3406E 5EK Troubleshooting Manual

SENR5582-06
Troubleshooting
3406E TRUCK ENGINE
S/N 5EK00001-UP
Use the bookmarks for navigation inside of the Manual.

Product: TRUCK ENGINE
Model: 3406E TRUCK ENGINE 5EK
Configuration: 3406E Truck Engine 5EK00001-UP
Troubleshooting
3176B, C-10, C-12 & 3406E TRUCK ENGINES
Media Number -SENR5582-06 Publication Date -01/07/1998 Date Updated -08/09/2002
The Diagnostic Process

SMCS - 1400
- 18:54:11 CDT 2016
Troubleshooting
P-1.0 Electronic System Overview

SMCS - 1400
System Operation
The 3176B, C-10, C-12, and 3406E Truck Engines were designed for electronic control. The injection
pump, fuel lines and nozzles used in mechanical engines have been replaced with an electronic unit
injector in each cylinder. A solenoid on each injector controls the amount of fuel delivered by the
injector. An Electronic Control Module (ECM) sends a signal to each injector solenoid to provide
complete control of the engine.
Electronic Controls
The 3176B, C-10, C-12, and 3406E Truck Engines electronic system consists of the Electronic
Control Module (ECM), Engine Sensors and Vehicle Interface. The ECM is the computer which
controls the engine. The Personality Module in the ECM contains the software which controls how
the ECM behaves (the personality module stores the operating maps that define power, torque curves,
rpm, etc.).
Engine Governor
The Electronic Controls on the 3176B, C-10, C-12, and 3406E engine serve as the engine governor.
The Electronic Controls determine when and how much fuel to deliver to the cylinders based on the
actual and desired conditions at any given time.
The governor uses the throttle position sensor to determine the desired engine speed and compares
this to the actual engine speed determined through the engine speed/timing sensor. If desired engine
speed is greater than the actual engine speed, the governor injects more fuel to increase engine speed.

The desired engine speed is typically determined by the position of the accelerator pedal, desired
vehicle speed when in cruise control, or desired engine rpm when in PTO control.
Timing Considerations
Once the governor has determined how much fuel is required, it must next determine when to inject
the fuel. Injection timing is determined by the ECM after considering input from the coolant
temperature sensor, intake manifold temperature sensor, atmospheric pressure sensor, and boost
pressure sensor.
The ECM determines where top center on cylinder number one is located from the engine
Speed/Timing Sensor signal. The ECM decides when injection should occur relative to top center and
provides the signal to the injector at the desired time. The ECM adjusts timing for best engine
performance, fuel economy and white smoke control. Actual or Desired Timing cannot be viewed
with an Electronic Service Tool.

Fuel Injection
The ECM controls the amount of fuel injected by varying signals to the injectors. The injectors will
pump fuel only if the injector solenoid is energized. The ECM sends a high voltage signal to energize
the solenoid. By controlling the timing and duration of the high voltage signal, the ECM can control
injection timing and the amount of fuel injected.
The Personality Module inside the ECM sets certain limits on the amount of fuel that can be injected.
FRC Fuel Pos is a limit based on boost pressure to control the air/fuel ratio for emissions control.
When the ECM senses a higher boost pressure (more air into cylinder), it increases the FRC Fuel Pos
limit (allows more fuel into cylinder).
Rated Fuel Pos is a limit based on the power rating of the engine and rpm. It is similar to the rack

stops and torque spring on a mechanically governed engine. It provides power and torque curves for a
specific engine family and rating. All of these limits are determined at the factory in the Personality
Module and cannot be changed.

Example of EUI System
Customer Parameters Effect on Engine Governing

A unique feature with Electronic Engines is Customer Specified Parameters. These parameters allow
the truck owner to fine tune the ECM for engine operation to accommodate the typical usage and
power train of the vehicle.
Many of the Customer Parameters provide additional restrictions on the action the ECM will take in
response to the drivers' input. For example, the Top Engine Limit is an rpm limit the ECM uses as a
cutoff rpm for fuel. The ECM will not fuel the injectors above this rpm.
Some parameters are intended to notify the driver of potential engine damage (Engine Monitoring
Parameters). Some parameters enhance fuel economy (Vehicle Speed, Cruise Control, Engine/Gear
Limits and Idle Shutdown Parameters). Other parameters are provided to enhance the engine
installation into the vehicle or provide engine operating information to the truck owner.
Engine Monitoring
Caterpillar provides a factory installed Engine Monitoring system. The Caterpillar Engine Monitoring
system monitors engine oil pressure, coolant temperature, intake manifold air temperature, and
coolant level (optional, OEM installed).
The oil pressure, intake manifold air temperature, and coolant temperature sensors are standard on all
engines. The Vehicle OEM installs the coolant level sensor and the associated harness. The coolant
level sensor is the only optional component of Caterpillar Engine Monitoring. It is selected through a
Customer Programmable Parameter.
Caterpillar Engine Monitoring can be programmed to four different modes (OFF, WARNING,
DERATE, and SHUTDOWN). The Coolant Temperature, Oil Pressure and Coolant Level (if
selected) Sensors will operate in the Engine Monitoring Mode selected.
For example, if DERATE mode was selected, the engine will derate engine power and vehicle speed
if the Coolant Temperature, Oil Pressure or Coolant Level (if selected) Sensors detect conditions
exceeding acceptable limits.
An excessive Intake Manifold Air Temperature will not derate or shut down the engine.
Caterpillar Engine Monitoring OFF

If Caterpillar Engine Monitoring is programmed to OFF, the ECM will not flag low oil pressure, high
coolant temperature, and low coolant level. No warnings will occur if conditions are exceeded which
could cause the ECM to take Engine Monitoring action.
The ECM still uses these sensors for normal engine operation, such as the Coolant Temperature
Sensor for Cold Mode operation.
Caterpillar Engine Monitoring WARNING Operation

If the system is programmed to WARNING, the ECM causes the Warning Lamp to turn ON, and will
also cause the Check Engine Lamp to Flash (because of the Active Diagnostic Code) to indicate a
problem has been detected by the Engine Monitoring System. No further ECM or engine action
occurs if the ECM is programmed to WARNING.
Caterpillar Engine Monitoring DERATE Operation

If the system is programmed to DERATE, the ECM begins by flashing or activating the Warning
Lamp ON, and the Check Engine Lamp will flash to indicate a problem has been detected by the
Engine Monitoring System. If the problem is due to a Low Coolant Level, Low Oil Pressure, High or
Very High Intake Manifold Temperature condition, the ECM will cause the Warning Lamp to turn
ON and the Check Engine Lamp to flash as mentioned for WARNING Mode.
When oil pressure becomes Very Low Oil Pressure, coolant level becomes Very Low Coolant Level,
or a High or Very High Coolant Temperature are detected, DERATE Mode begins by flashing the
Warning Lamp. Whenever the Warning Lamp is FLASHING, the ECM is limiting (derating) the
engine.
For High and Very High Coolant Temperature, or Very Low Coolant Level, the ECM limits the
maximum vehicle speed and reduces available power. If the detected condition is Very Low Oil
Pressure, vehicle speed, power and engine rpm are limited.
This derating of engine performance is provided to get the drivers' attention so action can be taken to
avoid engine damage.
Caterpillar Engine Monitoring SHUTDOWN Operation

If the system is programmed to SHUTDOWN the ECM takes all the action indicated for the
DERATE Mode and will eventually shut down the engine under some conditions.
When oil pressure becomes Very Low Oil Pressure, coolant level becomes Very Low Coolant Level,
or a Very High Coolant Temperature is detected, SHUTDOWN Mode begins by flashing the Warning
Lamp the same as DERATE. SHUTDOWN Mode will eventually cause the engine to shut down if
the conditions continue long enough, and are severe enough.

