2-50g60gts GAS

8 THE NATURAL GAS ENGINE CHARACTERISTICS
Section Page
8.1 NATURAL GAS ENGINE COMPONENTS ............................................... 8-3

8.2 ELECTRONIC SYSTEM .......................................................................... 8-9
(Rev. 9/04) All information subject to change without notice.
8-2 From Bulletin 2-50G/60GTS-04 6SE482 0409 Copyright © 2004 DETROIT DIESEL CORPORATION
SERIES 50G/60G TROUBLESHOOTING MANUAL
8.1 NATURAL GAS ENGINE COMPONENTS
See Figure 8-1 and Figure 8-2 for the identification of the series 60G Natural Gas components.
1. Automatic Belt Tensioner 5. Low Pressure Regulator

2. PSV 6. DDEC IV ECM
3. Fuel Mixer 7. SNEF Module
4. Throttle Plate Actuator
Figure 8-1 Natural Gas Components for the Series 60G Engine, Model
6067–TKG8 (Sheet 1 of 2)
All information subject to change without notice. (Rev. 9/04)

6SE482 0409 Copyright © 2004 DETROIT DIESEL CORPORATION From Bulletin 2-50G/60GTS-04 8-3
1. Insulated Exhaust Manifold 3. Water-cooled Turbocharger Center Section

2. Coil over Plug Ignition System 4. Insulated Turbine Housing

See Figure 8-3, Figure 8-4, Figure 8-5, and Figure 8-6 for the identification of the Series 50G
Natural Gas components.

2. Low Pressure Regulator

1. Insulated Turbine Housing 5. Coil over Plug Ignition System

2. Water-cooled Turbocharger Center Section 6. Fuel Mixer
3. Wastegate Actuator 7. Automatic Belt Tensioner
4. Insulated Exhaust Manifold


2. Low Pressure Regulator
6047–MKG8 (Sheet 1 of 2)

1. Insulated Turbine Housing 5. Coil over Plug Ignition System

2. Water-cooled Turbocharger Center Section 6. Fuel Mixer
3. Wastegate Actuator 7. Automatic Belt Tensioner
4. Insulated Exhaust Manifold
6047–MKG8 (Sheet 2 of 2)

8.2 ELECTRONIC SYSTEM
This section describes the function and installation requirements for the electronic system of DDC
Series 50G/60G Engine. A simple installation may require a basic understanding of electrical
circuits while a more comprehensive electrical or electronics background is required to access all
the capabilities of Detroit Diesel Electronic Controls (DDEC®).
The DDEC IV system is similar to the diesel engine controls in function and appearance. The
system optimizes control of engine functions which affect fuel economy, driveability, and
emissions. DDEC IV provides the capability to protect the engine from serious damage resulting
from conditions such as high engine temperatures, low oil pressure, combustion knock, etc. It is
capable of the same vehicle interface controls as the diesel engine such as door interlock, high and
low idle, cruise control, etc. Engine and vehicle management options such as ProDriver are also
available. OEM supplied hardware and DDC supplied hardware are required to install DDEC IV.
The Electronic Control Module (ECM) receives electronic inputs from sensors on the engine
and vehicle and uses the information to control engine operation. It controls spark ignition and
throttle plate position based upon predetermined calibration tables in its memory. Portable
equipment facilitates access to DDEC IV diagnostic capabilities. The Diagnostic Data Reader
(DDR) requests and receives engine data and diagnostic codes. This equipment provides many
unique capabilities including parameter versus engine speed (or time), printer output, and data
snapshot. The DDR also provides limited programming capability. DDEC IV provides three
industry standard serial data links: SAE Standards J1587, J1922, and J1939. SAE standard J1587
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.

