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- 3. 25ST0072-2 Rev. 04/4/00 3 DDEC AGENDA • Pre-Test • Objectives • Review Manuals • Features & Components • System Hardware • Repair Tools • Basic Electricity • Trouble Shooting • DDEC Reprogramming • Post-Test, Evaluations
- 4. 25ST0072-2 Rev. 04/4/00 4 DDEC History • DDEC I Introduced in 1985 on 92 Series • Series 60 Introduced in 1987 As the First Engine Ever Designed Exclusively for Electronic Controls • DDEC II Introduced in 1987 • DDEC III Introduced April, 1993 • DDEC III Full Production January, 1994 • DDEC IV Initial Release, August, 1997 • DDEC IV Full Production, January, 1998
- 5. 25ST0072-2 Rev. 04/4/00 5 What is DDEC? An advanced electronic fuel injection control system that can be integrated into many applications DDEC Consists of: • Sensors and switches • Conductors and connections • ECM (computer) – Hardware – Software • Injectors
- 6. 25ST0072-2 Rev. 04/4/00 7 Electronic Engine Advantages • Engine Protection • Engine Diagnostics • Reduced Maintenance • Improved Engine Governing • Fuel Economy Optimization • Enhanced Cold Starting • Smoke Control • Reduced Emission Levels
- 7. 25ST0072-2 Rev. 04/4/00 9 DDEC IV Features • Four New ECM’s ECM Description Standard Truck 6 Cylinder 12 Volt Universal 8 Cylinder 12/24 Volt S4000 8 Cylinder 12/24 Volt Natural Gas 8 Cylinder 12/24 Volt • Increased Memory - 57% Over DDEC III • Faster Processing Time - 50% Over DDEC III • J1939 Communication Link - Standard • Battery Backed Real Time Clock & Calendar • DDEC Data (Enhanced ECM Data Pages) - Standard
- 8. 25ST0072-2 Rev. 04/4/00 10 DDEC Necessities Ignition Electronic Control Module (ECM) EEPROM +- Battery Timing Reference Synch Reference EUI
- 9. 25ST0072-2 Rev. 04/4/00 11 Schematic Diagram DDEC III/ IV Electronic Control Module (ECM) EEPROM
- 10. 25ST0072-2 Rev. 04/4/00 12 Electronic Control Module
- 11. 25ST0072-2 Rev. 04/4/00 13 Electronic Control Module DDC responsibility Engine sensors, harness, & connectors Injector harness & connectors Injectors OEM responsibility Mandatory circuits Power and Ground J1922,J1939, Ignition Throttle position sensor Optional circuits Manual fan on switch, Jake Brake, 439 Ignition wire
- 12. 25ST0072-2 Rev. 04/4/00 14 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery
- 13. 25ST0072-2 Rev. 04/4/00 15 Power Supply • DDEC II - 12 Volt • DDEC III - 12/24 Volt • DDEC IV- 12 or 24 Volt • Source must be Isolated from any other Vehicle Accessory • The ECM Power Source must be Fused with the Proper Amp • The ECM Must Be Incorporated with a 5 Amp Fuse on the 440 wire going into the 439 wire. • The ECM Case Must be Electrically Isolated from any Chassis Ground
- 14. 25ST0072-2 Rev. 04/4/00 16 Power Supply DDEC III/ IV
- 15. 25ST0072-2 Rev. 04/4/00 17 Power Supply DDEC III / IV
- 16. 25ST0072-2 Rev. 04/4/00 18 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery EUI
- 17. 25ST0072-2 Rev. 04/4/00 19 Electronic Unit Injectors Series 71/92 EUI Series 149 EUI Series 50/60 EUI Series 4000 Spray Nozzle Series 2000 EUP Series 53 EUI
- 18. Series 50/60 Injector Animation Fuel out Fuel in Voltage in Solenoid Plunger Poppet Valve Needle Valve Rocker Arm Cam
- 21. 25ST0072-2 Rev. 04/4/00 23 Electronic Unit Pump
- 22. 25ST0072-2 Rev. 04/4/00 24 Top Of Stroke Injector Tip Fuel In Fuel Out
- 23. 25ST0072-2 Rev. 04/4/00 25 Start Of Injection Injector Tip Fuel In Fuel Out
- 24. 25ST0072-2 Rev. 04/4/00 26 End Of Injection Injector Tip Fuel In Fuel Out
- 25. 25ST0072-2 Rev. 04/4/00 27 Injection Sequence Injector Tip Fuel In Fuel Out Injector Tip Fuel In Fuel Out Injector Tip Fuel In Fuel Out
- 26. 25ST0072-2 Rev. 04/4/00 28 Injector Calibration Codes • DDEC II No Calibration Codes • DDEC III/ IV Calibration Codes From 00-99 Calibration Code Part Number
- 27. 25ST0072-2 Rev. 04/4/00 29 Injector Cycle Terminology IRT Injector Response Time - Length of Time (ms) required to close the Control Valve PW Pulse Width - Degrees of Crankshaft Rotation when Fuel is Injected
- 28. 25ST0072-2 Rev. 04/4/00 30 Injector Response Times
- 29. 25ST0072-2 Rev. 04/4/00 31 Cylinder Cut-Out
- 30. 25ST0072-2 Rev. 04/4/00 32 Injection Cycle BOE BOI EOE EOI IRT Time PW (Inflection Point) BAT Voltage 0V V_REG, 5V Current0A Closed Open Control Valve Lift Injection Rate
- 31. 25ST0072-2 Rev. 04/4/00 34 Sensor Operations Operates on 5 Volts for All D.C. Sensors .25 4.75 Normal Operating Range Low Voltage 0 5 High Voltage
- 32. 25ST0072-2 Rev. 04/4/00 35 Sensor Wiring • Common Return Circuit. #452 • Thermistor • Piezoresistive Pressure sensor • Voltage is Proportional to Pressure
- 33. 25ST0072-2 Rev. 04/4/00 36 2-wire Sensors 5V Supply Signal Return ECM Sensor Open = HI VOLTAGE Short = LO VOLTAGE
- 34. 25ST0072-2 Rev. 04/4/00 37 3-wire Sensors ECM Sensor 5V Supply Signal Return Open Supply = LO VOLTAGE Open Signal = LO VOLTAGE Open Return = HI VOLTAGE HI VOLTAGESupply short to Signal = Supply short to Return = LO VOLTAGE Signal short to Return = LO VOLTAGE
- 35. 25ST0072-2 Rev. 04/4/00 38 SRS/TRS Sensors • SRS/TRS: Magnetic pickup sensors generate alternating current (A.C.). The frequency will change dependent on the speed of the pulse wheel (RPM of engine).
- 36. 25ST0072-2 Rev. 04/4/00 39 Electronic Control Module (ECM) EEPROM +- Battery Timing Reference Synch Reference Schematic Diagram DDEC III / IV EUI
- 37. 25ST0072-2 Rev. 04/4/00 41 Series 50/60 SRS/TRS Sensors SRS/TRS Timing Wheel DDEC III/ IV Bull Gear DDEC III/ IV
- 39. 25ST0072-2 Rev. 04/4/00 43 Series 2000 SRS/TRS Sensors SRS/TRS Cam Gear/SRS TIMING WHEEL TIMING WHEEL
- 41. 25ST0072-2 Rev. 04/4/00 45 Series 4000 SRS/TRS Sensors SRS/TRS Cam Gear/SRS Timing Wheels
- 43. 25ST0072-2 Rev. 04/4/00 47 Two Cycle SRS/TRS with Timing Wheel SRS/TRS Sensor Series 71 Series 92 / 6V, 8V, 12V-71 SRS/TRS Sensor Timing Wheel & Cam Pulley Timing Wheel & Cam Pulley
- 44. 25ST0072-2 Rev. 04/4/00 48 Two Cycle SRS/TRS with Timing Wheel SRS/TRS Sensors Timing Wheels Timing Wheels Series 92, 12V, 16V SRS/TRS Sensors Series 149
- 45. 25ST0072-2 Rev. 04/4/00 49 Series 53 SRS/TRS with Timing Wheel SRS/TRS Sensors Timing Wheel SRS PIN
- 46. 25ST0072-2 Rev. 04/4/00 50 Schematic Diagram DDEC IV Electronic Control Module (ECM) EEPROM Timing Reference Synch Reference Electronic Foot Pedal Assembly EUI +- Battery
- 47. 25ST0072-2 Rev. 04/4/00 51 Throttle Position Sensor Electronic Foot Pedal Assembly • 5 volt, three wire circuit • Electronic Foot Pedal Assembly signals throttle position for the Limiting Speed Governor. • Optional idle validation switch insures that the engine will remain at idle in the event of a TPS circuit failure
- 48. 25ST0072-2 Rev. 04/4/00 53 Schematic Diagram DDEC IV Electronic Control Module (ECM) EEPROM Turbo Boost Pressure Timing Reference Synch Reference Electronic Foot Pedal Assembly EUI +- Battery
- 49. 25ST0072-2 Rev. 04/4/00 54 Turbo Boost Sensor DDEC III Series 50/60/2-Cycle Series 2000 / 4000 Series 50/60 DDEC IV Series 53
- 50. 25ST0072-2 Rev. 04/4/00 55 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Fuel / Oil / Coolant/ Air Temperature Turbo Boost Pressure Timing Reference Synch Reference Electronic Foot Pedal Assembly EUI
- 51. 25ST0072-2 Rev. 04/4/00 56 Temperature Sensors Coolant Temperature Sensor Series 50/60 Air Temperature Sensor Series 50/60 Fuel/Oil/Coolant Temperature Sensor Series 50/60/2-Cycle - Air Temp 53 Fuel/Oil/Coolant Temperature Sensor Series 2000/4000
- 52. 25ST0072-2 Rev. 04/4/00 58 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Fuel / Oil / Coolant Temperature Turbo Boost Pressure Timing Reference Synch Reference Electronic Foot Pedal Assembly Oil / Fuel Pressure EUI
- 53. 25ST0072-2 Rev. 04/4/00 59 Pressure Sensors Series 50/60/2-Cycle Series 2000/4000 Series 2000/4000 Different Harness Connectors Coolant Pressure Oil / Fuel Pressure Series 4000 High Pressure Fuel
- 54. 25ST0072-2 Rev. 04/4/00 60 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Timing Reference Synch Reference Electronic Foot Pedal Assembly Oil level/Fuel Restriction EUI
- 55. 25ST0072-2 Rev. 04/4/00 61 On Engine Components • Oil Level Sensor – Mounts in Front Sump Non- metal Oil Pan – Utilizes Optical Technology to "See" Oil Level – Engine Must Be Off (Zero RPM ) for "X" Minutes (Based on Oil Temp.) to Drain Oil Back to the Pan – Switches at Four Quart Low Level – OEM Impact » Order Maintenance Alert System on the Engine
- 56. 25ST0072-2 Rev. 04/4/00 62 On Engine Components • Fuel Restriction Sensor – Measures Fuel System Restriction at Fuel Pump Inlet – Sensor Measures Actual Inlet Restriction – OEM Impact » Order Maintenance Alert System on the Engine
- 57. 25ST0072-2 Rev. 04/4/00 63 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Coolant Level Timing Reference Synch Reference Electronic Foot Pedal Assembly Oil level/Fuel Restriction EUI
- 58. 25ST0072-2 Rev. 04/4/00 64 Coolant Level Sensor DDEC III or IV Coolant Level Sensor DDEC II/ III Coolant Level Sensor
- 59. 25ST0072-2 Rev. 04/4/00 65 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Coolant Level Timing Reference Synch Reference VSG Control Electronic Foot Pedal Assembly Oil level/Fuel Restriction EUI
- 60. 25ST0072-2 Rev. 04/4/00 66 VSG Control • Variable Speed Governor – Throttle Position Controls RPM • Droop – Difference in RPM Between Full Load (Rated Speed) and Maximum Engine RPM (No Load) – Allows the engine to overrun the rated or governed engine speed.
- 61. 25ST0072-2 Rev. 04/4/00 67 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Coolant Level Timing Reference Synch Reference VSG Control Electronic Foot Pedal Assembly Progressive Shift Oil level/Fuel Restriction EUI
- 62. 25ST0072-2 Rev. 04/4/00 68 Progressive Shift • Use Spec Manager to determine values to program for Progressive Shift • Example Low Gear #1 off 12 Max MPH Limit Low Gear #1 limit 1400 Low Gear #1 max 1800 Low Gear #2 off 27 Max MPH Limit Low Gear #2 limit 1600 Low Gear #2 max 1800 High Gear on 50 Max MPH Limit High Gear max 1700
- 63. 25ST0072-2 Rev. 04/4/00 69 Progressive Shift
- 64. 25ST0072-2 Rev. 04/4/00 70 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Coolant Level Timing Reference Synch Reference VSG Control Electronic Foot Pedal Assembly Progressive Shift Pressure Governor Oil level/Fuel Restriction EUI
- 65. 25ST0072-2 Rev. 04/4/00 71 Pressure Governor Mastermind Fire Commander High Pressure Sensor •Fire Commander and Mastermind use the same digital inputs and outputs as cruise control
- 66. 25ST0072-2 Rev. 04/4/00 74 Electronic Fire Commander Engine Data System Status Message Window Control Buttons
- 67. 25ST0072-2 Rev. 04/4/00 75 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Coolant Level Timing Reference Synch Reference VSG Control Electronic Foot Pedal Assembly Progressive Shift Pressure Governor Diagnostic Request Stop Engine Override Oil level/Fuel Restriction EUI
- 68. 25ST0072-2 Rev. 04/4/00 76 Diagnostic Request or Stop Engine Override
- 69. 25ST0072-2 Rev. 04/4/00 78 Engine Protection • Warning- Illumination of CEL,SEL only • Rampdown- Immediate reduction to 70% power, ramping down to 40% over 30 seconds and maintains 40% power. • Shutdown- Same as rampdown except engine is shutdown at the end of 30 seconds.
- 70. 25ST0072-2 Rev. 04/4/00 79 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference VSG Control Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override Engine Rating / Cruise Power / Switch Power Oil level/Fuel Restriction EUI
- 71. 25ST0072-2 Rev. 04/4/00 80 Multiple Horsepower Ratings • Three Independent Ratings • One Dependent Cruise Power Rating • Switch Power Options (C&I) – Max. Power for Fully Loaded Engine – Min. Power for a Lightly Loaded Engine
- 72. 25ST0072-2 Rev. 04/4/00 81 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Cruise Control Vehicle Speed Limiting Vehicle Speed Sensor Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference VSG Control Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override Engine Rating / Cruise Power / Switch Power Oil level/Fuel Restriction EUI
- 73. 25ST0072-2 Rev. 04/4/00 82 Cruise Control • Determined by vehicle speed (VSS) or engine speed (RPM) DDEC IV changed • Must be above 20 MPH or 1100 RPM to set • Cruise Power can provide higher HP while in cruise control by using the C. P. rating. • Uses up to 5 digital inputs and one digital output • VSG can be controlled by the cruise switch • Use cruise switches to set PTO high idle and lower high idle. You use a step up or step down & step up by pressing or toggling the resume switch.
