idle speed 1. LPG fuel tank low. 2. Vacuum line between carburetor and regulator pinched, cracked, or leaking. 3. Carburetor idle speed set too low (should be at least 1200 RPM). 4. Carburetor idle circuit restricted. 5. Dirty/restricted air cleaner. 6. Dirty/restricted lock-off filter. 7. Frozen/malfunctioning regulator. Check/adjust primary pressure. 8. Excessive external load on engine. 9. Excessive internal wear. 10. Loose/leaking fuel enrichment hose (Impco carburetor system). Irregular or inconsistent idle 1. Improper operation/adjustment of regulator, idle adjustment screw, throttle opening, and/or engine governor. 2. Secondary valve in regulator not closing. Readjust idle screw (couterclockwise) so valve can close fully against seat. 3. Loose/leaking vacuum line. 4. Loose carburetor mounting and/or line connections. 5. Damaged diaphragm(s) within regulator. 6. Debris in regulator. Flush debris from drain plug or remove regulator from system, disassemble body and remove debris. 7. Dirt or debris in carburetor. Remove carburetor, disassemble and clean/service as required. If venturi (Impco carburetor) removal is performed, mark its orientation to the carburetor body for proper reinstallation. 8. Loose/leaking fuel enrichment hose (Impco carburetor system).
Troubleshooting Checklist
If the engine starts hard, runs roughly, or stalls, check the following areas. Make sure the LPG fuel tank is filled and shut-off valve is fully opened. Make sure fuel is reaching the carburetor. Make sure the air cleaner element and precleaner are clean and all components are fastened securely. Make sure the ignition, governor, exhaust, throttle, and choke control systems are all operating properly. Check compression.
If engine continues to start hard, run roughly, or stall after these checks have been made, use the following troubleshooting guide. Engine cranks but will not start 1. LPG fuel tank closed, low, or empty. 2. Lock-off not opening electrically, preventing fuel flow to vaporizer. 3. Fuel filter (located inside lock-off) dirty or blocked.
5A.2

Engine stalls during operation 1. No fuel. 2. Faulty lock-off or blocked filter. 3. Improper governor setting. 4. Damaged diaphragms within regulator. 5. Vacuum line leaking, loose, or pinched. 6. Restricted fuel line. 7. Loose/leaking fuel enrichment hose (Impco carburetor system). Low power 1. Air cleaner or exhaust system dirty/restricted. 2. Low fuel. 3. Rich gas condition (flooding) through regulator. a. Dirty/restricted valves in regulator. b. Damaged primary diaphragm in regulator. 4. No fuel. a. Electric lock-off not opening, filter blocked, or restriction within fuel line. b. Leaking, loose, or cracked vacuum line from carburetor to regulator. c. Leaking, or loose intake system components. d. Regulator primary valve not opening. e. Secondary, or vacuum lock-off diaphragm within regulator leaking. f. Low pressure rubber hose kinked. g. Frozen regulator. 5. Improper ignition timing. 6. Loose/incorrect throttle lever/clamp bracket positioning. 7. Loose or incorrectly positioned high speed throttle plate stop. Engine runs lean 1. Electrical problem causing intermittent lock-off operation, or lock-off is faulty. 2. Filter in lock-off dirty or restricted. 3. Restriction in fuel system. 4. Idle holes plugged; dirt in fuel delivery channels. 5. Carburetor fuel circuit restriction. 6. Loose/leaking fuel enrichment hose (Impco carburetor system). High fuel consumption 1. Fuel leak. Check lines, connections, and system components for leaks with soapy water. Fix any leaks immediately. 2. Incorrectly set regulator, or leakage from valves in regulator. Readjust, service, or replace regulator as required. 3. Dirty air cleaner or precleaner. 4. Choke plate in carburetor not opening completely.
LPG Carburetor Adjustments

General The LPG carburetor and regulator are designed to deliver the correct fuel-to-air mixture to the engine under all operating conditions. The high and low idle fuel mixture settings are preset at the factory, and cannot be adjusted. These engines are equipped with an Impco or Nikki carburetor. See Figure 5A-2 and 5A-3. Although both carburetors function similarly, each is unique and should not be interchanged.
Load Block Assembly Fuel Enrichment Hose Venturi Retaining Screw
5A
Fuel Inlet
Idle Speed Adjusting Screw
Figure 5A-2. Impco Carburetor.

Choke Plate/Shaft Assembly Rear Plug w/ Sealing Washer Transfer Chamber Cover
Fuel Inlet Plastic Bushing
Vacuum Port Idle Speed Adjusting Screw
Figure 5A-3. Nikki Carburetor. Impco carburetors also incorporate the use of an external Load Block assembly, which controls the final fuel flow to the carburetor for all throttle positions except idle. See Figure 5A-2. Calibrated and flowmatched to the carburetor, it functions similarly to preset fuel mixture settings in other carburetors. The load block assembly is not available separately, nor is any internal servicing permitted or possible. If a problem is encountered and determined to be caused by the load block, the carburetor should be replaced.
5A.3

High Altitude Operation The standard carburetor calibrations will provide proper operation up to altitudes of 1500 m (5000 ft.). No internal changes are necessary or available for either carburetor. NOTE: Carburetor adjustments should be made only after the engine has warmed up. Idle Speed Adjustment 1. Start the engine and run at half throttle for 5 to 10 minutes. Check that the throttle and choke (Nikki carb) plates can open fully. 2. Place the throttle control into the idle or slow position. Turn the low idle speed adjusting screw (See Figure 5A-2 or 5A-3) in or out, to obtain a low idle speed of 1200 RPM (+ 75 RPM), or set to application specifications. Check the speed using a tachometer. NOTE: The actual low idle speed (RPM) depends on the application. Refer to the equipment manufacturers recommendations. The low idle speed for basic engines is 1200 RPM. Impco Carburetor 1. Turn off fuel supply at tank. 2. Remove the air cleaner, breather hose, fuel line, vacuum hose, choke, and throttle linkages. Remove the mounting hardware, carburetor, and gaskets from the engine. Discard the gaskets. 3. The carburetor venturi may be removed for inspection and appropriate cleaning. a. Remove the four screws securing the air cleaner adapter and gasket to the carburetor. See Figure 5A-4.
LPG Fuel System Component Service

LPG Carburetor - Cleaning The carburetor may be cleaned if necessary. Removal from the engine and limited disassembly will aid in cleaning. NOTE: Impco Carburetor: Do not loosen or alter the mounted position of the clamping brackets and/or stop collar on the throttle shaft. Each is preset, in correlation to a specific position of the throttle plate (shaft), or acts as a stop. None of these attached components, including the throttle plate or shaft, requires disassembly or removal for any carburetor servicing. All the components on the throttle shaft should be left intact. If the settings of any one of these is inadvertently loosened or altered, each must be checked/reset, or performance and operation will be affected. Refer to the procedure included in the reassembly/installation sequence to check or reset. Figure 5A-4. b. Important: Mark a small line on the outer edge of venturi for proper orientation and reinstallation later. c. Loosen the venturi retaining screw on the side of the carburetor body and lift out the venturi. See Figure 5A-5.
Figure 5A-5.
5A.4

4. Inspect the overall condition of the fuel enrichment hose attached to the carburetor. It must be free of cracks, deterioration, and damage. Disconnect the fuel enrichment hose from the carburetor fittings to clean or check condition as required. See Figure 5A-6. Replace with a new Kohler high pressure hose (LP rated) if the condition is questionable in any way. Secure new hose using new clamps. Nikki Carburetor 1. Turn off fuel supply at tank. 2. Remove the air cleaner, breather hose, fuel line, vacuum hose, choke, and throttle linkages. Remove the nuts, carburetor, and gaskets from the engine. Discard the gaskets. 3. Remove the fuel transfer chamber cover by removing the three screws. See Figure 5A-3. Carefully remove the cover and gasket. Discard the gasket. 4. The main jet is fixed and nonadjustable, but may be accessed for cleaning by removing the rear plug and sealing washer. Discard the washer. 5. In order to clean the off-idle transfer passages and carburetor thoroughly, use a good carburetor cleaner and follow the manufacturer's instructions. Blow clean, compressed air through the passages and make sure all are open before reassembling. Do not use wire or metal objects to clean passages or carburetor body. LPG Carburetor - Inspection 1. Inspect the carburetor body and removable venturi (Impco carburetor) for cracks, holes, and other wear or damage. 2. Check the choke shaft (Nikki carburetor only) and the throttle shaft for wear and free movement. NOTE: Do not attempt to disassemble or remove either shaft from the carburetor body, including the mounted clamp brackets on Impco style carburetors. The screws, attaching the choke and throttle plate to their respective shafts are staked or bonded to prevent loosening. The plate(s) and shaft(s) are not available separately. If detrimental wear or damage is found in any of the parts, the carburetor should be replaced. Figure 5A-7.
5A
Figure 5A-6. 5. Clean all parts as required, use a good carburetor cleaner, following the manufacturer's instructions. Blow clean, compressed air through all the passages. Do not poke or probe into the load block assembly as damage can be done, resulting in serious operational problems. See Figure 5A-7.
5A.5

LPG Carburetor - Reassembly Impco Carburetor 1. Slide the venturi into the carburetor body, aligning the position mark made prior to removal. Correctly installed, the discharge holes should not be visible from the top. 2. Secure with the venturi retaining screw. Torque the screw to 4.0 Nm (36 in. lb.). 3. Install a new adapter gasket and mount the air cleaner adapter onto the carburetor with the four screws. Torque the screws to 4.0 Nm (36 in. lb.). 4. Install a new carburetor gasket onto the intake manifold adapter, followed by the carburetor. Install and finger tighten the mounting fasteners. 5. Connect the Z end of the throttle linkage and the dampening spring to the throttle clamp bracket on the throttle shaft. Attach the opposite end of linkage and spring to the governor lever. NOTE: The clamp brackets and stop collar mounted on the throttle shaft should still be in their original positions (See Figure 5A-2), and not require any readjustment/ resetting. Continue with steps 6 and 7. If the mounted position of any one of these was affected or changed, it will be necessary to check and reset the position of each before proceeding. Follow the complete instructions listed after step 7, then continue with steps 6 and 7. 6. Manually move the governor lever toward the carburetor as far as it will go. 7. Check that the throttle plate is now also fully open or reposition the carburetor slightly on the mounting screws so it is fully open. Torque the mounting screws to 9.9 Nm (88 in. lb.). Instructions for Checking/Positioning the Clamp Brackets Mounted on the Throttle Shaft Use only if the position or mounting of the clamp bracket(s) has been disturbed. Figures show the carburetor removed from the engine for clarity. Figure 5A-9. Closing Throttle Plate. 3. Hold the throttle plate closed and rotate the clamp bracket until the end of the screw contacts the stop. Insert a 0.025 mm (0.001 in.) feeler gauge between the carburetor housing and the side of the clamp bracket to set the endplay, then tighten the mounting screw securely. See Figure 5A-10. Idle Speed Clamp Bracket Position: 1. Counting the number of turns, back the idle speed adjustment screw off (counterclockwise), so only 1 to 1 1/2 of the threads are visible. See Figure 5A-8.
Idle Speed Clamp Bracket Mounting Screw Figure 5A-8. Backing off Idle Speed Screw. 2. Loosen the clamp bracket mounting screw, and pivot the throttle shaft to fully close the throttle plate. See Figure 5A-9.
5A.6

3. Insert a 0.025 mm (0.001 in.) feeler gauge between the side of the stop collar and the carburetor housing, then check or set the position of the stop collar. The head of the mounting screw must be in contact with the carburetor boss from the back (hose/fitting) side, preventing any further rotation over center. Set or adjust the stop collar as required. See Figure 5A-12.
Figure 5A-10. Tightening Idle Speed Clamp Mounting Screw. 4. Reset the idle speed adjustment screw back to the original position. High Speed/Stop Collar Position: 1. Make sure the idle speed clamp position has already been checked or properly set. 2. Rotate and hold the throttle shaft so the throttle plate is fully open/perfectly vertical. See Figure 5A-11.
HIgh Speed Stop Collar
5A
Figure 5A-12. Adjusting/Setting Stop Collar. 4. Tighten the screw securely. NOTE: After the idle speed clamp bracket and the high speed stop collar positions have been set, check that the throttle shaft pivots freely without binding or restriction. Throttle Linkage Clamp Bracket Position Carburetor must be assembled to engine with linkage attached to set this position. 1. The throttle linkage clamp bracket should be positioned as shown in Figure 5A-13 on the idle speed clamp bracket side of the throttle shaft.
High Speed Stop Collar Figure 5A-11. Full Throttle Position.
Throttle Linkage Clamp Bracket Figure 5A-13. Throttle Linkage Clamp Bracket Position. 5A.7

2. Manually move the governor lever, with the throttle linkage connected, toward the carburetor as far as it will go. Hold it in this position. 3. Looking down the throat of the carburetor, check that the throttle plate is in the full throttle position and that the head of the high speed collar stop screw is in contact with the carburetor boss. If not, loosen the carburetor mounting screws and reposition the carburetor slightly. Torque the carburetor mounting screws to 9.9 Nm (88 in. lb.). NOTE: If additional adjustment is required, loosen the throttle linkage clamp bracket mounting screw, set the throttle shaft to the full throttle position against the head of the stop screw, and retighten the clamp mounting screw securely. See Figure 5A-14. 7. Check to be sure all system connections are tight. 8. Reset idle RPM and recheck high idle (governed speed) after starting and allowing sufficient warm-up time. Electric Lock-Off/Filter Assembly - Functional Test The electric lock-off can be easily tested to verify that it is functional. Remove it from the system for testing. Using a 12 volt power supply or battery, connect one wire lead to the positive (+) lead of power supply, and touch remaining wire lead to negative (-) lead of power supply. When connection is made, an audible click should be heard indicating the opening of the lock-off. While energized, blow compressed air through it to determine if it is blocked or restricted.
Figure 5A-15. Figure 5A-14. Tightening Throttle Linkage Clamp Bracket. Nikki Carburetor 1. Reinstall the rear plug with a new sealing washer. Tighten the plug securely. 2. Reinstall fuel transfer chamber cover with a new gasket. Secure with the three screws. 3. Install new carburetor mounting gasket on manifold studs, followed by the carburetor and new air cleaner base gasket. 4. Reconnect the throttle and choke linkages, and the fuel and vacuum lines. 5. Reinstall the air cleaner base and breather tube. Secure base with two mounting nuts. Torque nuts to 9.9 Nm (88 in. lbs.). Install the rest of the air cleaner system. 5A.8
Figure 5A-16. Electric Lock-Off/Filter Assembly - Filter Service The filter inside the lock-off assembly should be replaced every 500 hours of operation, or if it becomes blocked or restricted. Cleaning of the filter element is not recommended. Order a replacement filter element by the appropriate Kohler part number.

