2x06 Series Electronic Engine

INTERMEDIATE
Course Overview

§ MEUI Fuel System function and

operation
§ ECM Management System
§ Relay Box functions
§ Electrical Schematics overview
§ Service Tool operation and functions
Fuel Injection System

Mechanically Actuated
Electronically Controlled
Unit
Injection

110 Volt Solenoid

§ Mechanically actuated by the cam shaft

§ Injection controlled by the 110 Volt DC Solenoid
§ The length of time the Solenoid is energized, and the timing
of the energization are both controlled by the Electronic
Control Module (ECM)
Solenoid Valve (Poppet)

De-energised Energised
Off On

+ +
(110v) (110v)
Supply Supply

- -
Flow No Flow

110v (on) 110v (on)

0v (off) 0v (off)
Time Time
MEUI Injector

Mechanical Actuation
110v dc injector solenoid

“Poppet” Valve
Shut when energised
MEUI Injector

‘O’ Rings

Poppet Valve
de-energised

Fuel
chamber
‘Ecoplus’ Fuel Filters

§ ECO-Plus fuel filters with

unique 3 & 5 Star Lower Point
Location
§ Primary 10 Micron, Secondary
2 Micron filtration
§ Primary 98% efficient in
removing emulsified water
§ 500 hour service life

Secondary Primary
Filtration

1 Micron =
0.00004
Worn MEUI Poppet Valves

Wear on seat, caused by dirty fuel.

Primary Filter 10 microns, Secondary,
2 microns
Injector Solenoid Wiring

ECM

5 J2/44 Injector Common Cylinders 1 & 2

7 J2/45 Injector Common Cylinders 3 & 4
6 J2/46 Injector Common Cylinders 5 & 6
10 J2/55 Injector Cylinder 6
3 J2/54 Injector Cylinder 5
11 J2/39 Injector Cylinder 4
2 J2/38 Injector Cylinder 3
12 J2/37 Injector Cylinder 2
1 J2/36 Injector Cylinder 1
Injector Injector Injector Injector Injector Injector J300 P300
Cyl 1 Cyl 2 Cyl 3 Cyl 4 Cyl 5 Cyl 6

Atmospheric Pressure Sensor

All Fed From J2 on The ECM

ECM

Within the ECM is the management

system that controls:
§ Speed Governing Jack 1 (J1) Customer interface,
power supply etc
§ Air/Fuel Ratio
§ Start/Stop Sequence
§ Engine Protection Devices and
Diagnostics

Jack 2 (J2) All “on engine”

mounted Components.
ECM: Essential Messages

§ External connectors most vulnerable: bent pins over

tightened ECM plugs etc.
§ No internal fuses or serviceable parts
§ Never replace an ECM without first connecting
Electronic Service Tool (EST) and carrying out basic
diagnostic checks
§ The ECM is the LAST component you should suspect

§ Grounding
§ Always ensure the ground strap on the ECM is connected
to the engine block to prevent EMI, Electro Magnetic
Interference, affecting the interior electronic circuits of the
ECM
Sensor Location

Coolant Temp sensor

Inlet Manifold Air

Pressure sensor

Inlet Manifold
Air Temp
Sensor

Fuel Temperature
Oil and Atmospheric
Sensor
Pressure Sensors

Location of Calibration Probe (Plugged)

 Connections & Sensor Location

Cam Speed/Position Sensor 110 Volt MEUI Solenoid Feeds 9 Pin

Diagnostic
Connector

40 Pin
Customer
Connection
(J3)
Crank
Speed/Position
Sensor

Electronic
Control
Module

ECM “On Engine” Connector (J2)

“On Engine” Wiring Harness
ECM

5 J2/44 Injector Common Cylinders 1 & 2

7 J2/45 Injector Common Cylinders 3 & 4
6 J2/46 Injector Common Cylinders 5 & 6
10 J2/55 Injector Cylinder 6
3 J2/54 Injector Cylinder 5
11 J2/39 Injector Cylinder 4
2 J2/38 Injector Cylinder 3
12 J2/37 Injector Cylinder 2
1 J2/36 Injector Cylinder 1
Injector Injector Injector Injector Injector Injector J300 P300
Cyl 1 Cyl 2 Cyl 3 Cyl 4 Cyl 5 Cyl 6