- 74. 25ST0072-2 Rev. 04/4/00 83 Vehicle Speed Sensor • Revs per Mile High Gear Ratio Rear End Ratio Sensor Type (Magnetic) # of teeth on Pulse Wheel • Vehicle Speed Limit • Vehicle Overspeed with Fuel (typically set 3-4 mph above road speed limit) • Vehicle Overspeed without Fuel (typically set 5-6 mph above road speed limit) • VSS Antitamper – Will not go above Idle – Code will be logged
- 75. 25ST0072-2 Rev. 04/4/00 84 Cruise Control
- 76. 25ST0072-2 Rev. 04/4/00 85 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Cruise Control Vehicle Speed Limiting Vehicle Speed Sensor Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference VSG Control Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override Engine Rating / Cruise Power / Switch Power Oil level/Fuel Restriction EUI Crankcase Pressure
- 77. 25ST0072-2 Rev. 04/4/00 86 Crankcase Pressure Series 149 CCM Series 4000 CCPS Series 60 CCM
- 78. 25ST0072-2 Rev. 04/4/00 87 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Cruise Control Vehicle Speed Limiting Vehicle Speed Sensor Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference VSG Control Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override Engine Rating / Cruise Power / Switch Power Oil level/Fuel Restriction Crankcase Pressure EUI Check Engine Stop Engine
- 79. 25ST0072-2 Rev. 04/4/00 88 Stop Engine / Check Engine Lights
- 80. 25ST0072-2 Rev. 04/4/00 89 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Stop Engine Check Engine Cruise Control Vehicle Speed Limiting Vehicle Speed Sensor Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference VSG Control Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override Engine Rating / Cruise Power / Switch Power Oil level/Fuel Restriction Crankcase Pressure EUI PWM Ports
- 81. 25ST0072-2 Rev. 04/4/00 90 Pulse Width Modulated Outputs • 50 Hz duty cycle modulated • Four ports available-- circuits 908, 909, 910, 911 • Factory programmed only 1 Hz 50%20% 1 Hz 80% 1 Hz Signal Low Signal High • Signals sent by the ECM to other microprocessor controlled systems
- 82. 25ST0072-2 Rev. 04/4/00 91 PWM Circuit Wire No. Color • PWM #1 Output - VIH (Transmission) 908 White • PWM #2 Output - ESH (Throttle/GAS) 909 Lt. Green • PWM #3 Output - ESH (Gas Valve/GAS) 910 Orange • PWM #4 Output - ESH (Fan Control) 911 Pink • ESH = Engine Sensor Harness • VIH = Vehicle Sensor Harness
- 83. 25ST0072-2 Rev. 04/4/00 92 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Stop Engine Check Engine Cruise Control Vehicle Speed Limiting Vehicle Speed Sensor Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference VSG Control PWM Ports Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override Engine Rating / Cruise Power / Switch Power Oil level/Fuel Restriction Crankcase Pressure EUI DDR Interface/ DDDL/ Reprogramming
- 84. 25ST0072-2 Rev. 04/4/00 93 DDR Interface with MPSI Printer
- 85. SAE Standards
- 86. 25ST0072-2 Rev. 04/4/00 95 SAE Standards •MIDs •PIDs •FMIs •SIDs
- 87. 25ST0072-2 Rev. 04/4/00 96 SAE Code Format • PID - Parameter Identifier (can be measured) • SID - System Identifier (cannot be measured) • FMI - Failure Mode Identifier Example PID 100 FMI 0 - Parameter High 1 - Parameter Low 3 - Circuit High (HI VOLT) 4 - Circuit Low (LO VOLT)Oil Pressure
- 88. 25ST0072-2 Rev. 04/4/00 97 Detroit Diesel Diagnostic Link
- 89. 25ST0072-2 Rev. 04/4/00 98 DDDL Information • New PC based DDEC service tool – Release 1.X » Windows 3.1 » PC-486, 33 MHz, 8MB RAM » Support Features up to DDEC III, R5.0 – Release 2.X » Windows 95 (98 2.11) » PC-486, 66MHz, 16MB RAM » Supports all DDEC Systems » Support Data Extractions & Trip Reporting Features – Release 3.X » Windows 95/98 » VGA color monitor » PC-486, 66MHz, 16MB RAM » Supports all DDEC Systems » Support Data Extractions & Trip Reporting Features
- 90. 25ST0072-2 Rev. 04/4/00 99 Detroit Diesel Diagnostic Link
- 91. 25ST0072-2 Rev. 04/4/00 100 Detroit Diesel Diagnostic Link
- 92. 25ST0072-2 Rev. 04/4/00 101 Detroit Diesel Diagnostic Link
- 93. 25ST0072-2 Rev. 04/4/00 102 DDR Communication- On Highway DDEC III/ IV 6-Pin DDEC II or III 12-Pin
- 94. 25ST0072-2 Rev. 04/4/00 103 DDR Communication- On Highway DDEC IV 9 Pin
- 95. DDEC II / III / IV Reprogramming
- 96. 25ST0072-2 Rev. 04/4/00 105 Reprogramming Station
- 97. 25ST0072-2 Rev. 04/4/00 106 Software • Software is programmable • Numbered like computer software – Major version changes number before dot ( X.00 ) – Minor version changes number after dot ( 9.XX ) • DDEC III software will be 19.XX or lower – Current DDEC III software is 9.00 • DDEC IV software will be 20.00 or higher – Current DDEC IV software is 28.00 • Software level can ONLY go UP, it can NEVER go back down
- 98. 25ST0072-2 Rev. 04/4/00 107 Reprogramming Station Windows Based for Download
- 99. 25ST0072-2 Rev. 04/4/00 108 Reprogramming Station Windows Based for Download
- 100. 25ST0072-2 Rev. 04/4/00 109 Reprogramming Station Windows Based for Download
- 101. 25ST0072-2 Rev. 04/4/00 112 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Stop Engine Check Engine Cruise Control Vehicle Speed Limiting Vehicle Speed Sensor Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference VSG Control PWM Ports Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override Engine Rating / Cruise Power / Switch Power Oil level/Fuel Restriction Crankcase Pressure EUI DDR Interface/ DDDL/ Reprogramming Communication
- 102. 25ST0072-2 Rev. 04/4/00 113 Communication • J1587 – 9600 Baud Rate, used to transmit sensor and engine data (electronic dash display, vehicle management systems and electronic transmissions). MPSI readers, DDDL • J1922 – 9600 Baud Rate, controls Transmissions, braking systems and retarders • J1939 – 250k Baud Rate, controls Transmissions, braking systems and retarders also used as the property data link in multi ECM engines
- 103. 25ST0072-2 Rev. 04/4/00 114 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Stop Engine Check Engine Cruise Control Vehicle Speed Limiting Vehicle Speed Sensor Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference VSG Control PWM Ports Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override Engine Rating / Cruise Power / Switch Power Idle Shut Down/Vehicle Power Down Oil level/Fuel Restriction Crankcase Pressure EUI DDR Interface/ DDDL/ Reprogramming Communication
- 104. 25ST0072-2 Rev. 04/4/00 115 Idle Shut Down (ISD)/ Vehicle Power Shutdown • Idle Shut Down (ISD): Turns engine off after programmed idle time has elapsed (optional “override” disables idle timer if the engine speed is increased by 100 during last 90 seconds of ISD sequence. The check engine light (CEL) will flash during this 90 seconds. • Vehicle Power Shutdown relay (optional/OEM) turns off electrical power to the vehicle as well as stopping the engine 2 - 100 Minutes
- 105. 25ST0072-2 Rev. 04/4/00 116 Vehicle Power Shutdown To Vehicle Ignition OnIdle Shutdown Ignition switch ECM
- 106. 25ST0072-2 Rev. 04/4/00 117 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Stop Engine Check Engine Cruise Control Vehicle Speed Limiting Vehicle Speed Sensor Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference VSG Control PWM Ports Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override Engine Rating / Cruise Power / Switch Power Idle Shut Down/Vehicle Power Down Oil level/Fuel Restriction Crankcase Pressure EUI DDR Interface/ DDDL/ Reprogramming Communication Engine Brake
- 107. 25ST0072-2 Rev. 04/4/00 118 DDEC III/IV Engine Brakes • DDEC III/IV controls engine brake operation • If configured for “cruise control engine brake” the ECM will automatically turn on the brake if the set speed is exceeded. • Two digital inputs and two ‘positive’ outputs are used to control the brake.
- 108. 25ST0072-2 Rev. 04/4/00 120 Engine Brakes • Must be at least 150 rpm above idle speed Clutch Released input must be ON/GND ECM must see 0% throttle Range Example • Cruise Engine Brake Yes/No Yes Engine Brake MPH 1-10 3 Engine Brake Increment 0-4 2 • Engine Brake/Service Brake Yes/No Yes • Engine Brake Min MPH 0-VSL 35
- 109. DDEC Engine Brakes ECM S3 T3 #953 (Battery Negative) Brake Off LOOn Low Med. Low Med. MEDHIGH
- 110. 25ST0072-2 Rev. 04/4/00 122 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Stop Engine Check Engine Cruise Control Vehicle Speed Limiting Vehicle Speed Sensor Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference VSG Control PWM Ports Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override Engine Rating / Cruise Power / Switch Power Idle Shut Down/Vehicle Power Down Oil level/Fuel Restriction Crankcase Pressure EUI DDR Interface/ DDDL/ Reprogramming Communication Engine Brake Fan Controls
- 111. 25ST0072-2 Rev. 04/4/00 123 Fan Control • Four fan configurations can be used – Single fan – Dual fans – Two speed fan – Variable speed fan (PWM) # 4 Hydraulically Operated (Bus) • Fan controlled by digital output(s) • “Fan override” & “air conditioning active” digital inputs can force the fan on • Series 4000 uses (PWM) #2 To Operate a Rockford Fan
- 112. 25ST0072-2 Rev. 04/4/00 124 Fan Control • Conditions which activate the fan; – High Oil, Coolant, or Air Temp – Circuit fault codes (HI VOLT, LO VOLT) on any of these three sensors – AC input – Fan Override input – Dynamic Braking (Fan is Activated During Engine Overspeed to Help Slow The Vehicle)
- 113. DDEC Fan Controls ECM Temp sensor Inputs Air Supply Ign. + Output “off” Fan “on” Optional Fan # 2 #953 (-) Fan Override (Input Off) Aux. Fan Control (Input On) Air Conditioning - off Temp sensor Inputs High Temperatures Turn Fan OnNormal Temperatures Allow Fan Off Output “on” Fan “off” Aux. Fan Control (Input Off) Air Conditioning - On (Fan on for at least 3 minutes) Output “off” “on”
- 114. 25ST0072-2 Rev. 04/4/00 129 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Stop Engine Check Engine Cruise Control Vehicle Speed Limiting Vehicle Speed Sensor Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference VSG Control PWM Ports Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override Engine Rating / Cruise Power / Switch Power Oil level/Fuel Restriction Crankcase Pressure EUI DDR Interface/ DDDL/ Reprogramming Communication ISD / Vehicle Power Down Engine Brake Fan Controls Optimized Idle
- 115. 25ST0072-2 Rev. 04/4/00 130 Optimized Idle • Automatic Starting and Stopping of the Engine • Maintains Engine Temperature and / or Battery Voltage • Optional Sleeper Thermostat • Truck Skin Temperature Sensor is used for continuous run • Saves Fuel by Running the Engine Only When Needed • Warm Engines Start Much Easier With Less Exhaust Emissions
- 116. 25ST0072-2 Rev. 04/4/00 131 Requirements for Optimized Idle Cruise Enable Switch Idle Shutdown Enabled Vehicle Power Down Relay Op Idle light on dash Park Brake Switch Transmission Neutral Switch (Some transmissions require high range in Neutral) Hood Switch Under-hood Alarm Start Relay Overlay Relay VSS Enabled Optional Sleeper Thermostat
- 117. 25ST0072-2 Rev. 04/4/00 132 Optimized Idle Shutdown Sequence Park Brake set with hood closed and transmission in Neutral supplies ground to the Park Brake input and the Overlay Relay. Idle Timer starts and the Overlay Relay closes supplying power to the Start Relay. Optimized Idle is activated by turning on the Cruise Enable Switch which supplies ground on the Cruise Enable input. Optimized Idle Light flashes until the engine shuts down then remains on.
- 118. 25ST0072-2 Rev. 04/4/00 133 Optimized Idle Shutdown Sequence With Battery Voltage above 12.2V, Oil Temp between 15ºC/60ºF and 40ºC/104F, and Sleeper Temp within limits, the Idle Timer shuts the engine down. Vehicle Power Down Relay opens powering down the vehicle Ignition Circuit. With Ignition key on, the ECM is still awake and it continuously monitors Battery Voltage, Oil Temperature and Sleeper Temperature.
- 119. 25ST0072-2 Rev. 04/4/00 134 Optimized Idle Start Sequence • With the hood closed, Transmission in Neutral, Park Brake set, and the Optimized Idle dash light ON,the ECM supplies ground on PWM #2, wire 909 which activates the under-hood alarm. • ECM then supplies ground on PWM #3, wire 910 which closes the Start Relay. • After the engine starts, the ECM supplies ground to the Vehicle Power Down relay which closes to supply Ignition power to the vehicle
- 120. 25ST0072-2 Rev. 04/4/00 137 Schematic Diagram DDEC III / IV Electronic Control Module (ECM) EEPROM +- Battery Engine Brake Stop Engine Check Engine Cruise Control Vehicle Speed Limiting Vehicle Speed Sensor Oil / Fuel Pressure Fuel / Oil / Coolant Temperature Turbo Boost Pressure Pressure Governor Coolant Level Timing Reference Synch Reference Fan Controls VSG Control PWM Ports Electronic Foot Pedal Assembly Progressive Shift Diagnostic Request Stop Engine Override ISD / Vehicle Power Down Engine Rating / Cruise Power / Switch Power Communication DDR Interface/ DDDL/ Reprogramming Optimized Idle EUI Oil level/Fuel Restriction Crankcase Pressure
- 121. Digital Inputs
- 122. 25ST0072-2 Rev. 04/4/00 140 Digital Input Functions • External switch requests function from the ECM • 31 options to choose from • 12 pins available on the 30 pin vehicle harness connector for input functions • Functions are assignable to any of these pins through the use of a “Reprogramming Station”
- 123. 25ST0072-2 Rev. 04/4/00 141 DIGITAL INPUTS Battery _ + #953 Cruise Enable Fan Override #150 No Function No Function No Function ECM EEPROM
- 124. 25ST0072-2 Rev. 04/4/00 142 Digital Inputs • Air Compressor Controls – Air Compressor Load Switch • Cruise Control (Uses Up to Five Inputs) – Cruise Enable – Clutch Released – Service Brake Released – Set/Coast On (Decrease) – Resume/Acceleration On (Increase) • Engine Brake – Engine Brake Disable – Engine Brake Low – Engine Brake Medium • Engine Protection – Auxiliary Input Protection #1 – Auxiliary Input Protection #2 – Diagnostic Request Switch – SEO/Diagnostic Request Switch • Engine Ratings – Limiting Torque Curve – Rating Switch #1 – Rating Switch #2 • Fan Control – Transmission Retarder Status (Release 2.00 or Later only) – Air Conditioner Status – Fan Control Override
- 125. 25ST0072-2 Rev. 04/4/00 143 Digital Inputs (Cont’d) • Throttle Control – Alternate Minimum VSG/Fast Idle (Release 2.00 or Later Only) – Dual Throttle (LSG) – Idle Validation Switch – Throttle Inhibit – VSG Station Change – VSG Station Complement • Pressure Governor System (PGS) (Uses Five Inputs) – Pressure Governor System Enable – Pressure/RPM Mode Switch – Set/Coast On (Decrease) – Resume/Acceleration On (Increase) • Additional Functions – Auxiliary Coolant Level Sensor – Parking Brake Interlock
- 126. Digital Outputs
- 127. 25ST0072-2 Rev. 04/4/00 145 Digital Output Functions • ECM commands (internal switches/grounds) action of some external device- fan control • 22 output options • 6 pins available, 3 on the 30 pin vehicle connector, 3 on the 30 pin engine harness connector (auxiliary outputs) • Configurable with the distributor or dealer reprogramming station
- 128. 25ST0072-2 Rev. 04/4/00 146 OUTPUTS ECM SEL To Jake brake Ignition #439
- 129. 25ST0072-2 Rev. 04/4/00 147 Digital Outputs • Coolant Level Low Light • Cruise Control Active Light (PGS Active Light) • Deceleration Light • Engine Brake Active • Fan Control #1 • Fan Control #2 • Low DDEC Voltage • Pressure Governor System Pressure Mode Light • Starter Lockout • Transmission Retarder • Vehicle Power Shutdown • VSG Active Indication • (Release 2.00 or Later only) – Low Oil Pressure Light – High Oil Temperature Light – High Coolant Temp. Light • (Release 3.00 or Later Only) – Ether Injection – Low Coolant Pressure Light – High Crankcase Pressure Light • (Release 4.00 or Later Only) – Optimized Idle Active light • Gas Solenoid Shutdown • Air Compressor Load Switch
- 130. 25ST0072-2 Rev. 04/4/00 148 • Encourages better driving habits by rewarding good fuel economy with extra road speed • If driver exceeds the target fuel economy extra road speed will automatically be added to his maximum vehicle speed Fuel Economy Incentive
- 131. 25ST0072-2 Rev. 04/4/00 149 Fuel Economy Incentive Parameter Range Example Min MPG 5-10 mpg 7.0 Max MPH 0-10 mph 4 Scaler MPH/MPG 0.1-20 mph/mpg 10.0 Calc Type Filtered/Trip Trip If Scaler is set at: 20.0 = 1 extra mph for every .05 mpg above target mpg 10.0 = 1 extra mph for every .1 mpg above target mpg 5.0 = 1 extra mph for every .2 mpg above target mpg 2.0 = 1 extra mph for every .5 mpg above target mpg 1.0 = 1 extra mph for every 1.0 mpg above target mpg If Calc Type is set at: Filtered - Calculates using Total Engine Data Trip - Calculates using Trip Data
- 132. 25ST0072-2 Rev. 04/4/00 150 PasSmart • Electronically Controlled Increased Passing Speed – PasSmart is an electronic feature that enables a fleet manager to enable a second Vehicle Speed Limit (VSL) to assist drivers during passing. – This second Vehicle Speed Limit (VSL) is programmed for a limited duration during a given period This feature is available with DDEC IV Software version R28.00. – As and example: If the fleet policy is 65 Miles Per Hour (MPH) the fleet manager can increase the Vehicle Speed Limit (VSL) an additional 5-20 MPH for 1- 255 minutes per day.