Vaporizer Assembly
The outer surface of the vaporizer should be kept free of dirt and debris accumulation, which will cause a loss of vaporization efficiency. Visual inspection and necessary cleaning should be performed on a regular basis, more frequently under dusty or dirty conditions. The vaporizer should be disassembled, cleaned, and serviced using a rebuild kit every 1500 hours or if a problem is encountered.
Figure 5A-18. Impco (Beam) Regulator.
5A
Figure 5A-17.
LPG Regulator
The regulator controls both the pressure and flow of fuel within the LP system. It is comprised of both a primary and secondary chamber, which are dependent upon one another. Two different styles of regulators are used, based upon the system involved. The Impco (Beam) regulator is shown in Figure 5A-18, and the Nikki regulator is shown in Figure 5A-19. Although the basic design and operating principles are similar, due to system differences the regulators should not be interchanged.
Figure 5A-19. Nikki Regulator. Following are separate sections covering the theory of operation and general service information for each style of regulator. Detailed service/repair instructions are included in the rebuild kit for each regulator.
5A.9

Impco (Beam) Regulator (See Figure 5A-20) LPG vapor enters at point (A), then passes into primary area (B) at point (28), where pressure is reduced from up to 250 psi at the tank to 4.5 psi in area (B). Fuel pressure against diaphragm (2) overcomes spring (3) and as movement increases, spring (5) will close lever (6). The primary diaphragm breather (not shown in drawing) is vented to secondary chamber so that rupture of this diaphragm would direct fuel into the carburetor. Fuel now moves through passage (E), past secondary valve (25) into secondary area (C). As negative pressure (vacuum) is created at the carburetor venturi and is transmitted through the dry-gas hose to chamber (C) secondary diaphragm (12) is drawn down and contacts the secondary lever (16). Fuel will flow in proportion to air velocity through carburetor venturi, insuring an ideal mixture at all engine speeds. Whenever the engine is operating, vacuum diaphragm (10) is down against floor (H) and spring (11) is compressed. The idle and starting adjustment is made with a tamper-resistant screw (17) which regulates the whisker wire system (not shown), opening up the secondary orifice slightly (but only when the vacuum diaphragm is drawn down). Very little vacuum is needed to start this vacuum diaphragm travel: 0.2" Mercury to start and 0.5" Mercury for full travel. The instant the engine stops rotating, loss of vacuum in section (D) releases diaphragm (10) causing bumper (K) to push against secondary lever (16), overcoming action of whisker wire and ensuring 100% lock off. This patented Beam design will lock off primary pressures up to five times in excess of normal and permits starting without priming or choking.
1 14 20 2 3
B H
19
17 15
5
E
25
18 16 13
4 6 7
28
K D C A
12 11 10 9 21
1) 1/8-27 NPT Plug 2) Primary Diaphragm Assembly 3) Primary Spring 4) Expansion Plug 5) Secondary Diaphragm Spring 6) Primary Lever Assembly 7) Fillister Head Screw 8) Primary Pivot Pin 9) Torx Head Screw 10) Vac Lock Diaphragm Assembly 11) Vac Lock Spring
12) Secondary Diaphragm 13) Pan Head Screw 14) Secondary Lever Spring 15) Secondary Pivot Pin 16) Secondary Lever Assembly 17) Adjustment Screw 18) Pan Head Screw 19) Expansion Plug 20) Diaphragm Gasket 21) Split Lock Washer
Figure 5A-20.
5A.10

Nikki Regulator Primary Chamber (See Figure 5A-21) The primary chamber reduces the high pressure fuel flow from the tank and vaporizer down to approximately 4 psi. Fuel flowing from the vaporizer enters the inlet of the regulator under approximately 76 kPa (11 psi) of pressure. There it is delivered to the primary chamber (3) through the clearance between the primary valve (1) and valve seat (2). As fuel continues to flow and the primary chamber approaches 29 kPa (4 psi), the primary diaphragm (4) overcomes the tension of the diaphragm spring (5). As the diaphragm (4) and contact button (6) move up, the primary lever spring (8) pushes the primary lever (7) up, in turn closing the primary valve (1) and stopping the flow of fuel. As fuel is consumed and the pressure in the primary chamber drops below 29 kPa (4 psi), the diaphragm spring (5) tension will be greater than the fuel pressure, causing the primary diaphragm (4) to be pushed down. This causes the contact button (6), to push the primary lever (7) down, in turn opening the primary valve (1) and admitting more fuel. In this manner, the pressure within the primary chamber is maintained at a relatively constant 29 kPa (4 psi).
9 6 3 5 7
Nikki Regulator Secondary Chamber (See Figure 5A-22) The secondary chamber further reduces the fuel pressure from the 29 kPa (4 psi) of the primary chamber to near 0 kPa (0 psi) pressure, to prevent excessive fuel flow to the carburetor. Fuel enters the secondary chamber (13) through the clearance between the secondary valve (11) and the valve seat (12). While the engine is operating, and fuel is being drawn from the secondary chamber, the secondary diaphragm (14) is raised by atmospheric pressure, simultaneously lifting the secondary valve lever (16), opening the secondary valve (11), allowing fuel to flow. When the engine is running at idle, there may not be enough vacuum created in the carburetor venturi to overcome the tension of the secondary diaphragm spring (15), and the secondary diaphragm cannot open the valve. Under those conditions, the idle adjusting screw (18), and balance spring (19) are used to apply just enough pressure on the diaphragm (14) to maintain sufficient fuel flow for idle operation. The vacuum lock-off mechanism is located in the secondary chamber. When the engine is running, manifold vacuum above the diaphragm (17) draws it up, so the secondary valve can function normally. When the engine is stopped, manifold vacuum is terminated, and the diaphragm relaxes and pushes down on the secondary valve lever, preventing any fuel flow or leakage through the regulator.
12 11 From Primary Chamber 17 To Intake Manifold
5A
2 Fuel Inlet 6) Contact Button 7) Primary Valve Lever 8) Primary Lever Spring 9) Primary Pressure Adjustment
8 To Secondary Chamber 1) Primary Valve 2) Primary Valve Seat 3) Primary Chamber 4) Primary Diaphragm 5) Primary Diaphragm Spring
13 To 15 16 18 Carburetor 11) Secondary Valve 12) Secondary Valve Seat 13) Secondary Chamber 14) Secondary Diaphragm 15) Secondary Diaphragm Spring 19 14
Figure 5A-21. Primary Chamber.
16) Secondary Valve Lever 17) Vacuum Lock-Off Diaphragm 18) Idle Adjust Screw 19) Balance Spring
Figure 5A-22. Secondary Chamber.
5A.11

Preventative Maintenance The regulator is preset at the factory and generally requires no further adjustment. No periodic service is required. Over time, depending on fuel quality, operating environment, and system performance, fuel deposits can accumulate inside the regulator. Those regulators containing a drain plug should be drained every 500 hours to remove any accumulated deposits. See Figure 5A-23. Regulator Service Every 1500 hours it is recommended that disassembly, cleaning, and resetting of the regulator be performed using the regulator rebuilding kit available. Specific instructions are included in the rebuilding kit. Perform the regulator service following the instructions provided. As all adjustments and settings must be reset using specific test equipment, this must be performed by qualified LP personnel only. Impco (Beam) Regulator Service Kohler repair kit 24 757 40-S should be used to service the regulator every 1500 hours, or whenever cleaning and servicing is required. Nikki Regulator Service Kohler repair kit 24 757 39-S should be used every 1500 hours.
Regulator Drain Plug Figure 5A-23. Regulator Drain Plug (some models) 1. Turn supply valve off, run engine out of fuel, and turn off ignition switch. 2. Disconnect and ground the spark plug leads. 3. Remove the 1/8" pipe plug from bottom of regulator and drain any accumulated deposits. See Figure 5A-23. 4. Reinstall plug using pipe sealant with Teflon (Loctite 592 or equivalent) on threads and tighten securely. If required, a replacement plug is available as Kohler Part No. X-75-23-S.
5A.12
Section 5B CH26 EFI Fuel System
Section 5B Electronic Fuel Injection (EFI) Fuel System

Contents Page(s)
5B.2 5B.2 5B.3 5B.3 5B.4 Description Initial Starting/Priming Procedure ............................................................................................................ Fuel Recommendations .......................................................................................................................... EFI Fuel System Components ................................................................................................................ Operation ................................................................................................................................................. Important Service Notes ..........................................................................................................................
5B
Electrical Components Electronic Control Unit (ECU) ......................................................................................................... 5B.4-5B.5 Engine Speed Sensor ..................................................................................................................... 5B.5-5B.6 Throttle Position Sensor (TPS) ........................................................................................................ 5B.6-5B.9 Oil Temperature Sensor .......................................................................................................................... 5B.9 Oxygen Sensor ............................................................................................................................ 5B.10-5B.12 Electrical Relay ........................................................................................................................... 5B.12-5B.13 Fuel Injectors ............................................................................................................................... 5B.13-5B.16 Ignition System ............................................................................................................................ 5B.16-5B.17 Wiring Harness ..................................................................................................................................... 5B.17 Battery Charging System ...................................................................................................................... 5B.17 Fuel Components Fuel Pump ............................................................................................................................................. 5B.18 Fuel Pressure Regulator ............................................................................................................ 5B.19-5B.20 Fuel Filter .............................................................................................................................................. 5B.20 Fuel Rail ............................................................................................................................................... 5B.20 Fuel Line ............................................................................................................................................... 5B.21 Throttle Body/Intake Manifold Assembly ............................................................................................... 5B.21 Idle Speed Adjustment (RPM) .................................................................................................... 5B.21-5B.22 Initial Governor Adjustment ......................................................................................................... 5B.23-5B.24 Troubleshooting Electrical System ........................................................................................................................ 5B.25-5B.29 Fuel System.......................................................................................................................................... 5B.30 Fault Codes ................................................................................................................................ 5B.30-5B.35 Troubleshooting Flow Chart ........................................................................................................ 5B.35-5B.36 Flow Chart Diagnostic Aids ........................................................................................................ 5B.37-5B.38 Common Complaints/Problems .................................................................................................. 5B.38-5B.39
Revised 9/01
5B.1
Section 5B EFI Fuel System Description

NO Test Valve in Fuel Rail: 1. Crank the engine in 10-15 second intervals, allowing a 60 second cool-down period between cranking intervals, until the engine starts. NOTE: The number of cranking intervals necessary will depend on the individual system design, and/or where the system has been disassembled.
WARNING
Explosive Fuel can cause fires and severe burns. Fuel system ALWAYS remains under HIGH PRESSURE.
Fuel Recommendations
General Recommendations Purchase gasoline in small quantities and store in clean, approved containers. An approved container with a capacity of 2 gallons or less with a pouring spout is recommended. Such a container is easier to handle and helps prevent spillage during refueling. Do not use gasoline left over from the previous season, to minimize gum deposits in your fuel system, and to ensure easy starting. Do not add oil to the gasoline. Do not overfill the fuel tank. Leave room for the fuel to expand. Fuel Type Do not use leaded gasoline, as component damage will result. Any costs/damages incurred as a result of using leaded fuel will not be warranted. Use only clean, fresh, unleaded gasoline with a pump sticker octane rating of 87 or higher. In countries using the Research method, it should be 90 octane minimum. Gasoline/Alcohol blends Gasohol (up to 10% ethyl alcohol, 90% unleaded gasoline by volume) is approved as a fuel for Kohler EFI engines. Other gasoline/alcohol blends are not approved. Gasoline/Ether blends Methyl Tertiary Butyl Ether (MTBE) and unleaded gasoline blends (up to a maximum of 15% MTBE by volume) are approved as a fuel for Kohler EFI engines. Other gasoline/ether blends are not approved.
WARNING: Explosive Fuel! Gasoline is extremely flammable and its vapors can explode if ignited. Store gasoline only in approved containers, in well ventilated, unoccupied buildings, away from sparks or flames. Do not fill the fuel tank while the engine is hot or running, since spilled fuel could ignite if it comes in contact with hot parts or sparks from ignition. Do not start the engine near spilled fuel. Never use gasoline as a cleaning agent.
The EFI fuel system remains under high pressure, even when the engine is stopped. Before attempting to service any part of the fuel system, the pressure must be relieved. Pressure tester Kohler Part No. 24 455 04-S has an integral relief valve. Connect the black tester hose to the test valve in the fuel rail. Route the clear hose into a portable gasoline container. Depress the button on the tester relief valve.
Initial Starting/Priming Procedure