All fed from Jack 2 (J2) Atmospheric Pressure Sensor

on the ECM +5V A J2/2 +5VDC Supply

Signal C J2/14 Atmospheric Pressure
Return B J2/3 Analogue Return

P203 J203
Turbo Outlet Pressure Sensor

+5V A
Signal C J2/40 Turbo Outlet Pressure
Return B

P200 J200

Oil Pressure Sensor

+5V A
Signal C J2/24 Oil Pressure
Return B

P201 J201

Coolant Temperature Sensor

Signal C J2/32 Coolant Temperature

Return B

J100 P100

Fuel Temperature Sensor

Signal C J2/33 Fuel Temperature

Return B

J105 P105

Inlet Air Temperature Sensor

Signal C J2/35 Inlet Air Temperature

Return B J2/18 Return

J103 P103
Crankshaft Position Sensor

Signal 2 J2/48 Crank Speed Timing +

Return 1 J2/49 Crank Speed Timing -
J401 P401
Camshaft Position Sensor

Signal 2 J2/58 Cam Speed timing +

Return 1 J2/59 Cam speed timing -
J402 P402
Calibration Probe

Signal 1 J2/22 Calibration Probe +

Return 2 J2/23 Calibration Probe -
J400 P400

P2 J2
Engine Wiring Harness

§ All connectors are ‘keyed’ to ensure correct

orientation
§ The seals do not require any lubricant
§ Traditionally, if the problem is ‘Electrical’, wiring
/ connectors are most likely to be the cause
§ Shorts / open circuits / high resistance
connections, can be caused by any
combination of corrosion / abrasion / burning /
vibration / fatigue and ‘liquid ingress’
§ Make sure all seals are correctly positioned
Temperature Sensors

Inlet Manifold Air Temperature Sensor

FG Wilson
Coolant Connector – J1
Temperature Includes EST
Sensor (Electronic Service
Tool)

Fuel
Temperature
Sensor

J2 “On Engine”
Harness
Connector

ECM Electronic Control

Module
Temperature Sensors

§ Inlet Manifold Air Temperature Sensor

§ Engine Coolant Temperature Sensor
§ Fuel Temperature Sensor
§ Temperature can be viewed through
the ECM in °C / °F via:
§ J1939 CAN link
§ Perkins Data Link (PDL)

All temperature sensors are identical and have the same part Numbers.
Temperature Sensors

Coolant Temperature Sensor

Signal C J2/32 Coolant Temperature

Return B

J100 P100

Fuel Temperature Sensor

Signal C J2/33 Fuel Temperature

Return B

J105 P105

Inlet Air Temperature Sensor

Signal C J2/35 Inlet Air Temperature

Return B J2/18 Return

J103 P103

ECM J2
Temperature Sensors

§ Passive sensors

Ground
Pin No 2

Signal
Pin No 1
Temperature Sensors

§ Thermistor sensing devices

§ Resistance varies with temperature
§ The Sensor has a Negative Temperature Coefficient (NTC).
§ As temperature increases, resistance decreases
§ Passive Sensor. (Needs no external power supply)
Temperature Sensors

Negative Temperature Coefficient

2500 Ohms
Ohm (Resistance)

1000

20 C Increasing Temperature
 +5 VOLTS REFERENCE
SUPPLY

TEMPERATURE SENSOR OPERATION

R1

Signal Voltage
ANALOGUE TO
DIGITAL MICROPROCESSOR
CONVERTER

ECM ‘Jack’ 2

Return (0 VOLTS)

TEMPERATURE
SENSOR
Sensor Operation

Fault Region – Signal shorted to a higher voltage or open circuit (Volts > 4.8)
4.8

Working Region of
Temperature Sensor
VOLTS

0.2
Fault Region – Signal shorted to a lower voltage (volts < 0.2)

Temperature
Temperature Sensor

Coolant Temperature
Inlet Air Temperature
– EST Code 110
– EST Code 172

§ Enable Cold Start Strategy

§ Enable calculation of Fuel Limit
and Engine Timing
§ Coolant Temperature sensor
also used for Engine Protection

Fuel Temperature
– EST Code 174

High inlet air temperatures lead to high exhaust temperatures, which can cause
damage to exhaust system components (such as turbochargers and exhaust valves).
Temperature Sensor