- 134. 25ST0072-2 Rev. 04/4/00 152 Maintenance Alert Sensors System • Designed to Provide Preventative Maintenance Information to Mechanics and Operators • Reduces Unexpected Downtime • Optimizes Normal Routine Service • Used on Highway Trucks only at this time
- 135. 25ST0072-2 Rev. 04/4/00 153 Maintenance Alert System • Overview – Based on Inputs from Customers, the Maintenance Alert System Provides Preventative Maintenance Information to Mechanics and Drivers to Reduce Unexpected Downtime and to Assist Normal Routine Service Scheduling • Features – Uses DDEC IV ECM – New DDEC Software Processes Information – Incorporates Four New Sensors (Both On and Off Engine) – Optional Remote Mounted Monitor Display Unit Available
- 136. 25ST0072-2 Rev. 04/4/00 154 Maintenance Alert System Oil Level Sensor Air Filter Restriction Sensor 2nd Coolant Level Sensor Fuel Restriction Sensor Monitor Display Unit
- 137. 25ST0072-2 Rev. 04/4/00 155 DDC Installed Components • Includes Two Maintenance Alert System Sensors – Oil Level Sensor (Requires Front Sump Non-metal Oil Pan) Will not work on Rear Sump Applications – Fuel Restriction Sensor
- 138. 25ST0072-2 Rev. 04/4/00 156 On Engine Components • Oil Level Sensor – Mounts in Front Sump Non- metal Oil Pan – Utilizes Optical Technology to "See" Oil Level – Engine Must Be Off (Zero RPM ) for "X" Minutes (Based on Oil Temp.) to Drain Oil Back to the Pan – Switches at Four Quart Low Level
- 139. 25ST0072-2 Rev. 04/4/00 157 On Engine Components • Fuel Restriction Sensor – Measures Fuel System Restriction at Fuel Pump Inlet – Sensor Measures Actual Inlet Restriction
- 140. 25ST0072-2 Rev. 04/4/00 158 Optional OEM Installed Components • OEMs Install These Components if Ordered by Customer (Any Combination but Must Include On Engine Components) – 2nd Coolant Level Sensor – Air Filter Restriction Sensor – Monitor Display Unit
- 141. 25ST0072-2 Rev. 04/4/00 159 OEM Installed Components • 2nd Coolant Level Sensor (CLS) – Separate Sensor from Current Primary CLS – Mounted in Coolant Surge Tank Above Primary CLS – Requires Interface Module – OEM Impact » Order Engine Mounted Sensors » Purchase CLS Sensor and Module from PDC » Mount Sensor in Surge Tank » Mount Interface Module » Provide Wiring Between the Sensor/Module/Engine Harness » Use VEPS( Vehicle Engine Program Station) to "Turn On” OEM Only
- 142. 25ST0072-2 Rev. 04/4/00 160 OEM Installed Components • Air Filter Restriction Sensor – Electronic Version of the Mechanical Filter Minder® – Switch Points at 15 and 20 Inches of Water – OEM Impact » Order Engine Mounted Sensors » Purchase Sensor from Engineered Products or PDC » Install into Turbo Inlet Tube » Provide Wiring from Sensor to Engine Harness Pigtail » Use VEPS to "Turn On"
- 143. 25ST0072-2 Rev. 04/4/00 161 OEM Installed Components • Monitor Display Unit – 2 Buttons and 8 LEDs (Green, Red, & Yellow) – Mounted in Cab – Reads Engine J1587 Data Link for Information – Can Access Maintenance Information with Ignition On or Up to 2 Hours After Ignition Off – Stores Status after 2 Hours for Later Display – OEM Impact » Order Engine Mounted Sensors » Purchase Display from PDC » Design and Install Display Bracket » Provide Wiring to Display
- 144. 25ST0072-2 Rev. 04/4/00 162 Service Tools • Diagnostic Data Reader-(DDR) (Version 24.0 and higher • Detroit Diesel Diagnostic Link (DDDL) - Version 3.0 and higher – Sensor Alerts Due to Failed Sensors – Quick Access Screen to Show Maintenance Alert System Alerts » Clear Maintenance Alert System (MAS) Filter Alerts – Maintenance Alert System sensors added to Data List – Warning Light Option Programming
- 145. 25ST0072-2 Rev. 04/4/00 163 Summary Engine Vehicle • Monitors and Displays Service Requirements – Oil Level – Fuel System Restriction – Air Filter Restriction – 2nd Coolant Level – Monitor Display Unit - in Cab – DDR and DDDL • Engine Only or Engine and Any Vehicle Sensors • Oil Level Requires Front Sump Plastic Plan • Display is Optional
- 147. 25ST0072-2 Rev. 04/4/00 165 Construction & Industrial • Electronic Display Module (EDM) • Auxiliary Interface Module (AIM) • Air Comp Controls • Fuel Pressure Sensor (Low HP) • Nylon Vs. Plastic Harness • Multiple ECM • Optimized Idle • Switch Power • J1939
- 149. 25ST0072-2 Rev. 04/4/00 167 Wire Crimping Tools
- 150. 25ST0072-2 Rev. 04/4/00 168 Wire Crimping Tools
- 151. 25ST0072-2 Rev. 04/4/00 169 Wire Crimping Tools
- 152. 25ST0072-2 Rev. 04/4/00 170 Wire Crimping Tools
- 153. 25ST0072-2 Rev. 04/4/00 171 Wire Crimping
- 154. Wire Splicing
- 155. 25ST0072-2 Rev. 04/4/00 173 Wire Splicing Tools
- 156. Series 71 & 92 SRS / TRS Adjustment
- 157. 25ST0072-2 Rev. 04/4/00 175 Series 71/92 SRS/TRS Adjustment
- 158. Basic Electricity - Wire Harness Exercise
- 159. 25ST0072-2 Rev. 04/4/00 200 Sensor Operations Operates on 5 Volts for All D.C. Sensors .25 4.75 Normal Operating Range Low Voltage 0 5 High Voltage
- 160. 25ST0072-2 Rev. 04/4/00 201 Sensor Wiring • Common Return Circuit. #452 • Thermistor • Piezoresistive Pressure sensor • Voltage is Proportional to Pressure
- 161. 25ST0072-2 Rev. 04/4/00 202 2-wire Sensors 5V Supply Signal Return ECM Sensor Open = HI VOLTAGE Short = LO VOLTAGE
- 162. 25ST0072-2 Rev. 04/4/00 203 3-wire Sensors ECM Sensor 5V Supply Signal Return Open Supply = LOW VOLTAGE Open Signal = LOW VOLTAGE Open Return = HI VOLTAGE Supply short to Signal = HI VOLTAGE Supply short to Return = LOW VOLTAGE Signal short to Return = LOW VOLTAGE
- 163. 25ST0072-2 Rev. 04/4/00 204 Electrical System 452 Definitions • Open Circuit – An “open” describes a complete break in the path of current at some point in the circuit. The result of an “open” is that one or more loads in the circuit do not work. Open High voltage code 120
- 164. 25ST0072-2 Rev. 04/4/00 205 Electrical System 452 432 416 Cavity A Cavity B Cavity C Definitions • Open Circuit – An “open” describes a complete break in the path of current at some point in the circuit. The result of an “open” is that one or more loads in the circuit do not work. Open Low voltage code
- 165. 25ST0072-2 Rev. 04/4/00 206 Electrical System 432 416 Cavity A Cavity B Cavity C Definitions • Short Circuit – A “short” occurs when a load in the circuit is accidentally bypassed. Electricity will always take the path of least resistance. The result of a “short” is that higher current flows, causing excessive heat or action from a device protecting the circuit (blown fuse or activated circuit breaker). Short High Voltage Code 452
- 166. 25ST0072-2 Rev. 04/4/00 207 Electrical System 452 432 416 Cavity A Cavity B Cavity C Definitions • Grounded Circuit – A “ground” is similar to a “short” because current accidentally bypasses a load in the circuit. The difference is that the bypass connects directly to the negative terminal of the power source by way of the chassis ground path. Ground Low Voltage Code
- 168. 25ST0072-2 Rev. 04/4/00 209 Troubleshooting Tools Volt-Ohm Meter To properly probe terminals use Kentmoore jumper wire kit number J39197. Within this kit the proper leads are provided. The use of the lead ends of the volt ohm meter to probe the terminal ends will damage the DDEC connectors and will cause intermittent codes.
- 169. 25ST0072-2 Rev. 04/4/00 210 Troubleshooting Tools Sensor Tester J37164-A Breakout Box (30 Pin) J35634 DDEC III/IV Interface J41005
- 170. 25ST0072-2 Rev. 04/4/00 211 Troubleshooting Tools • NEW DDEC Engine Protection Test Kit Number 23526923 Purpose: To Reduce Diagnostic Troubleshooting time KIT INCLUDES 1. Coolant Level Low Simulator P/N 23524785 2. High Oil/Coolant Temperature P/N 23524787 3. Low Oil Pressure Simulator P/N 23524786
Notes de l'éditeur
- DDEC I.DDEC A.The Detroit Diesel Electronic Control System (DDEC)) is an advanced technology electronic fuel injection and control system. DDEC offers significant operating advantages over traditional mechanically governed engines. The system optimizes control of critical engine functions, which affect fuel economy, smoke, and emissions. The DDEC system has the capability of protecting the engine from serious damage resulting from conditions such as high engine temperatures or low oil pressure. DDEC IV is the latest enhanced version of the DDEC system. B.The major subsystems of DDEC include: 1.The Electronic Control Module (ECM) 2.The Electronic Unit Injectors (EUI) 3.Engine Sensors C.The ECM receives electronic inputs from sensors on the engine and vehicle, and uses the information to control engine operation. It computes fuel timing and fuel quantity based upon predetermined calibration tables in its memory.D.Fuel is delivered to the cylinders by the electronic unit injectors (EUI), which are cam-driven to provide the mechanical input for pressurization of the fuel. The ECM controls solenoid operated valves in the EUIs to provide precise fuel delivery.
- DDEC (Continues) I.DDEC E.Portable equipment facilitates access to DDEC’s diagnostic capabilities. The Diagnostic Data Reader (DDR) requests and receives engine data and diagnostic codes. This equipment provides many unique capabilities including cylinder cutout, printer output, and data snapshot. The DDR also provides limited programming capability. F.DDEC IV provides three industry standard serial data links: SAE standards J1587, J1922, and J1939. SAE standard J1589 provides two way communications for the diagnostic equipment and vehicle displays. SAE standards J1922 and J1939 provide control data to other vehicle systems such as transmissions and traction control devices.
- DDEC III ELECTRONIC ENGINE ADVANTAGES I.ENGINE PROTECTION A.DDEC’s engine protection system monitors all engine sensors and electronic components and recognizes system malfunctions. Engine protection consists of several different types which can be selected with the DDR or DDDL. Selections are warning, rampdown and shutdown. II.ENGINE DIAGNOSTICS A.The Electronic Control Module continuously monitors itself and other system components including sensors, injectors, connectors, and associated wiring.B.Active codes are flashed on the stop engine light. C.Inactive codes are flashed on the check engine light. III.REDUCED MAINTENANCE A.No mechanical linkage B.Fewer Tune ups C.Reduced repair time D.Diagnostic codes provide faster troubleshooting IV.ENGINE GOVERNING A.Variable Speed Governing (VSG). Engine speed is set by the position of the throttle. The VSG senses load changes and fuels the engine to maintain the precise speed up to full horsepower available. B.Limiting Speed Governor (LSG). Fuel input to the engine is determined by the percent of the throttle that the operator requests. Engine speed varies as the operator changes position of the throttle.
- DDEC ELECTRONIC ENGINE ADVANTAGES (Continues) V.FUEL ECONOMY OPTIMIZATION A.Variable injection timing provides better fuel economy by monitoring temperature, load, speed and turbo boost. VI.ENHANCED COLD STARTING A.Optimum injection timing and fuel input based on temperature (all engines except those with automatic transmissions). Note:See A&I Manual for more details. B.Automatic idle speed based on temperature sensor input. A temperature sensor or sensors provides the necessary input to vary speed and injection timing to improve cold start and reduce white smoke. C. Half Engine Idle (HEI) is a option and allows an engine to run on half the cylinders. After starting on all cylinders (If HEI is set to “If Cold”) the engine will then run on only half its cylinders. Note: If Cold is at approx.. 59F°. VII.SMOKE CONTROL A.Steady state and transient smoke are limited by controlling fuel delivery as a function of throttle position, oil temperature and turbo boost pressure. VIII.LOWER EXHAUST EMISSION A.All injectors are manufactured with calibration codes for cylinder fuel balancing, thus reducing horsepower variability. B.Changes in the spray tip from a nine hole to an eight hole plus short port.(Short port is a term that describes a groove cut around the tip across the holes.) C.Increased injection pressures to 32,000 psi. D.Increased injector lobe lift on camshaft. IX.FLEXIBLE HORSEPOWER RATING A.Three independent ratings. B.One dependent cruise power rating. C.Switched power for mining haul trucks
- DDEC NECESSITIES I.Assuming that all other normal mechanical requirements are met, DDEC needs only: II.A power source (positive and negative). III.A power source through an ignition switch (Wire #439,-terminal B3 on the vehicle harness connector or at the “communications harness connector”) IV.Both crankshaft position sensors (Synchronous Reference Sensor and Timing Reference Sensor) V.Working injectors Note:When these conditions are met and the engine is cranked, above 120 RPM, DDEC will fuel the engine to obtain idle RPM.