8.2.1 OEM Supplied Hardware Requirements
The minimum OEM supplied hardware required is listed in Table 8-1. Refer to DDEC IV
Application and Installation, 7SA742 for additional information.
Hardware Description
Vehicle Interface Harness Assembly (VIH) Connects the vehicle functions to the ECM.
ECM Power Harness Assembly Connects battery power (12/24 V) and ground to the
ECM and includes fuse(s) or circuit breaker(s).
Coil Power Harness Provides power to the engine ignition coils.
OEM Sensor Power Harness Assembly Provides power (12 V only) to the Pulse Width Modulated
Stepper Motor Valve (PSV), Signal Noise Enhancement
Filter (SNEF) module, throttle and oxygen sensor
interface module. This harness connects to a pigtail on
the Engine Sensor Harness (ESH).
Fuel Shutoff Harness Connects to the engine-side fuel shutoff solenoid and
provides power to the fuel shutoff valve. (DDEC switch,
12/24 V).
OEM Sensor Ground Harness Assembly Provides ground to the PSV, throttle and Oxygen Sensor
Interface Module. This harness connects to a pigtail on
the ESH.
Ignition Switch Controls 12/24 V ignition source.
Check Engine Light (CEL) Mounted in instrument panel. Indicates required
maintenance. Light is yellow.
Stop Engine Light (SEL) Mounted in instrument panel. Indicates engine shutdown
condition. Light is red.
Coolant Level Sensor (CLS) Mounts in radiator top tank or remote surge tank.
Table 8-1 Minimum OEM Supplied Hardware

8.2.2 DDC Supplied Hardware Requirements
The minimum DDC supplied hardware required is listed in Table 8-2. Refer to DDEC IV
Application and Installation, 7SA742 for additional information.
Hardware Description
Engine Sensor Harness Facilitates the receipt of input and output signals,
controlling the fuel injection process and engine speed.
Oxygen Sensor Harness Connects the oxygen sensor to the interface module. It
is a ship loose item (Gas only).
Oxygen Sensor Provides a signal proportional to air/fuel ratio. This is a
ship loose item.
Exhaust Temperature Sensor Warns against malfunction that causes excessive
exhaust temperature. This is a ship loose item
(Gas only).
Table 8-2 Minimum DDC Supplied Hardware
8.2.3 INSTALLATION REQUIREMENTS
The Series 50G/60G DDEC installation requirements are the same as those published in the
DDEC IV Application and Installation manual except for the specifics shown in this manual.
Refer to DDEC IV Application and Installation, 7SA742 for additional information.
8.2.3.1 Dedicated Power and Ground Requirements
The wires listed in Table 8-3 require dedicated power and grounds.
Wire Number Description

956 Throttle Ground
443 SNEF Power (Ignition Switched)
150 PSV Ground
446 PSV Power (Ignition Switched)
957 Oxygen Sensor Interface Module Ground
444 Oxygen Sensor Interface Power (Ignition Switched)
445 Throttle Power (Ignition Switched and DDEC Switched)
Table 8-3 Wires Requiring Dedicated Power and Ground

8.2.3.2 Relay Powered Throttle
Throttle power actuation will be done through an OEM supplied relay using either 12 or 24 V.
Wire 561 (High-Side Digital Output), will provide ECM power (12 or 24 V) to trigger the relay.
A dedicated 12 or 24 V power source will travel through the relay to wire 445 to the throttle.
Wires 561 and 445 are show on the main wiring diagram layout and their individual connector
diagram layouts (see Figure 8-7).
Figure 8-7 OEM Sensor Power Harness

8.2.3.3 Relay Powered Fuel Shutoff Valves
Electronically-controlled fuel shutoff solenoid valves are required on the high pressure side of
the fuel system (typically at the fuel tanks) and the low pressure side of the fuel system near the
engine. The OEM is responsible for the high pressure shutoff valves. DDC will provide the
engine-side solenoid valve (12 or 24 V valves are available). All electronic fuel shutoff solenoid
valves must be DDEC controlled.
DDEC control of the fuel shutoff solenoid valves will be done through an OEM supplied relay
using either 12 or 24 V. Wire 562 (High-Side Digital Output) will provide ECM power, either 12
or 24 V, to trigger the relay. A dedicated 12 or 24 V power source will travel from the relay to
the solenoid valves (see Figure 8-8). The tank-side solenoids and the engine-side solenoid must
be controlled in this manner. Separate relays can be used for the tank-side solenoids and the
engine-side solenoid, as long as they are triggered by wire 562.
Figure 8-8 Fuel Shutoff Harness