§ Wiring Harness Plug Connections

All Temperature Sensors (2 wires to ECM)

Signal Ground

5V

Test circuit using Multimeter

Pressure Sensor

J2 “On Engine”
Harness Connector

FG Wilson
Inlet Manifold Air Connector – J1
Pressure Sensor Includes EST
(Electronic Service
Tool) & 40 Pin J3

Atmospheric
Pressure Sensor ECM Electronic
Control Module

Oil Pressure Sensor

Pressure Sensor

§ Inlet Manifold Air Pressure Sensor

§ Atmospheric/Crankcase Pressure
Sensor
§ Engine Oil Pressure Sensor
§ Pressure can be viewed in PSI and Kpa
through the ECM via:
§ Electronic Service Tool

All look the very similar, but have different part Numbers.
Pressure Sensor

Atmospheric Pressure Sensor

+5V A J2/2 +5VDC Supply

Signal C J2/14 Atmospheric Pressure
Return B J2/3 Analogue Return

P203 J203
Inlet manifold Pressure
Turbo Outlet sensor
Pressure Sensor

+5V A
Signal C Turbo Outlet
J2/40Inlet manifold Pressure
Pressure
Return B

P200 J200

Oil Pressure Sensor

+5V A
Signal C J2/24 Oil Pressure
Return B

P201 J201
Pressure Sensor

§ Integrated circuit
§ Capacitive sensor
§ Voltage output varies with pressure
Typical Pressure Sensor
§ Sensor conditions the voltage output to the ECM
§ Active Sensor. (External power supply required)
Pressure Sensor

ECM

+5 VOLTS REFERENCE
SUPPLY

+6.25 V
6.5 Volts

ECM ‘Jack 2’

Signal
ANALOGUE TO
DIGITAL MICROPROCESSOR
CONVERTER

0 VOLTS
Pressure Sensor

Change of Voltage with Pressure.

Engine Mounted Pressure Sensors
Fault Region – Signal shorted to a higher voltage or open circuit (Volts > 4.8)
4.8
Volts

Working Region of
Temperature Sensor

0.2
Fault Region – Signal shorted to a lower voltage (volts < 0.2)

Pressure
Pressure Sensor

§ Used to determine mass air flow

§ Enables the calculation of the correct air / fuel ratio
§ Used for smoke limiting strategy
§ Range 52 Kpa Abs. 472 Kpa Abs

Inlet Manifold Air Pressure

– EST Code 273
Pressure Sensor

§ Used for engine protection

§ Protection “mapped”
§ Range 106 Kpa to 1135 Kpa

Engine Oil Pressure

– EST Code 100
Pressure Sensor

§ Used to Calibrate the Inlet Air and Oil

pressure Sensors
§ With ‘critical override’ active, if the sensor
fails the engine will derate by 10%
§ Range 40 Kpa Abs to 116 Kpa Abs

Atmospheric Pressure
– EST Code 274
Pressure Sensor

§ Wiring Harness Plug Connections, (Checks the harness to ECM)

Check circuit with a

Multi-meter
Signal
C

1.5
6.5

V
B A
A B C
5V 5V
Ground Supply
Speed / Position Sensors

J2 Engine Harness
Camshaft Connector
Speed/Position –
EST Code 342

Crankshaft J1 FG Wilson
Speed/Position Connector - Includes
Sensor – EST EST (Electronic
Code 190 Service Tool)
Connector

ECM Engine Control

Module
Calibration Connections

Crankshaft Position Sensor

Signal 2 J2/48 Crank Speed Timing +

Return 1 J2/49 Crank Speed Timing -
J401 P401
Camshaft Position Sensor

Signal 2 J2/58 Cam Speed timing +

Return 1 J2/59 Cam speed timing -
J402 P402
Calibration Probe

Signal 1 J2/22 Calibration Probe +

Return 2 J2/23 Calibration Probe -
J400 P400

P2 J2

ECM J2
Crankshaft Speed / Position Sensor
(straight - flying leads not shown)

EST Code 190

‘O’ Ring Seal

Camshaft Speed / Position Sensor
(Right angled - Flying Leads not Shown)