- DDEC III/IV ELECTRONIC CONTROL MODULE I.ELECTRONIC CONTROL MODULE A.DDEC III/ IV ECM’s are manufactured by Motorola Incorporated. The ECM uses a 2 layer Poly-rigidizer circuit board mounted in an aluminum case. B.ECM utilizes a single microprocessor operating at 20.9 MHz with a16 bit wide data bus. Software is contained in a 256K by 16 bit flash memory. C.The ECM will operate on 12 or 24 volts, with normal operating voltage between 11 and 32 volts measured at the ECM. D.EEPROM (Electronically Erasable Programmable Read Only Memory) - This type of memory is used to store the customer calibrations, smoke control, cold start fueling, and timing. When distributors reprogram an ECM, the system erases this area of memory and programs the updated customer calibration into the ECM. E.Flash Memory - used to store ECM software such as engine governing, cold start logic, engine diagnostic and engine protection. Chip replacement is not required when upgrading the software with DDEC III/IV. The DDEC III/IV programming station can be used to upgrade an ECM to new software if needed. F.DDEC III/IV does not contain a backup microprocessor. G.DDEC IV has incorporated increased memory - 57% over DDEC III/IV J1939 communication link - standard battery backed real time clock & calendar DDEC data (Enhanced ECM Data Pages) - standard
- ELECTRONIC CONTROL MODULE I.This Picture shows the ends of the ECM. The top picture shows the vehicle connections and is the OEM responsibility. This consists of a 30 pin connector, a communication port (center), and a 5 pin power connector. II.The Bottom picture shows the engine connections and is the responsibility of DDC. Two Injector Driver cavities and a 30 pin connector.
- ECM CONNECTORS I.ALL DDC CONNECTORS ARE LOCATED AT ONE END OF THE ECM AND THE OPPOSITE END IS AVAILABLE FOR ALL OEM CONNECTIONS. A.Engine (30-pin) harness connector, for all engine sensors installed at DDC. B.Injector (5-pin) harness connector installed at DDC, right bank or front injectors. C.Injectors (5-pin) harness connector installed at DDC, left bank or rear injectors. II.OEM (30-PIN) VEHICLE HARNESS CONNECTOR A.This harness connects the vehicle functions to the ECM - ignition switch, stop and check engine lights, coolant level sensor, and Electronic Foot Pedal Assemble (EFPA). III.COMMUNICATION (6-PIN) HARNESS CONNECTOR A.This harness connects the ECM’s J1922 and J1939 Ports to other vehicle systems such as traction control devices and transmissions. IV.POWER AND GROUND (5-PIN) HARNESS CONNECTOR A.The system must be sourced directly from the battery.
- ELECTRONIC UNIT INJECTORS I.THE ELECTRONIC UNIT INJECTOR OPERATES ON THE SAME BASIC PRINCIPLE AS THE MECHANICAL UNIT INJECTORS. THE EUI USES A SOLENOID OPERATED VALVE TO CONTROL INJECTION TIMING AND METERING. THE SOURCE OF HIGH PRESSURE FUEL DELIVERY IS THE CAM ROCKER ARM SYSTEM. A.Fuel injection cycle begins when the solenoid valve is closed.Injection begins when the pressure in the tip reaches 5000 psi, and the needle valve moves off its seat. B.Opening of the solenoid valve ends injection. C.The duration of valve closure determines the quantity of fuel injected. II.EUI (CUTAWAY, SERIES 60) A.Identity components of EUI 1.Injector follower 2.Injector follower spring 3.Poppet valve 4.Injector body 5.Plunger 6.O-ring (1) 7.Fuel outlet opening 8.Injector nut 9.O-ring (2) 10.Fuel inlet opening 11.Spacer 12.Check valve 13.Check valve cage 14.Injector valve spring 15.Spring cage 16.Needle valve 17.Spray tip
- SERIES 50/60 INJECTOR ANIMATION I.This picture will replace the previous injector cut a way. This picture is labeled and will animate once the mouse is clicked a second time. It will show the four stroke cycle and plunger action.
- TOP OF STROKE I.INJECTOR OPERATION AND FLOW OF FUEL A.Injector receives fuel through the fuel inlet passage. B.Fuel flows through the passage into the plunger bore. C.Poppet valve is off its seat allowing fuel to return to the outlet
- START OF INJECTION I.PRESSURIZES FUEL A.Fuel trapped in the plunger bore is pressurized by the downward plunger stroke. As long as the poppet valves is open the fuel escapes past the valve and the pressure remains below that required to open the needle valve in the tip. When the poppet valve closes by signal from the ECM, the pressure rises to 5000 psi, forces the needle valve open and fuel is injected into the engine cylinder. II.METERS FUEL A.At the beginning of the ECM command signal, current starts to flow through the solenoid coil. The magnetic field produced by the coil forces the poppet valve closed which allows the pressure in the plunger bore to increase rapidly. A signal indicating that the valve has closed is fed back to the ECM. This sequence of events takes about a millisecond and is called the injector response time. III.PULSE WIDTH A.The duration of valve closure determines the quantity of fuel injected. The term pulse width refers to the amount of time that the poppet valve is closed.
- END OF INJECTION I.END OF INJECTION A.After the “pulse width” (Degrees of rotating) has been achieved the ECM turns off the current to the solenoid. B.The deenergized solenoid allows a spring to open the poppet valve permitting the trapped fuel to spill down, dropping the pressure within the injector. C.When the pressure is low enough the needle valve closes and ends injection.
- CYLINDER CUTOUT I.CYLINDER CUTOUT TEST IS HELPFUL IN LOCATING A MISFIRING OR WEAK CYLINDER. CYLINDERS ARE CUT OUT ONE AT AT A TIME, AND THEIR POWER CONTRIBUTION IS MEASURED BY THE IMPACT ON THE RUNNING CYLINDERS. (CHANGE IN PULSEWIDTH). A.Observe the average pulsewidth with all cylinders running. B.As each cylinder is cut out note the resulting change in pulsewidth in the remaining cylinders. C.The increase in pulsewidth should be approximately the same when each cylinder is cut out. If there is no or little change that cylinder is weak. Find and repair the problem.
- BULL GEAR ASSEMBLY SERIES 50/60 SRS PIN I.SYNCHRONOUS REFERENCE PIN A.Located in the bull gear. B.Caution should be used when handling the gear assembly to avoid damaging the pin. II.DDEC II A.The SRS Pin on DDEC II bull gear is flush with the face of the gear to help distinguish a II assembly from a III/IV assembly. III.THE NEXT TRS TOOTH SEEN AFTER READING THE SRS PIN, ON DDEC II, WAS LOCATED 10° BEFORE TDC.
- BULL GEAR ASSEMBLY SERIES 50/60 SRS PIN I.SYNCHRONOUS REFERENCE PIN A.Located in the bull gear. B.Caution should be used when handling the gear assembly to avoid damaging the pin. II.DDEC II AND III/IV GEAR ASSEMLIES A.DDEC II and DDEC III/IV gear assemblies are not interchangeable. B.SRS Pin on DDEC III/IV bull gear protrude approximately 3mm above the face of the gear assembly to distinguish a II assembly from a III/IV assembly. The SRS pin was moved approximately 10° to avoid the SRS and TRS signal being sent at the same time. III.THE NEXT TRS TOOTH SEEN ON DDEC II WAS 10° BEFORE TDC, ON DDEC III/IV THE NEXT TOOTH ON THE TRS IS 5°BEFORE TDC.
- SERIES 2000 SRS/TRS SENSORS I.The SRS wheel is bolted to the cam gear and is referenced to top dead center on the number 1 cylinder. There are timing marks on the cam gear and the crankshaft. II.The TRS sensor is located on the a side of the engine in the flywheel housing and is identified by the (rectangle with wings) connector. The SRS sensor is located in the flywheel housing just above the flywheel. This sensor takes is signal off the SRS pin in the camshaft gear. This connector can be identified by the upside down mushroom shape. III.The TRS wheel is either bolted to the Flywheel or is a part of adapter hub which is pressed onto the rear tapered crankshaft surface.
- ELECTRONIC FOOT PEDAL ASSEMBLY (Optional Idle Validation Switch) I.EFPA A.The EFPA (Electronic Foot Pedal Assembly) provides an input signal to the ECM (Electronic Control Module) to control engine power using the LSG (Limiting Speed Governor) or engine speed using the VSG (Variable Speed Governor). This control is proportional to the throttle position. B.Idle position for LSG is established at the lowest position of the EFPA each time the ignition is switched on. Full engine power will not be obtained unless the EFPA is cycled into idle range (between 105-205 counts). ( A count is a computer representation of voltage the ECM reads at an input port.) C.Total counts at wide open throttle should be between 717 and 871. Counts less than 48 is sensor failed low and counts greater than 968 is sensor failed higher. II.IDLE VALIDATION SWITCH A.The system fault detection diagnostics will return the engine to idle speed in the event of a malfunction of the throttle position sensor or the associated wiring. This fault detection works with or without an idle validation switch on the EFPA. The idle validation switch provides redundancy to insure that the engine will be at idle in the event of a in range voltage failure.
- TURBO BOOST SENSOR I. TBS A.The TBS (Turbo Boost Sensor ) is a piezoresistive (a type of variable resistor) pressure sensor. A diaphragm of silicon material, inside, deflects when pressure is applied to it. A 5 volt reference voltage is fed from the ECM to the TBS. This results in a return voltage between 0.25 and 4.75 volts at the output terminal. This voltage is proportional to the pressure applied to the diaphragm (Turbo and Atmospheric Pressure). B.Use in Engine Control 1.The TBS senses the output pressure of the turbocharger. The ECM uses this to determine the amount of smoke control to apply during acceleration. 2.DDEC II requires the ignition on and engine off or at idle (no turbo boost pressure), the ECM calculates the barometric pressure from the TBS output. This quantity can be displayed on the DDR. 3.DDEC III/IV measures turbo boost anytime the engine power drops below 3% load on engine II.IDENTIFICATION A.The TBS used with DDEC II and DDEC III are identical both having a range of 0 to 3 atmospheres (44.1 psi). DDEC IV has the range from to 0 to 4 atmospheres (58.8psi). III.NEW TBS FOR DDEC IV A.The new TBS is 70 kPa (kilopascals) to 400 kPa absolute. This is 10.2 psi to 58 psi absolute. The range in atmospheres is 0 to 4. Series 50/60 went from a 300 KPA TBS to the new one to support the wastegated turbo. A higher range sensor was required to detect high boost pressure caused by a failed or tampered with wastegate.
- TEMPERATURE SENSOR I.OIL TEMPEATURE SENSOR (OTS) A.The OTS is a thermistor type sensor. Thermistor are heat sensitive variable resistors. As it gets hotter, the resistance of the sensor decreases. The temperature range of this sensor is -40° F to + 300 °F. B.This sensor is connected to the ECM which translates the voltage across it to oil temperature. C.Use in engine control. 1.Cold start. The strategy varies with application, but in general: the ECM increases idle speed, adds extra fuel, and alters the beginning of injection depending on the engine temperature. 2.Engine protection. If the OTS temperature reading exceeds temperature limits, ECM can be programmed for warning, rampdown or shutdown. 3.Also is used for increased idle up to 800 rpm after the engine is started for rapid warm up. In applications that do not offer half engine. II.COOLANT TEMPERATURE SENSOR A.The same sensor is used for the CTS as is used for the OTS. The location of the CTS is changed to a coolant passage instead of an oil gallery. B.Use in engine control. 1.Cold Start. The CTS is used the same way in which the OTS is used. 2.Engine Protection. The only difference from the OTS strategy is the temperature limits. Programmable for warning, rampdown or shutdown.
- TEMPERATURE SENSOR (Continues) III.FUEL TEMPERATURE SENSOR (FTS) A.The same sensor is used for the FTS as the above two sensors. The location of the sensor is dependent on application and engine series. B.Use in engine operations. 1.Fuel Consumption. Diesel fuel density changes with temperature. With data from the FTS, this density change is accounted for in the fuel consumption calculations and yields an accuracy of within + or - 4%. The total fuel used can be read by the Diagnostic Data Reader or DDDL. On dual ECM engines, the fuel consumption reading must be doubled in order to obtain an accurate reading. IV.CHARGE AIR COOLANT TEMP SENSOR IS USED ON THE 4000 & 149 ENGINES.
- OIL, FUEL, AND COOLANT PRESSURE SENSOR I.PRESSURE SENSOR (OPS,FPS,CPS) A.Oil/Fuel pressure sensor is a variable capacitor type pressure transducer. A 5 volt reference voltage is sent from the ECM to the pressure sensor. The sensor returns a voltage between 0.25 and 4.75 volts which is proportional to oil or fuel pressure. NOTE: These sensors operate between 15psi and 58 psi. B.The ECM can be programmed for warning, rampdown or shutdown if the oil pressure falls below specified limits. C.The fuel pressure sensor is optional for highway application, however it is presently standard for Series 149, marine applications and industrial applications. Also used on 2000 & 4000 engines. D.Coolant pressure sensor is used by the 149, 2000, 4000 and 60 Marine Series. It is located in the coolant return hole on the left side of the front block of the 149, Series 2000- sensor is located in the front right side of the engine. Series 4000 - sensor is located in the thermostat housing at the right front of the engine. Series 60 Marine sensor is located in the oil cooler tube from the water pump. E.Rail pressure sensor used on 4000 engines have a range from 0 bar to over 1350 bar - 20,000 psi.
- COOLANT LEVEL SENSOR I.COOLANT LEVEL SENSOR (CLS) A.DDEC III/IV does not usually have an external coolant level interface module. An internal resistor 562K ohm has been incorporated into the DDEC III/IV coolant probe so that an “out of coolant” condition can be distinguished from an”open circuit”. B.The coolant sensor is located in the top tank of the radiator or remote surge tank. This sensor is used for engine protection. The ECM can be programmed for warning, rampdown, or shutdown if the ECM determines that the sensor is not immersed in coolant.
- VARIABLE SPEED GOVERNOR I. VARIABLE SPEED GOVERNOR (VSG) A.The throttle input to a variable speed governor controls engine speed between idle and rated speed. The engine speed is set by the throttle position. The VSG senses speed changes and fuels the engine to maintain a set engine speed. (The load should be within the engine capability.) Wire 510 is used in VSG operation. B.The VSG is also referred to as high idle, fast idle, hand throttle, venire, voltage divider, PTO, cruise control or cruise switch PTO. C.For safety reasons the VSG requires the transmission be in neutral and/or parking brake interlock to inhibit the VSG control from propelling the vehicle. When used in its PTO function in (B) above.