Illustration 1 - Engine Monitoring Coolant Temperature Graph

Illustration 2 - Engine Monitoring Coolant Temperature Time Graph

Illustration 3 - Engine Monitoring Coolant Level Graph

Illustration 4 - Engine Monitoring Coolant Level Time Graph

Illustration 5 - 3176B, C-10, & C-12 Low Oil Pressure Graph

Illustration 6 - 3406E Low Oil Pressure Graph

Illustration 7 - Very Low Oil Pressure Start-Up/Restart Graph
Fuel Temperature Monitoring
The Fuel Temperature Sensor monitors the fuel temperature, adjusting the ECM calculated fuel rate to
compensate for fuel temperature changes and to adjust the fuel rate for constant power. The sensor is
also used to warn the operator of excessive fuel temperature with a Diagnostic Event Code because
excessive fuel temperatures can adversely affect engine performance. An Electronic Service Tool can
be used to temporarily disable Fuel Temperature adjustment when necessary for testing a vehicle on a
dynamometer with fuel temperature compensation.
Other ECM Performance Functions

The ECM also provides enhanced control of the engine for vehicle functions such as engine retarding
and cooling fan control. The illustration on "3176B, C-10, C-12, and 3406E Component Diagram" on
page 17 shows many of the OEM systems the ECM can monitor to provide enhanced vehicle
performance, fuel economy and driver convenience.
Self-Diagnostics
The 3176B, C-10, C-12, and 3406E electronic system has some ability to diagnose itself. When a
problem is detected, a diagnostic code is generated and the Diagnostic/Check Engine lamp may be
turned ON. In most cases, the code is also stored in permanent memory (Logged) in the ECM.
When diagnostic codes occur, they are called Active. They indicate a problem of some kind currently
exists. They should always be serviced first. If a truck is brought in with an Active Code, find the
code in the front of this manual and proceed to the indicated page to diagnose the cause.
Diagnostic codes stored in memory are Logged. Since the problem may have been temporary or may
have been repaired since the time it was logged, logged codes do not necessarily mean something
needs to be repaired. They are instead meant to be an indicator of probable causes for intermittent
problems.
Remember, some codes are Events rather than faults. Event codes typically are not an indication of an
electronic system problem.
Some of the codes require passwords to clear. Codes not requiring passwords to clear are
automatically deleted from memory after 100 Engine operating hours.
Engine Snapshot Data

Whenever most diagnostic codes occur, the ECM records the time (in engine hours), as well as engine
operating parameters for 9.6 seconds before and 3.4 seconds after the diagnostic code. The engine
operating parameters recorded are similar to those in the ECAP or Electronic Technician status
screens. Not all ECAP or Electronic Technician status screens or parameters are recorded.
The Engine Snapshot can also be triggered from the Cruise Control Set/Resume switch (quickly
toggling the switch to Set and then to Resume or Resume to Set), or from the ECAP or Electronic
Technician.
Diagnostic Codes Effect on Engine Performance
The discussion on Engine Monitoring mentions the Check Engine Lamp flashes when a specific
condition exists. When the ECM detects the engine problem, it generates an Active Diagnostic Code
and also Logs the code to indicate when, and if appropriate, how many times the problem occurs.
There are two types of Diagnostic Codes, Fault Codes and Event Codes.
Diagnostic Fault Codes are provided to indicate an electrical or electronic problem has been detected

by the ECM. In some cases the engine performance can be affected when the condition causing the
code exists. More frequently, however, the driver cannot detect any difference in the engine
performance.
If the driver indicates a performance problem occurs whenever the Check Engine Lamp is flashing,
the Diagnostic Code may indicate the cause of the problem, and should be corrected.
If the driver does not indicate a problem with the engine performance and a Diagnostic Code is
logged by the ECM, it indicates the ECM detected an abnormal condition, but it did not affect
performance.
If this is the case, unless there are several occurrences of the code in a very short period of time, or,
the ECM is indicating an Active Code at the present time, there is most likely nothing wrong with the
system.
Diagnostic Event Codes are provided to indicate some operational problem has been detected in the

engine or truck by the ECM. This usually does not indicate an electronic malfunction.
An ECM with a Serial No. ending in "CG" or "CJ" also provides an ECM Clock with Date/Time to
date and time stamp the following diagnostic event codes:
* 84-00 Vehicle Overspeed Warning (41)
* 84-14 Quickstop Occurrence (00)
* 100-11 Very Low Oil Pressure (46)
* 105-11 Very High Intake Manifold Air Temp. (64)
* 110-11 Very High Coolant Temperature (61)
* 111-11 Very Low Coolant Level (62)
* 190-00 Engine Overspeed Warning (35)
This manual contains a table listing all of the PID-FMI Diagnostic codes, along with the page
number where details regarding the cause, performance affect, and troubleshooting of the code can be
located.
The table "PA-12:Possible Performance Effect of Active Diagnostic Codes" on page 57 lists all
3176B, C-10, C-12, and 3406E Diagnostic Codes, and whether each code may or may not affect
engine performance.
Operating Information Stored in the ECM

The ECM uses a second battery connection to maintain a portion of memory used for Engine
Operating Data when the ignition key switch is OFF (ECM is not powered). Disconnecting this line
does not affect the ECM stored Factory/Customer Parameters, or logged diagnostic codes.
Interrupting this connection to an ECM with a Serial No. ending in "CA" will cause a loss of some
portion of the stored engine totals information, or trip information as explained in the following
paragraphs. If the ECM Serial No. ends in either "CG" or "CJ" an internal battery will maintain this
information while the second battery connection is disconnected.
Lifetime Totals Stored In The ECM

The ECM maintains engine total data for the following parameters.
Engine Hours is engine running hours (it does not include time when the ECM is powered ON
without the engine running).
Distance data requires a vehicle speed sensor connected to the ECM (the same sensor used for ECM
vehicle speed). Distance can be displayed in miles or kilometers.
PTO Hours and PTO Fuel are logged when engine rpm is set using the Cruise switches and the

engine is operating under some load or when the Dedicated PTO On/Off Switch is ON, and vehicle
speed is within range of the Idle/PTO Vehicle Speed Limit Parameter.
Idle Hours and Idle Fuel can include time when the engine speed is set using the Cruise switches and

the vehicle speed is within range of the Idle/PTO Vehicle Speed Limit Parameter, but the engine is
not operating under load. Fuel Information can be displayed in US Gallons or liters.
Engine Load Factor provides relative engine operation information (how hard the engine has been

operated compared to the maximum), and is determined using Maximum Fuel (maximum fuel the
engine can use during operation), Idle Fuel, and Fuel Used. All of these parameters are available
using an Electronic Service Tool within the Trip Data menu.
NOTE: The ECM accumulates the Total Data in memory dependent on the Unswitched (+)Battery
connection. Interrupting this connection to an ECM with a Serial No. ending in "CA" will cause a loss
of some portion of the engine operating information as explained in the following paragraphs. If the
ECM Serial No. ends in either "CG" or "CJ" an internal battery will maintain this information while
the second battery connection is disconnected.
When the data reaches 2 hours (time parameters), 50 miles (80 km) for distance parameters, or 40
gallons (150 L) for fuel used parameters, the ECM transfers this quantity to permanent memory. This
means if you disconnect ECM Connector J1/P1 (disconnecting the Unswitched (+)Battery
connection), the ECM Totals may vary by as much as one-half of these values (1 hour, 25 miles [40
km], or 20 gallons [75 L]), but no more.
When the ECM detects a loss of the Unswitched (+)Battery connection it automatically increments
the memory dependent upon the Unswitched (+)Battery connection to one-half of the value that could
be lost. This reduces the margin of error from a maximum of 2 hours to 1 hour, 50 miles to 25 miles
[80 km to 40 km] and 40 gallons to 20 gallons [150 L to 75 L].
This also means disconnecting the Unswitched (+)Battery line can actually increase these Totals. If
the value in the Unswitched (+)Battery memory before disconnection was less than the automatic
increment the Total will be increased.
For example, the ECM indicates the engine has 325,505 miles (524 714 km) before disconnecting the
Unswitched (+)Battery line. All but the last 5 miles (8 km) are stored in permanent memory. Work is
completed, and the Unswitched (+)Battery line is reconnected. The ECM will now indicate 325,525
miles (524 746 km) because the ECM automatically assumes 25 miles (40 km) in the Unswitched (+)
Battery memory.
If an ECM is replaced the Data Totals can be transferred to the new ECM using an Electronic Service
Tool.
Trip Data Stored In The ECM

Trip data allows the owner of the vehicle to track engine operation over owner defined intervals. Two
types of Trip Data are stored in the ECM, Driver Trip Data and Fleet Trip Data. All of the Trip Data
is stored in memory maintained through the Unswitched (+)Battery connection when the ignition key
switch is OFF. Interrupting this connection to an ECM with a Serial No. ending in "CA" will reset or
clear this data. If the ECM Serial No. ends in either "CG" or "CJ" an internal battery will maintain this
information while the second battery connection is disconnected.
NOTE: Updating a Personality Module (for example, replacing a Personality Module with Release
Date of JUN95 with a Personality Module with Release Date of NOV95) will cause Trip Data to
appear scrambled. Ask the owner/operator if they want the trip data recorded before updating the
Personality Module. After updating the Personality Module reset the Trip Data using the Service
Tool.
Driver Trip Data