8.2.4 ELECTRONIC CONTROL MODULE
The Series 50G/60G Engine is spark-ignited natural gas fueled engines that use the DDEC
system. The engine-mounted ECM includes control logic to provide overall engine management.
See Figure 8-9.
Figure 8-9 Electronic Control Module
The ECM continuously performs self diagnostic checks and monitors other electrical system
components. System diagnostic checks are made when the ignition is enabled and continue
throughout all engine operating modes.
NOTICE:
A diesel ECM and a natural gas ECM cannot be interchanged.
An ECM is programmed for either diesel fuel with diesel
calibration or natural gas with gas calibration. To interchange
the two types of ECM’s could cause engine damage.
The ECM hardware for the Series 50G/60G engine is unique.

8.2.5 Ignition System
The Series 50G/60G engine uses an Integrated Coil and Electronics (ICE) direct ignition system
that includes a coil for each cylinder pair and an ignition module within each encapsulated
assembly. During engine operation, the DDEC ECM sends trigger signals to the ICE modules,
which direct high current pulses through the coils resulting in secondary voltages of 30,000 to
50,000 volts traveling through the ignition boots to the spark plugs. The ICE system provides
high voltage directly to each spark plug electrically, not mechanically, as does a distributor.
NOTICE:
The Series 50G/60G spark ignition system can generate
voltages as high as 50,000 V. High voltage fast pulses from the
coil can create broad band noise, Radio Frequency Interference
(RFI), and Electromagnetic Interference (EMI). RFI/EFI can
disrupt vehicle electrical/electronic systems with varying
degrees of severity. Use the guidelines in this publication to
keep the ignition RFI/EMI down to acceptable levels.
Criteria for the Ignition System:

Ground are essential straps for conductive connections between individual metal parts
in the vehicle.
The Series 50G/60G Engine Ignition System requires a 12 V supply to the ignition coils
which must be sourced directly from the battery or equivalent bus bar.
Use the following guidelines when installing a Series 50G/60G engine in a vehicle:
1. Make sure the following points are ground strapped together: Body to chassis, chassis to
starter ground, and starter ground to engine block.
NOTE:
This practice ensures that none of the vehicle’s metal parts are at different voltage
potentials.
2. Route all electrical wiring at a maximum distance away from ignition coils, ignition
wires, and spark plugs.
3. Replace any ignition components that show signs of deterioration and check the plugs,
plug wires, and coil resistances to see if they are within specifications. Refer to Series
60 Service Manual, 6SE483, or Series 50 Service Manual, 6SE50, for ignition system
specifications.
NOTE:
Suspect or marginal ignition components can generate high levels of RFI/EMI.

8.2.5.1 Engine Protection
The Series 50G/60G engine protection system is similar to the DDEC diesel engine protection
system, with the addition of natural gas engine specific protection. Just like the diesel ECM, the
natural gas ECM monitors all engine sensors and electronic components, and recognizes system
malfunctions. If a critical fault is detected, the CEL and SEL illuminate and a malfunction code
is logged into the ECM’s memory.
The additional Series 50G/60G protection types are as follows:
High intake manifold pressure
High intake manifold air temperature
High engine knock level
High exhaust temperature
Throttle actuator fault protection
DDEC sensor supply voltage fault protection
NOTE:
All other engine protection functions are identical to diesel including engine override
and logging of fault codes.
8.2.5.2 Engine Critical Fault
In the event that an engine critical fault has been detected, the following sequence will occur:
1. The CEL illuminates.
2. The SEL illuminates if any condition exceeds its safe operating level.
3. The throttle actuator ramps down engine power.
4. The vehicle gas supply shutoff solenoid is set to OFF.
5. PSV closes.
6. The ignition system shuts down.
8.2.5.3 Application Code System
The Detroit Diesel Application Code System (ACS) was initiated along with the introduction of
DDEC III. The application code system includes all application-related DDEC parameters. The
Application Engineering department has developed the list of parameters and default parameters
that are selected by Product Distribution for each application group. New 6N4C application
codes are required for the Series 50G/60G engine due to the differing application requirements
versus the standard diesel. For example, the Series 50G/60G engine requires the use of a
DDEC-controlled fuel solenoid shutoff valve. There is no option for fuel shutoff available on
the standard diesel controls.