- PROGRESSIVE SHIFTING I.PROGRESSIVE SHIFTING ENCOURAGES THE DRIVER TO SHIFT IN TO A HIGHER GEAR BEFORE THE ENGINE REACHES GOVERNED SPEED. A DDC SPEC MANAGER PERFORMANCE EVALUATION IS MANDATORY, BEFORE THIS FEATURE IS ENABLED. A.low gear # 1 max MPH is the maximum vehicle speed limit for the first range of gears. B.Low gear # 1 RPM (Soft Limit) defines the soft engine speed limit in the lower gears. When the engine reaches this speed, the RPM rate of engine acceleration is reduced until low gear # 1 max RPM is reached. C.Low gear # 1 max RPM (Hard Limit) is the maximum 1800 RPM engine speed attainable. When the engine reaches this speed, no additional increase in engine RPM can be attained until the vehicle has been shifted to the next higher gear. D.Low gear # 2 (max MPH) is the maximum vehicle speed limit for the immediate range of gears. E.Low gear # 2 RPM (Soft Limit) defines the engine speed limit in the intermediate gears. The rate of engine acceleration is reduced until the low gear # 2 maximum RPM is reached F.Low gear # 2 (max RPM)(Hard Limit) is the maximum 1800 RPM engine speed attainable. When the engine reaches this speed, no additional increase in engine RPM can be attained, until the vehicle is shifted. G.High gear maximum (MPH) defines the minimum vehicle speed required to activate the high gear maximum RPM function. This is used to encourage the driver to use a higher gear while in cruise control. H.High gear maximum (MPH) limits the maximum engine RPM in the top range of gears, encouraging the driver to upshift to the next higher to increase vehicle speed.
- PRESSURE GOVERNOR I.PRESSURE GOVERNOR SYSTEM (PGS) A.This feature is used in fire truck applications. The PGS uses logic similar to cruise control, therefore cruise control can not be specified WITH PGS. Pressure governor is not programmable with the DDR and must be specified at time of engine order. B.The PGS system has two modes of operation. 1.Pressure mode which monitors water pump pressure and varies engine speed to maintain a set water pressure. 2.RPM mode which maintains a set engine speed. C.A fire truck pressure sensor is not installed on the engine by DDC but is provided with the engine for installation by the OEM (ORIGINAL EQUIPMENT MFG.). D.The OEM also supplies a vehicle interface harness which might consist of mastermind with engineminder, engineminder with OEM components, or OEM supplied components. II.MASTERMIND/ENGINEMINDER (DDEC II). FIRE COMMANDER IS USED ON DDEC III & IV. A.The mastermind control unit and the engineminder display unit are enhancements to the fire truck pressure governor system. The mastermind unit replaces the switches that are used to select a governing mode and to increase or decrease the engine speed or pressure setting. It also displays engine speed with a red LED bar graph. The engineminder unit displays oil temperature and pressure with Led bar graph gauges. It also incorporates an amber check engine light and a red stop engine light. B.The PGS instruments may be ordered in two option packages from DDC. Both the mastermind and engineminder are included in one package, which replaces the OEM supplied switches and relay. In the second package, the OEM supplied switches and relay are retained and complemented by the engineminder display alone.
- PRESSURE GOVERNOR (Continues) III.SYSTEM OPERATION A.The PGS is activated by closing a series or OEM supplied interlocks plus moving the System Enable switch to the on position. The PGS Active Light illuminates when the PGS system is activated. This light is also called the Cruise Control Light Active Light. B.The pressure governor operates in either the RPM or Pressure Control Mode. The mode is selected with the Pressure/RPM mode switch. The Pressure/RPM mode switch is a digital input. IV.RPM MODE A.The RPM mode allows the governor to maintain the set speed within engine operating capabilities. The RPM mode is selected by moving the Pressure/RPM mode switch to the RPM setting. V.PRESSURE MODE A.The Pressure mode allows the governor to monitor and maintain the water pump discharge pressure. The pressure mode is selected by moving the Pressure/RPM mode switch to the pressure setting. The pressure mode is maintained until one of the following situations occurs: 1.The Pressure/RPM mode switch is moved to the RPM mode. The system reverts to RPM mode and the same engine speed is maintained. 2.The pressure sensor signal is out of limits. The system reverts to RPM mode. The RPM light is illuminated by the Pressure/RPM mode switch may still be in the pressure position. The same engine speed will be maintained. The Check Engine Light (CEL) illuminates, and either code 86 or 87 will be logged into the ECM memory 3.Cavitation or low water flow.
- PRESSURE GOVERNOR (Continues) VI.SWITCHES-DECREASE AND INCREASE A.The increase and Decrease switches follow similar logic as the cruise control switches (Set//Coast on and Resume/Accel on). The Increase and Decrease switches use digital inputs. B.Decrease (Set//Coast On) 1.The pressure or engine speed is set by momentarily contacting the switch to the Decrease position (grounding the digital input). The pressure (RPM) setting will decrease by 4 psi (25 RPM) increments when Decrease switch is momentarily contacted. 2.Holding the switch in the Decrease position (grounding the digital input) will decrease the pressure or RPM. The pressure (RPM) will decrease by 4 psi (25 RPM) increments at a rate of two increments per second. Releasing the switch sets the pressure/RPM to the lower setting. C.Increase (Resume/Acceleration On) 1.Momentarily contacting the increase switch at the initiation of PGS operation will set the Pressure/RPM operating point. The pressure (RPM) setting will increase by 4 psi (25 RPM) increments by momentarily contacting the increase switch. 2.Holding the switch in the increase position (grounding the digital input), will increase the pressure or RPM. The pressure (RPM) will increase by 4 psi (25 RPM) increments at a rate of two increments per second. Releasing the switch sets the PGS to the higher setting.
- ELECTRONIC FIRE COMMANDER I.Electronic Fire commander (EFC) has adjustable preset points for both RPM and PSI modes. After selecting the desired mode, pressing the preset button will command the engine to run at either the predetermined pressure or RPM II.After initializing the system Pressure Governor System (PGS) will be in the “RPM” mode. III.When in PSI mode, the PGS system will increase or decrease engine RPM to maintain the set point pressure. The engine speed increase will be limited 400 RPM to obtain a new set pressure. IV.Pressing the “Mode” and the “Menu” buttons simultaneously will allow various data to be displayed or adjusted, but only if the PGS system is not currently active.
- DIAGNOSTIC REQUEST/STOP ENGINE OVERRIDE SWITCH I.DIAGNOSTIC REQUEST/STOP ENGINE OVERRIDE A.DDEC III/IV provides the option for a single diagnostic request switch and a single stop engine override switch. However, a single switch can be used for bothdiagnostic and stop engine override. B.Diagnostic Request Switch 1.The diagnostic request switch is used to flash active codes on the red light or inactive codes on the yellow light. 2.When the engine is not running and the ignition is on, grounding the Diagnostic Request Switch will flash out engine codes. 3.When the engine is idling and not in an “engine protection” condition grounding the Diagnostic Request Switch will flash out engine codes. C.An active code is a fault present at the time when checking for codes. D.An inactive code is a fault which has previously occurred. These inactive codes, also called historic, codes are logged into the ECM and time stamped (date and time stamped in DDEC IV). 1.First occurrence in engine hours 2.Last occurrence in engine hours 3.Number of stop engine overrides recorded or occurrences of the code. 4.Total time in seconds that the code was active
- DIAGNOSTIC REQUEST/STOP ENGINE OVERRIDE SWITCH (Continue) E.Stop Engine Override 1.If engine shutdown selected on any of the engine protection parameters, the shutdown/speed reduction sequence can be overridden by the Stop Engine Override Switch. When the operator presses the STEO switch, the engine will return to 80% of current throttle and the 30 second gradual reduction in power will repeat. The operator can press the STEO switch as many times as necessary to get the vehicle to a safe area off the road (Coaches used as motor homes return to 100% power). F.Momentary Override 1.This STOP ENGINE OVERRIDE switch is used to override the shutdown sequence. This override resets the 30 second shut down timer, restoring power to the level when the SEL was illuminated. The switch must be recycled to obtain a subsequent override. The ECM will record the number of times the override is used .Continuous Override-Option 1 1.This STOP ENGINE OVERRIDE option is used when the vehicle needs full power during a shutdown sequence. Full power capability is maintained as long as the override switch is pressed. This is intended for Coach applications only. H.Continuous Override-Option 2 1.This STOP ENGINE OVERRIDE option is used for a one time continuous override of the shutdown sequence. This is primarily used in Construction & Industrial applications. The Engine Protection System is disabled until the ignition key is cycled.
- ENGINE PROTECTION I.ENGINE PROTECTION A.DDEC’s engine protection system monitors all engine sensors and electronic components and recognizes system malfunctions. This protection can be selected with the Diagnostic Data Reader (DDR) or Detroit Diesel Diagnostic Link (DDDL). B.Warning 1.The check engine light and stop engine light will illuminate if a fault is detected. The operator has the responsibility to take action to avoid engine damage. There is no power or speed reduction when warning is selected. The resulting engine protection is at the discretion of the engine operator. C.Rampdown 1.The operator or driver is alerted by the illumination of check engine light and power is reduced from 100% to 80%. The stop engine light is illuminated and engine power is reduced to 40%. There is no further reduction in power over this 30 second time period (Varies with application) and VSG reduces RPM of the engine. D.Shutdown 1.This protection works the same as rampdown, except 30 seconds after the check engine light and stop engine light is illuminated the engine will shut down. 2.The Stop Engine Override Switch can be used to reset the 30 second shutdown sequence, restoring power to the level when the check engine light was illuminated. E.Parameters which are monitored for engine protection 1.Low coolant level 2.Low coolant pressure 3.High coolant temperature 4.High crankcase pressure (149 & 4000) 5.Intercooler temperature (149 & 4000 Charge air coolant temp) 6.Low oil pressure 7.High oil temperature 8.Auxiliary Digital inputs 9.Engine Overspeed
- MULTIPLE HORSEPOWER RATINGS I.DDEC PROVIDES UP TO FOUR PRE-PROGRAMMED HORSEPOWER RATINGS. THERE CAN BE THREE (3) INDEPENDENT RATINGS AND DEPENDENT CRUISE POWER RATING. II.RATINGS ARE PROGRAMMED AT TIME OF THE ENGINE ORDER AND HORSEPOWERS CAN BE CHANGED WITH THE DDR WITHIN THE 6N4D GROUP NUMBER. A.12.7 Rating - 6N4D-6037 1.375 HP at 1800 2.406 HP at 1800 3.430 HP at 1800 4.375/430 HP at 1800 (CP)
- CRUISE CONTROL I.CRUISE CONTROL SWITCHES A.Cruise control can be easily provided with DDEC engines. OEM switches provide commands to the ECM for cruise operation. Either vehicle speed cruise control or engine speed cruise control can be selected. The vehicle speed must be above a preset MPH and engine speed must be above 1100 RPM to set cruise control. Cruise control and associated parameters can be programmed with the DDR. II.CRUISE ENABLE SWITCH A.Single pole, single throw contact B.Dash mounted or incorporated with the turn signal level C.Cruise enable switch - on/off III.CRUISE ACTIVE LIGHT A.Optional light, OEM supplied B.Lens must be green. C.12 or 24 volt, 5 watt lamp depending on the ignition source IV.BRAKE/CLUTCH SWITCH A.Single pole, single throw contact B.Momentary snap action C.Depressing the brake or clutch disables cruise control V.SET/COAST SWITCH A.Set - cruise speed is set by momentarily contacting the switch to the on position. B.Coast - Holding the switch in the on position while in cruise allows the vehicle to decrease to a lower speed and releasing of the switch sets cruise to the lower speed. C.Toggling of the switch will result in a 1 MPH decrease in vehicle speed.
- CRUISE CONTROL (Continue) VI.RESUME/ACCEL SWITCH A.Resume - Toggling this switch restores the previously set cruise speed, if cruise has been disabled with the brake or clutch. B.Accel - Holding this switch to the on position while in cruise control allows the vehicle to increase to a higher speed. (Speed is limited to either the maximum set cruise speed or rated engine speed). Toggling the switch will result in a 1 MPH increase in vehicle speed. VII.CRUISE POWER A.Cruise Power is an optional engine rating which provides additional torque while operating in cruise control. The ECM automatically switches to the cruise power (higher horse power) when cruise is turned on. B.This extra power gives the driver incentive to run in cruise control whenever possible and gain the additional fuel economy it provides. C.Cruise Power can be selected with the DDR, provided that it is ordered as part of the engine rating package. VIII.CRUISE CONTROL PARAMETER REQUIRED PROGRAMMING A.VSS (Type) B.VSS (Number of Teeth) C.Rear Axle Ratio D.Tire Revolution/Mile E.Top Gear Ratio
- CRANKCASE PRESSURE MONITOR I.CRANKCASE PRESSURE MONITOR (CCM) A.The CCM is required on all Series 149 & 4000 DDEC applications. The 149 & 4000 are the only engines with this sensor. Because high crankcase pressure is very threatening for both the 149 & 4000, whereas other series engines can operate with higher crankcase pressure without serious damage. B.The CCM senses excessive crankcase pressure by means of a diaphragm connected to a micro switch. The micro switch in the CCM is activated when crankcase pressure exceeds 4.5 plus or minus .5 inches of water (1.0 to 1.2 kPa) and remains activated even when pressure is reduced. If activated, the CCM must be reset be removing the safety cover and depressing the reset button for 3 to 5 seconds on the 149 engine. The 4000 engine monitors the crankcase pressure and turn on the red stop engine light when preset pressure is detected. C.The only purpose for the CCM is to monitor crankcase pressure for engine protection. Depending on application, the CCM can be used as required to activate an alarm system or shutdown device and/or remove the load from the engine (i.e. inhibit electric drive propulsion) when excessive crankcase pressure has been detected. The CCM circuit has been programmed at the factory with the engine protection characteristics and cannot be reprogrammed with a DDR. D.New for the Series 60 Engine. We introduce the crankcase pressure monitor that will be directly inserted into the dipstick tube. This sensor was introduced for the new DDEC IV generation and is used as a tool for checking for high cc pressure as an indication or wear on the cylinder components of the engine.
- CHECK ENGINE AND STOP ENGINE LIGHTS I.BULB AND SYSTEM CHECK A.“Check Engine Light”, “Stop Engine Light” and the optional “Cruise Active” Light will come on for 5 seconds when the ignition switch is first turned on. B.Check engine light comes on during vehicle operation, this indicates that a fault has been detected, which is not engine damaging. C.Stop engine light comes on during vehicle operation, this indicates the system has detected a potential engine damaging condition. Engine should be shut down immediately and problem checked and corrected. D.Active codes will be flashed on the stop engine light in order from, most recent, to the least recent. E.Inactive codes will be flashed on the check engine light in order from the most recent.
- PUSLE WIDTH MODULATED OUTPUTS I.Port #1 circuit 908 options: 1. Percent throttle 2. Percent load 3. Percent torque 4.(1 Hz = 5 RPM on 4000 engine) II.Port #2 circuit 909 options: 1. Bypass blower 2. Low battery voltage 3. Idle timer automatic ignition shutdown 4.(Fan control on 4000 engine) III.Port #3 circuit 910 options: 1.Glow plugs 2. Pressure governor system 3.(High pressure fuel pump controller on the 4000 engine.) IV.The outputs may be modulated by: 1. Signal duty cycle range (0-100% or 5-95%) 2. Modulated or discrete on/off 3. Fixed cruise value 4. Zero value at idle V.Also supply voltage for operating solenoids 12 or 24 volts, 0 volts
- PWM I.PWM PORTS A.The DDEC system has pulse width modulated (PWM) ports available for specialized use. The ports are programmed to provide control for automatic transmission, bypass blowers, and glow plugs. B.The PWM port configuration is a function for engine fans, high pressure pumps, transmission, applications selection. The ports are programmed at time of engine order and cannot be changed with the DDR C.A 50Hz modulated signal representing the percent throttle or percent torque with the duty cycle can be provided. The port may also be configured to provide a discrete output (on/off) as a function of percent throttle or percent torque.