Important: The EFI fuel system must be purged of all air prior to the initial start up, and/or any time the system has been disassembled. On most engines, that can be done similar to relieving fuel pressure, as described above. Test Valve in Fuel Rail: 1. Connect the pressure gauge as described above for relieving fuel pressure. Depress and hold the release button and crank the engine in 10-15 second intervals, allowing a 60 second cool-down period between intervals, until air is purged and fuel is visible in discharge tube. 2. If you do not have the pressure gauge, follow the procedure for engines without a test valve.
5B.2
Section 5B EFI Fuel System

EFI Fuel System Components
General The Electronic Fuel Injection (EFI) system is a complete engine fuel and ignition management design. The system includes the following principal components: Fuel Pump Fuel Filter Fuel Rail Fuel Line(s) Fuel Pressure Regulator Fuel Injectors Throttle Body/Intake Manifold Engine Control Unit (ECU) Ignition Coils Oil Temperature Sensor Throttle Position Sensor (TPS) Speed Sensor Oxygen Sensor Wire Harness Assembly & Affiliated Wiring, Malfunction Indicator Light (MIL) The ECU controls the amount of fuel injected and the ignition timing by monitoring the primary sensor signals for engine temperature, speed (RPM), and throttle position (load). These primary signals are compared to preprogrammed maps in the ECU computer chip, and the ECU adjusts the fuel delivery to match the mapped values. An oxygen sensor provides continual feedback to the ECU based upon the amount of unused oxygen in the exhaust, indicating whether the fuel mixture being delivered is rich or lean. Based upon this feedback, the ECU further adjusts fuel input to re-establish the ideal air/fuel ratio. This operating mode is referred to as closed loop operation. The EFI system operates closed loop when all three of the following conditions are met: a. The oil temperature is greater than 35C (86F). b. The oxygen sensor has warmed sufficiently to provide a signal (minimum 375C, 709F). c. Engine operation is at a steady state (not starting, warming up, accelerating, etc.). During closed loop operation the ECU has the ability to readjust temporary and learned adaptive controls, providing compensation for changes in overall engine condition and operating environment, so it will be able to maintain the ideal air/fuel ratio of 14.7:1. The system requires a minimum engine oil temperature greater than 55C (130F) to properly adapt. These adaptive values are maintained as long as the ECU is powered up by the battery. During certain operating periods such as cold starts, warm up, acceleration, etc., an air/fuel ratio richer than 14.7:1 is required, and the system operates in an open loop mode. In open loop operation the monitoring of exhaust gases (output) is not used, and the controlling adjustments are based on the primary sensor signals and programmed maps only. The system operates open loop whenever the three conditions for closed loop operation (above) are not being met.
5B
Operation
The EFI system is designed to provide peak engine performance with optimum fuel efficiency and lowest possible emissions. The ignition and injection functions are electronically controlled, monitored and continually corrected during operation to maintain the theoretical ideal or stoichiometric air/fuel ratio of 14.7:1. The central component of the system is the Motronic Engine Control Unit (ECU) which manages system operation, determining the best combination of fuel mixture and ignition timing for the current operating conditions. An electric fuel pump is used to move fuel from the tank through the fuel line and in-line fuel filter. A fuel pressure regulator maintains a system operating pressure of 39 psi and returns any excess fuel to the tank. At the engine, fuel is fed through the fuel rail and into the injectors, which inject it into the intake ports. The ECU controls the amount of fuel by varying the length of time that the injectors are on. This can range from 1.5-8.0 milliseconds depending on fuel requirements. The controlled injection of the fuel occurs each crankshaft revolution, or twice for each 4-stroke cycle. One-half the total amount of fuel needed for one firing of a cylinder is injected during each injection. When the intake valve opens, the fuel/air mixture is drawn into the combustion chamber, ignited, and burned.
5B.3

Important Service Notes!
Cleanliness is essential and must be maintained at all times when servicing or working on the EFI system. Dirt, even in small quantities, can cause significant problems. Clean any joint or fitting with parts cleaning solvent before opening to prevent dirt from entering the system. Always depressurize the fuel system through the test valve in fuel rail before disconnecting or servicing any fuel system components. See fuel warning on page 5B.2. Never attempt to service any fuel system component while engine is running or ignition switch is on. Do not use compressed air if the system is open. Cover any parts removed and wrap any open joints with plastic if they will remain open for any length of time. New parts should be removed from their protective packaging just prior to installation. Avoid direct water or spray contact with system components. Do not disconnect or reconnect the wiring harness connector to the control unit or any individual components with the ignition on. This can send a damaging voltage spike through the ECU. Do not allow the battery cables to touch opposing terminals. When connecting battery cables attach the positive (+) cable to positive (+) battery terminal first, followed by negative (-) cable to negative (-) battery terminal. Never start the engine when the cables are loose or poorly connected to the battery terminals. Never disconnect battery while engine is running. Never use a quick battery charger to start the engine. Do not charge battery with key switch on. Always disconnect negative (-) battery cable lead before charging battery, and also unplug harness from ECU before performing any welding on equipment.
Electrical Components
Electronic Control Unit (ECU)
Figure 5B-1. Metal-Cased ECU.
Figure 5B-2. Plastic-Cased ECU. Two different ECU's have been used in EFI production. The first style has a metal case with a larger connector block. See Figure 5B-1. The second style has a plastic casing and smaller connector block. See Figure 5B-2. Basic function and operating control remains the same between the two, however, due to differences in the internal circuitry as well as the wiring harness, the two ECU's are not interchangeable and have certain individual service/troubleshooting procedures. Where applicable, they are covered individually as MetalCased ECU Systems or Plastic-Cased ECU Systems.
5B.4

General The ECU is the brain or central processing computer of the entire EFI fuel/ignition management system. During operation, sensors continuously gather data which is relayed through the wiring harness to input circuits within the ECU. Signals to the ECU include: ignition (on/off), crankshaft position and speed (RPM), throttle position, oil temperature, exhaust oxygen levels, and battery voltage. The ECU compares the input signals to the programmed maps in its memory to determine the appropriate fuel and spark requirements for the immediate operating conditions. The ECU then sends output signals to set the injector duration and ignition timing. The ECU continually performs a diagnostic check of itself, each of the sensors, and the system performance. If a fault is detected, the ECU turns on the Malfunction Indicator Light (MIL) on the equipment control panel, stores the fault code in its fault memory, and goes into a default operating mode. Depending on the significance or severity of the fault, normal operation may continue, or limp home operation (slowed speed, richer running) may be initiated. A technician can access the stored fault code using a blink code diagnosis flashed out through the MIL. An optional computer software diagnostic program is also available. The ECU requires a minimum of 7.0 volts to operate. The adaptive memory in the ECU is operational the moment the battery cables are connected, however the adapted values are lost if the battery becomes disconnected for any reason. The ECU will relearn the adapted values if the engine is operated for 10-15 minutes at varying speeds and loads after the oil temperature exceeds 55C (130F). To prevent engine over-speed and possible failure, a rev-limiting feature is programmed into the ECU. If the maximum RPM limit (4125) is exceeded, the ECU suppresses the injection signals, cutting off the fuel flow. This process repeats itself in rapid succession, limiting operation to the preset maximum. Service Never attempt to disassemble the ECU. It is sealed to prevent damage to internal components. Warranty is void if the case is opened or tampered with in any way. All operating and control functions within the ECU are preset. No internal servicing or readjustment may be performed. If a problem is encountered, and you determine the ECU to be faulty, contact Kohler Co. Engine Service at 1-920-457-4441 for specific handling instructions. Do not replace the ECU without factory authorization. The relationship between the ECU and the throttle position sensor (TPS) is very critical to proper system operation. If the TPS or ECU is changed, or the mounting position of the TPS is altered, the TPS Initialization Procedure (see page 5B.8) must be performed to restore the synchronization.
Engine Speed Sensor
5B
Figure 5B-3. Engine Speed Sensor. General The engine speed sensor is essential to engine operation; constantly monitoring the rotational speed (RPM) of the crankshaft. A ferromagnetic 60-tooth ring gear with two consecutive teeth missing is mounted on the flywheel. The inductive speed sensor is mounted 1.5 + 0.25 mm (0.059 + 0.010 in.) away from the ring gear. During rotation, an AC voltage pulse is created within the sensor for each passing tooth. The ECU calculates engine speed from the time interval between the consecutive pulses. The two-tooth gap creates an interrupted input signal, corresponding to specific crankshaft position (84 BTDC) for cylinder #1. This signal serves as a reference for the control of ignition timing by the ECU. Synchronization of the inductive speed pickup and crankshaft position takes place during the first two revolutions each time the engine is started. The sensor must be properly connected at all times. If the sensor becomes disconnected for any reason, the engine will quit running.
5B.5

Service The engine speed sensor is a sealed, non-serviceable assembly. If Fault Code diagnosis indicates a problem within this area, test and correct as follows. 1. Disconnect main harness connector from ECU. 2. Connect an ohmmeter between the designated pin terminals in the plug: Metal-Cased ECU: #3 and #21 pin terminals. Plastic-Cased ECU: #9 and #10 pin terminals. See chart on page 5B.26 or 5B.29, according to ECU style. A resistance value of 750-1000 at room temperature (20 C, 68 F) should be obtained. If resistance is correct, check the mounting, air gap, toothed ring gear (damage, runout, etc.), and flywheel key. 3. Disconnect speed sensor connector from wiring harness. It is the connector with one heavy black lead (see Figure 5B-4). Viewing the connector as shown (dual aligning rails on top), test resistance between the terminals indicated. A reading of 750-1000 should again be obtained. Dual Aligning Rails Corresponds To #21 (Metal-Cased ECU) or #9 (Plastic-Cased ECU) In Main Connector. b. If the resistance in step 2 was incorrect, but the resistance of the sensor alone was correct, test the main harness circuits between the sensor connector terminals and the corresponding pin terminals in the main connector. Correct any observed problem, reconnector the sensor, and perform step 2 again.
Throttle Position Sensor (TPS)
1 2
Corresponds To #3 (MetalCased ECU) or #10 (Plastic-Cased ECU) In Main Test Terminals Connector.
4 1. Throttle Valve Shaft 2. Resistor Track 3. Wiper Arm w/Wiper 4. Electrical Connection Figure 5B-5. Throttle Position Sensor Details.
Figure 5B-4. Throttle Position Sensor Connector. a. If the resistance is incorrect, remove the screw securing the sensor to the mounting bracket and replace the sensor.
General The throttle position sensor (TPS) is used to indicate throttle plate angle to the ECU. Since the throttle (by way of the governor) reacts to engine load, the angle of the throttle plate is directly proportional to the load on the engine.
5B.6

3. Connect the ohmmeter leads as follows: (See chart on page 5B.26 or 5B.29.) Metal-Cased ECU: Red (positive) ohmmeter lead to #12 pin terminal, and Black (negative) ohmmeter lead to #27 pin terminal. Plastic-Cased ECU: Red (positive) ohmmeter lead to #8 pin terminal, and Black (negative) ohmmeter lead to #4 pin terminal. Mounted Throttle Position Sensor Figure 5B-6. TPS Location. Mounted on the throttle body/intake manifold and operated directly off the end of the throttle shaft, the TPS works like a rheostat, varying the voltage signal to the ECU in direct correlation to the angle of the throttle plate. This signal, along with the other sensor signals, is processed by the ECU and compared to the internal pre-programmed maps to determine the required fuel and ignition settings for the amount of load. The correct position of the TPS is established and set at the factory. Do not loosen the TPS or alter the mounting position unless absolutely required by fault code diagnosis or throttle shaft service. If the TPS is loosened or repositioned the TPS Initialization Procedure (pages 5B.8-5B.9) must be performed to re-establish the baseline relationship between the ECU and the TPS. Service The TPS is a sealed, non-serviceable assembly. If diagnosis indicates a bad sensor, complete replacement is necessary. If a blink code indicates a problem with the TPS, it can be tested as follows. 1. Counting the number of turns, back out the idle speed adjusting screw (counterclockwise) until the throttle plates can be closed completely. 2. Disconnect the main harness connector from the ECU, but leave the TPS mounted to the throttle body/manifold. Hold the throttle closed and check the resistance. It should be 800-1200 . 4. Leave the leads connected to the pin terminals as described in step 3. Rotate the throttle shaft slowly counterclockwise to the full throttle position. Monitor the dial during rotation for indication of any momentary short or open circuits. Note the resistance at the full throttle position. It should be 1800-3000 . 5. Disconnect the main wiring harness connector from the TPS, leaving the TPS assembled to the manifold. Refer to the chart below and perform the resistance checks indicated between the terminals in the TPS socket, with the throttle in the positions specified. Throttle Between Position Terminals 2&3 Closed 1&3 C losed 2&3 Full 1&3 Full 1&2 Any Resistance Value () 800-1200 1800-3000 1800-3000 800-1200 1600-2500
5B
Continuity Yes Yes Yes Yes Yes
If the resistance values in steps 3, 4, and 5 are within specifications, go to step 6. If the resistance values are not within specifications, or a momentary short or open circuit was detected during rotation (step 4), the TPS needs to be replaced, go to step 7.
5B.7