EST Code 342

‘O’ Ring Seal

Speed/Position Sensors

Crankshaft Gear 36 + 1 tooth Crankshaft Gear 36 - 1 tooth

Speed/Position Sensors

Magnet

Coil

Flux Lines
Additional Sensors/Senders

Coolant Level switch

Coolant temperature sender

Speed Sensor

Oil pressure sender

Additional Sensors/Senders

Temperature Switch

Oil Pressure Switch

Coolant Level sensor

Speed/Load Control

§ The software in the ECM enables three types of control;

§ Digital
§ Pulse Width Modulated
§ Analogue
Digital Speed/Load Control

§ Digital Speed Control (enable/disable)

§ Lower Speed. (pushbutton/relay contact)
§ Raise Speed. (pushbutton/relay contact)
§ Digital Speed Control Ramp Rate, (Default 10 rpm/sec)
§ This can be adjusted via the Electronic Service Tool
§ Speed adjustment ranges +150 –150 RPM

Y
Enable
J1/49 Digital Speed Control Enable
Digital Speed Control Disable G
Digital J1/59 Lower Speed
Speed P
Control Lower Speed

J1/7 Raise Speed

Raise Speed O
J1/18 Digital Ground
Analogue Speed Control

§ Speed adjustment –10% to +10% (0% is rated speed)

§ For 50 Hz 1350 to 1650 RPM
§ For 60 Hz 1620 to 1980 RPM
§ Note; If Analogue input is selected on the configuration
screen but not connected correctly from the Control
System, the ECM will default the speed to 1100rpm.
Analogue Speed Adjust

§ Resistive track potentiometer

§ Provide linear voltage output (0.5v to 4.5v)
1500/1800 RPM

Fault Region
4.5V

Voltage o/p

0.5V
Fault Region

-10% of rated +10% of

speed rated speed
Engine Warning/Protection

§ There are three alarm levels provided, which are defined as:
§ Level 1 - Operator Warning
§ To warn the operator or machine control system of a possible condition
within the ECM control system that requires the operators attention
§ Level 2 – Action (called De-rate or Alert)
§ To inform the operator or machine control system to take action to
enable the proper control of the system (i.e. to externally de-rate or
reduce speed). This is normally used by the OEM to stop the engine
§ Level 3 - Shutdown
§ To inform the operator or machine control system that the ECM has
shutdown due to an operating condition reaching an unacceptable
level; or if in the critical override condition, that the product is now
operating in a condition outside of its scope of supply and may cause
injury or be damaged in such a way as to invalidate the warranty
Engine Warning/Protection

Protection Device Warning Action Alert Shutdown

High Coolant Temp

Low Oil Pressure
Engine Over-speed
Inlet Manifold Air Pressure
High Inlet Manifold Air Temp
High Fuel Temp

There is not a warning, alert, shutdown on Atmospheric – it purely logs a diagnostic code, the
diagnostic lamp is activated, the oil pressure is then invalid and this will trigger the oil pressure
output and the ECM shutdown
Switchable Inputs

§ 1500/1800 rpm Selection

§ Switch to ground to select 1800 rpm. Enabling of this input
is controlled via the Electronic Service Tool. (EST)
§ Droop/Isochronous
§ Switch to ground for droop governing. Enabling of this switch
input and Percentage droop is set using the EST
§ Fault Reset
§ This input can be used for clearing faults after an engine
shutdown, switch to ground for fault reset. (Faults will also
be cleared by removing the ECM power supply).
Diagnostic Connector

Used for Diagnostic Code

Reader/Generic Engine
Monitor, (CAN)
Controller Area Network,
On Y
J1/50 J1939 Data Link + J1939
Y
J1/34 J1939 Data Link -
G
J1/42 J1939 Screen Screen - Unused

G J1/8 Perkins Data Link + Used for Electronic Service

N
J1/9 Perkins Data Link - Tool Perkins Data Link (PDL)
J1/55 Unswitched Battery Positive Power
R Supply to
J1/69 Unswitched Battery Negative Service
B Tool
P1 J1
9 Pin Perkins Data
J H C G F D E A B Link Connector
Diagnostic Fault Codes

§ Active Diagnostic Codes

§ Any fault that is currently on the engine
§ Logged Diagnostic Codes
§ Faults that have occurred and been repaired
§ Logged Event Codes
§ Problems that could cause permanent
damage to the engine
Active & Logged Fault Codes