- MPSI READER/Diagnostic Data Reader (DDR) I.USING THE MPSI READER (Micro Processor Systems, Inc.) A.Plug the MPSI Reader into the 6-pin/9-pin connector. Turn the ignition to the on position B.The reader will display only 4 lines of engine data at once. However, there are many lines of engine data recorded in the ECM. C.Data may be moved one line at a time using the up or down arrow keys. OLD DDR CARTRIDGE ONLY D.Data can be frozen on the screen by touching number keys #1 through #4. Touching number #2 freezes data on line #2 of the Reader Display. Touching the #2 again, will unfreeze the data on line #2. If all four lines of data have been frozen touching the zero key will unfreeze all lines. E.The “Func” key allows the operator to move backward from areas within both the engine side and pro-link side of the Diagnostic Data Reader (DDR). F.The enter key is used to make selections, confirm an answer or instruct the MPSI Reader (DDR) to continue to the next step. G.A “red” push button is located on the left side of the MPSI Reader (DDR). It is used to manually cutout each cylinder in firing order when operating in the cylinder cutout mode. H.An RS-232 (Phone cord connection) port is located on the right side of the MPSI Reader (DDR) for printer or terminal connections. NEW DDR CARTRIDGE AND CARD I.The new DDEC IV cartridge is called MPC (Multi Protocol Cartridge). Micro Processor Systems, Inc. manufactures this as well as the old cartridge. This new cartridge will accommodate an computer card that fits into a slot at the rear of the cartridge. CAUTION: Never force this card into place. MPC cards can be removed by simply pushing the eject button on the left side of the card slot. If you remove the MPC card while the DDR is powered up, it will cause the DDR to stop reading and the screen will go blank. Reinserting the PC card will simply reboot (restart) the DDR. NOTE: Flow charts are provided to assist instructors/students in the use of the MPSI Reader (DDR).
- Society of Automotive Engineers (SAE)
- SAE STANDARDS I.MID (Message Identifier Description) defines what major component the microprocessor is sending data about - engine, transmission, ABS, ect. II.PID (Parameter Identification description) defines a component within the major component - oil pressure sensor, coolant level sensor, etc. III.SID (Subsystem Identifier Description) similar to PID defines a field repairable and identifiable component within a group of components - injectors IV.FMI (Failure Mode Identifier) defines what kind of failure occurred in a PID or SID
- DDR COMUNICATION-ON HIGHWAY I.This is the new 9 pin connector that is for J 1939.
- Download Engine Serial Calibration(s) Connect to the mainframe computer and transfer information to your computer to recalibrate ECM(S). The serial numbers for the ECM(S) you want to recalibrate must be added to a list that you see after entering this page. Download Fleet Calibration(s) Connect to the mainframe computer and transfer information to your computer to update or recalibrate ECM(S). The difference is that each serial number entered here allows you to reprogram several engines. (By “Fleets”: A “Fleet” is a number of engines that are programmed alike.) Display Available ECM S/W Versions This option displays the latest version of all software releases. Display Station Log File This option displays activity that has been performed with this reprogramming station. Display Download Units This option displays units available for reprogramming. Update Logon Parameters This option allows you to change parameters for logging on to the mainframe
- These following pictures give a good example of the different screens that are part of the new windows based reprogramming software.
- COMMUNICATION I.THE ECM TRANSMITS ENGINE DATA VIA J1587, J1922, OR J1939 COMMUNICATION LINKS. A.SAE J1587 operates at 9600 baud rate. 1.This communication link is used to transmit data to other vehicle modules such as electronic dashboards or other vehicle modules including Data Hub. B.SAE J1922 operates at 9600 baud rate. 1.This communication link can be used to monitor Anti-Lock Brake Systems (ABS) to control wheel speed during braking. J1922 is also designed to communicate control information from the engine to other vehicle systems such as transmissions. C.SAE J1939 operates at 250,000 baud rate. 1.J1939 is designed to control information from the engine to vehicle systems such as transmissions and multi-block engines with more than one ECM.
- IDLE SHUT DOWN / VEHICLE POWER DOWN I.IDLE SHUT DOWN TIMER A.The idle timer option is designed to shut the engine down after a programmed idle period which is specified by the customer. Shutdown can range from 2-100 minutes and can be programmed with the DDR (Diagnostic Data Reader). B.The ECM can be programmed to shutdown whether running on the variable speed governor or limiting speed governor. II.VEHICLE POWER DOWN (Vehicle Power Shutdown) A.Vehicle power shutdown is used with the idle timer shutdown or engine protection. B.After the idle timer, times out, or engine protection shuts the engine down, there is an “ignition relay” that shuts down the rest of the electrical power to the vehicle. C.When the engine is shut down by the idle shut down the key must be cycled in order to restart the engine.
- SEQUENCE OF POWER SHUTDOWN Ignition off Ignition on Ignition switch closes and power is sent to ECM Power goes to power down switch (wakes up ECM) Vehicle powers up Idle shut down ECM off Vehicle off
- ENGINE BRAKE CONTROLS I.ENGINE BRAKE A.The engine brake converts the power producing diesel engine into a power absorbing air compressor. This accomplished by opening the cylinder exhaust valves near the top of the normal compression stroke and releasing the air through the exhaust system. The released compressed air to atmospheric pressure prevents the return of energy to the engine piston on the expansion stroke, the effect being a net energy loss. Fueling is cut off when this occurs. B.DDEC III/IV will directly control the engine brake solenoids for high, medium, and low brake settings. II.CRUISE CONTROL ENGINE BRAKE A.Engine Brake Cruise Control provides cruise control compatibility with the engine brakes. While in cruise control the brakes will turn on and go off automatically, without disabling cruise control. B.Engine brakes are programmed by the DDR to a set MPH above the cruise set speed - for low, medium, and high. 1.1 - 9 MPH increments for low braking 2.1 - 4 MPH increments for medium and high braking C.A dash mounted (on/off) switch enables the engine brake.
- DDEC III/IV ENGINE BRAKES DDEC II allows engine brake operation. As long as throttle percent and pulsewidth are at zero an output is grounded allowing the operator to control the intensity of the brake. In DDEC III the Jake heads are controlled directly by the ECM. Two digital inputs are used to signal the ECM the level of intensity requested. Low - one head (two cylinders) will be activated. Medium - two heads (four cylinders). High uses both the low and the medium to result in all the three heads being activated. The circuits that actually control the heads are positive outputs supplying power to the solenoids. A code “Engine brake. output failure” will result if no ground path is available from the block to battery negative.
- Flat Jake Difference I.Cylinder compression release sequence is new sounds are different 4 cylinder mid-range Old sequence was 1, 5, 6, 2 New sequence is 5, 3, 6, 4 2 Cylinder low-range Old sequence was 3, 4 New sequence is 1, 2 II.The picture above represents the old Jake Brake
- FAN CONTROLS I.FAN CONTROLS A.DDEC III/IV provides fan controls for four different fan configurations, in accordance with proposed Truck Maintenance Council (TMC) standards. II.SINGLE FAN WITH DIGITAL OUTPUTS A.The single fan control uses one digital output to drive a single speed fan. B.Fan Control #1 is enabled (opened) when at least one of the following conditions occur. 1.Oil temperature above 111ºC / 257ºF 2.Coolant temperature above 90 ºC / 220ºF 3.Air temperature above 49 ºC / 146 ºF 4.Air conditioner is active (OEM supplied A/C switch is opened). 5.Oil temperature sensor fails. 6.Coolant temperature sensor fails. 7.Air temperature sensor fails. 8.Fan engine brake enabled and the engine brake is active at “High” level. 9.Fan control override switch is enabled. 10.Pressure governor system is active. Note:The temperature values used above are default values. These values can be changed at the time of engine order.
- FAN CONTROLS (Continue) III.TWO SEPARATE FANS A.This configuration uses two digital outputs, Fan Control #1 and Fan Control #2, to separate fans. B.Fan Control #1 is enabled (opened) when at least one of the following conditions occurs. 1.Air temperature above 49 ºC 2.Air conditioner is active (OEM supplied A/C switch is opened). 3.Air temperature sensor fails. 4.Fan engine brake enable and the engine brake is active at “High” level 5.Fan control override switch is enabled. 6.Pressure governor system is active. C.Fan Control #2 is enabled (switch to battery ground) when at least one of the following conditions occur. 1.Oil temperature above 114 ºC 2.Coolant temperature above 96 ºC 3.Oil temperature sensor fails. 4.Coolant temperature sensor fails.
- FAN CONTROLS (Continue) IV.TWO SPEED FAN A.The third configuration uses two digital outputs, Fan Control #1 and Fan Control #2, to drive a two speed fan. When Fan Control #1 outputs is opened, the low speed fan mode activates. The fan operates in the high speed mode, if Fan Control #2 output is opened. 1.Oil temperature above 111 ºC 2.Coolant temperature above 90 ºC 3.Air temperature above 49 ºC 4.Air conditioner is active (OEM supplied A/C switch is opened). 5.Oil temperature sensor fails. 6.Coolant temperature sensor fails. 7.Air temperature sensor fails. 8.Dynamic engine brake enable and engine brake level is “High”. 9.Fan control override switch is enabled. 10.Pressure governor system is active. B.Fan Control #2 is enabled (opened) when at least one of the following condition occur. 1.Oil temperature above 114 ºC 2.Coolant temperature 96 ºC
- FAN CONTROLS (Continue) V.VARIABLE SPEED SINGLE FAN WITH PWM CONTROL A.The single fan uses the PWM signal to drive a variable speed fan. The PWM signal is controlled by two of three temperature sensors. The fan can be turned “on” by either temperature sensor. The sensor requesting the highest fan speed is used. The fan is off when the duty cycle of the PWM signal is 100%. The highest speed of the fan is produced when the duty cycle is 0%. The fan speed will ramp up to the speed requested over a span of 10% Duty Cycle/sec. The decrease in fan speed will occur after a short time delay and will step down to the value dictated by a sensor or off. B.The PWM when at least one of the following conditions occur. 1.Coolant temperature above 118 ºC 2.Intercooler temperature above 180 ºC 3.Oil temperature above 118 ºC 4.Air conditioner is active (OEM supplied A/C switch is opened)
- OPTIMIZED IDLE I.With the engine running, the digital output “vehicle power shutdown” will be on (grounded). When all interlocks, hood switch, neutral switch, and parking brake switch are closed the O/I system can be enabled by closing the “cruise enable” switch. II.The O/I light begins flashing and the idle shutdown timer starts counting down. When the timer expires the engine will shut down if battery voltage and engine temperature are normal, otherwise the idle will be raised to 1100 RPM until the parameters are normal. The vehicle power shut down output opens removing power from all vehicle systems. III.If engine temperature or battery voltage drop below predetermined levels the alarm Pulse Width Modulated output (set a 100%) will be activated for five seconds. The starter relay will then be activated by another PWM output until the engine starts. The vehicle power shutdown output is closed whenever the engine is running. IV.In addition, an optional cab thermostat can be used to control the system. Vehicle heating or air conditioning controls are set appropriately and wired to run through the vehicle power shutdown relay.
- DIGITAL INPUTS I.DDEC III HAS TWELVE DIGITAL INPUT PORTS LOCATED ON THE VEHICLE INTERFACE HARNESS. THESE DIGITAL INPUTS CAN BE CONFIGURED FOR VARIOUS FUNCTIONS. THESE FUCTIONS CAN BE ORDERED AT THE TIME OF ENGINE ORDER. SOME DIGITAL INPUT FUNCTIONS ARE FURTHER CUSTOMIZED BY PROGRAMMING THE ECM WITH A DDR. A.Cruise Control (uses up to five inputs): 1.Cruise Enable 2.Clutch Released 3.Service Brake Released 4.Set/Coast On (Decrease) 5.Resume/Acceleration On (increase) B.Engine Brake: 1.Engine Brake Disable 2.Engine Brake Low 3.Engine Brake Medium C.Engine Protection: 1.Auxiliary Shutdown # 1 2.Auxiliary Shutdown # 2 3.Diagnostic Request Switch 4.Diagnostic Request Switch/Stop Engine Override (SEO) D.Engine Ratings: 1.Limiting Torque Curve 2.Rating Switch # 1 3.Rating Switch # 2
- DIGITAL INPUTS (Continue) E.Fan Control: 1.Air Conditioner Status 2.Fan Control Override 3.Transmission Retarder Status F.Pressure Governor System (PGS) (Uses five inputs): 1.Pressure Governor System Enable 2.Pressure/RPM mode Switch 3.Parking Brake Interlock 4.Set/Coast On (Decrease) 5.Resume/Acceleration On (Increases) G.Throttle Control: 1.Alternate Minimum VSG Speed. 2.Dual Throttle (LSG) 3.Idle Validation Switch 4.Throttle Inhibit 5.VSG Station Change 6.VSG Station Complement H.Additional Functions: 1.Auxiliary Coolant Level Sensor
- DIGITAL INPUTS I.Digital inputs are switches (external from the ECM) connecting system ground (#953) to a specific terminal in the 30 pin vehicle harness connector. II.There are 12 terminals available on the 30 pin vehicle harness connector for digital inputs III.Any of 31 available functions can be assigned to any terminal through use of a “reprogramming station”. IV.To find out what functions are assigned to the available terminals, use a pro-link reader and look under “view calibration” Always make a print out of “ECM calibration” and send it with the ECM if replacement is necessary, or before making changes to pin assignments.
- OUTPUTS I.Digital outputs are internal “switches” to ground. They are capable of handling (sinking) up to 1.5 amp. The stop engine and check engine lights are examples of digital outputs. II.Engine brake outputs are not digital outputs because they supply power. They are, however, still outputs.
- PasSmart I.Refer to your notes
- WIRE CRIMPING TOOLS I.The upper left picture has been added. This terminal is for the DDEC II DDR connector
- WIRE CRIMPING TOOLS I.The top pictures represent the Jacobs Engine Brake and Auxiliary Output connector. II.The bottom picture represents the 5 pin Power Harness.
- WIRE CRIMPING I.This picture shows a scan from the A&I Manual on the proper way to crimp.
- Proper way to splice taken from the A&I Manual. This will be added to our program as an exercise
- SYNCHRONOUS REFERENCE SENSOR (SRS) (92) TIMING REFERENCE SENSOR (TRS) The Synchronous Reference Sensor (SRS) and Timing Reference Sensor (TRS) are electronic components that send a signal to the ECM. The SRS references firing position for the number one position. The TRS sends a signal to indicate the firing position for each position. The SRS/TRS assembly is mounted through the engine front end plate at the top left corner of the engine. The sensors can be identified by the shape of the connector. The sensor connectors are keyed(Upside down mushroom or rectangle with wings) to prevent improper installation to the engine wiring loom. SRS/TRS ASSEMBLY REMOVAL AND ENGINE TIMING PROCEDURE 1.Refer to the ECM replacement portion of this Service Bulletin, and remove the heat shield, cold plate, and the ECM. 2.Loosen and remove the four bolts and washers retaining the ECM bracket to the engine. Loosen and remove the two bolts and washers retaining the ECM bracket to the blower end plate. Remove the ECM bracket from the engine. 3.Remove any hoses or fuel lines necessary to gain access to the sensors. 4.Disengage the locking tang on the SRS wire connector. Grasp the connector bodies and gently pull them apart. Repeat this procedure for the TRS.