8.2.6 Pulse Width Modulated Stepper Motor Valve
The PSV is used to bias gas flow to the venturi mixer as a means of Air/Fuel (A/F) ratio control
(see Figure 8-10). The PSV is electrically connected to the ECM and 12 V battery power through
an 8-pin connector that mates to the ESH. The PSV supplies a gas valve position analog signal to
DDEC which can be monitored using the DDR. The signal indicates valve opening position. A
diagnostic signal is supplied to DDEC for loss of command signal, piston obstruction or valve
electronics failure.
1. PSV 5. Fuel Mixer

2. Bolt 6. O-rings
3. Washer 7. Fuel Transfer Tube
4. PSV O-ring
Figure 8-10 Pulse Width Modulated Stepper Motor Valve and Fuel Mixer
Assembly

8.2.7 Sensors
The standard sensors for the Series 50G/60G engine are listed in Table 8-4.
Low Pressure Fuel System (Generator Set) High Pressure Fuel System (Bus and Coach)
Oil Temperature Sensor (OTS) Exhaust Temperature Sensor
Oil Pressure Sensor (OPS) Oil Pressure Sensor
Coolant Temperature Sensor (CTS) Coolant Temperature Sensor
Coolant Level Sensor (CLS) Coolant Level Sensor
Manifold Air Pressure Sensor (MAP) Manifold Air Pressure Sensor
Timing Reference Sensor (TRS) Timing Reference Sensor
Synchronous Reference Sensor (SRS) Synchronous Reference Sensor
Fuel Temperature Sensor (FTS) Fuel Temperature Sensor
Air Temperature Sensor (ATS) Air Temperature Sensor
Throttle Position Sensor (TPS) Throttle Position Sensor
Knock Sensor Knock Sensor
PSV Position Sensor PSV Position Sensor
— Oxygen Sensor
— Barometric Air Pressure Sensor (BAP)
— Fuel Pressure Sensor (FPS)
Table 8-4 Standard Sensors for Series 50G/60G Engine
8.2.7.1 Knock Sensor and Signal Noise Enhancement Filter Module
Detroit Diesel has incorporated a combustion knock protection system using a Piezo-electric
Knock Sensor and a SNEF module. The system provides a signal to DDEC indicating engine
knock. In the event that combustion knock occurs, DDEC will modify ignition timing. If
combustion knock continues after ignition timing has been modified, DDEC will begin to lean out
the A/F mixture and reduce engine power until combustion knock is eliminated.
The SNEF module is engine-mounted and grounded to the engine block via a ring terminal.
Power is supplied through the OEM Sensor Power Harness. Power must be 12 VDC only and
must be sourced directly from battery or equivalent bus bar.

8.2.7.2 Fuel Temperature Sensor
The FTS sends an electrical signal to the ECM indicating fuel inlet temperature. The ECM uses
this information to calculate fuel consumption.
On Series 50G/60G engines with the Compressed Natural Gas (CNG) high pressure fuel system
the FTS is located in the PSV (see Figure 8-11 for Models 6067–TKG8 and 6047–TKG8 and
Figure 8-12 for Model 6047–MKG8).
1. Fuel Temperature Sensor 6. Air Temperature Sensor

2. PSV 7. Low Pressure Regulator
3. Fuel Mixer 8. Fuel Pressure Sensor
4. Throttle 9. Fuel Inlet Tee Fitting
5. Inlet Elbow
Figure 8-11 High Pressure Fuel System and Sensor Location for Engine
Models 6067–TKG8 and 6047–TKG8