6. Check the TPS circuits (input, ground) between the TPS plug and the main harness connector for continuity, damage, etc. See chart on page 5B.26 or 5B.29. Metal-Cased ECU: Pin Circuits #12 and #27. Plastic-Cased ECU: Pin Circuits #8 and #4. a. Repair or replace as required. b. Turn the idle speed screw back in to its original setting. c. Reconnect connector plugs, start engine and retest system operation. 7. Remove the two mounting screws from the TPS. Save the screws for reuse. Remove and discard the faulty TPS. Install the replacement TPS and secure with the original mounting screws. a. Reconnect both connector plugs. b. Perform the TPS Initialization Procedure integrating the new sensor to the ECU. TPS Initialization Procedure 1. Check that the basic engine, all sensors, fuel, fuel pressure, and battery are good and functionally within specifications. Important! 2. Remove/disconnect ALL external loads from engine (belts, pumps, electric PTO clutch, alternator, rectifier-regulator, etc.). 3. Start the engine and allow it to warm up for 5-10 minutes, so oil temperature is above 55C (130F). 4. Move the throttle control to the idle position and allow engine to stabilize for a minimum of one minute. 5. Install a heavy rubber band around the throttle lever and the manifold boss. On some EFI engines there is a dampening spring on the end of the idle speed screw. The dampening spring (if used) should be fully compressed and the tab on the throttle lever in direct contact with the speed screw. Adjust the idle speed to 1500 RPM, using a tachometer. 6. Shut off engine. 7. Locate the service connector plug in the wiring harness. Metal-Cased ECU: Connect a jumper wire from the TPS initialization pin #8 (gray wire) to the ground pin (black wire), or use jumper connector plug (SPX Part No. KO3217-7, with red jumper wire). See Figure 5B-7. Plastic-Cased ECU: Connect a jumper wire from the TPS intialization pin #24 (violet wire) to the battery voltage pin (red wire), or use jumper connector plug (SPX Part No. KO3217-9, with blue jumper wire). See Figure 5B-8.
Figure 5B-7. Service Connector Plug, Metal-Cased ECU Harness.
Figure 5B-8. Service Connector Plug, PlasticCased ECU Harness.
5B.8

8. Hold throttle against idle speed stop screw, turn the ignition switch to on position (do not start engine), and observe the Malfunction Indicator Light (MIL). a. The light should blink on/off quickly for approximately 3 seconds and then go off and stay off, indicating the initialization procedure has been successful. b. If light stays on or blinking ceases prematurely, the procedure was unsuccessful and must be repeated. Possible causes for unsuccessful learning may be: 1) Movement occurred in either the TPS or throttle shaft during procedure, 2) Crankshaft movement/ rotation was detected by the speed sensor during procedure, 3) Throttle plate position was out of learnable range (recheck the 1500 RPM idle speed adjustment), or 4) Problem with ECU or TPS. 9. When the initialization procedure has been successfully completed, turn off the key switch, remove the jumper wire or connector, and remove the rubber band from the throttle lever. 10. Disconnect negative (-) battery cable temporarily to clear all learned adjustments. 11. Reconnect the battery cable and all external loads. Readjust the idle speed to the equipment manufacturer's specified setting and recheck the high-speed, no-load RPM setting. Observe the overall performance. General The oil temperature sensor is used by the system to help determine fuel requirements for starting (a cold engine needs more fuel than one at or near operating temperature). Mounted in the oil filter adapter housing, it has a temperature-sensitive resistor that extends into the oil flow. The resistance changes with oil temperature, altering the voltage sent to the ECU. Using a table stored in its memory, the ECU correlates the voltage drop to a specific temperature. Using the fuel delivery maps, the ECU then knows how much fuel is required for starting at that temperature. Service The temperature sensor is a sealed, non-serviceable assembly. A faulty sensor must be replaced. If a blink code indicates a problem with the temperature sensor, it can be tested as follows. 1. Remove the temperature sensor from the adapter housing and cap or block the adapter hole. 2. Wipe sensor clean and allow it to reach room temperature (20C, 68F). 3. Unplug the main harness connector from the ECU. 4. With the sensor connected, check the temperature sensor circuit resistance. The value should be 2375-2625 . See chart on page 5B.26 or 5B.29. Metal-Cased ECU: Check between the #14 and #27 pin terminals. Plastic-Cased ECU: Check between the #6 and #4 pin terminals. 5. Unplug the sensor connector and check sensor resistance separately. Resistance value should again be 2375-2625 . a. If the resistance is out of specifications, replace the temperature sensor. b. If it is within specifications, proceed to Step 6. 6. Check the temperature sensor circuits (input, ground) from the main harness connector to the corresponding terminal in the sensor plug for continuity, damage, etc. Figure 5B-9. Oil Temperature Sensor. Metal-Cased ECU: Pin circuits #14 and #27. Plastic-Cased ECU: Pin circuits #6 and #4.
5B
Oil Temperature Sensor
5B.9

Oxygen Sensor
The oxygen sensor can function only after being heated by exhaust temperatures to a minimum of 375C (709F). A cold oxygen sensor will require approximately 1-2 minutes at moderate engine load to warm sufficiently to generate a voltage signal. Proper grounding is also critical. The oxygen sensor grounds through the metal shell, so a good, solid, unbroken ground path back through the exhaust system components, engine, and wiring harness is required. Any disruption or break in the ground circuit can affect the output signal and trigger misleading fault codes. Keep that in mind when doing any troubleshooting associated with the oxygen sensor. The oxygen sensor can also be contaminated by leaded fuel, certain RTV and/or other silicone compounds, carburetor cleaners, etc. Use only those products indicated as O Sensor Safe. Service Like the other sensors already discussed, the oxygen sensor is a non-serviceable component. Complete replacement is required if it is faulty. The sensor and wiring harness can be checked as follows. NOTE: All tests should be conducted with a good quality, high-impedance, digital VOA meter for accurate results. 1. Oxygen sensor must be hot (minimum of 400C, 725F). Run engine for about 5 minutes. With the engine running, disconnect the oxygen sensor lead from the wiring harness. Set VOA meter for DC volts and connect the red lead to the disconnected sensor lead, and the black lead to the sensor shell. Look for fluctuating voltage from 0.1 v-1.0 v. a. If voltage is in the specified range, go to Step 2.
Figure 5B-10. Oxygen Sensor. General The oxygen sensor functions like a small battery, generating a voltage signal to the ECU, based upon the difference in oxygen content between the exhaust gas and the ambient air. The tip of the sensor, protruding into the exhaust gas, is hollow (see cutaway Figure 5B-11). The outer portion of the tip is surrounded by the exhaust gas, with the inner portion exposed to the ambient air. When the oxygen concentration on one side of the tip is different than that of the other side, a voltage signal between 0.2 and 1.0 volts is generated between the electrodes and sent to the ECU. The voltage signal tells the ECU if the engine is straying from the ideal 14.7:1 fuel mixture, and the ECU then adjusts the injector pulse accordingly.
7 8
1. 2. 3. 4.
Connection Cable Disc Spring Ceramic Support Tube Protective Sleeve
5. Contact Element 6. Sensor Housing 7. Active Ceramic Sensor 8. Protective Tube
Figure 5B-11. Cutaway of Oxygen Sensor.
5B.10

b. If the voltage is not in the specified range, reconnect the oxygen sensor lead. With the lead connected, probe or connect the sensor connection with the red VOA meter lead. Attach the black VOA meter lead to a known good ground location. Start and run the engine at 3/4 throttle and note the voltage output. The reading should fluctuate between 0.1 v and 1.0 v which indicates the oxygen sensor is functioning normally and also the fuel delivery controlled by the ECU is within prescribed parameters. If the voltage readings show a steady decline, bump the governor lever to make the engine accelerate very quickly and check the reading again. If voltage momentarily increases and then again declines, without cycling, engine may be running lean due to incorrect TPS initialization. Shut off the engine, perform TPS initialization, and then repeat the test. If TPS initialization cannot be achieved, perform step c. c. Replace the oxygen sensor (see next page). Run the engine long enough to bring the new sensor up to temperature and repeat the output test from step 1. The fluctuating voltage (0.1 v-1.0 v) should be indicated. 2. Move the black voltmeter lead to the engine ground location and repeat the output test. The same voltage (0.1 v-1.0 v) should be indicated. a. If the same voltage reading exists, go on to Step 3. b. If the voltage output is no longer correct, a bad ground path exists between the sensor and the engine ground. Touch the black lead at various points, backtracking from the engine ground back toward the sensor, watching for a voltage change at each location. If the correct voltage reading reappears at some point, check for a problem (rust, corrosion, loose joint or connection) between that point and the previous checkpoint. For example, if the reading is too low at points on the crankcase, but correct voltage is indicated when the black lead is touched to the skin of the muffler, the flange joints at the exhaust ports become suspect. 3. With sensor still hot (minimum of 400C, 752F), switch meter to the Rx1K or Rx2K scale and check the resistance between the sensor lead and sensor case. It should be less than 2.0 K. . a. If the resistance is less than 2.0 K, go to Step 4. b. If the resistance is greater than 2.0 K, the oxygen sensor is bad, replace it. 4. Allow the sensor to cool (less than 60C, 140F) and retest the resistance with the meter set on the Rx1M scale. With sensor cool, the resistance should be greater than 1.0 M. . a. If the resistance is greater than 1.0 M, go to Step 5. b. If the resistance is less than 1.0 M, the sensor is bad, replace it. 5. With the oxygen sensor disconnected and engine not running, disconnect the main harness connector from the ECU and set the meter to the Rx1 scale. Check the circuit continuity as follows: Metal-Cased ECU: Check for continuity from pin #9 of the ECU connector (see page 5B.26) to the shell of the oxygen sensor, and from pin #10 to the sensor connector terminal of the main harness. Both tests should indicate continuity. Plastic-Cased ECU: Check for continuity from pin #15 of the ECU connector (see page 5B.29) to the shell of the oxygen sensor, and from pin #11 to the sensor connector terminal of the main harness. Both tests should indicate continuity. a. If there is no continuity displayed in either of the tests, check the harness circuit for breaks or damage, and the connections for poor contact, moisture, or corrosion. If no continuity was found in the first test, also check for a poor/broken ground path back through the exhaust system, engine, and mounting (sensor is grounded through its shell). b. If continuity is indicated, go to step 6.
5B
5B.11

6. With the key switch in the on/run position, using a high impedance voltmeter, check the voltage from the wiring harness oxygen sensor connector to the engine ground location. Look for a steady voltage from 350-550 mv (0.35 - 0.55 v). a. If voltage reading is not as specified, move the black voltmeter lead to the negative post of the battery, to be certain of a good ground. If the voltage is still not correct, the ECU is probably bad. b. If voltage readings are correct, clear the fault codes and run the engine to check if any fault codes reappear. To Replace Oxygen Sensor: 1. Disconnect the oxygen sensor connector from wiring harness. 2. Loosen and remove the oxygen sensor from the exhaust manifold/muffler assembly. 3. Apply anti-seize compound sparingly to threads of new oxygen sensor, if none already exists. DO NOT get any on the tip as it will contaminate the sensor. Install sensor and torque to 50/60 Nm (37/44 ft. lb.). 4. Reconnect the lead to wiring harness connector. Make sure it can not contact hot surfaces, moving parts, etc. 5. Test run the engine. General The electrical relay is used to supply power to the injectors, coils, and fuel pump. When the key switch is turned on and all safety switch requirements met, the relay provides 12 volts to the fuel pump circuit, injectors, and ignition coils. The fuel pump circuit is continuously grounded, so the pump is immediately activated and pressurizes the system. Activation of the ignition coils and injectors is controlled by the ECU, which grounds their respective circuits at the proper times. Service A malfunctioning relay can result in starting or operating difficulties. The relay and related wiring can be tested as follows. 1. Disconnect the relay connector plug from the relay. 2. Connect black lead of VOA meter to a chassis ground location. Connect red lead to the #86 terminal in relay connector (see Figure 5B-13). Set meter to test resistance (Rx1). Turn ignition switch from off to on. Meter should indicate continuity (ground circuit is completed) for 1 to 3 seconds. Turn key switch back off.
Terminal #85 Ignition Switch Voltage Terminal #87 Feed To Ignition Coils, Fuel Injectors, and Fuel Pump
Electrical Relay
Terminal #87A Not used
Terminal #86 ECU Controlled Ground
Terminal #30 Permanent Battery Voltage
Figure 5B-13. Relay Connector. a. Clean the connection and check wiring if circuit was not completed. 3. Set meter for DC voltage. Touch red tester lead to the #30 terminal in relay connector. A reading of 12 volts should be indicated at all times. Figure 5B-12. Electrical Relay.
5B.12

4. Connect red lead of meter to the #85 terminal in relay connector. Turn key switch to the on position. Battery voltage should be present. a. No voltage present indicates a problem in the wiring or at the connector. b. If voltage is present, the wiring to the connector is good. Turn ignition switch off and proceed to test 5 to test the relay.
Terminal #86 ECU Controlled Ground Terminal #87 Feed To Ignition Coils, Fuel Injectors, and Fuel Pump
Fuel Injectors
Figure 5B-15. Style 1 Fuel Injector.