- SRS/TRS ASSEMBLY REMOVAL AND ENGINE TIMING PROCEDURE (Continue) 5.Remove the SRS/TRS retaining screw and clip. 6.Remove the sensor assembly. 7.If the pulse wheel or engine front end plate has been removed or replaced, loosen the two sensor-retaining socket head screws. SRS/TRS INSTALLATION Using the tools (DDEC Tool Kit) to perform the following operations: 1.Install the sensor assembly and retaining clip. 2.Install, but do not tighten, the retaining clip screw. SRS/TRS ADJUSTMENT Whenever a sensor assembly is replaced, it must be aligned in relationship to the teeth on the Pulse Wheel upon installation. Using the following instructions for sensor alignment. 1.Refer to Electronic Unit Injector Replacement in this bulletin and remove the following injector: a.1R for right-hand rotation engines. b.1L for left-hand rotation engines. 2.Position the piston for this cylinder at top-dead-center, using Crankshaft Position Timing Tool, Kent-Moore tool J34930, as following: a.Install the slotted spacer on the chain between the dial indicator and the top of the holder. Tighten the clamp screw. b.Insert dial indicator tool into the injector bore, install injector hold-down crab and tighten the bolt. c.Turn the crankshaft slowly in the direction of rotation and note indicator movement. Stop turning when the dial hand just stops. d.Turn the crankshaft slowly, opposite the direction of rotation, until the dial indicator hand just starts to move. The piston is now at top-dead-center. e.Before piston downward travel can be measured, the dial indicator must be “zeroed”. Loosen the clamp screw and remove the slotted spacer. Lower the dial indicator until the two smaller indicator hands are at “0” and the large hand is near “0”. f.Tighten the clamp screw and zero the large hand by turning the outer ring of the dial face. Tighten the screw so the outer ring will not turn.
- SRS/TRS ADJUSTMENT (Continue) 3.Turn the crankshaft slowly, in the direction of rotation, until the dial indicator pointer reads exactly 1.216” of piston travel. CAUTION: If the crankshaft pulley retaining bolt has loosened during the timing procedure, tighten it to the specified torque upon completion of the SRS/TRS positioning procedure following the instructions in the Series 92 service manual. At this point, the teeth on the rear of the Pulse Wheel, located on the rear of the cam pulley, are in the proper location for positioning the sensor. The sensor bracket must be positioned correctly in relation to the engine front end plate. Use SRS/TRS timing tool No. J34729 to accomplish this task. 1.Tap the end of the camshaft pulley with fiber mallet or rubber hammer to take up the camshaft end play. 2.Insert the SRS/TRS Timing Tool between the double teeth on the Pulse Wheel, and the TRS so that the groove at the rear of the tool slides over the teeth in the Pulse Wheel . 3.This operation is necessary if the sensor bracket has been loosened from its original mounting position. If the sensor bracket has not been loosened, go to step 5. Position the SRS/TRS bracket so that the round end of the TRS is located in the half moon portion at the front of the Timing Tool. 4.Tighten the two Allen bolts securing the SRS/TRS bracket to the engine front end plate. 5.Push gently on the end of the TRS so that the timing tool is in direct contact with the TRS and the raised metal teeth of the pulse wheel. 6.Tighten the sensor retaining clip socket head screw. If this adjustment has been done correctly, the resulting air gap between the pulse wheel teeth and the end of the sensor will be .020” (+.002”). 7.Loosen and remove the injector crab hold-down bolt. Remove the injector crab. 8.Remove the Timing Tool. 9.Install the injector, the ECM and related parts using the appropriate sections of this service bulletin for reference.
- SYNCHRONOUS REFERENCE SENSOR (SRS) (71) TIMING REFERENCE SENSOR (TRS) The Synchronous Reference Sensor (SRS) and Timing Reference Sensor (TRS) are electronic components that send a signal to the ECM. The SRS references firing position for the number one piston. The TRS sends a signal to indicate the firing position for each piston. The SRS/TRS assembly is mounted through the engine front end plate at the top, right corner of the engine. The sensors can be identified by the color of the connector body. The SRS connector body is black while the TRS connector is gray. The sensor connectors are keyed to prevent improper installation to the engine wiring loom. SRS/TRS ASSEMBLY REMOVAL AND ENGINE TIMING PROCEDURE 1.Loosen and remove the front cover. 2.Remove any hoses or fuel lines necessary to gain access to the sensors. 3.Disengage the locking tang on the SRS connector. Grasp the connector bodies and gently pull them apart. Repeat this procedure for the TRS. 4.Remove the SRS/TRS retaining screw and clip. 5.Remove the sensor assembly. 6.If the pulse wheel or engine front end plate has been removed or replaced, loosen the two sensor-retaining socket head screws. SRS/TRS INSTALLATION Using the tools (DDEC Tool Kit) to perform following operations: 1.Install the sensor assembly and retaining clip. 2.Install, but do not tighten, the retaining clip screw.
- SRS/TRS ADJUSTMENT NOTE: Whenever a sensor assembly is replaced, it must be aligned in relationship to the teeth on the Pulse Wheel upon installation. Use the following instructions or sensor alignment. 1.Refer to Electronic Unit Injector Replacement in this bulletin and remove the following injector: a.#4 for right rotation engine. b.#1 for left-hand rotation engines. 2.Position the piston for this cylinder at top-dead-center, using Crankshaft Position Timing Tool, Kent-Moore tool J34930, as following: a.Install the slotted spacer on the chain between the dial indicator and the top of the holder. Tighten the clamp screw. NOTE: Failure to insert the spacer could result in damage to the dial indicator if the piston is already at the top of travel when the tool is installed. b.Insert dial indicator tool into the injector bore, install injector hold-down crab and tighten the bolt. c.Turn the crankshaft slowly in the direction of rotation and note indicator movement. Stop turning when the dial hand just stops. d.Turn the crankshaft slowly, opposite the direction of rotation, until the dial indicator hand starts to move. The piston is now at top-dead-center. e.Before piston downward travel can be measured the dial indicator must be “zeroed”. Loosen the clamp screw and remove the slotted spacer. Lower the dial indicator until the two smaller indicator hands are at “0” and the large hand is near “0”. f.Tighten the clamp screw and zero the large hand by turning the outer ring of the dial face. Tighten the bezel screw so the outer ring will not turn. 3.Turn the crankshaft slowly, in the direction of rotation, until the dial indicator pointer reads exactly 1.077” of piston travel. CAUTION: If the crankshaft pulley retaining bolt has loosened during the timing procedure. Tighten it to the specified torque upon completion of the SRS/TRS position procedure following the instruction in Section 1.3.7 of the Service Manual.
- SRS/TRS ADJUSTMENT (Continue) At this point, the teeth on the rear of the Pulse Wheel, located on the rear of the balance weight, are in the proper location for positioning the sensors. The sensor bracket must be positioned correctly in relation to the engine front end plate. Use SRS/TRS Timing Tool No. J34729 to accomplish this task. 1.Tap the end of the balance weight with a fiber mallet or rubber hammer to take up the balance shaft end play. 2.Insert the SRS/TRS Timing Tool between the double teeth on the pulse wheel, and the TRS so that the groove at the rear of the tool slides over the teeth in the pulse wheel. 3.This operation is necessary if the sensor bracket has been loosened from its original mounting position. If the sensor bracket has not been loosened, go to step 5. Position the SRS/TRS bracket so that the round end of the TRS is located in the half moon portion at the front of the timing tool. 4.Tighten the two Allen bolts securing the SRS/TRS bracket to the engine front end plate. 5.Push gently on the end of the TRS so that the timing tool is in direct contact with the TRS and the raised metal teeth of the pulse wheel. 6.Tighten the sensor retaining clip socket head screw. If this adjustment has been done correctly, the resulting air gap between the pulse wheel teeth and the end of the sensor will be .020” (+.002”). 7.Loosen and remove the injector crab hold-down bolt. Remove the injector crab. 8.Remove the Timing Tool. 9.Install the EUI in the front cover and related parts using the appropriate sections of this service bulletin for reference. DDEC equipped 71 engines utilize a new design front end plate that incorporated holes used for mounting the SRS/TRS and bracket assembly. CYLINDER BLOCK FRONT END PLATE REMOVAL With the exception of the sensor mounting bracket, DDEC equipped engine front end plates are removed and replaced in the same manner as mechanical governed engines. Refer to section 1.1.1 of the service manual for removal and installation instruction.
- SRS/TRS REMOVAL 1.Disengage the locking tang on the SRS/TRS connector. Grasp the connector bodies and gently pull them apart. 2.Remove the bolt that secures the SRS/TRS to the gear case. 3.Remove the SRS/TRS by pulling it straight out of the gear case. SRS/TRS INSTALLATION 1.The SRS and TRS are electronic components. Use care upon installation. 2.Insert the SRS/TRS into the gear case and index the hole in the bracket with the hole in the gear case. 3.Insert the SRS/TRS bolt and tighten it to 22-28 lbs... Ft., 30-38 N•m torque. 4.Plug the connectors together, making sure the locking tang clicks into place. NOTE: The SRS and TRS are non-serviceable items and each is replaced as a unit. No adjustment is required. PULSE WHEEL The Pulse Wheel is a metal disc that is mounted to the rear to the right balance weight. 1.Balance Weight3. Pulse Wheel 2.Signal Teeth4. Allen Screw
- PULSE WHEEL The raised metal teeth generate a signal in the Synchronous Reference Sensor (SRS) and Timing Reference Sensor (TRS). These signals are used by the ECM to locate piston position for injector solenoid operation. Removal of Pulse Wheel (4-71). The replacement of the Pulse Wheel will require adjustment of the Synchronous Reference Sensor (SRS) and Timing Reference Sensor (TRS). Refer to instructions in SRS/TRS replacement section of this service bulletin. Use the following instructions to replace the pulse wheel: 1.Loosen and remove front cover. 2.Loosen and remove the nut and washer that secures the balance weight to the shaft. NOTICE: DO NOT PRY ON THE PULSE WHEEL TO REMOVE IT. YOU MAY BEND THE PULSE WHEEL OR DAMAGE THE TEETH. 3.Attach puller J 24420-A to the pulse wheel. 4.Use adaptor J 7932 between the end of the balance weight and the puller screw to protect the end of the shaft. NOTE: Be careful not to loss the Woodruff key. 5.Remove the four Allen-type head screws that retain the pulse wheel to the balance weight. Remove the pulse wheel.
- INSTALLATION OF PULSE WHEEL 1.Locate the two small holes in the pulse wheel over the dowels in the rear of the balance weight. 2.Use loctite 262, or equivalent on the four Allen-type that head screws and secure the pulse wheel to the balance weight. 3.If removed, replace the woodruff key to the slot in the balance shaft. Index the slot in the balance weight to the woodruff key and start the weight on the end of the shaft. 4.Use a fiber mallet or plastic hammer to tap the balance weight onto the end of the balance shaft. 5.Install the nut and lock washer to the end of the balance shaft and tighten to 300-325 lb•ft (407-441 N•m) torque. 6.Adjust the SRS/TRS-to-pulse wheel air gap following the instructions in the SRS/TRS adjustment section of the service manual. 7.Install front cover. SYNCHRONOUS REFERENCE SENSOR (SRS) (4-71) AND TIMING REFERENCE SENSOR (TRS) The Synchronous Reference Sensor (SRS) and Timing Reference Sensor (TRS) are electronic components that send a signal to the ECM. 1. Front End Plate, Cylinder Block4.SRS 2.Pulse Wheel5.TRS 3.Balance Weight6.SRS/TRS Bracket The SRS references firing position for the number one piston. The TRS sends a signal to indicate the firing position for each piston. The SRS/TRS assembly is mounted through the engine front end plate at the top, right corner of the engine. The sensors can be identified by the color of the connector body. The SRS connector body is black, while the TRS connector is gray. The sensor connectors are keyed to prevent improper installation to the engine wiring loom.
- REMOVAL OF SRS/TRS ASSEMBLY AND ENGINE TIMING PROCEDURE 1.Loosen and remove the front cover. 2.Remove any hoses or fuel lines necessary to gain access to the sensors. 3.Disengage the locking tang on the SRS connector. Grasp the connector bodies and gently pull them apart. Repeat this procedure for the TRS. 4.Remove the SRS/TRS retaining screw and clip. 5.Remove the sensor assembly. 6.If the pulse wheel or engine front end plate has been removed or replaced, loosen the two sensor-retaining bracket screws. ADJUSTMENT OF SRS/TRS Whenever a sensor assembly is replaced, it must be aligned in relationship to the teeth on the pulse wheel upon installation. Use the following instructions for sensor alignment. 1.Refer to electronic unit injector replacement in this bulletin and remove the injector from cylinder # 4. 2.Position the piston for this cylinder at top-dead-center, using crankshaft position Timing Tool, Kent-Moore tool J 34930, as follows: a.Install the slotted spacer on the chain between the dial indicator and the top of the holder. Tighten the clamp screw. NOTICE: Failure to insert the space could result in damage to the dial indicator if the piston is already at the top of travel when the tool is installed.
- ADJUSTMENT SRS/TRS (Continue) b.Insert dial indicator tool into the injector bore, install injector hold-down crab and tighten the bolt. c.Turn the crankshaft slowly in the direction of rotation and note indicator movement. Stop turning when the dial hand just stops. d.Turn the crankshaft slowly, opposite the direction of rotation, until the dial indicator hand just starts to move. The piston is now a top-dead-center. e.Before piston downward travel can be measured, the dial indicator must be “zeroed”. Loosen the clamp screw and remove the slotted spacer. Lower the dial indicator until the two smaller indicator hands are at “0” and the large hand is near “0”. f.Tighten the clamp screw and zero the large hand by turning the outer ring of the dial face. Tighten the bezel screw so the outer ring will not turn. 3.Turn the crankshaft slowly, opposite to the direction of normal rotation, until the dial indicator pointer reads exactly 1.277” of piston travel. NOTICE: If the crankshaft pulley retaining bolt has loosened during the timing procedure, tighten it to specified torque upon completion of the SRS/TRS positioning procedure following the instructions in section 1.3.7 of the service manual. Failure to maintain required bolt torque may lead to crankshaft pulley loosening, which may result in severe engine damage.
- ADJUSTMENT SRS/TRS (Continue) At this point, the teeth on the rear of the pulse wheel, located on the rear of the balance weight, are in the proper location for positioning the sensors. The sensor bracket must be positioned correctly in relation to the engine front end plate. Use SRS/TRS Timing Tool No. J 39815 to accomplish this task. 1.Tap the end of the balance weight with a fiber mallet or rubber hammer to take up the balance shaft end play. 2.Insert the TRS Timing Tool (J 39815) into the bracket where the TRS sensor was removed from. Slide the tool through the bracket and cover so the slot in the tool engages with the TRS timing pin on the pulse wheel. The correct TRS pin corresponds to the notch found on the outer edge of the pulse wheel. Adjust the bracket to provide the proper alignment. 3.Secure the SRS/TRS bracket to the front end plate with the TRS timing tool located into the TRS pin on the pulse wheel. Remove the timing tool. 4.Again tap the end of the camshaft pulley with a fiber or rubber mallet to take up the camshaft end play. 5.Gently slide the SRS/TRS assembly into the bracket. Use a .020” (.50 mm) feeler gauge, and position it between the TRS sensor and the TRS pin on the pulse wheel. 6.Tighten the sensor retaining clip socket head screw. If this adjustment has been done correctly, the resulting air gap between the pulse wheel teeth and the end of the sensor will be .018-.022”. 7.Loosen and remove the injector crab hold-down bolt. Remove the injector crab. 8.Remove the dial indicator. 9.Install the injector and the front cover and related parts using the appropriate sections of the service manual for reference.