ENGINE COOLANT TEMPERATURE SIGNAL VOLTAGE HIGH

110 3

CID FMI
COMPONENT / CIRCUIT FAILURE MODE
IDENTIFIER IDENTIFIER
Speed/Timing Calibration

§ This Procedure is only necessary if following

Diagnostic Code is present…
§ 261-13 Engine Timing Calibration Required
§ If the ECM has been replaced and you are unable to
take data from existing ECM, or if repairs have been
completed to the engine drive train/replaced sensors
§ The Engine must be running at 1100 RPM for ECM
calibration
Crankshaft Timing Notch

§ The crankcase notch is accessed by removing the access plug

§ The timing probe is then installed in this location
§ Use a small screwdriver to locate timing notch when installing
the probe to ensure that the probe is not installed too far into
the engine resulting in damage to the probe
o
§ Crankshaft calibration machined groove position is 60 back
from correct timing mark
§ (8 degrees out on crank timing = 4 degrees out on camshaft)
Speed/Timing Calibration

1mm (0.040in)

The probe measures the angular position of the crankshaft and compares this to the
measurement coming from the Camshaft Speed/Timing Sensor. The ECM then makes a
correction or calibration if necessary.
Electronic Service Tool

§ Functionality includes:
§ Display of Service Codes

§ Diagnostic Tests

§ Data recording & graphing

§ Engine Configurations

§ ECM re-programming (‘Flashing’)

Connection Screen
ECM Summary Screen
ECM Configuration Screen
ECM Diagnostics Screen
Cylinder Cut-out Test

§ Cylinder Cutout function allows the operator to perform an

automated one-cylinder cutout test to verify that injectors are
working.
§ Test measures contribution of individual cylinders so that they can
be compared to each other to determine if one or more is weak.
§ Process involves cutting out and re-powering the cylinder.
§ Also monitors other cylinders to check if their fuel position
increases as expected.
§ If the fuel position does not increase, then the cutout cylinder was not
working before cutting it out.
§ Determines if all Cylinders are Firing Evenly
§ Best indicator of Injector/cylinder Performance
§ Electronic Governor Maintains 1500/1800 rpm 50% load
Cylinder Cut-out Test

§ EST Turns Off One Injector at a Time

§ The 5 Remaining Cylinders Must Produce More
Power to Maintain Selected Speed
§ After idle ECM Measures the Average Duty Cycle of
the Solenoid Current to the 5 Working Injectors
§ ECM Assigns a Test Value to the Injector being
Tested
§ For the test to work properly, the engine must first
be warmed up to normal operating temperature.
 Actual Engine Speed
1500 RPM

Fuel position/duration: is a calculation arrived from

measuring the extended current duration sent by the
ECM to the EUI solenoid in an attempt to maintain
selected Gen set power/loading (usually 50%) at its
rated speed of 1500/1800 rpm
i.e. the amount of fuel delivered
Cylinder Cut-out Test Cylinder Percent
Injector/Cyl
average above/below
Status
System
Cyl. Reading A: Reading B: Reading C: (A.B.C.) Average
1 1.89 1.92 1.93 +1.91 +4.4% OK not OK
2 1.87 1.88 1.90 +1.88 +2.7% OK not OK
3 1.85 1.90 1.89 +1.88 +2.7% OK not OK
4 1.87 1.81 1.86 +1.85 +1.1% OK not OK
5 1.58 1-61 1.59 +1.59 -13,1% OK not OK
6 1.89 1.86 1.85 +1.87 +2.2% OK not OK

System Average =(cyl 1-6) divided by 6 = 1.83

Cylinder Average – System Average

X 100 = % Injector/Cylinder status
System Average
Shows a completed test sheet, notice No 5 cyl results, this cylinder is faulty.
Investigate when calculation shows a cylinder is more than 10% low
ECM Data Logging Screen
ECM Replacement Screen
ECM Replacement Screen
ECM Calibration Screen
Injector Trim Code

Previous Location

9
New Location 593

4 Digit E-Trim code should

be noted for each injector
and updated in the ECM
memory using the EST
WinFlash Screen
WinFlash Screen
Questions