Terminal #85 Ignition Switch Voltage
5B
Terminal #87A Not used
Terminal #30 Permanent Battery Voltage
Figure 5B-14. Relay Terminal Details. 5. Connect an ohmmeter (Rx1 scale) between the #85 and #86 terminals in the relay. There should be continuity. 6. Attach ohmmeter leads to the #30 and #87 terminals in relay. Initially, there should be no continuity. Using a 12 volt power supply, connect the positive (+) lead to the #85 terminal and touch the negative (-) lead to the #86 terminal. When 12 volts is applied, the relay should activate and continuity should exist (circuit made) between the #30 and #87 terminals. Repeat the test several times. If, at any time the relay fails to activate the circuit, replace the relay. Figure 5B-16. Style 2 Fuel Injector. General The fuel injectors mount into the intake manifold, and the fuel rail attaches to them at the top end. Replaceable O-Rings on both ends of the injector prevent external fuel leakage and also insulate it from heat and vibration. A special clip connects each injector to the fuel rail, retaining it in place.
5B.13

When the key switch is on and the relay is closed, the fuel rail is pressurized, and voltage is present at the injector. At the proper instant, the ECU completes the ground circuit, energizing the injector. The valve needle in the injector is opened electromagnetically, and the pressure in the fuel rail forces fuel down through the inside. The director plate at the tip of the injector (see inset) contains a series of calibrated openings which directs the fuel into the manifold in a cone-shaped spray pattern. 1 2 Service Injector problems typically fall into three general categories: electrical, dirty/clogged, or leakage. An electrical problem usually causes one or both of the injectors to stop functioning. Several methods may be used to check if the injectors are operating. 1. With the engine running at idle, feel for operational vibration, indicating that they are opening and closing. 2. When temperatures prohibit touching, listen for a buzzing or clicking sound with a screwdriver or mechanics stethoscope (see Figure 5B-18). Listen Here
3 4 6 7 5
Multi-Orifice Director Plate With Calibrated Opening Figure 5B-18. Checking Injectors. 3. Disconnect the electrical connector from an injector and listen for a change in idle performance (only running on one cylinder) or a change in injector noise or vibration. If an injector is not operating, it can indicate either a bad injector, or a wiring/electrical connection problem. Check as follows: NOTE: Do not apply voltage to the fuel injector(s). Excessive voltage will burn out the injector(s). Do not ground the injector(s) with the ignition on. Injector(s) will open/turn on if relay is energized.
1. Filter strainer in 4. Valve housing fuel supply 5. Armature 2. Electrical connection 6. Valve body 3. Solenoid winding 7. Valve needle Figure 5B-17. Fuel Injector Details. The injector is opened and closed once for each crankshaft revolution, however only one-half the total amount of fuel needed for one firing is injected during each opening. The amount of fuel injected is controlled by the ECU and determined by the length of time the valve needle is held open, also referred to as the injection duration or pulse width. It may vary in length from 1.5-8 milliseconds depending on the speed and load requirements of the engine.
5B.14

1. Disconnect the electrical connector from both injectors. Plug a 12 volt test light (SPX Part No. KO3217-6) in one connector. Injector leakage is very unlikely, but in those rare instances it can be internal (past the tip of the valve needle), or external (weeping around the injector body). See Figure 5B-20. The loss of system pressure from the leakage can cause hot restart problems and longer cranking times. To check for leakage it will be necessary to remove the blower housing, which may involve removing the engine from the unit.
Check for leaks Figure 5B-19. Volt Test Light. 2. Make sure all safety switch requirements are met. Crank the engine and check for flashing of test light. Repeat test at other connector. Figure 5B-20. Injector Inspection Points. a. If flashing occurs, use an ohmmeter (Rx1 scale) and check the resistance of each injector across the two terminals. Proper resistance is 12-20 . If injector resistance is correct, check whether the connector and injector terminals are making a good connection. If the resistance is not correct, replace the injector following steps 1-8 and 13-16 below. b. If no flashing occurs, reattach connectors to both injectors. Disconnect the main harness connector from the ECU and the connector from the relay. Set the ohmmeter to the Rx1 scale and check the injector circuit resistance as follows: Metal-Cased ECU: Check the resistance between the relay terminal #87 and pin #35 in main connector. Resistance should be 4-15 . Plastic-Cased ECU: Check the resistance between relay terminal #87 and pin #16 in main connector. Then check resistance between relay terminal #87 and pin #17. Resistance should be 4-15 for each circuit. Check all electrical connections, connectors, and wiring harness leads if resistance is incorrect. 1. Engine must be cool. Depressurize fuel system through test valve in fuel rail. 2. Disconnect spark plug leads from spark plugs. 3. Remove the air cleaner outer cover, inner wing nut, element cover and air cleaner element/ precleaner. Service air cleaner components as required. 4. Remove the two screws securing the air cleaner base to throttle body manifold. Remove the air cleaner base to permit access to the injectors. Check condition of air cleaner base gasket, replace if necessary. 5. Remove the flywheel screen if it overlaps the blower housing. 6. If the engine has a radiator-type oil cooler mounted to the blower housing, remove the two oil cooler mounting screws. 7. Remove the blower housing mounting screws. Note the location of the plated (silver) screw attaching the rectifier/regulator ground lead. Remove the blower housing. 8. Thoroughly clean the area around and including the throttle body/manifold and the injectors. 5B.15
5B

9. Disconnect the throttle linkage and damper spring from the throttle lever. Disconnect the TPS lead from the harness.
Ignition System
General A high voltage, solid state, battery ignition system is used with the EFI system. The ECU controls the ignition output and timing through transistorized control of the primary current delivered to the coils. Based on input from the speed sensor, the ECU determines the correct firing point for the speed at which the engine is running. At the proper instant, it releases the flow of primary current to the coil. The primary current induces high voltage in the coil secondary, which is then delivered to the spark plug. Each coil fires every revolution, but every other spark is wasted. Service Except for removing the spark plug lead by unscrewing it from the secondary tower (see Figure 5B-21), no coil servicing is possible. If a coil is determined to be faulty, replacement is necessary. An ohmmeter may be used to test the wiring and coil windings.
10. Remove the manifold mounting bolts and separate the throttle body/manifold from the engine leaving the TPS, fuel rail, air baffle, injectors and line connections intact. Discard the old gaskets. 11. Position the manifold assembly over an appropriate container and turn the key switch on to activate the fuel pump and pressurize the system. Do not turn switch to start position. 12. If either injector exhibits leakage of more than two to four drops per minute from the tip, or shows any sign of leakage around the outer shell, turn the ignition switch off and replace injector as follows. 13. Depressurize the fuel system following the procedure in the fuel warning on page 5B.2. Remove the two fuel rail mounting screws. 14. Clean any dirt accumulation from the sealing/ mounting area of the faulty injector(s) and disconnect the electrical connector(s). 15. Pull the retaining clip off the top of the injector(s) and remove from manifold. 16. Reverse the appropriate procedures to install the new injector(s) and reassemble the engine. Use new O-Rings any time an injector is removed (new replacement injectors include new O-Rings). Lubricate O-Rings lightly with oil. Torque fuel rail and blower housing mounting screws to 3.9 Nm (35 in. lb.), and the intake manifold and air cleaner mounting screws to 9.9 Nm (88 in. lb.). Injector problems due to dirt or clogging are unlikely due to the design of the injectors, the high fuel pressure, and the detergent additives in the gasoline. Symptoms that could be caused by dirty/clogged injectors include rough idle, hesitation/stumble during acceleration, or triggering of fault codes related to fuel delivery. Injector clogging is usually caused by a buildup of deposits on the director plate, restricting the flow of fuel, resulting in a poor spray pattern. Some contributing factors to injector clogging include higher than normal operating temperatures, short operating intervals, and dirty, incorrect, or poor quality fuel. Cleaning of clogged injectors is not recommended; they should be replaced. Additives and higher grades of fuel can be used as a preventative measure if clogging has been a problem. 5B.16
Figure 5B-21. Ignition Coil. NOTE: Do not ground the coils with the ignition on, as they may overheat or spark. 1. Disconnect the main harness connector from ECU. Metal-Cased ECU: Locate pins #1 and #19 in the 35 pin connector. See page 5B.26. Plastic-Cased ECU: Locate pins #22 and #23 in the 24 pin connector. See page 5B.29. 2. Disconnect connector from relay and locate terminal #87 in connector.

3. Using an ohmmeter set on the Rx1 scale, check the resistance in circuits as follows: Metal-Cased ECU: Check between terminal #87 and pin #1 for coil #1. Repeat the test between terminal #87 and pin #19 for coil #2. Plastic-Cased ECU: Check between terminal #87 and pin #22 for coil #1. Repeat the test between terminal #87 and pin #23 for coil #2. A reading of 1.8-4.0 in each test indicates that the wiring and coil primary circuits are OK. a. If reading(s) are not within specified range, check and clean connections and retest. b. If reading(s) are still not within the specified range, test the coils separately from main harness as follows: (1) Disconnect the red and black primary leads from the coil terminals. (2) Connect an ohmmeter set on the Rx1 scale to the primary terminals. Primary resistance should be 1.8-2.5 . (3) Disconnect the secondary lead from the spark plug. Connect an ohmmeter set on the Rx10K scale between the spark plug boot terminal and the red primary terminal. Secondary resistance should be 13,000-17,500 . (4) If the secondary resistance is not within the specified range, unscrew the spark plug lead nut from the coil secondary tower and remove the plug lead. Repeat step 6, testing from the secondary tower terminal to the red primary terminal. If resistance is now correct, the coil is good, but the spark plug lead is faulty, replace the lead. If step 5 resistance was incorrect and/or the secondary resistance is still incorrect, the coil is faulty and needs to be replaced. Figure 5B-22. 35 Pin Connector and O-Ring (MetalCased ECU).
Wiring Harness
The wiring harness used in the EFI system connects the electrical components, providing current and ground paths for the system to operate. All input and output signaling occurs through a special all weather connector that attaches and locks to the ECU (see Figures 5B-22 and 5B-23).
5B
Figure 5B-23. 24 Pin Connector (Plastic-Cased ECU). The condition of the wiring, connectors, and terminal connections is essential to system function and performance. Corrosion, moisture, and poor connections are more likely the cause of operating problems and system errors than an actual component. Refer to the Troubleshooting Electrical section for additional information.
Battery Charging System

EFI engines are equipped with either a 15 or 25 amp charging system to accommodate the combined electrical demands of the ignition system and the specific application. Charging system troubleshooting information is provided in Section 8. 5B.17
Section 5B EFI Fuel System Fuel Components

Fuel Pump
1. Connect the black hose of Kohler pressure tester (SPX Part No. KO3217-4) to the test valve in the fuel rail. Route the clear hose into a portable gasoline container or the equipment fuel tank. 2. Turn on the key switch to activate the pump and check the system pressure on the gauge. If system pressure of 39 psi +3 is observed, the relay, fuel pump, and regulator are working properly. Turn key switch off and depress the valve button on the tester to relieve the system pressure. Internal External a. If the pressure is too high, and the regulator is outside the tank (just down line from the pump), check that the return line from the regulator to the tank is not kinked or blocked. If the return line is good, replace the regulator (see Regulator Service on page 5B.19). b. If the pressure is too low, install in-line T (SPX Part No. KO3217-8) between the pump and regulator and retest the pressure at that point. If it is too low there also, replace the fuel pump. 3. If the pump did not activate (step 2), disconnect the plug from the fuel pump. Connect a DC voltmeter across the terminals in the plug, turn on the key switch and observe if a minimum of 7 volts is present. If voltage is between 7 and 14, turn key switch off and connect an ohmmeter between the terminals on the pump to check for continuity. a. If there was no continuity between the pump terminals, replace the fuel pump. b. If the voltage was below 7, test the wiring harness and relay as covered in the Electrical Relay section. 4. If voltage at the plug was good, and there was continuity across the pump terminals, reconnect the plug to the pump, making sure you have a good connection. Turn on the key switch and listen for the pump to activate. a. If the pump starts, repeat steps 1 and 2 to verify correct pressure. b. If the pump still does not operate, replace it.
Figure 5B-24. Fuel Pump Styles. General An electric fuel pump is used to transfer fuel in the EFI system. Depending on the application, the pump may be inside the fuel tank, or in the fuel line near the tank. The pumps are rated for a minimum output of 25 liters per hour at 39 psi. The pumps have an internal 60-micron filter. In addition, the in-tank style pumps will have a pre-filter attached to the inlet. In-line pump systems may also have a filter ahead of the pump on the pick-up/low pressure side.The final filter is covered separately on page 5B.20. When the key switch is turned on and all safety switch requirements are met, the ECU, through the relay, activates the fuel pump, which pressurizes the system for start-up. If the key switch is not promptly turned to the start position, the engine fails to start, or the engine is stopped with the key switch on (as in the case of an accident), the ECU switches off the pump preventing the continued delivery of fuel. In this situation, the MIL will go on, but it will go back off after 4 cranking revolutions if system function is OK. Once the engine is running, the fuel pump remains on. Service The fuel pumps are non-serviceable and must be replaced if determined to be faulty. If a fuel delivery problem is suspected, make certain the pump is being activated through the relay, all electrical connections are properly secured, the fuses are good, and a minimum of 7.0 volts is being supplied. If during cranking, voltage drops below 7.0 volts, a reduction of fuel pressure may occur resulting in a lean starting condition. If required, testing of the fuel pump and relay may be conducted.
5B.18