- PULSE WHEEL ( 12V-71) The pulse wheel is a metal disc that is mounted to the rear of the left camshaft pulley on a V-type engine. 1.Camshaft3.Allen Screw 2.Pulse Wheel4.Signal Teeth The raised metal teeth generate a signal in the Synchronous Reference Sensor (SRS) and Timing Reference Sensor (TRS). These signals are used by the ECM to locate piston position for injector solenoid operation. One wheel is used for 12V-71 engines regardless of engine rotation. The pulse wheel is used on all 12V-71 engines. A groove is machined on the outer edge of the wheel. This corresponds to the TRS pin used for proper timing of the TRS sensor. This wheel has total of 37 raised metal teeth. Two holes are provided that mate with dowels at the rear of the cam pulley. A staggered bolt pattern prohibits proper installation. REMOVAL OF PULSE WHEEL (12V71) The replacement of the pulse wheel will require adjustment of the Synchronous Reference Sensor (SRS) and Timing Reference Sensor (TRS). Refer to instructions in SRS/TRS Replacement section of this service bulletin. Use the following instructions to replace the pulse wheel: 1.Loosen and remove the drive belt(s) from the left camshaft pulley, if equipped. 2.Loosen and remove the nut and washer that secures the left cam pulley to the end of the camshaft. NOTE: DO NOT PRY ON THE PULSE WHEEL TO REMOVE IT. YOU MAY 3.Use adaptor J 7932 between the end of the camshaft and the puller screw to protect the end of camshaft. NOTE: Be careful not to lose the woodruff key. 4.Remove the four Allen-type flat head screws that retain the pulse wheel to the cam pulley. Remove the pulse wheel.
- INSTALLATION OF PULSE WHEEL (12V-71) 1.Location the two small holes in the pulse wheel over the dowels in the rear of the cam pulley. 2.Use loctite 262, or equivalent, on the four Allen-type flat head screws and secure the pulse wheel to the cam pulley. 3.If removed, replace the woodruff key to the slot in the camshaft. Index the slot in the cam pulley to the woodruff key and start the pulley on the end of the camshaft. 4.Use a fiber mallet or plastic hammer to tap the cam pulley onto the end of the camshaft. 5.Install the nut and lock washer to the end of the camshaft and tighten to 300-325 lb•ft (407-441 N•m) torque. 6.Adjust the SRS/TRS to pulse wheel air gap following the instructions in the SRS/TRS adjustment section of this service manual. 7.Install the drive belts. Adjust the belt tension; SYNCHRONOUS REFERENCE SENSOR (SRS) (12V-71) AND TIMING REFERENCE SENSOR (TRS) The Synchronous Reference Sensor (SRS) and Timing Reference Sensor (TRS) are electronic components that send a signal to the ECM. 1. Front End Plate, Cylinder Block4.SRS 2. Pulse Wheel5.TRS 3. Camshaft Pulley6.SRS/TRS Bracket The SRS references firing position for the number one piston. The TRS sense a signal to indicate the firing position for each piston. The SRS/TRS assembly is mounted through the engine front end plate at the top, left corner of the engine. The sensors can be identified by the color of the connector body. The SRS connector body is black, while the TRS connector is gray. The sensor connectors are keyed to prevent improper installation to the engine wiring loom.
- REMOVAL OF SRS/TRS ASSEMBLY AND ENGINE TIMING PROCEDURE 1.Refer to the ECM replacement portion of this service bulletin, and remove the heat shield, cold plate, and the ECM. 2.Loosen and remove the four bolts and washers retaining the ECM bracket to the engine. Loosen and remove the two bolts and washers retaining the ECM bracket to the blower end plate. Remove the ECM bracket from the engine. 3.Remove any hoses or fuel lines necessary to gain access to the sensors. 4.Disengage the locking tang on the SRS connector. Grasp the connector bodies and gently pull them apart. Repeat this procedure for the TRS. 5.Remove the SRS/TRS retaining screw and clip. 6.Remove the sensor assembly. 7.If the pulse wheel or engine front end plate has been removed or replaced, loosen the two sensor-retaining socket head screws. ADJUSTMENT OF SRS/TRS Whenever a sensor assembly is replaced, it must be aligned in relationship to the teeth on the pulse wheel upon installation. Use the following instructions for sensor alignment. NOTE: The direction of engine rotation is determined by viewing the engine from the front. On right-hand rotation engines, the crank pulley rotates clockwise. On left-hand rotation engines, the crank pulley rotates counterclockwise.
- REMOVAL OF SRS/TRS ASSEMBLY AND ENGINE TIMING PROCEDURE (Continue) 1.Refer to electronic unit injector replacement in this bulletin and remove the 1R for 12V-71 right-hand rotation engines. 2.Position the piston for this cylinder at top-dead-center, using crankshaft position timing tool, Kent-Moore tool J 34930, as follows: a.Install the slotted spacer on the chain between the dial indicator and the top of the holder. Tighten the clamp screw. NOTICE: Failure to insert the spacer could result in damage to the dial indicator if the piston is already at the tip of travel when the tool is installed b.Insert dial indicator tool into the injector bore, install injector hold-down crab and tighten the bolt. c.Turn the crankshaft slowly in the direction of rotation and note indicator movement. Stop turning when the dial hand just stops. d.Turn the crankshaft slowly, opposite the direction of rotation, until the dial indicator hand just starts to move. The piston is now at top-dead-center. e.Before piston downward travel can be measured, the dial indicator must be “zeroed”. Loosen the clamp screw and remove the slotted spacer. Lower the dial indicator until the two smaller indicator hands are at “0” and the large hand is near “0”. f.Tighten the clamp screw and zero the large hand by turning the outer ring of the dial face. Tighten the Bezel screw so the outer ring will not turn. 3.Turn the crankshaft slowly, in the direction of rotation, until the dial indicator pointer reads exactly: 1.636”.
- REMOVAL OF SRS/TRS ASSEMBLY AND ENGINE TIMING PROCEDURE (Continue) NOTICE: If the crankshaft pulley retaining bolt has loosened during the timing procedure, tighten it to the specified torque upon completion of the SRS/TRS positioning procedure following the instructions in section 1.3.7 of the service manual. Failure to maintain required bolt torque may lead to crankshaft pulley loosening, which may result in severe engine damage. At the point, the teeth on the rear of the pulse wheel, located on the rear cam pulley, are in the proper location for positioning the sensors. The sensor bracket must be positioned correctly in relationship to the engine front end plate. Use SRS/TRS Timing Tool No. J 39815 to accomplish this task. 1.Tap the end of the camshaft pulley with a fiber mallet or rubber hammer to take up the camshaft end play. 2.Insert the TRS timing tool (J 39815) into the bracket where the TRS sensor was removed from. Slide the tool through the bracket and cover so the slot in the tool engages with the TRS timing pin on the pulse wheel. The correct TRS in corresponds to the notch found on the outer edge of the pulse wheel. Adjust the bracket to provide the proper alignment. 3.Tighten the two Allen bolts to secure the SRS/TRS bracket to the front end plate with the TRS timing tool located into the TRS pin on the pulse wheel. Remove the timing tool. 4.Again tap the end of the camshaft pulley with a fiber or rubber mallet to take up the camshaft end play. 5.Gently slide the SRS/TRS assembly into the bracket. Use a .020” (.50 mm) feeler gauge, and position it between the TRS sensor and TRS pin on the pulse wheel. 6.Tighten the sensor retaining clip socket head screw. If this adjustment has been done correctly, the resulting air gap between the pulse wheel teeth and the end of the sensor will be .018-.022”.
- REMOVAL OF SRS/TRS ASSEMBLY AND ENGINE TIMING PROCEDURE (Continue) 7.Loosen and remove the injector crab hold-down bolt. Remove the injector crab. 8.Remove the dial indicator. 9.Install the injector and the front cover and related parts using the appropriate sections of the service manual for reference. PULSE WHEEL The pulse wheel is a metal disc that is mounted to the rear of the left camshaft pulley on a V-type engine. 1.Camshaft Pulley3.Allen Screw 2.Pulse Wheel4.Signal Teeth The raised metal teeth generate a signal in the Synchronous Reference Sensor (SRS) and Timing Reference Sensor (TRS). These signals are used by the ECM to locate piston position for injector solenoid operation. One wheel is used for 6V-92 engines regardless of engine rotation. The pulse wheel is used on all 6V-92 and 8V-92 engines. A groove is machined on the outer edge of the wheel. This corresponds to the TRS pin used for proper timing of the TRS sensor. This wheel has a total 37 raised metal teeth. Two holes are provided that mate with dowels at the rear of the cam pulley. A staggered bolt pattern prohibits improper installation. Removal of pulse wheel (6V-92, 8V-92) The replacement of the pulse wheel will require adjustment of the Synchronous Reference Sensor (SRS) and Timing Reference Sensor (TRS). Refer to instructions in SRS/TRS replacement section of this service bulletin.
- PULSE WHEEL (Continue) Use the following instructions to replace the pulse wheel: 1.Loosen the remove the drive belt(s) from the left camshaft pulley, if equipped. 2.Loosen and remove the nut and washer that secures the left cam pulley to the end of the camshaft. 3.Attach puller J 24420-A to the camshaft pulley. NOTICE: DO NOT PRY ON THE PULSE WHEEL TO REMOVE IT. YOU MAY BEND THE PULSE WHEEL OR DAMAGE THE TEETH. 4.Use adaptor J 7932 between the end of the camshaft and the puller screw to protect the end of the camshaft. NOTE: BE CAREFUL NOT TO LOSE THE WOODRUFF KEY. 5.Remove the four Allen-type flat head screws that retain the pulse wheel to the cam pulley. Remove the pulse wheel. INSTALLATION OF PULSE WHEEL (6V-92, 8V-92) 1.Locate the two small holes in the pulse wheel over the dowels in the rear of the cam pulley. 2.Use loctite 262, or equivalent, on the four Allen-type flat head screws and secure the pulse wheel to the cam pulley. 3.If removed, replace the woodruff key to the slot in the camshaft. Index the slot in the cam pulley to the woodruff key and start the pulley on the end of the camshaft.
- INSTALLATION OF PULSE WHEEL (6V-92, 8V-92) (Continue) 4.Use a fiber mallet or plastic hammer to tap the cam pulley onto the end of the camshaft. 5.Install the nut and lock washer to the end of the camshaft and tighten to 300-325 lb.•ft (407-441 N•m) torque. 6.Adjust the SRS/TRS to pulse wheel air gap following the instructions in the SRS/TRS adjustment section of the service procedure. 7.Install the drive belts. Adjust the belt tension. SYNCHRONOUS REFERENCE SENSOR (SRS) (6V-92) AND TIMING REFERENCE SENSOR (TRS) The Synchronous Reference Sensor (SRS) and Timing Reference Sensor (TRS) are electronic components that send a signal to the ECM. 1.Front End Plate, Cylinder Block4. SRS 2.Pulse Wheel5.TRS 3.Camshaft Pulley6.SRS/TRS Bracket The SRS references firing position for the number one piston. The TRS sends a signal to indicate the firing position for each piston. The SRS/TRS assembly is mounted through the engine front end plate at the top, left corner of the engine. LOCATION OF SRS AND TRS The sensors can be identified by the color of the connector body. The SRS connector body is black while the TRS connector is gray. The connectors are keyed to prevent improper installation to the engine wiring loom.
- REMOVAL SRS/TRS ASSEMBLY AND ENGINE TIMING PROCEDURE 1.Refer to the ECM replacement portion of the service bulletin, and remove the heat shield, and the ECM. 2.Loosen and remove the four bolts and washers retaining the ECM bracket to the engine. Loosen and remove the two bolts and washers retaining the ECM bracket to the blower end plate. Remove the ECM bracket from the engine. 3.Remove any hoses or fuel lines necessary to gain access to the sensors. 4.Disengage the locking tang on the SRS connector. Grasp the connector bodies and gently pull them apart. Repeat this procedure for the TRS. 5.Remove the SRS/TRS retaining screw and clip. 6.Remove the sensor assembly. 7.If the pulse wheel or engine front end plate has been removed or replaced, loosen the two sensor-retaining socket head screws. ADJUSTMENT OF SRS/TRS Whenever a sensor assembly is replaced, it must be aligned in relationship to the teeth on the pulse wheel upon installation. Use the following instructions for sensor alignment. NOTE: The direction of engine rotation is determined by viewing the engine from the front. On right-hand rotation engine, the crank pulley rotates clockwise. On left-hand rotation engines, the crank pulley rotates counterclockwise.
- ADJUSTMENT OF SRS/TRS (Continue) 1.Refer to electronic unit injector replacement in this bulletin and remove the following injector: a.1R for 6V-92 and 8V-92 right-hand rotation engines b.1L for 6V-92 left-hand rotation engines 2.Position the piston for this cylinder at top-dead-center, using crankshaft position timing tool, Kent-Moore tool J 34930, as follows: NOTICE: FAILURE TO INSERT THE SPACER COULD RESULT IN DAMAGE TO THE DIAL INDICATOR IF THE PISTON IS ALREADY AT THE TOP OF TRAVEL WHEN THE TOOL IS INSTALLED. a.Install the slotted spacer on the chain between the dial indicator and the tip of the holder. Tighten the clamp screw. b.Insert dial indicator tool into the injector bore, install injector bore, install injector hold-down crab and tighten the bolt. c.Turn the crankshaft slowly in the direction of rotation and note indicator movement. Stop turning when the dial hand just stops. d.Turn the crankshaft slowly, opposite the direction of rotation, until the dial indicator hand just starts to move. The piston is now at top-dead-center. e.Before piston downward travel can be measured, the dial indicator must be “zeroed”. Loosen the clamp screw and remove the slotted spacer. Lower the dial indicator until the two smaller indicator hands are at “0” and the large hand is near “0”. f.Tighten the clamp screw and zero the large hand by turning the outer ring of the dial face. Tighten the bezel screw so the outer ring will not turn.
- ADJUSTMENT OF SRS/TRS (Continue) 3.Turn the crankshaft slowly, in the direction of rotation, until the dial indicator pointer reads exactly: a.1.636” RH 6V-92 b.1.485” LH 6V-92 c.2.146” RH 8V-92 NOTICE: IF THE CRANKSHAFT PULLEY RETAINING BOLT HAS LOOSENED DURING THE TIMING PROCEDURE, TIGHTEN IT TO THE SPECIFIED TORQUE UPON COMPLETION OF THE SRS/TRS POSITIONING PROCEDURE FOLLOWING THE INSTRUCTIONS IN SECTION 1.3.7 OF THE SERVICE MANUAL. FAILURE TO MAINTAIN REQUIRED BOLT TORQU MAY LEAD TO CRANKSHAFT PULLEY LOOSENING, WHECH MAY RESULT IN SEVERE ENGINE DAMAGE. At this point, the teeth on the rear of the pulse wheel, located on the rear of the cam pulley, are in the proper location for position the sensors. The sensor bracket must be positioned correctly in relation to the engine front end plate. Use SRS/TRS timing tool No. J 34729 to accomplish this task. 1.Tap the end of the camshaft pulley with a fiber mallet or a rubber hammer to take up the camshaft end play. 2.Insert the TRS timing tool (J 39815) into the bracket where the TRS sensor was removed from. Slide the tool through the bracket and cover so the slot in the tool engages with the TRS timing pin on the pulse wheel. The correct TRS pin corresponds to the notch found on the outer edge of the pulse wheel. Adjust the bracket to provide the proper alignment.
- ADJUSTMENT OF SRS/TRS (Continue) 3.Tighten the two Allen bolts to secure the SRS/TRS bracket to the front end plate with the TRS timing tool located into the TRS pin on the pulse wheel. Remove the timing tool. 4.Again tap the end of the camshaft pulley with a fiber or rubber mallet to take up the camshaft end play. 5.Gently slide the SRS/TRS assembly into the bracket. Use a .020”’ (.50 mm) feeler gauge, and positioned it between the TRS sensor and the TRS pin on the pulse wheel. 6.Tighten the sensor retaining clip socket head screw. If this adjustment has been done correctly, the resulting air gap between the pulse wheel teeth and the end of the sensor will be .018-.022”. 7.Loosen and remove the injector crab hold-down bolt. Remove the injector crab. 8.Remove the dial indicator. 9.Install the injector and the front cover and relate parts using the appropriate section of the service manual for reference.