Driver Trip Data is known as the Driver Trip Segment. The Driver Trip Segment includes Engine
Hours, Distance, Fuel, Idle Hours, Idle Fuel, PTO Hours, PTO Fuel, Average Load Factor, Average
Vehicle Speed, %Idle Hours, %PTO Hours, and Fuel Economy.
A Driver Trip Segment can be reset using an Electronic Service Tool or a Caterpillar Driver
Information Display (CAT ID).
When the data is reset, the ECM stores the Lifetime Data Totals for the engine at the time of the reset
for use as the Driver Trip Data starting point. The Service Tool or CAT ID accesses this start point
and the current Lifetime Data Totals from the ECM to calculate the Driver Trip Segment Data.
Resetting the Driver Trip Segment does not require passwords.
Fleet Trip Data
Fleet Trip Data includes a Fleet Trip Segment, Histograms, and Custom Data. The Fleet Trip
Segment records the same parameters as the Driver Trip Segment, except it can be reset
independently of the Driver Trip Segment.
Two histograms are available. One histogram records engine operation time spent in engine rpm
ranges from below 600 rpm to above 2100 rpm (in 100 rpm increments). The other histogram records
time spent in vehicle speed ranges from zero mph (zero km/h) up to 74 mph (120 km/h) in 5 mph (8
km/h) increments, and another record above 74 mph (120 km/h).
The Electronic Service Tool calculates the percentage of time spent in each of the engine rpm or
vehicle speed ranges. Custom Data is available allowing the ECM to record engine parameters
specified by the vehicle owner.
A reset of the Fleet Trip Data (includes Fleet Trip Segment, Histograms, and Custom Data) can be
done in several ways. An Electronic Service Tool (may require Customer Passwords), Caterpillar
Fleet Information Software (FIS), or the CAT ID (requires Customer Parameter) may all reset the
Fleet Trip Data.
When the data is reset, the ECM records the Lifetime Data Totals for the engine at the time of the
reset for use as the Fleet Trip starting point. The Electronic Service Tool, Caterpillar Fleet
Information Software (FIS), or CAT ID accesses the start point recorded and then subtracts it from the
current Lifetime Data Totals in the ECM to calculate the Fleet Trip Data. Resetting the Fleet Trip
Data requires Customer passwords.
Fleet Trip Custom Data

Fleet Trip Custom Data is part of the Fleet Trip Segment. It allows the owner of the vehicle to set five
customized methods of recording data for the vehicle.
The basic program is
SUM____________________1 FOR____________________2 BETWEEN____________________3
AND____________________4 AND____________________5 BETWEEN____________________6
AND____________________7.
Variable 1 can be Engine Hours, Miles (kilometers), Gallons (Liters), or Occurrences (number of
times event occurs).
Variables 2 through 7 are as indicated in the following table.

Below is an example of a Custom Data program.
SUM miles FOR vehicle speed BETWEEN 57 AND 65 mph AND throttle BETWEEN 75 AND 100
percent.
The Custom Data programs are Customer Password protected. The programs are stored in permanent
memory. The programs are not reset when the Fleet Trip Segment is reset, but the data recorded for
the Trip is reset. The programs are not affected by Unswitched (+)Battery connection, but the data
collected for the programs is affected.
Fuel Correction Factor
A Customer Password protected Fuel Correction Factor is available for fine tuning fuel consumption
calculations. This can be used to enhance the accuracy of the fuel used calculation.
Altering the Fuel Correction Factor does not affect data already stored in the ECM, only data stored
after the Fuel Correction Factor is entered.
NOTE: The Fuel Correction Factor should be adjusted based on a long interval, using actual tank
data and the ECM recorded data.
Quick Stop Rate

A Customer Parameter is available to record "Quick Stop" occurrences. The Parameter determines the
rate of vehicle speed change the ECM uses to record a Quick Stop Event Code and Quick Stop
Snapshot. Refer to "Quick Stop Rate" on page 39 for a description of the parameter, and "Quick Stop
Snapshot" on page 53 for a description of the data stored in a Quick Stop Snapshot.
Maintenance Indicator Data

The ECM records the Lifetime Data Totals when a maintenance reset occurs for three levels of
maintenance - PM1, PM2, and Coolant Flush/Fill.
The previous maintenance point is used by the ECM to calculate when the next maintenance is due.
The Maintenance Indicator feature is programmable to hours or distance. The PM1 maintenance is
programmable to OFF, Automatic-Distance, Automatic-Hours, Manual-Distance, or Manual-Hours.
If PM1 is programmed to automatic, the ECM calculates the next maintenance due by considering the
vehicle operation history from the previous maintenance interval. If the vehicle has a history of poor
fuel economy, the maintenance indicator will occur sooner than a vehicle with better fuel economy.
The ECM also uses the Engine Oil Capacity, with a larger capacity providing a longer maintenance
interval. Engine Oil Capacity is programmed in quarts (or liters). If the PM1 Maintenance Indicator is
programmed to Manual, the owner can program in their own specific maintenance mileage or time
interval. PM2 and Coolant Flush/Fill intervals are determined by the factory.
CAT ID
The Caterpillar Driver Information Display (CAT ID) is available to provide operating information to
the driver about the engine. The Driver Trip Segment, Fleet Trip Segment, and Maintenance Indicator
can be viewed. However, the Fleet Trip Segment Histograms and Custom Data cannot be viewed
from the display.
CAT ID provides the ability to enter a driver identification (ID) to divide the Fleet Trip Segment for
two drivers. The Fleet Trip Segment can also be tagged by state, if the driver enters state crossings.
In summary, the CAT ID can be used to tag portions of the Fleet Trip Segment into two driver ID's
and into states as required. The driver ID and state by state information cannot be viewed from the
display, only Caterpillar Fleet Information Software (FIS) can view this information. The ability to
reset any of these parameters is dependent on Customer Parameters in the ECM.
CAT ID will also display engine operating parameters such as engine rpm, coolant temperature, boost
pressure, etc., as well as engine diagnostic codes with the PID-FMI and a brief text description.
An available 1995 feature of CAT ID is Theft Deterrent. Theft Deterrent allows the driver to input a
four character password to shut the engine down and/or prevent the engine from restarting until the
four character password is successfully entered. Theft Deterrent requires a JAN95 or later Personality
Module in the ECM. The CAT ID must also have the EEPROM chip capable of supporting this
feature.
Fleet Information Software (FIS)

Caterpillar Fleet Information Software (FIS) is another method to review the trip information. The
entire Fleet Trip Segment, including Histograms, Custom Data, and information tagged by driver ID
and by state can all be accessed. Maintenance Indicator information can also be accessed using the
Caterpillar FIS.
When Caterpillar FIS downloads the information it also resets the ECM to prepare it for the next trip.
The information can be downloaded to a computer with the Caterpillar FIS program, or to an Argo
Mobile Data Tool (MDT) which is then connected to a computer to download the information.
Driver Incentive Feature

The Driver Incentive Feature automatically adjusts the VSL as a reward to the driver for operating a
truck in a manner meeting the truck owner's specifications. The Driver Incentive Feature is available
with FEB98 and later Personality Modules. Several parameters are monitored in order to evaluate a
driver's operating habits. Weighting factors are applied to the parameters reflecting the desired and
expected operating habits. If operating habits meet or exceed the owner's specifications, the VSL is
automatically increased as a reward. The VSL will decrease when operating habits do not meet owner
specifications.
ECM Trip Data Transfer

ECM Trip Data Transfer parameter allows the ECM to interact through the SAE J1587 Data Link
with certain communication systems. Programming this parameter requires Factory Passwords.
With this system the customer can remotely change the following parameters using Cat FIS:
* Fuel Correction Factor
* Custom Data Parameters
* Maintenance Indicator Parameters
With this system the customer can remotely extract the following information from the ECM:
* Lifetime Totals
* Custom Data Reports
* Fleet Trip Information
* Economy Model
* Maintenance Information
* Customer Parameter Settings
The reports are all processed for the fleet owner using Cat FIS. The frequency and timing of the
information download can be at set intervals or manual.
Programmable Parameters
Certain parameters affecting 3176B, C-10, C-12, and 3406E Truck Engine operation may be changed
with electronic service tools. The parameters are stored in the ECM, and are protected from
unauthorized changes by passwords. These parameters are either "System Configuration Parameters"
or "Customer Parameters".
System Configuration Parameters are set at the factory and affect emissions or power ratings within a
family of engines. Factory Passwords must be obtained and used to change System Configuration
Parameters.
Customer Parameters are variable and can be used to affect cruise control, vehicle speed limits,
progressive shifting, rpm/power ratings within the limits set by the factory, Caterpillar Engine
Monitoring, and PTO operation. Customer Passwords are necessary to change Customer Specified
Parameters.
Some parameters may affect engine operation in ways a driver does not expect. Without adequate
training, these parameters may lead to power or performance complaints, even when the engine is
performing to specification.
Refer to section "P-2.0 Programming Parameters" on page 25 for more details.
Passwords
"System Configuration Parameters" are protected by Factory Passwords. Factory passwords are
calculated on a computer system available only to Caterpillar dealers. Since factory passwords contain
alphabetic characters, only an ECAP or Caterpillar Electronic Technician may change System
Configuration Parameters. System Configuration Parameters affect power family or emissions.
"Customer Parameters" are protected by Customer Passwords. The customer passwords are
programmed by the customer.
Refer to section "P-2.0 Programming Parameters" on page 25, for more details when passwords are
needed and how to obtain them.
3176B, C-10, C-12, and 3406E Component Diagram