Fuel Pressure Regulator
Fuel Pressure Regulator Service Depending on the application, the regulator may be located in the fuel tank along with the fuel pump, or outside the tank just down line from the pump. The regulator is a sealed, non-serviceable assembly. If it is faulty, it must be separated from the base/holder assembly and replaced as follows. 1. Shut engine off, make sure engine is cool, and disconnect the negative (-) battery cable. Base/Holder Assembly 2. Depressurize fuel system through test valve in fuel rail (see fuel warning on page 5B.2). 3. Access the regulator assembly as required and clean any dirt or foreign material away from the area. 4. Remove the snap ring retaining the pressure regulator in the base/holder assembly. Grasp and pull the old regulator out of the base (see Figure 5B-27).
Figure 5B-25. Fuel Pressure Regulator with Base. General The fuel pressure regulator assembly maintains the required operating system pressure of 39 psi 3. A rubber-fiber diaphragm (see Figure 5B-26) divides the regulator into two separate sections; the fuel chamber and the pressure regulating chamber. The pressure regulating spring presses against the valve holder (part of the diaphragm), pressing the valve against the valve seat. The combination of atmospheric pressure and regulating spring tension equals the desired operating pressure. Any time the fuel pressure against the bottom of the diaphragm exceeds the desired (top) pressure, the valve opens, relieving the excess pressure, returning the excess fuel back to the tank. Pressure Regulating Spring
5B
Retaining Ring
Base/Holder Assembly
Fuel Pressure Regulator
Pressure Regulating Chamber Diaphragm
Figure 5B-27. Regulator and Holder Assembly. 5. Always use new O-Rings when reinstalling a regulator. A new replacement regulator will have them already installed. Lightly lubricate the O-Rings with light grease or oil. 6. Install the new regulator by carefully pushing and rotating it into base. Secure with the original snap ring. Be careful not to dent or damage the body of the regulator, as operating performance can be affected. 7. Reassemble any parts removed in step 3.
Valve Inlet Port Return Port (to tank)
Valve Seat Fuel Chamber Outlet Port (to fuel rail)
Figure 5B-26. Fuel Pressure Regulator Details.
5B.19

8. Reconnect the negative (-) battery cable. 9. Recheck regulated system pressure at fuel rail test valve. Fuel Rail
Fuel Rail
Fuel Filter
EFI engines use a high-volume, high-pressure, 10-15 micron, in-line fuel filter. TPS Locking Clip Fuel Injector
Figure 5B-29. Manifold Assembly. General The fuel rail is a formed tube assembly that feeds fuel to the top of the injectors. The tops of the injectors fit into formed cups in the fuel rail. When the rail is fastened to the manifold, the injectors are locked into place. A small retaining clip provides a secondary lock. Incorporated into the fuel rail is a pressure relief/test valve for testing operating pressure or relieving fuel system pressure for servicing. The fuel supply line is attached to the barbed end of the fuel rail with an Oetiker hose clamp. Service The fuel rail is mounted to the throttle body/intake manifold. It can be detached by removing the two mounting screws and the injector retaining clips. Thoroughly clean the area around all joints prior to any disassembly. No specific servicing is required unless operating conditions indicate that it needs internal cleaning or replacement.
Figure 5B-28. In-Line Fuel Filter. Service Filter replacement is recommended every 1500 hours of operation or more frequently under extremely dusty or dirty conditions. Use only the specified filter, and install it according to the directional arrows. DO NOT use a substitute filter as operating performance and safety can be affected. Relieve system pressure through the safety valve in the fuel rail before servicing. NOTE: When replacing the fuel filter, wet the interior of the new filter with gasoline before installation, so the high pump pressure doesnt tear the filtering material.
5B.20

Fuel Line
General The EFI engines have no carburetor, so the throttle function (regulate incoming combustion airflow) is incorporated in the intake manifold assembly. The manifold consists of a one-piece aluminum casting which also provides mounting for the fuel injectors, throttle position sensor, fuel rail, air baffle, idle speed screw, and air cleaner assembly. Service The throttle body/intake manifold is serviced as an assembly, with the throttle shaft, throttle plates, and idle speed adjusting screw installed. The throttle shaft rotates on needle bearings (non-serviceable), capped with rubber seals to prevent air leaks. Figure 5B-30. High Pressure Fuel Line. General High-pressure fuel line with an SAE R9 rating is required for safe and reliable operation, due to the higher operating pressure of the EFI system. If hose replacement is necessary, order by part number or use only the type specified. Special Oetiker clamps (Kohler Part No. 24 237 05-S) are used on all fuel line connections to prevent tampering and safety hazards with the high fuel pressure. The old clamp must be cut to open a connection, so replacement is necessary each time. Pliers (SPX Part No. KO3217-5) is used to crimp the replacement clamps.
Idle Speed Adjustment (RPM)

General The idle speed is the only adjustment that may be performed on the EFI system. The standard idle speed setting for EFI engines is 1500 RPM, but certain applications might require a different setting. Check the equipment manufacturers recommendation. For starting and warm up, the ECU will adjust the fuel and ignition timing, based upon ambient temperature, engine temperature, and loads present. In cold conditions, the idle speed will probably be higher than normal for a few moments. Under other conditions, the idle speed may actually start lower than normal, but gradually increase to the established setting as operation continues. Do not attempt to circumvent this warm up period, or readjust the idle speed during this time. The engine must be completely warmed up for accurate idle adjustment.
5B
CAUTION: Standard fuel line is not compatible and must not be used! Use only Oetiker clamps (Kohler part no. 24 237 05-S) on fuel line connections.
Throttle Body/Intake Manifold Assembly

Low Idle Speed Adjusting Screw
Throttle Body Intake Manifold
Fuel Rail
Figure 5B-31. Upper Intake Manifold.
5B.21

Adjustment Procedure 1. Make sure there are no fault codes present in the ECU memory. 2. Start the engine and allow it to fully warm up and establish closed looped operation (approximately 5-10 min.). 3. Place the throttle control in the idle/slow position and check the idle speed with a tachometer. Turn the idle speed screw in or out as required to obtain 1500 RPM, or the idle speed specified by the equipment manufacturer. 4. The low idle speed adjustment can affect the high idle speed setting. Move the throttle control to the full throttle position and check the high idle speed. Adjust as necessary to 3750 RPM (no load), or the speed specified by the equipment manufacturer. Do not exceed 3750 RPM. Idle Speed Screw Dampening Spring A small dampening spring (Kohler Part No. 24 089 42-S) is being used on the end of the idle speed screw of some EFI engines to help stabilize no load operating speeds. See Figure 5B-32. Dampening Spring (some models) 1-3 mm (0.039-0.117 in.) Exposed Length Off End Of Adjustment Screw Idle Speed Screw The idle speed adjustment procedure remains the same for engines with or without a dampening spring. Typically, no periodic servicing is necessary in this area. If however, removal/replacement of the dampening spring is required, reinstall it as follows: 1. Thread the spring onto the end of idle screw leaving 1-3 mm (0.039-0.117 in.) of the spring extending beyond the end of the idle speed screw. 2. Secure spring onto the screw with a small amount of Permabond LM-737 or equivalent Loctite adhesive. Do not get any adhesive on free coils of spring. 3. Start the engine and recheck the idle speed settings, after sufficient warm up. Readjust as required.
Figure 5B-32. Idle Speed Screw Details.
5B.22

Initial Governor Adjustment
The initial governor adjustment is especially critical on CH26 (EFI) engines because of the accuracy and sensitivity of the electronic control system. Incorrect adjustment can result in overspeed, loss of power, lack of response, or inadequate load compensation. If you encounter any of these symptoms and suspect them to be related to the governor setting, the following should be used to check and/or adjust the governor and throttle linkage. If the governor/throttle components are all intact, but you think there may be a problem with the adjustment, follow Procedure A to check the setting. If the governor lever was loosened or removed, go immediately to Procedure B to perform the initial adjustment. A. Checking the Initial Adjustment 1. Unsnap the plastic linkage bushing attaching the throttle linkage to the governor lever. See Figure 5B-33 Unhook the damper spring from the lever, separate the linkage from the bushing, and remove the bushing from the lever. Mark the hole position and unhook the governor spring from the governor lever. Figure 5B-34. Throttle Details. a. On engines without a stop screw, pivot the throttle shaft and plate assembly into the Full Throttle position. Insert a 1.52 mm (0.060 in.) feeler gauge between the rear tang of the throttle shaft plate and the underside of the manifold boss. Use a locking pliers (needle nose works best) to temporarily clamp the parts in this position. See Figure 5B-35. 2. Check if the engine has a high-speed throttle stop screw installed in the manifold casting boss. See Figure 5B-34.
High-Speed Throttle Stop Screw
5B
Throttle Linkage
Linkage Bushing
Damper Spring
Figure 5B-33. Throttle Linkage/Governor Lever Connection.
Feeler Gauge Figure 5B-35. Inserting Feeler Gauge (Engines Without Stop Screw). b. On engines with a stop screw, pivot the throttle shaft and plate into the Full Throttle position, so the tang of the throttle shaft plate is against the end of the high-speed stop screw. See Figure 5B-34. Temporarily clamp in this position.
5B.23

3. Rotate the governor lever and shaft counterclockwise until it stops. Use only enough pressure to hold it in that position. 4. Check how the end of the throttle linkage aligns with the bushing hole in the governor lever. See Figure 5B-36. It should fall in the center of the hole. If it doesnt, perform the adjustment procedure as follows. 2. Follow the instructions in Step 2 of Checking the Initial Adjustment, then reattach the throttle linkage to the governor lever with the bushing clip. It is not necessary to reattach the damper or governor springs at this time. 3. Insert a nail into the hole in the top of the cross shaft. Using light pressure, rotate the governor shaft counterclockwise as far as it will turn, then torque the hex. nut on the clamping screw to 9.9 Nm (88 in. lb.). See Figure 5B-38. Make sure that the governor arm has not twisted up or down after the nut has been tightened.
Figure 5B-36. Throttle Link in Center of Hole. B. Setting the Initial Adjustment 1. Check the split where the clamping screw goes through the governor lever. See Figure 5B-37. There should be a gap of at least 1/32". If the tips are touching and there is no gap present, the lever should be replaced. If not already installed, position the governor lever on the cross shaft, but leave the clamping screw loose.
Figure 5B-38. Adjusting Governor Shaft. 4. Verify that the governor has been set correctly. With the linkage still retained in the Full Throttle position (Step 2), unsnap the bushing clip, separate the linkage from the bushing, and remove the bushing from the lever. Follow Steps 3 and 4 in Checking the Initial Adjustment. 5. Reconnect the dampening spring into its governor lever hole from the bottom. Reinstall the bushing and reattach the throttle linkage. See Figure 5B-33. Reattach the governor spring in the marked hole. 6. Start the engine and allow it to fully warm up and establish closed loop operation (approximately 5-10 min.). Check the speed settings and adjust as necessary, first the low idle speed, and then the high speed setting.
Figure 5B-37. Checking Split of Clamp.
5B.24
Section 5B EFI Fuel System Troubleshooting

General When troubleshooting a problem on an engine with EFI, basic engine operating problems must be eliminated first before faulting the EFI system components. What appears to be an EFI problem could be something as simple as a fuel tank with debris in the bottom or a plugged vent. Be sure the engine is in good mechanical operating condition and all other systems are functional before attempting to troubleshoot the EFI system.
Electrical System
The EFI system is a 12 VDC negative ground system, designed to operate down to a minimum of 7.0 volts. If system voltage drops below this level, the operation of voltage sensitive components such as the ECU, fuel pump, and injectors will be intermittent or disrupted, causing erratic operation or hard starting. A fully charged, 12 volt battery with a minimum of 250 cold cranking amps is important in maintaining steady and reliable system operation. Battery condition and state of charge should always be checked first when troubleshooting an operational problem. Keep in mind that EFI-related problems are more often caused by the wiring harness or connections than by the EFI components. Even small amounts of corrosion or oxidation on the terminals can interfere with the milliamp currents used in system operation. Cleaning the connectors and grounds will solve problems in many cases. In an emergency situation, simply disconnecting and reconnecting the connectors may clean up the contacts enough to restore operation, at least temporarily. If a fault code indicates a problem with an electrical component, disconnect the ECU connector and test for continuity between the component connector terminals and the corresponding terminals in the ECU connector using an ohmmeter. Little or no resistance should be measured, indicating that the wiring of that particular circuit is OK. An illustrated listing of numerical terminal locations, for each style of ECU connector is provided on page 5B.26 for the metalcased ECU, and page 5B.29 for the plastic-cased ECU. NOTE: When performing voltage or continuity tests, avoid putting excessive pressure on or against the connector pins. Flat pin probes are recommended for testing to avoid spreading or bending the terminals.
Troubleshooting Guide
Engine starts hard or fails to start when cold 1. Fuel pump not running 2. Engine temp sensor faulty 3. Incorrect fuel pressure 4. TPS faulty 5. TPS offset incorrect 6. Stale fuel 7. Low system voltage 8. Speed sensor loose or faulty 9. Faulty injectors 10. Faulty coils Engine starts hard or fails to start when hot 1. Fuel pressure low 2. Fuel pump not running 3. Engine temp sensor faulty 4. Insufficient fuel delivery 5. TPS faulty 6. TPS offset incorrect 7. Speed sensor loose or faulty 8. Faulty injectors Engine stalls or idles roughly (cold or warm) 1. Insufficient fuel delivery 2. TPS faulty 3. TPS offset incorrect 4. Faulty engine temperature sensor 5. Faulty injectors Engine misses, hesitates, or stalls under load 1. Insufficient fuel delivery 2. TPS faulty 3. Faulty coils 4. Faulty injectors
5B
5B.25