1. Low Pressure Regulator 5. Throttle

2. Fuel Temperature Sensor 6. Intake Tube Adaptor
3. PSV 7. Fuel Pressure Sensor
4. Fuel Mixer 8. Fuel Inlet Tee
Figure 8-12 High Pressure Fuel System and Sensor Location for Engine
Model 6047–MKG8
8.2.7.3 Exhaust Temperature Sensor
Excessive exhaust temperature may indicate a concern with the fuel system, the ignition system,
or a mechanical fault. An exhaust temperature sensor will provide early warning and prevent
damage. It must be mounted in the exhaust system within 305 mm (12 in.) of the turbine outlet
(see Figure 8-11). The exhaust temperature sensor does not require any sealant or antiseize
compound. The sensor pigtail must be connected to the ESH at the rear of the engine. The wires
must be routed away from the exhaust system and kept out of contact with moving components.
Refer to section 8.2.8.8 for a schematic of the ESH.

8.2.7.4 Oxygen Sensor
Air/fuel ratio is a fundamental parameter for a natural gas engine. Precise control of the air/fuel
ratio allows the engine to operate closer to the lean limit. As a result, exhaust emissions, fuel
consumption, and exhaust temperatures are reduced.
The oxygen sensor measures exhaust oxygen which is an indication of the air/fuel ratio
(see Figure 8-13). If fuel system hardware, fuel quality, or engine operating conditions change,
DDEC will sense this and make corrections to keep the air/fuel ratio on target. This is called
“closed loop” control.
Figure 8-13 Oxygen Sensor

The oxygen sensor must be installed in the exhaust pipe within 305 mm (12 in.) of the turbine
outlet. The sensor has pre-applied antiseize compound on the threads. The oxygen sensor harness
must be used to connect the sensor to the oxygen sensor interface module located at the rear of
the engine (see Figure 8-14). The wires must be routed away from the exhaust system and kept
out of contact with moving parts.
Figure 8-14 Oxygen Sensor Interface Module

8.2.8 Wiring Harnesses
The DDEC system requires several wiring harnesses for proper operation.
8.2.8.1 OEM Sensor Power Harness
This harness provides power to the SNEF module, PSV, throttle, and Oxygen Sensor Interface
Module through a 4-pin connector. See Figure 8-15.
NOTICE:
The power supply for the SNEF module, PSV, throttle, and
Oxygen Sensor Interface Module must be 12 VDC to ensure
proper operation and to prevent engine damage.
Figure 8-15 OEM Sensor Power Harness

8.2.8.2 Fuel Shutoff Harness
This harness connects to the engine-side fuel shutoff solenoid and provides power to the fuel
shutoff valve (DDEC switch, 12/24 V). See Figure 8-16.
Figure 8-16 Fuel Shutoff Harness

8.2.8.3 OEM Sensor Ground Harness
The OEM Sensor Ground Harness provides ground to the PSV, throttle, and Oxygen Sensor
Interface Module. This harness connects to a pigtail on the ESH. See Figure 8-17.
Figure 8-17 OEM Sensor Ground Harness

8.2.8.4 Coil Power Harness
This harness provides power to the engine ignition coils. See Figure 8-18.
NOTICE:
The ignition coil power supply must be 12 VDC to ensure proper
operation and to prevent engine damage.
Figure 8-18 Coil Power Harness

8.2.8.5 Power Harness — Dual Fuse Installation
DDC recommends a dual fuse installation. This configuration will provide redundancy on a
critical circuit and prevent splicing of wire into fuse holders or power connectors. Dual fuse
installations have two lines wired in parallel. This configuration also allows for a greater distance
from ECM to battery. See Figure 8-19. The resistance requirement is unchanged.
Figure 8-19 Power Harness with Single ECM and Dual Fuses

Use the requirements listed in Table 8-5 to determine minimum cable gage for a dual fuse
installation. The cable gage is based upon harness length from the battery source to the ECM.
UNITED STATES INTERNATIONAL *