Typical Sensor and Connector Locations (3176B, C-10 and C-12)

3406E Sensor and Connector Locations

3176B, C-10, C-12, and 3406E Engine Harness Wiring Diagram

3176B, C-10, C-12, and 3406E Vehicle Harness Wiring Diagram

Electrical Connectors and Functions

Electrical Connectors and Functions
Service Tools
The Caterpillar Electronic Service Tools for the 3176B, C-10, C-12, and 3406E Electronic Control
system are designed to help the service technician analyze and locate faults or problems within the
system. It is required to perform some sensor calibrations electronically, and to read or change engine
parameters. The Electronic Control Analyzer Programmer (ECAP) tool has small plug-in modules,
called Service Program Modules (SPM), to adapt the basic tool to the specific Caterpillar electronic
control application. Caterpillar Electronic Technician (ET) requires a personal computer with the ET
software installed and either a Caterpillar Communication Adapter or MPSI Pro-Link with Caterpillar
Cartridge to translate from the Vehicle ATA Data Link to the computer RS-232 port.
Either the ECAP or ET communicates with the Electronic Control Module to read Diagnostic Codes,
to read the various sensor output signals such as engine rpm, or boost pressure, and controls electronic
calibration of the 3176B, C-10, C-12, and 3406E sensors through the ECM.
The ECAP (requires PWM adapter to measure at the sensor) can measure Pulse Width Modulated
(PWM) signals, such as the signal produced by the Throttle Position Sensor.
There are several adapter cables, breakout T cables, probes, etc., that are used with the service tools in
order to access measurements of signals. Both a heavy duty multimeter and the standard duty
multimeter (listed below) are suitable for making the necessary measurements. Other Special Tools
include those needed to measure pressure or temperature.
3176B, C-10, C-12, and 3406E Service Tools

Optional 3176B, C-10, C-12, and 3406E Service Tools

- 18:54:43 CDT 2016
Troubleshooting
P-2.0 Programming Parameters

SMCS - 1400
Troubleshooting
Passwords
SMCS - 1400
Factory Passwords
Factory passwords are required to perform each of the following six functions.
1. Program a New ECM
- When an ECM is replaced, the System Configuration Parameters must be programmed into
the new ECM. For a new ECM these parameters can be programmed once without Factory
Passwords, thereafter these parameters are protected by factory passwords.
2. Rerate Engine to Another Engine Family
- This requires changing the Personality Module Code, which is protected by factory
passwords. Includes changing from a non-multi-torque to a multi-torque personality module.
3. Read Customer Passwords
- If the owner loses his customer passwords, he will not be able to program customer
parameters. Using factory passwords, one can read customer passwords, then use those
customer passwords to program customer parameters.
4. Clear Certain Diagnostic Codes
- Diagnostic Code 190-00 (Engine Overspeed Warning) requires factory passwords to clear
once it is logged. Diagnostic Code 252-11 Incorrect Engine Software (59) also requires factory
passwords. It should be cleared only if you are certain the personality module is for the specific
engine.
5. Unlock a "Locked" Customer Parameter
- If a Customer Parameter has been locked out, Factory Passwords are required to either unlock
the parameter or change the parameter. Refer to "Customer Parameter Lockout" on page 26.
6. Enable ECM Trip Data Transfer Security
- Enabling this feature for the transfer of trip information over the data link through remote
communications systems requires Factory Passwords. This feature can only be enabled after the
truck has been delivered to the customer.
NOTICE
Operating the engine with a Personality Module not designed for that
engine will damage the engine. Be sure the Personality Module is
correct for your engine.
Certain other codes require customer passwords. The majority of logged codes require no passwords
to clear. Since factory passwords contain alphabetic characters, only the ECAP or Electronic
Technician (ET) may perform these functions. To obtain factory passwords, proceed as if you already
had the password. At some point, if factory passwords are truly needed, the ECAP or Electronic
Technician (ET) will request factory passwords and display most of the information required to obtain
the passwords.
NOTE: The Customer Parameter "Parameter Lockout" may restrict changing some Customer
Parameters unless Factory Passwords are obtained. If changing a Customer Parameter indicates
Factory Passwords are required, it is because the Parameter has been Locked Out. See "Customer
Parameter Lockout" on page 26 for a list of parameters available for lockout.
Customer Passwords
If Customer Passwords have been entered, they are then required to change ANY customer parameter.
Customer Parameters are those that affect vehicle speed limits, power rating within a family, and PTO
operation. See the previous section on "Customer Specified Parameters" for more detail on what
parameters are customer programmable.
The ECAP, ET, or MPSI Pro-Link with the Caterpillar Cartridge may change Customer Parameters.
To obtain customer passwords, contact the owner of the vehicle. If the owner has lost his passwords,
customer passwords may be read using an ECAP or ET (factory passwords are required in order to
read the customer passwords) by following these steps.
1. Use the ECAP or ET to access "Read/Change System Configuration Parameters", then "Read
Customer Parameters".
2. When the Factory Passwords screen appears, record the information listed on the "3176B, C-10, C-
12, and 3406E Factory Passwords Worksheet" (refer to "Factory Passwords Worksheet" on page 51).
3. Obtain the factory passwords. The information recorded above must be provided, and generates a
permanent record at Caterpillar of the access.
4. From the Factory Passwords screen, enter the Factory Passwords.
5. When the "Read Customer Passwords" screen appears, record the Customer Passwords. The
Customer Passwords may then be used to change Customer Parameters.
Troubleshooting
Programming a New ECM

SMCS - 1400
The 3176B, C-10, C-12, & 3406E Truck Engine Electronic Control Module or ECM is the heart of
the system. So when a problem occurs, it is easy to jump to the conclusion that the ECM is
responsible. That is usually the wrong conclusion.
Most failures occur at the wiring and connectors or a sensor input/output. Follow the troubleshooting
guide procedures, and do not replace an ECM on speculation!
However, when your troubleshooting indicates that a failure has, in fact, occurred in the ECM, the
following procedure outlines the steps required to replace a faulty ECM.
ECM Replacement Procedure

1. Make sure the new ECM repairs the problem by first temporarily installing the new ECM. Do this
by hanging it on the side of the engine. Transfer the Personality Module from the suspect ECM to the
new one. Program any parameters necessary to check the ECM for the test. For example, Vehicle
Speed Parameters need to be programmed to check the vehicle speed circuit. Program the parameters
exactly the same as they were in the suspect ECM. Check out the new ECM. If it repairs the problem,
reconnect the old ECM with its' Personality Module returned to it from the new ECM. Recheck the
old ECM to make sure the problem stays with the ECM.
2. Record customer parameters from the failed ECM using the ET ECM Replacement feature under
the Copy Configuration Menu or perform the following:
- Obtain and record the Customer Passwords. If the customer (owner) has lost or forgotten his
passwords, refer to "Customer Passwords" on page 47.
- Use the ECAP or ET to access "Read Customer Specified Parameters" from the ECM being
replaced.
- Use the "Customer Parameter Worksheet" on page 52, to record the customer parameters.
3. Record ECM lifetime Totals.
- Use the "Lifetime Totals Worksheet" on page 53, to record the old ECM Lifetime Totals.
4. Remove the Personality Module from the faulty ECM (if not using Flash Programming).
5. Replace the faulty ECM.
6. Install the Personality Module into the new ECM, or Flash Program the Personality Module. The
new ECM is shipped with a blank Personality Module. If Flash Programming use the most recent
Personality Module available.
7. Obtain Factory Passwords.
- Using the "Factory Passwords Worksheet" on page 51, record the following information from
the engine information plate, Full Load Setting, Full Torque Setting, Engine Serial Number.
- Record the mileage from the vehicle odometer.
- Use the ECAP or ET to access "Read/Change System Configuration Parameters". When the
Factory Specified Passwords screen appears, record the following information, ECM serial
number, Engine serial number, ECAP or ET serial number, Total Tattletale, and Reason Code.
- Leave the ECAP or ET on the Factory Specified Passwords screen and obtain the Factory
Passwords. Fill out the "Factory Passwords Worksheet" on page 51.
NOTE: Full Load Setting (FLS), Full Torque Setting (FTS) and engine serial number can be
programmed without factory passwords on a new ECM. System Configuration parameters should be
entered before the Customer Specified Parameters are entered. If Customer Parameters are entered
before the System Configuration Parameters, the Total Tattletale will change. It will then be necessary
to obtain another set of Factory Passwords to access "Read/Change System Configuration
Parameters".
8. Use the ET ECM Replacement Feature to program the new ECM or perform the following:
NOTE: On initial power up of a new ECM, five (six for a 3406E) parameters must be programmed to
avoid a 253-02 Check Customer Or System Parameters (56) code. These codes are Full Load Setting
(FLS), Full Torque Setting (FTS), Vehicle Speed Calibration (ppm), Rating Number, Engine Serial
Number, and Injector Codes (3406E only).
- Use the ECAP or ET to access "Read/Change System Configuration Parameters". Enter the
Full Load Setting, Full Torque Setting, and Engine serial number recorded on the worksheet.
- Use the ECAP or ET to access "Read/Change Customer Specified Parameters". Enter the
Customer Specified Parameters and the original Customer Passwords recorded on the
worksheet.
- Use the ECAP or ET to access "Read/Change Current Totals" (it is under the Trip Data main
menu). Record information using the "Factory Passwords Worksheet" to get the Factory
Passwords. Enter the Totals recorded on the worksheet from the original ECM.
- Use the ECAP or ET to access "Calibrate Sensors", and calibrate the Boost Sensor (refer to
procedure "PC-37: Boost Sensor Calibration" on page 293). Only for OCT94 or earlier
Personality Modules.
- Use the ECAP or ET to access "Calibrate Sensors", and calibrate the Engine Speed/Timing
Sensor (refer to procedure "PC-31: Engine Speed/Timing Circuit Test" on page 233).
- For the 3406E, use the ECAP or ET to access "Read/Change Injector Codes", and program the
Injector Codes for each Injector.
18:55:25 CDT 2016