Metal-Cased ECU Systems
Pin # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 Component Ignition Coil #1 Not used Engine Speed Sensor ECU Production Test Terminal Not Used Not Used Not Used TPS Initialization Terminal Engine Ground 02 Sensor Not Used Throttle Position Sensor Not Used Oil Temperature Sensor Not Used ECU Permanent Battery Voltage ECU Switched Battery Voltage Engine Ground Ignition Coil #2 Vehicle Ground Engine Speed Sensor Not Used Not Used Not Used Throttle Position Sensor Not Used Throttle Position Sensor/Oil Temperature Sensor Power Relay Not Used Not Used Malfunction Indicator Light Not Used Vehicle Ground Not Used Fuel Injectors
19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
5B.26

Plastic-Cased ECU Systems
Pin # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Function Permanent Battery Voltage Switched Ignition Voltage Safety Switch Throttle Position Sensor (TPS) and Temperature Sensor Not Used (Ground) Oil Temperature Sensor Input Not Used Throttle Position Sensor (TPS) Input Speed Sensor Input Speed Sensor Ground Oxygen Sensor Input Not Used (Oxygen Sensor Ground if needed) Diagnostic Line Throttle Position Supply Voltage Battery Ground Injector 1 Output Injector 2 Output Fuel Pump Relay Output Malfunction Indicator Light (MIL) Not Used (Tach Output if needed) Not Used Ignition Coil #1 Output Ignition Coil #2 Output TPS Initialization Terminal
1 2 3 4 5 6 7 8 9 10 11 12
13 14 15 16 17 18 19 20 21 22 23 24
5B
5B.29

Fuel System
WARNING: Fuel System Under Pressure! The fuel system operates under high pressure. System pressure must be relieved through the test valve in the fuel rail prior to servicing or removing any fuel system components. Do not smoke or work near heaters or other fire hazards. Have a fire extinguisher handy and work only in a well-ventilated area. The function of the fuel system is to provide sufficient delivery of fuel at the system operating pressure of 39 psi 3. If an engine starts hard, or turns over but will not start, it may indicate a problem with the EFI fuel system. A quick test will verify if the system is operating. 1. Disconnect and ground the spark plug leads. 1. Start with the key switch off. 2. Complete all safety interlock requirements and crank the engine for approximately 3 seconds. 3. Remove the spark plugs and check for fuel at the tips. a. If there is fuel at the tips of the spark plugs, the fuel pump and injectors are operating. b. If there is no fuel at the tips of the spark plugs, check the following: (1) Make sure the fuel tank contains clean, fresh, proper fuel. (2) Make sure that vent in fuel tank is open. (3) Make sure fuel tank valve (if so equipped) is fully opened. (4) Make sure battery is supplying proper voltage. (5) Check that the fuses are good, and that all electrical and fuel line connections are good. (6) Test fuel pump and relay operation as described earlier under Fuel Pump Service. 2. Turn the key switch on-off-on-off-on, leaving it on in the third sequence. The time between sequences must be less than 2.5 seconds. 3. Any stored fault codes will then be displayed as a series of MIL blinks (from 2 to 6) representing the first digit, followed by a pause, and another series of blinks (from 1 to 4) for the second digit (see Figure 5B-39). a. Its a good idea to write down the codes as they appear, as they may not be in numerical sequence. b. Code 61 will always be the last code displayed, indicating the end of code transmission. If code 61 appears immediately, no other fault codes are present.
Fault Codes
The ECU continuously monitors engine operation against preset performance limits. If the operation is outside the limits, the ECU activates the MIL and stores a diagnostic code in its fault memory. If the component or system returns to proper function, the ECU will eventually self-clear the fault code and turn off the MIL. If the MIL stays illuminated, it warns the customer that dealer service is required. Upon receipt, the dealer technician can access the fault code(s) to help determine what portion of the system is malfunctioning. Eleven 2-digit blink codes are available. The codes are accessed through the key switch and displayed as blinks or flashes of the MIL. Access the codes as follows.
5B.30

Example of Diagnostic Display 1. Diagnostic display initiated through ignition key sequencing. 2.
Long Pause Short Pauses
3.
Code 32 3 2
4. 5.
Long Pause Code 61 6 1
6. 7. Figure 5B-39.
Long Pause Light remains on at end of transmission
5B
After the problem has been corrected, the fault codes may be cleared as follows. 1. Disconnect the negative (-) battery cable from battery terminal for 1 minute, or disconnect the main harness connector from the ECU for one minute. 2. Reconnect the cable and tighten securely. Start the engine and allow it to run for several minutes. The MIL should remain off if the problem was corrected, and the fault codes should not reappear (codes 31, 32, 33, and 34 may require 10 -15 minutes of running to reappear). The following chart lists the fault codes, what they correspond to, and what the visual indications will be. Following the chart is a list of the individual codes with an explanation of what triggers them, what symptoms might be expected, and the probable causes.
Diagnostic Code Summary

CODE 21 22 23 24 31 32 33 34 42 61 COMPONENT/SENSOR Engine Speed Synchronization Throttle Position Sensor (TPS) Engine Control Unit (ECU) Engine Speed Sensor Oxygen Sensor (short hi/low) Oxygen Sensor (no change) Fuel System/Oxygen Sensor (temporary adaption at limit) Fuel System/Oxygen Sensor (learned adaption at limit) Oil Temperature Sensor End of Code Transmission BLINK DIAGNOSTIC Yes Yes Yes No Yes Yes Yes Yes Yes Yes MIL ILLUMINATED Yes Yes Yes Yes Yes No No Yes Yes N/A
5B.31

Code: Source: Explanation: 21 Engine Speed Sensor ECU receiving inconsistent tooth count signals from speed sensor. Expected Engine Response: Possible misfire as ECU attempts to resynchronize, during which time fuel and spark calculations are not made. Possible Causes: 1. Engine Speed Sensor Related a. Sensor connector or wiring. b. Sensor loose or incorrect air gap. c. Flywheel key sheared. 2. Speed Sensor Ring Gear Related a. Damaged teeth. b. Varying gap (gear loose/out of alignment). 3. Engine Wire Harness Related Metal-Cased ECU a. Pin circuits 3 and/or 21 wiring or connectors. b. Shielding for pin circuits 3 and/or 21 damaged or not properly grounded. c. Poor grounds in system (battery, ECU, oxygen sensor, shielding, fuel pump, ignition output). d. Pin circuits 3 and/or 21 routed near noisy electrical signals (coils, spark plug lead, plug connector). 3. Engine Wire Harness Related Plastic-Cased ECU a. Pin circuits 9 and/or 10 wiring or connectors. b. Shielding for pin circuits 9 and/or 10 damaged or not properly grounded. c. Poor or improper grounds in system (battery, ECU oxygen sensor, shielding, fuel pump, ignition output). d. Pin circuits 9 and/or 10 routed near noisy electrical signals (coils, spark plug lead, plug connector). 4. ECU/Harness Related a. ECU-to-harness connection problem. Code: 22 Source: Throttle Position Sensor (TPS) Explanation: Unrecognizable signal is being sent from sensor (too high, too low, inconsistent). Expected Engine Response: A limp-home operating mode occurs, with an overall decrease in operating performance and efficiency. Fuel delivery is based upon the oxygen sensor and five mapped values only. Rich running (black smoke) will occur until closed loop operation is initiated. A stumble or misfire on hard acceleration and/or erratic operation may be exhibited. Possible Causes: 1. TPS Sensor Related a. Sensor connector or wiring. b. Sensor output affected or disrupted by dirt, grease, oil, wear, or breather tube position (must be to side opposite the TPS). c. Sensor loose on throttle body manifold. 2. Throttle Body Related a. Throttle shaft or bearings worn/damaged. 3. Engine Wire Harness Related Metal-Cased ECU a. Pin circuits 12, 25 and/or 27 damaged (wiring or connectors). b. Pin circuits 12, 25 and/or 27 routed near noisy electrical signal (coils, alternator). c. Intermittent 5 volt source from ECU (pin circuit 25). 3. Engine Wire Harness Related Plastic-Cased ECU a. Pin circuits 4, 8, and/or 14 damaged (wiring, connectors). b. Pin circuits 4, 8, and/or 14 routed near noisy electrical signal (coils, alternator). c. Intermittent 5 volt source from ECU (pin circuit 14). 4. ECU/Harness Related a. ECU-to-harness connection problem.
5B.32

Code: Source: Explanation: 23 ECU ECU is unable to recognize or process signals from its memory. Expected Engine Response: Engine will not run. Possible Causes: 1. ECU (internal memory problem). a. Diagnosable only through the elimination of all other system/component faults. Code: Source: Explanation: 24 (Will not blink out) Engine Speed Sensor No tooth signal from speed sensor. MIL light will not go out when cranking. Expected Engine Response: None-engine will not start or run as ECU is unable to estimate speed. Possible Causes: 1. Engine Speed Sensor Related a. Sensor connector or wiring. b. Sensor loose or air gap incorrect. 2. Speed Sensor Wheel Related a. Damaged teeth. b. Gap section not registering. 3. Engine Wire Harness Related a. Pin circuit wiring or connectors. Pin(s) 3 and/or 21 for metal-cased ECU. Pin(s) 9 and/or 10 plastic-cased ECU. 4. ECU/Harness Related a. ECU-to-harness connection problem. Code: Source: Explanation: 31 Fuel Mixture or Oxygen Sensor Oxygen sensor not sending proper voltage signal to ECU. Expected Engine Response: System operates under open loop control only. Until fault is detected and registered by ECU, engine will run rich if oxygen sensor is shorted to ground or lean if it is shorted to battery voltage. After fault is detected, performance can vary, depending on cause. If performance is pretty good, the problem is probably with the oxygen sensor, wiring, or connectors. If the engine is still running rich (laboring, short on power) or lean (popping or misfiring), the fuel mixture is suspect, probably incorrect TPS initialization. Possible Causes: 1. TPS Initialization Incorrect a. Lean condition (check oxygen sensor signal with VOA and see Oxygen Sensor section). 2. Engine Wire Harness Related a. Pin circuit wiring or connectors. Pin 10 for metal-cased ECU. Pin 11 for plastic-cased ECU. 3. Oxygen Sensor Related a. Sensor connector or wiring problem. b. Exhaust leak. c. Poor ground path to engine (sensor is case grounded).
5B
5B.33

Code: Source: Explanation: 32 Oxygen Sensor No change in the sensor output signal. Expected Engine Response: Open loop operation only, may cause a drop in system performance and fuel efficiency. Possible Causes: 1. Engine Wiring Harness Related a. Pin circuit wiring or connectors. Pin 10 for metal-cased ECU. Pin 11 for plastic-cased ECU. 2. Oxygen Sensor Related a. Sensor connector or wiring problem. b. Sensor contaminated or damaged. c. Sensor below the minimum operating temperature (375 C, 709 F). d. Poor ground path to engine (sensor grounds through shell, see Oxyen Sensor section). Code: Source: Explanation: 33 Oxygen Sensor/Fuel System Temporary fuel adaptation control is at the upper or lower limit. Expected Engine Response: Erratic performance. Will run rich (smoke) if on the lower limit or lean (misfire) if on the upper limit. Possible Causes: 1. Fuel Supply Related a. Ran out of gas. b. Fuel inlet screen plugged (in-tank fuel pump only). c. Incorrect fuel pressure at fuel rail. 2. Oxygen Sensor Related a. Sensor connector or wiring problem. b. Sensor contaminated or damaged. c. Exhaust leak. d. Poor ground path. e. Pin circuit wiring or connectors. Pin 10 for metal-cased ECU. Pin 11 for plastic-cased ECU. 3. TPS Sensor Related a. Throttle plate position incorrectly set or registered during Initialization. b. TPS problem or malfunction. 4. Engine Wiring Harness Related a. Difference in voltage between sensed voltage (pin circuit 17 for metal-cased ECU, pin circuit 2 for plastic-cased ECU) and actual injector voltage (circuit 45/45A). 5. Systems Related a. Ignition (spark plug, plug wire, ignition coil. b. Fuel (fuel type/quality, injector, fuel pump, fuel pressure. c. Combustion air (air cleaner dirty/restricted, intake leak, throttle bores). d. Base engine problem (rings, valves). e. Exhaust system leak. f. Fuel in the crankcase oil. g. Blocked or restricted fuel return circuit to tank. 6. ECU Related a. ECU-to-harness connection problem. Code: Source: 34 Oxygen Sensor/Fuel System Components Explanation: Long term fuel adaptation control is at the upper or lower limit. Expected Engine Response: System operates closed loop. No appreciable performance loss as long as the temporary adaptation can provide sufficient compensation. Possible Causes: 1. Oxygen Sensor Related a. Sensor connector or wiring. b. Sensor contaminated or damaged. c. Exhaust leak. d. Poor ground path. e. Pin circuit wiring or connectors. Pin 10 for metal-cased ECU. Pin 11 for plastic-cased ECU. 2. TPS Sensor Related a. Throttle plate position incorrect during Initialization procedure. b. TPS problem or malfunction. 3. Engine Wiring Harness Related a. Difference in voltage between sensed voltage (pin circuit 17 for metal-cased ECU, pin circuit 2 for plastic-cased ECU) and actual injector voltage (circuit 45/45A). b. Problem in wiring harness. c. ECU-to-harness connection problem.
5B.34