Length from Total Length from Total
ECM to Minimum Wire Resistance ECM to Minimum Wire Resistance
Battery or Bus Size (Ga.) of Maximum Battery or Bus Size (mm2) of Maximum
Bar (ft) Length (m ) Bar (m) Length (m )
0 to 28 12 24.8 0 to 6 2.5 22.80
28 to 44 10 24.57 6 to 10 4 23.55
44 to 70 8 24.58 10 to 14 6 21.98
70 to 110 6 24.7 14 to 26 10 23.66
110 to 178 4 25.0 26 to 40 16 23.20
* For international wire sizes, the harness length must be recalculated to meet the resistance requirement.
Table 8-5 Power Harness Length Criteria for Dual Fuse Installations
These lengths and sizes are based on the use of stranded annealed copper not aluminum wire.
Splices must be soldered and sealed with a waterproof insulator. A heat shrink — dual wall epoxy
encapsulating adhesive polyolefin is required.

8.2.8.6 Power Harness — Single Fuse Installation
Single fuse installations have one line from the battery to the ECM. Single fuse installations are
simpler and less expensive than dual fuse installations. See Figure 8-20.
Figure 8-20 Power Harness with Single ECM and Single Fuse

Use the requirements listed in Table 8-6 to determine minimum cable gage for a single fuse
installation. The cable gage is based upon harness length from the battery source to the ECM.
UNITED STATES INTERNATIONAL *

Length from Total Length from Total
ECM to Minimum Wire Resistance ECM to Minimum Wire Resistance
Battery or Bus Size (Ga.) of Maximum Battery or Bus Size (mm2) of Maximum
Bar (ft) Length (m ) Bar (m) Length (m )
0 to 14 12 24.8 0 to 3 2.5 22.8
14 to 22 10 24.57 3 to 5 4 23.55
22 to 35 8 24.58 5 to 7 6 21.98
35 to 55 6 24.7 7 to 13 10 23.66
55 to 89 4 25.0 13 to 20 16 23.2
* For international wire sizes, the harness length must be recalculated to meet the resistance requirement.
Table 8-6 Power Harness Length Criteria for single Fuse Installations
These lengths and sizes are based on the use of stranded annealed copper not aluminum wire.
Splices must be soldered and sealed with a waterproof insulator. A heat shrink — dual wall epoxy
encapsulating adhesive polyolefin is required.

8.2.8.7 Power Harness Installation Guidelines
The following guidelines apply to power harness installation. See Figure 8-21 for main power
supply shutdown.
Figure 8-21 Main Power Supply Shutdown for 12 or 24 V Systems
1. Power must be sourced directly from the battery. An electrically solid connection to the
battery or bus bar is required so the battery can filter electrical noise from the power lines.
Power for other vehicle systems must not be sourced from the power harness assembly.
Do not use chassis ground.
2. Power and ground bus bars may be used. The bus bar must be connected to the battery
posts with 0 AWG or larger wire depending upon the total vehicle current requirement.
The connecting wires must be as short as possible to minimize circuit resistance. Do not
connect the ground wire to the chassis ground.

3. Provide maximum physical separation of the power harness from other vehicle electrical
systems. Other electrical system cables should ideally be at least three feet away from the
power harness and should not be parallel to the power harness. These precautions will
eliminate coupling electromagnetic energy from other systems into the power harness.
4. Use the following precautions when installing the power harness assembly:
[a] Do not route the power harness near any vehicle moving parts.
[b] Do not route the power harness assembly near exhaust system or any high heat source.
[c] Use a protective sheath and clips to prevent wires from being cut or frayed when
weaving the power harness through the frame.