Troubleshooting
Changing a Personality Module

SMCS - 1400
Changing a Personality Module either to update the engine or to change the rating will often bring
new parameters or parameter options not previously available to the engine. This applies whether the
Personality Module is updated using Flash Programming or changing the Personality Module chip.
When the new module is in the ECM, the new parameters will be set at their default values. Default
values are usually set so the feature is OFF (unused). Some new parameters may require wiring
changes before they can be effective.
NOTE: For ECM's with Serial No. ending in "CG" or "CJ" the Personality Module must be JUN95 or
later to ensure proper engine operation.
Procedure for Changing a Personality Module

The following information should be noted when changing a Personality Module.
1. Before changing the Personality Module consider the following:
- Review any Snapshots before updating. Snapshots will be cleared when the new Personality
Module is installed.
- If replacing the Personality Module by replacing the Personality Module chip, ask the
owner/operator if they want the trip data recorded before updating the Personality Module.
Disconnecting the ECM Vehicle Harness J1/P1 will result in loss of trip data.
- When the Personality Module is updated from a Personality Module earlier than APR94 to
one APR94 or later will cause the trip data to appear scrambled when viewed with the new
Personality Module installed.
- NOTE: After replacing the Personality Module, reset the Trip information before releasing
the vehicle to avoid unnecessary confusion at a later date when someone attempts to view the
information.
- An ECM with a Serial No. ending in "CG" or "CJ" requires a Personality Module Release
Date of JUN95 or later to ensure proper engine operation. Also, these ECM's do not have
removable Personality Modules. Changing a Personality Module requires Flash
Programming.
2. Check and clear any 244-02 Event Recorder Lost (02) diagnostic event codes. It is not unusual
to generate this code after changing a Personality Module. This code will be caused when the
Personality Module is updated as described above, or when a new ECM has its first Personality
Module installed (using Flash or a chip).
18:55:33 CDT 2016

Troubleshooting
Programming a Personality Module Using Flash Programming

SMCS - 1400
Operation of the engine following programming of the Personality Module is identical to operation
following replacement of the Personality Module chip. The only difference is the software was
already programmed in the chip for you when you replaced the chip, now you are actually performing
the programming function.
For example, if you are rerating an engine, you will still need Factory Passwords to change the
Personality Module Code.
NOTE: Data in existing histograms should be recorded prior to performing flash programming. Flash
programming may cause the histogram data to appear scrambled when viewed. After flash
programming is complete reset the histogram information before releasing the vehicle.
1. Connect hardware as shown below.

2. Start the LEXT3037 PC Program, or Flash from Electronic Technician (ET).
3. Select the engine Personality Module part number to be programmed into the ECM, and proceed
with programming the Personality Module. The new ECM is shipped with a blank Personality
Module.
4. PC Program Personality Module Messages and Their Meaning are discussed below.
NOTE: A new ECM comes with a blank (previously unprogrammed) personality module. A blank
personality module will prompt you for all three of the following messages. The information
contained in the "ECM Status" will be scrambled and meaningless if the module has not been
previously programmed (this is normal).
- Message - "The engine ID in the flash file does not match the engine ID in the ECM."
- Meaning - The ECM has a personality module in it for a different engine, for example, the
ECM has a 3406E personality module in it, and you are attempting to program a 3176B
personality module into it.
- What you should do - Stop the transfer and access information about "ECM Status" under the
"Electronic Control Module" menu. Make sure the file you are about to transfer is for the same
engine it will be installed in.
- Message - "The application ID in the flash file does not match the application ID in the
ECM."
- Meaning - The ECM has a personality module in it for a different application, for example,
the ECM has a 3176B On-Highway Truck personality module in it, and you are attempting to
program a 3176B Challenger personality module into it.
"Electronic Control Module" menu. Make sure the file you are about to transfer is for the On-
Highway Truck application.
- Message - "The ECM ID in the flash file does not match the ECM ID in the ECM."
- Meaning - The ECM is not for use in the 3176B, C-10, C-12, and 3406E On-Highway truck
application.
"Electronic Control Module" menu. Make sure the ECM on the engine is for a 3176B, C-10, C-
12, and 3406E On-Highway truck application.
NOTE: If you access the "ECM Status" under the "Electronic Control Module" menu of the PC
Program, but do not follow this information access by programming the Personality Module, you
must turn the vehicle ignition key switch to the OFF position, and then to the ON position before
using an ECAP or ET. If you do not cycle the key switch after reading the "ECM Status", the ECM
will not communicate with your service tool, or start the engine. Cycling the key switch is not
necessary following successful programming of a personality module using the Flash Designer
Program.
5. Start the engine and check for proper operation.
- Program any parameters not previously in the old personality module if 253-02 Check
Customer Or System Parameters (56) code is active. Read the code from the Active Diagnostic
code screen of the ECAP or ET to determine the parameter(s) requiring programming.
- Remember, on initial power up of a new ECM, five parameters (six for a 3406E) must be
programmed to avoid a 253-02 Check Customer Or System Parameters (56) code. They are Full
Load Setting (FLS), Full Torque Setting (FTS), Vehicle Speed Calibration (ppm), Rating
Number and Engine Serial Number (and Injector Codes, 3406E only).
NOTE: If the ECM serial number does not end in "CG" or "CJ" and the ECM is flash programmed
with a NOV95 Personality Module the Total Tattletale may change by a random value when a
Customer Specified Parameter value is programmed. To correct this problem upgrade to AUG96 or
later Personality Module.
6. Clear / reset trip data.
- Flash programming may cause the trip data to appear scrambled when viewed. After flash
programming is complete reset the trip data before releasing the vehicle.
Troubleshooting
Factory Passwords Worksheet

SMCS - 1400
- 18:55:51 CDT 2016
Troubleshooting
Customer Parameter Worksheet

SMCS - 1400

18:56:01 CDT 2016
Troubleshooting
ECM Snapshot
SMCS - 1400
The 3176B, C-10, C-12, and 3406E ECM can record a "snapshot" of engine/vehicle parameters for a
period of 13 seconds surrounding an event. The event is either a diagnostic code or an external
trigger.
When to Use a Snapshot

Use Snapshots ONLY to help determine engine/vehicle operating conditions when an intermittent
problem occurs. If an intermittent diagnostic code is causing problems, use the snapshot data to
determine if the problem seems to occur in specific engine rpm or vehicle speed ranges, coolant
temperature ranges, etc. Use this data to attempt to duplicate these conditions with the vehicle and get
the code to reoccur.
DO NOT replace electronic components based on Snapshot data alone. The snapshot information

is stored in frames every 0.24 seconds (if externally triggered) or every 0.48 seconds (if diagnostic
code triggered). Frequently, the parameters are changing faster or slower than 0.24 seconds, the result
will be a misdiagnosed problem if too much is interpreted from this information. Also, remember
when viewing Diagnostic Triggered Snapshots, the ECM sets a sensor value with an ACTIVE
Diagnostic Code to a default value when the code is Active. This is why the Sensor value suddenly
jumps to a specific value at the trigger point and remains there for the rest of the snapshot frames. DO
NOT attempt to interpret the information and analyze how the engine is operating from this historical
information. Looking at this information under a "microscope" will lead to misdiagnoses because
some parameters are not what are expected, even though they are completely unrelated to the problem
under investigation.
Diagnostic Code Triggered Snapshot