4. Systems Related a. Ignition (spark plug, plug wire, ignition coil. b. Fuel (fuel type/quality, injector, fuel pressure, fuel pump). c. Combustion air (air cleaner dirty/restricted, intake leak, throttle bores). d. Base engine problem (rings, valves). e. Exhaust system leak (muffler, flange, oxygen sensor mounting boss, etc.). f. Fuel in the crankcase oil. g. Altitude. h. Blocked or restricted fuel return circuit to tank. Code: 42 Source: Oil Temperature Sensor Explanation: Not sending proper signal to ECU. Expected Engine Response: Engine may be hard to start because ECU cant determine correct fuel mixture. Possible Causes: 1. Temperature Sensor Related a. Sensor wiring or connection. 2. Engine Wiring Harness Related Metal-Cased ECU a. Pin circuits 14 and/or 27A damaged (wires, connectors) or routed near noisy signal (coils, alternator, etc.). b. ECU-to-harness connection problem. 2. Engine Wiring Harness Related Plastic-Cased ECU a. Pin circuits 6 and/or 4A damaged (wires, connectors) or routed near noisy signal (coils, alternator, etc.). b. ECU-to-harness connection problem. 3. System Related a. Engine is operating above the 176C (350F) temperature sensor limit. Code: Source: Explanation: 61 Denotes the end of fault codes. If signaled first, no other fault codes are present.
Troubleshooting Flow Chart

The following flow chart (on page 5B.36) provides an alternative method of troubleshooting the EFI system. The chart will enable you to review the entire system in about 10-15 minutes. Using the chart, the accompanying diagnostic aids (listed after the chart), and any signaled fault codes, you should be able to quickly locate any problems within the system.
5B
5B.35
*Operate for an appropriate period of time based upon original fault codes.
Figure 5B-40. 5B.36

Flow Chart Diagnostic Aids
Diagnostic Aid #1 SYSTEM POWER (MIL does not illuminate when key is turned on) Possible causes: 1. Battery 2. Main system fuse 3. MIL light bulb burned out 4. MIL electrical circuit problem Metal-Cased ECU: Pin circuits 31 and 31A. Plastic-Cased ECU: Pin circuits 19 and 84 5. Ignition switch 6. Permanent ECU power circuit problem Metal-Cased ECU: Pin circuit 16 Plastic-Cased ECU: Pin circuit 1 7. Switched ECU power circuit problem Metal-Cased ECU: Pin circuit 17 Plastic-Cased ECU: Pin circuit 2. 8 ECU grounds 9. ECU Diagnostic Aid #2 FAULT CODES (Refer to detailed fault code listing before flow chart and servicing information for the respective components) 1. 2. 3. 4. 5. 6. Code 21 - Engine Speed Synchronization Code 22 - Throttle Position Sensor (TPS) Code 23 - Engine Control Unit (ECU) Code 31 - Oxygen Sensor Code 32 - Oxygen Sensor Code 33 - Fuel System (temporary adaptation factor) 7. Code 34 - Fuel System (permanent adaptation factor) 8. Code 42 - Oil Temperature Sensor 9. Code 61 - End of Fault/Blink Code Transmission. Diagnostic Aid #3 RUN/ON (MIL remains on while engine is running)* Possible causes: 1. Fault codes which turn on MIL when engine is running. a. Code 21 - Engine Speed Synchronization b. Code 22 - Throttle Position Sensor (TPS) c. Code 23 - Engine Control Unit (ECU) d. Code 31 - Oxygen Sensor (shorted) e. Code 34 - Fuel System (permanent adaptation at limit) f. Code 42 - Oil Temperature Sensor 2. MIL circuit grounded between light and ECU. Metal-Cased ECU: Pin circuit 31. Plastic-Cased ECU: Pin circuit 19. 3. ECU *NOTE: MIL in Metal-Cased ECU systems is an LED. The MIL in Plastic-Cased ECU systems must be a 1/4 watt incandescent lamp. Diagnostic Aid #4 SPEED SENSOR (MIL does not turn off during cranking) Possible causes: 1. Speed sensor 2. Speed sensor circuit problem Metal-Cased ECU: Pin circuits 3 and 21 Plastic-Cased ECU: Pin circuits 10 and 9. 3. Speed sensor/toothed wheel air gap 4. Toothed wheel 5. Flywheel key sheared 6. ECU Diagnostic Aid #5 FUEL PUMP (fuel pump not turning on) Possible causes: 1. Fuel pump fuse 2. Fuel pump circuit problem Metal-Cased ECU: Circuits 43, 44, and relay Plastic-Cased ECU: Circuits 30, 87, and relay 3. Fuel pump
5B
5B.37

Diagnostic Aid #6 RELAY (relay not operating) Possible causes: 1. Safety switches/circuit(s) problem Metal-Cased ECU: Circuits 41 and 41A Plastic-Cased ECU: Circuit 3 2. Relay circuit(s) problem Metal-Cased ECU: Circuits 28, 41, and 41A Plastic-Cased ECU: Circuits 18, 85, 30, and 87 3. Relay 4. ECU grounds 5. ECU Diagnostic Aid #7 IGNITION SYSTEM (no spark) Possible causes: 1. Spark plug 2. Plug wire 3. Coil 4. Coil circuit(s) Metal-Cased ECU: Circuits 1, 19, 40, 40A, 43, and relay Plastic-Cased ECU: Circuits 22, 23, 65, 66, 30, and relay 5. ECU grounds 6. ECU Diagnostic Aid #8 FUEL SYSTEM-ELECTRICAL (no fuel delivery) Possible causes: 1. No fuel 2. Air in fuel rail 3. Fuel valve shut off 4. Fuel filter/line plugged 5. Injector circuit(s) Metal-Cased ECU: Circuits 35, 35A, 45, and 45A Plastic-Cased ECU: Circuits 16, 17, 45, and 45A 6. Injector 7. ECU grounds 8. ECU Diagnostic Aid #9 FUEL SYSTEM (fuel pressure) Possible causes for low fuel system pressure: 1. Low fuel 2. Fuel filter plugged 3. Fuel supply line plugged 4. Pressure regulator 5. Fuel pump Possible causes for high fuel system pressure: 1. Pressure regulator 2. Fuel return line plugged or restricted. Diagnostic Aid #10 BASIC ENGINE (cranks but will not run) Possible causes: 1. Refer to basic engine troubleshooting charts within service manual sections 3, 5, and 8.
Common Complaints/Problems
Following are some of the most common complaints or problems reported by customers. For each problem, you will find a list of the most likely causes or areas to be investigated. Always start by checking if there are any stored fault codes to steer you in the right direction. Engine starts hard or fails to start when cold. (Code 42) 1. Fuel pump not activating/operational. 2. Temperature sensor faulty. 3. Fuel pressure insufficient/incorrect. 4. Fuel injector(s) leaking. 5. Fuel injector(s), fuel filter, fuel line, or fuel pick-up dirty, clogged, or restricted. 6. Speed sensor malfunction. 7. Stale fuel. 8. Low system voltage. 9. Bad spark plug(s) or coil(s). 10. Base ignition timing incorrect. Engine starts hard or fails to start when warm. (Code 42) 1. Insufficient fuel system pressure. 2. Temperature sensor faulty. 3. Fuel injector(s) leaking. 4. Fuel injector(s), fuel filter, fuel line, or fuel pick-up dirty/restricted. 5. Low fuel pressure. 6. Wrong grade of fuel. 7. Bad spark plug(s) or coil(s). 8. Low system voltage. 9. Speed sensor problem. 10. Base ignition timing problem. Engine stalls or idles roughly. (Code 22, 34, 42) 1. Vacuum (intake air) leak. 2. Fuel injector(s), fuel filter, fuel line, or fuel pick-up dirty/clogged/restricted. 3. Insufficient fuel pressure/delivery. 4. Temperature sensor faulty. 5. TPS faulty or TPS Initialization Procedure incorrect. 6. Leaking fuel injector O-Rings. 7. Bad spark plug(s) or coil(s).
5B.38

Engine idles too fast (after full warm-up). 1. Throttle linkage binding or not returning to idle position. 2. Idle speed adjustment incorrect. 3. Vacuum (intake air) leak. 4. Leaking fuel injector O-Rings (injector to manifold). 5. Temperature sensor faulty. 6. TPS faulty or TPS Initialization Procedure. incorrect. 7. Base ignition timing incorrect. Engine misses, hesitates, or stalls under load. (Code 22, 34) 1. Fuel injector(s), fuel filter, fuel line, or fuel pick-up dirty/restricted. 2. Dirty air cleaner. 3. Insufficient fuel pressure or fuel delivery. 4. Vacuum (intake air) leak. 5. Improper governor setting, adjustment or operation. 6. Speed sensor malfunction. 7. TPS faulty, mounting problem or TPS Initialization Procedure incorrect. 8. Bad coil(s), spark plug(s), or wires. 9. Base ignition timing incorrect. Low Power 1. Throttle plates in throttle body/intake manifold not fully opening to WOT stop (if so equipped). 2. Insufficient fuel delivery. 3. Dirty air filter. 4. Faulty/malfunctioning ignition system. 5. TPS faulty or mounting problem. 6. Basic engine problem exists. 7. Improper governor adjustment. 8. Plugged/restricted exhaust. 9. One injector not working. 10. One spark plug, coil, or wire not working.
5B
5B.39

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Section 5 CH18-26 Fuel System and Governor

Section 5 Fuel System and Governor

Section 5 Fuel System and Governor

Troubleshooting Fuel System Related Causes

Section 5 Fuel System and Governor

Section 5 Fuel System and Governor

Throttle Control Cable

Section 5A CH18-25 LPG Fuel Systems

Section 5A LPG Fuel Systems

Fuel Line Vaporizer Vacuum Line

Lock-Off/Filter Assembly LPG Regulator Figure 5A-1. 5A.1

Section 5A LPG Fuel Systems

Section 5A LPG Fuel Systems

LPG Carburetor Adjustments

Idle Speed Adjusting Screw

Figure 5A-2. Impco Carburetor.

Fuel Inlet Plastic Bushing

Vacuum Port Idle Speed Adjusting Screw

Section 5A LPG Fuel Systems

LPG Fuel System Component Service

Section 5A LPG Fuel Systems

Section 5A LPG Fuel Systems

Section 5A LPG Fuel Systems

HIgh Speed Stop Collar

High Speed Stop Collar Figure 5A-11. Full Throttle Position.

Section 5A LPG Fuel Systems

Section 5A LPG Fuel Systems

Figure 5A-18. Impco (Beam) Regulator.

Section 5A LPG Fuel Systems

Section 5A LPG Fuel Systems

Figure 5A-21. Primary Chamber.

Figure 5A-22. Secondary Chamber.

Section 5A LPG Fuel Systems

Section 5B CH26 EFI Fuel System

Section 5B Electronic Fuel Injection (EFI) Fuel System

Section 5B EFI Fuel System Description

Initial Starting/Priming Procedure

Section 5B EFI Fuel System

Section 5B EFI Fuel System

Figure 5B-1. Metal-Cased ECU.

Section 5B EFI Fuel System

Engine Speed Sensor

Section 5B EFI Fuel System

Throttle Position Sensor (TPS)

Section 5B EFI Fuel System

Continuity Yes Yes Yes Yes Yes

Section 5B EFI Fuel System

Figure 5B-7. Service Connector Plug, Metal-Cased ECU Harness.

Figure 5B-8. Service Connector Plug, PlasticCased ECU Harness.

Section 5B EFI Fuel System

Oil Temperature Sensor

Section 5B EFI Fuel System

Connection Cable Disc Spring Ceramic Support Tube Protective Sleeve

5. Contact Element 6. Sensor Housing 7. Active Ceramic Sensor 8. Protective Tube

Figure 5B-11. Cutaway of Oxygen Sensor.

Section 5B EFI Fuel System

Section 5B EFI Fuel System

Terminal #87A Not used

Terminal #86 ECU Controlled Ground