8.2.8.8 Engine Sensor Harness
The following wire schematics support the ESH. See Figure 8-22 and Figure 8-23.
Figure 8-22 Engine Sensor Harness — Series 50G/60G Engine, Models

6067–TKG8 and 6047–TKG8

Figure 8-23 Engine Sensor Harness — Series 50G Engine, Model 6047–MKG8

8.2.8.9 Vehicle Interface Harness
The Vehicle Interface Harness (VIH) is supplied by the vehicle manufacturer. The following wire
schematic shows design requirements of the VIH. See Figure 8-24 and Figure 8-25.
Figure 8-24 Vehicle Interface Harness — Series 50G/60G Engine, Models

6067–TKG8 and 6047–TKG8

Figure 8-25 Vehicle Interface Harness — Series 50G Engine, Model

6047–MKG8


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8 THE NATURAL GAS ENGINE CHARACTERISTICS

8.1 NATURAL GAS ENGINE COMPONENTS ............................................... 8-3

8.1 NATURAL GAS ENGINE COMPONENTS

1. Automatic Belt Tensioner 5. Low Pressure Regulator

All information subject to change without notice. (Rev. 9/04)

1. Insulated Exhaust Manifold 3. Water-cooled Turbocharger Center Section

(Rev. 9/04) All information subject to change without notice.

1. PSV 3. DDEC IV ECM

All information subject to change without notice. (Rev. 9/04)

1. Insulated Turbine Housing 5. Coil over Plug Ignition System

(Rev. 9/04) All information subject to change without notice.

1. PSV 3. DDEC IV ECM

All information subject to change without notice. (Rev. 9/04)

1. Insulated Turbine Housing 5. Coil over Plug Ignition System

(Rev. 9/04) All information subject to change without notice.

8.2 ELECTRONIC SYSTEM

All information subject to change without notice. (Rev. 9/04)

8.2.1 OEM Supplied Hardware Requirements

Table 8-1 Minimum OEM Supplied Hardware

(Rev. 9/04) All information subject to change without notice.

8.2.2 DDC Supplied Hardware Requirements

Table 8-2 Minimum DDC Supplied Hardware

8.2.3 INSTALLATION REQUIREMENTS

8.2.3.1 Dedicated Power and Ground Requirements

Wire Number Description

Table 8-3 Wires Requiring Dedicated Power and Ground

All information subject to change without notice. (Rev. 9/04)

8.2.3.2 Relay Powered Throttle

Figure 8-7 OEM Sensor Power Harness

(Rev. 9/04) All information subject to change without notice.

8.2.3.3 Relay Powered Fuel Shutoff Valves

Figure 8-8 Fuel Shutoff Harness

All information subject to change without notice. (Rev. 9/04)

8.2.4 ELECTRONIC CONTROL MODULE

Figure 8-9 Electronic Control Module

The ECM hardware for the Series 50G/60G engine is unique.

(Rev. 9/04) All information subject to change without notice.

8.2.5 Ignition System

Criteria for the Ignition System:

All information subject to change without notice. (Rev. 9/04)

8.2.5.1 Engine Protection

8.2.5.2 Engine Critical Fault

8.2.5.3 Application Code System

(Rev. 9/04) All information subject to change without notice.

8.2.6 Pulse Width Modulated Stepper Motor Valve

1. PSV 5. Fuel Mixer

All information subject to change without notice. (Rev. 9/04)

Table 8-4 Standard Sensors for Series 50G/60G Engine

8.2.7.1 Knock Sensor and Signal Noise Enhancement Filter Module

(Rev. 9/04) All information subject to change without notice.

8.2.7.2 Fuel Temperature Sensor

1. Fuel Temperature Sensor 6. Air Temperature Sensor

All information subject to change without notice. (Rev. 9/04)

1. Low Pressure Regulator 5. Throttle

8.2.7.3 Exhaust Temperature Sensor

(Rev. 9/04) All information subject to change without notice.

8.2.7.4 Oxygen Sensor

Figure 8-13 Oxygen Sensor

All information subject to change without notice. (Rev. 9/04)

Figure 8-14 Oxygen Sensor Interface Module

(Rev. 9/04) All information subject to change without notice.

8.2.8 Wiring Harnesses

8.2.8.1 OEM Sensor Power Harness

Figure 8-15 OEM Sensor Power Harness