When a diagnostic code occurs the ECM records many of the status parameters available on the
Caterpillar ET or ECAP Electronic Service Tools. The ECM records this information for 9.6 seconds
before the code occurs, and 3.4 seconds after the code.
External Triggered Snapshot
If desired, a snapshot can be externally triggered using either the Cruise Control Set/Resume Switch,
or an Electronic Service Tool. By toggling the Cruise Control Set/Resume Switch quickly from Set to
the Resume position, the ECM will take a snapshot of information. For the Electronic Technician
(when available), the snapshot can be triggered from the Snapshot Recorder Tool (follow the
instructions on the screen or help system). For the ECAP, the snapshot can be triggered from the
Display/Trigger Snapshot screen, located under the Display Diagnostic Messages screen (follow the
on screen instructions).
Quick Stop Snapshot

For Personality Modules NOV95 or later a snapshot can also be stored for a Quick Stop occurrence if
the Customer Parameter is programmed. The ECM stores the number of occurrences of the Quick
Stop Event, as well as a snapshot of the latest occurrence.
One data record is kept for the most recent Quick Stop occurrence activation. The record is stored
with the most recent record replacing the previous record.
Each Quick Stop record contains 60 frames of information; frame 45 is the Quick Stop occurrence, 44
frames before, 15 frames following the code. Each frame is separated by 1.0 second.
Each frame of the snapshot record stores the following data:
ECM Storage of Snapshots

The ECM can store up to six Diagnostic Code Triggered snapshots, four Externally triggered
snapshots, and one Quick Stop Snapshot. They are stored in a "circular buffer", the newest snapshot
will replace the oldest if a seventh Diagnostic Code Triggered snapshot or fifth Externally triggered
snapshot is taken.
The ECM stores the snapshots in memory maintained through the Unswitched (+)Battery connection.
If the Unswitched (+)Battery connection is disconnected, or if the vehicle batteries are disconnected,
the snapshot information is cleared.
The snapshots can also be manually cleared using an Electronic Service Tool. Snapshots, like most
Diagnostic Codes are automatically cleared by the ECM after 100 hours of operation.
Troubleshooting
How to use the ECM Date/Time Stamped Information

SMCS - 1400
ECM's with Serial No. ending in "CG" and "CJ" have a date and time clock available. This clock
indicates month, day, year, and time (including AM/PM). This clock is used to time stamp the
following Diagnostic Event Codes:
* 84-00 Vehicle Overspeed Warning
* 84-14 Quick Stop Occurrence
* 100-11 Very Low Oil Pressure
* 110-11 Very High Coolant Temperature
* 111-11 Very Low Coolant Level
* 190-00 Engine Overspeed Warning
ECM diagnostic snapshots, snapshots triggered using the Set/Resume switch, and Quick Stop
snapshots are also time stamped.
Before Adjusting the ECM Date/Time Clock

Before adjusting the ECM Date/Time Clock on a truck ask the owner/operator if they want the time
stamped information recorded. After it is recorded, clear this information before adjusting the ECM
Date/Time Clock. This is very important if the clock adjustment is a big change. This will prevent
unnecessary confusion if someone else views the information at a later date.
Determining When Time Stamped Information Occurred

When viewing time stamped information remember the truck may be based in a different time zone,
or someone may have incorrectly or never set the clock. Use the time currently set in the ECM to
compare any ECM recorded information to the time the ECM indicates to determine how long ago the
time stamped event occurred. DO NOT REPLACE AN ECM BECAUSE OF AN INCORRECT
TIME. The following example indicates how to use the clock.
Example use of ECM Date/Time Stamped Information
The Electronic Service Tool indicates a 190-00 Engine Overspeed Warning occurred on JAN 17 1996
10:30:46. The Service Tool also indicates the current ECM time is JAN 24 1996 11:20:58. This
indicates the problem occurred approximately one week, 50 minutes ago. Do not compare it to the
current time at your location because the truck may be based in a different time zone, or someone may
have incorrectly or never set the clock. If the ECM time is significantly different than your current
time, for example the wrong month is programmed, make sure you have recorded the time stamped
information if it is important. After recording the information, clear the code or snapshot, and then
adjust the clock.
18:56:21 CDT 2016

Troubleshooting
Service Information Report

SMCS - 1400
After verifying the correct repair has been performed on the vehicle it is critical to provide concise,
detailed information. This information helps Caterpillar better serve you and the Customer.
Recommendations
Customer's Complaint
Provide a copy of the "PA-10:Driver Questionnaire" on page 55. Include comments for the
Customer's Complaint section of the report indicating if the Check Engine Lamp was ON
continuously or intermittently, if symptoms such as the truck had low power are present, indicate
this.
Failure Cause
Comments on Failure Cause should include the number of diagnostic codes logged and if the code
was Active. Indicate the source of the problem and how it was discovered, such as followed
Procedure PC-31, or a visual inspection indicated wire abrasion on the engine harness, or truck
dynamometer testing showed power below specification @ 1700 rpm and above due to loss of
cylinder 4 injector. Please be specific.
How You Repaired It

Comments on How You Repaired It should include information such as repaired the wiring
harness, changed FLS/FTS as per factory instructions, etc.
- 18:56:36 CDT 2016

Troubleshooting
Troubleshooting Without a Diagnostic Code

SMCS - 1400
Troubleshooting
Troubleshooting With a Diagnostic Code

SMCS - 1400
PB-10: Inspecting Electrical Connectors

System Operation
Deutsch Connectors

Functional Test

PB-11: ECM Battery Circuits Test

System Operation
Schematic

ECM Pin Locations

Diagnostic Codes
Functional Test

PB-12: Throttle Position Sensor Circuit Test

System Operation
Schematic- +8V Pedal Mounted Throttle Position Sensor

Schematic- +12V Pedal Mounted Throttle Position Sensor for PTO
Schematic- Cylindrical Throttle Position Sensor- Used as Cab Throttle

ECM Pin Locations
Diagnostic Codes

Functional Test

PB-13: Check Engine, Warning Lamp, or PTO Switch On

Lamp Circuit Test
System Operation

Schematic 1 - Lamp Circuits Without Eaton Top 2 Transmission
Schematic 2 - Lamp Circuits With Eaton Top 2 Transmission and Dedicated PTO

ECM Pin Locations
Functional Test

PB-14: Vehicle Speed Circuit Test

System Operation

Schematic 1 - Single Coil Speed Sensor with ECM Driving Speedometer (Recommended)

Schematic 2 - Single Coil Sensor for ECM, Second Single Coil Sensor for Speedometer
Schematic 3 - Dual Coil Vehicle Speed Sensor

Schematic 4 - Electronic Control Providing Vehicle Speed to Engine ECM
Schematic 5 - Data Link Driven Speedometer

ECM Pin Locations

Diagnostic Codes

Functional Test

Vehicle Speed Calibration And Adjustment

PB-15: Cruise Control and Kickout Switches Circuit Test

System Operation

Electronic Service Tool Cruise Control "Kickout" Status Screen Table
Electronic Service Tool Idle/PTO "Kickout" Status Screen Table

NOTE: Refer to "PB-16: Parking Brake or Multi-Function Input Switch Circuit Test" on page 138 for
PTO/Multi-Function Input Wiring)
Schematic
ECM Pin Locations

Functional Test

PB-16: Parking Brake or Multi-Function Input Switch Circuit

Test
System Operation

Electronic Service Tool Idle/PTO "Kickout" Status Screen Table
Schematic 1 - PTO Configuration Cab Switches

Schematic 2 - PTO Configuration Remote Switches
Schematic 3 - PTO Configuration Remote Throttle

Schematic 4 - PTO Configuration Cab Switches with Torque Limiting and Disabling
Brake/Clutch Kickout of PTO Set Speed
Schematic 5 - PTO Configuration Remote Switches with Torque Limiting and Disabling
Brake/Clutch Kickout of PTO Set Speed
Schematic 6 - Parking Brake Switch

Schematic 7 - PTO Configuration Cab Switches or Remote Switches with Torque Limiting and
Disabling Brake/Clutch Kickout of Idle Set rpm without PTO installed
ECM Pin Locations

Functional Test

PB-17: Coolant Level Sensor Circuit Test

System Operation
Schematic
Schematic - Volvo GM Truck Chassis (If Equipped)

ECM Pin Locations
Diagnostic Codes

Functional Test

PB-18: Cooling Fan and A/C High Pressure Switch Circuits

Test
System Operation

Schematic 1 - A/C High Pressure Switch Connected to ECM, Normally Open Electrical System

Conditions to Turn Fan ON for Schematic 1
Schematic 2 - A/C High Pressure Switch Not Connected to ECM, Normally Open Electrical
System

Schematic3 - A/C High Pressure Switch Connected to ECM, Normally Closed Electrical System

Schematic 4 - A/C High Pressure Switch Not Connected to ECM, Normally Closed Electrical
System

Schematic 5 - A/C High Pressure Switch Connected to ECM, ECM Output Direct Connection

Schematic 6 - A/C High Pressure Switch Not Connected to ECM, ECM Output Direct
Connection

Schematic 7 - A/C Control Unit Connected to ECM, ECM Output Direct Connection

Schematic 8 - Three Speed Fan Connections


Diagnostic Codes

Functional Test

PB-19: Auxiliary Brake, Engine Running Output, Shutdown

Output Circuits Test
System Operation

ECM Pin Locations
Schematic 1 - Auxiliary Retarder Relay Circuit

Schematic 2 - Engine Running Output Circuit
Schematic 3 - Shutdown Output Circuit

Functional Test

PB-20: Retarder Solenoid Circuits Test

System Operation

Schematic

ECM Pin Locations

Diagnostic Codes

Functional Test

PB-21: Idle Shutdown Timer and PTO Shutdown Timer Test

System Operation

Diagnostic Codes

Functional Test

PB-22: Tachometer Circuit Test

System Operation
Schematic 1 - ECM Driven Tachometer - Tachometer Output
Schematic 2 - ECM Driven Tachometer - J1587 ATA Data Link

ECM Pin Locations

Functional Test

PB-23: ATA (SAE J1587/1708) Data Link Circuit Test

System Operation
Schematic
ECM Pin Locations

Functional Test

PB-24: Powertrain Data Link Circuit Test

System Operation
NOTE: If the ECM Serial No. ends in "CD", refer to "PC-39: 3176B Truck Engines in Motorcoaches
with 120-8974 ECM Test" on page 296 for the schematic.
Schematic

ECM Pin Locations
Diagnostic Codes

Functional Test

Table 1: Electronic Service Tool Status Screen Definition Table

PB-25: Eaton Top 2 Transmission Circuit Test

System Operation

Schematic

ECM Pin Locations

Diagnostic Codes

Functional Test

PC-30: ECM Memory Test

System Operation

Diagnostic Codes

Functional Test

PC-31: Engine Speed/Timing Circuit Test

System Operation
Schematic
ECM Pin Locations

Diagnostic Codes
Functional Test

PC-32: Engine Timing Calibration

System Operation
Diagnostic Codes

Special Tools Required
Functional Test

PC-33: Injector Solenoids Circuit Test

System Operation
Schematic
ECM Pin Locations

Diagnostic Codes

Functional Test

PC-34: +5V Sensor Voltage Supply Circuit Test

System Operation
Schematic 1 - Sensor Circuit With Outside Air Temperature Sensor Installed

Schematic 2 - Sensor Circuit Without Outside Air Temperature Sensor Installed

ECM Pin Locations

Diagnostic Codes

Functional Test

PC-35: Engine Sensor Open or Short Circuit Test

System Operation
Schematic 1 - Sensor Circuit With Outside Air Temperature Sensor Installed

Schematic 2 - Sensor Circuit Without Outside Air Temperature Sensor Installed

ECM Pin Locations

Diagnostic Codes

Functional Test

PC-36: Event Codes Test

System Operation
Diagnostic Codes

Functional Test

PC-37: Boost Sensor Calibration

System Operation

Diagnostic Codes
Functional Test
PC-38: Multi-Torque Test

System Operation
Functional Test

PC-39: 3176B Truck Engines in Motorcoaches with 120-8974
ECM Test
System Operation
Schematic
- 18:57:21 CDT 2016
Troubleshooting
Glossary Of Terms
SMCS - 1400
A/C High Pressure Switch
Senses refrigerant pressure in the air conditioning system and (opens or closes) electrical
contacts depending on this pressure to turn the cooling fan ON. This switch may or may not be
connected to the ECM.
ATA (American Trucking Association) Data Link
A two-wire electrical connection for communication with other microprocessor based devices
that are compatible with the American Trucking Association and SAE Standards (J1587 and
J1708) such as trip recorders, electronic dashboards, powertrain controls, and maintenance
systems. The Data Link is also the serial communication medium used for programming and
troubleshooting with Caterpillar devices.
Active Diagnostic Code
Describes a condition that is currently present to alert the driver or service technician of an
abnormal engine operation parameter. Refer to Diagnostic Fault Code.
After Market Device
As used here, a device or accessory installed by the customer or vehicle OEM after the engine
is delivered.
Air-To-Air Aftercooler (ATAAC)
A means of cooling intake air after the turbocharger, using ambient air for cooling. The intake
air is passed through an aftercooler (heat exchanger) mounted in front of the radiator before
going to the intake manifold.
Alternating Current (AC)
The direction of current flow changes (alternates) regularly and constantly in a circuit.
American Wire Gauge (AWG)
A measure of the diameter (and therefore the current carrying ability) of electrical wire. The
smaller the AWG number, the larger the wire.
Anti-Lock Brake System (ABS)
Vehicle brake system that attempts to reduce wheel skid during brake operation. A power train
electronic control can turn off the engine retarder if necessary, or signal the engine ECM to turn
the engine retarder OFF.
Atmospheric Pressure Sensor
Analog sensor generates a signal proportional to atmospheric (barometric) air pressure in the
crankcase and sends a signal to the ECM.
Auxiliary Retarder Relay
The brakes' solenoids are driven by an OEM installed relay, which is driven by the ECM.
Before Top Center (BTC)
The 180 degrees of crankshaft rotation before the piston reaches the very top of its travel
(normal direction of rotation).
Boost Pressure Sensor
This sensor measures inlet manifold air pressure and sends a signal to the ECM.
Bypass Circuit
A circuit, usually temporary, to substitute for an existing circuit, typically for test purposes.
Calibration
As used here, is an electronic adjustment of a sensor signal.
Caterpillar Driver Information Display (CAT ID)
A digital readout for operator viewing of vehicle and ECM monitored performance parameters.
Caterpillar Engine Monitoring
The part of the Caterpillar Electronic Engine Control that monitors Coolant Temperature, Oil
Pressure, Intake Manifold Air Temperature and Coolant Level to alert the operator of detected
problems. The Coolant Temperature, Intake Manifold Air Temperature, and Oil Pressure
Sensors are supplied by Caterpillar and monitored by the ECM. The Coolant Level Sensor is
Vehicle OEM installed, but still monitored by the ECM. After market engine monitoring
systems do not interface with the Caterpillar Electronic Engine Control.
Check Engine Lamp
Sometimes referred to as the "Diagnostic Lamp", it is used to alert the operator of the presence
of an active event and is used to flash a diagnostic code.
Clutch Switch
This OEM supplied and installed switch is typically a limit switch mounted near the pedal and
is usually adjustable. This switch is normally closed with the pedal released. Depressing the
clutch will open the circuit.
Code
See Diagnostic Fault Code.
Cold Mode
A mode of engine operation where the timing is retarded and the low idle may be raised for
engine protection, reduced smoke emissions and faster warm up time.
Coolant Level Sensor
This OEM installed sensor detects the absence/presence of coolant at the probe and sends a
signal to the ECM.
Coolant Temperature Sensor
This sensor detects the engine coolant temperature for Cold Mode operation and Caterpillar
Engine Monitoring (if Engine Monitoring is not programmed OFF).
Cooling Fan Relay
This OEM supplied and installed relay is controlled by the ECM. The ECM controls the cooling
fan relay based on coolant temperature, the engine retarder and OEM installed air conditioner
high pressure switch (if installed).
Cooling Fan Cab Override Switch
This OEM supplied and installed switch overrides control of the cooling fan relay so the
cooling fan operates continuously.
Cruise Control Range
The range that the cruise control can operate within. Usually limited to the speed range
anticipated on the open road. It is programmable using the Low Cruise and High Cruise Limits.
Custom Data
Part of the ECM stored fleet trip, it allows the vehicle owner to specify operating parameters for
monitoring purposes while engine is in service.
Customer Specified Parameter
A parameter value that can be changed and whose value is set by the customer. Protected by
Customer Passwords.
Data Link
Refer to ATA Data Link.
Desired RPM
An input to the electronic governor within the ECM. The electronic governor uses inputs from
the Throttle Position Sensor, Engine Speed/Timing Sensor and Customer Parameters to
determine "Desired RPM".
Diagnostic Event Code
These codes indicate an event that describe an abnormal engine condition, such as an Idle
Shutdown Occurrence. They are not necessarily (or usually) an indication of problems within
the Electronic System.
Diagnostic Fault Code
Sometimes referred to as a "fault code". These codes indicate an electronic system malfunction
or problem with the truck engine Electronic System.
Diagnostic Flash Code
These codes are flashed out using the Check Engine/Diagnostic Lamp to indicate an electronic
system malfunction or an event detected by the Electronic System.
Diagnostic Lamp
Sometimes referred to as the "check engine light", it is used to warn the operator of the
presence of an active diagnostic code.
Direct Current (DC)
The type of current where the direction of current flow is consistently in one direction only.
Dual Coil Vehicle Speed Sensor
A magnetic pickup that senses movement of the teeth on the output shaft of the transmission. It
contains two coils, one to supply a signal to the vehicle speedometer, and one for the vehicle
speed buffer.
Duty Cycle
See Pulse Width Modulation.
Electronic Control Analyzer Programmer (ECAP)
An electronic service tool developed by Caterpillar used for programming and diagnosing a
variety of Caterpillar electronic controls using a data link.
Electronic Control Module (ECM)
The engine control computer that provides power to the truck engine electronics. It accepts
inputs that monitor and outputs that control or change to act as a governor to control engine
rpm.
Electronic Control Module (ECM) Fan Control
ECM control of the cooling fan done through an OEM installed relay. The ECM controls the
relay (and therefore the fan) based on coolant temperature, the engine retarder and OEM
installed air conditioner high pressure switch (if installed).
Electronic Engine Control
The complete electronic system that monitors and controls engine operation under all
conditions.
Electronically Controlled Unit Injector
The injection pump which is mechanically actuated, electronically controlled unit injector
combining the pumping, electronic fuel metering and injecting elements in a single unit.
Electronic Technician (CAT ET)
A software program to run on a service tool like a personal computer (PC). This program will
supplement and eventually replace ECAP.
Engine Retarder Solenoids
This refers to the Engine Retarder installed by Caterpillar, with solenoids driven directly from
the Caterpillar ECM, instead of driven through an OEM installed relay like the Auxiliary Brake.
Engine Speed/Timing Sensor
Provides a Pulse Width Modulated Signal to the ECM, which the ECM interprets as crankshaft
position and engine speed.
Estimated Dynamic Timing
The ECM's estimation of actual injection timing.
Failure Mode Identifier (FMI)
Type of failure the component experienced (adopted from SAE standard practice J1587
diagnostics).
(FMI) Description
0 Data valid but above normal operation range
1 Data valid but below normal operation range
2 Data erratic, intermittent, or incorrect
3 Voltage above normal or shorted high
4 Voltage below normal or shorted low
5 Current below normal or open circuit
6 Current above normal or grounded circuit
7 Mechanical system not responding properly
8 Abnormal frequency, pulse width, or period
9 Abnormal update
10 Abnormal rate of change
11 Failure mode not identifiable
12 Defective device or component
13 Uncalibrated device or component
14/15 Reserved for future assignment
Flash Code (FC)
The Caterpillar proprietary code numbers which are flashed out on the diagnostic lamp.
Flash Programming
A way of programming or updating an ECM with an Electronic Service Tool over the data link
instead of replacing components.
Fleet Information Software (FIS)
A software program to run on a personal computer (PC). This program allows user to review
and reset trip information including Maintenance Indicator information.
Fuel Ratio Control (FRC)
FRC Fuel Pos. - is a limit based on control of the fuel to air ratio and is used for emissions
control purposes. When the ECM senses a higher boost pressure (more air into cylinder), it
increases the "FRC Fuel Pos" limit (allows more fuel into cylinder).
Fuel Position
An internal signal within the ECM, from the Electronic Governor to Fuel Injection Control. It is
based on Desired RPM, FRC Fuel Position, rated fuel position and engine rpm. Reference
"3176B, C-10, C-12, & 3406E System Overview" in Section 1 of this manual.
Fuel Temperature Sensor
This sensor detects the fuel temperature. The ECM monitors the fuel temperature and adjusts
calculated fuel rate accordingly.
Full Load Setting (FLS)
Number representing fuel system adjustment made at the factory to "fine tune" the fuel system
maximum fuel delivery. Correct value for this parameter is stamped on the engine information
ratings plate. This parameter must be programmed or a Diagnostic Code 253-02 Check
Customer Or System Parameters (56) will be generated.
Full Torque Setting (FTS)
Similar to Full Load Setting. This parameter must be programmed or a Diagnostic Code 253-02
Check Customer Or System Parameters (56) will be generated.
Gear Down Protection
Programmable High Gear Limits used to promote driving in higher gears for increased fuel
economy.
Harness
The wiring bundle (loom) connecting all components of the Electronic System.
Hertz (Hz)
Measure of frequency in cycles per second.
Histogram
A bar graph indicating the relative frequency of vehicle operation in specific operating ranges.
Idle RPM Limit
Programmable parameter which indicates the maximum allowable engine rpm when an engine
rpm is set using the Cruise Control On/Off switch and SET/RESUME switch.
Idle Shutdown Time
Programmable parameter which indicates time (in minutes) that the engine will idle before
shutting down.
Idle/PTO Bump RPM
Programmable parameter indicating the amount which the engine RPM will be
incremented/decremented when the Accel/Decel switches are briefly toggled.
Injector Codes
Four digit code etched on tappet or stamped on individual injectors of some 3406E unit
injectors.
Intake Manifold Air Temperature Sensor
This sensor detects the intake manifold air temperature. The ECM monitors the inlet air
temperature and coolant temperature to adjust injection timing. It is also part of Caterpillar
Engine Monitoring.
Integrated Electronic Controls
The engine is designed with the electronic controls as a necessary part of the system. The
engine will not operate without the electronic controls.
J1922 Data Link
An SAE (Society of Automotive Engineers) standard data link used to communicate between
the electronic engine and power train components. Examples of power train components are
ABS/Traction control or transmissions. This allows the powertrain component to control the
engine during reduced traction or transmission shifts.
J1939 Data Link
An SAE (Society of Automotive Engineers) standard data link used to communicate between
the electronic engine and transmission.
Kickout Switch
Refers to the service brake and clutch switches used to "kickout" or exit cruise control mode or
PTO/idle set speeds.
Latch Mode
Programmable parameter option for control of the Auxiliary Retarder and/or engine retarder.
The retarder engages when the service brake pedal is depressed and remains engaged until the
control detects a change in a control input.
Logged Diagnostic Codes
Describes codes which are stored in memory. They are meant to be an indicator of possible
causes for intermittent problems. Refer to Diagnostic Fault Code.
Oil Pressure Sensor
This sensor measures engine oil pressure and sends a signal to the ECM as part of Caterpillar
Engine Monitoring.
Open Circuit
Condition where an electrical wire or connection is broken or a switch is open, so that the signal
or the supply voltage can no longer reach its intended destination.
Original Equipment Manufacturer (OEM)
As used here, the manufacturer of a vehicle in which a Caterpillar engine is installed.
Parameter
A programmable value or limit which determines the characteristics or behavior of the engine
and/or vehicle.
Passive Magnetic Vehicle Speed Sensor
A vehicle speed sensor not requiring a power and ground connection. It produces a signal based
on the change in magnetic flux of a ferrous metal gear near the sensing tip.
Password
A group of numeric or alpha-numeric characters, designed to restrict access to parameters. The
electronic system requires correct passwords in order to change Customer Specified Parameters
(Customer Passwords) or certain engine specifications (Factory Passwords). Passwords are also
required to clear certain diagnostic codes.
Pedal Mounted Throttle Position Sensor
This sensor measures pedal position and sends a signal to the ECM. The sensor is mounted on a
throttle pedal assembly. See Remote Mounted Throttle Position Sensor.
Personality Module or Ratings Personality Module
The module attached inside of the ECM which contains all the instructions (software) for the
ECM and performance maps for a specific power family.
Parameter Identifier (PID)
Two or three digit code which is assigned to each component to identify data via data link to
ECM.
Powertrain Data Link
Refer to J1922 Data Link.
Pro-Link
A hand-held electronic service tool manufactured by Micro Processor Systems, Inc. (MPSI).
Available with a Caterpillar cartridge to service Caterpillar electronic engines.
Progressive Shifting
Shifting up through the lower gears quickly by not using excessive engine rpm in each gear.
Shifts are made above peak torque but below rated rpm. Using excessive engine (higher) rpm
ranges before shifting to the next gear wastes fuel and fails to take advantage of the torque rise
of the engine. The two steps (LoGr1, LoGr2) approximate ideal progressive shifting. Low gear
#1 is typically set no lower than peak torque plus 200 rpm. Low gear #2 is typically set midway
between Low gear #1 rpm limit and Top Engine Limit.
Power Take Off (PTO)
Operates with the cruise control switches, this mode permits setting a constant engine rpm
when the vehicle is not moving (like a manual throttle control cable).
PTO Configuration
Programmable parameter which determines the use of the ECM Multi-Function inputs, if any,
for PTO applications.
Pulse Width Modulation (PWM)
A signal consisting of variable width pulses at fixed intervals, whose ratio of "TIME ON"
versus total "TIME OFF" can be varied (also referred to as "duty cycle").

Example of Pulse Width
Rated Fuel Position
("Rated Fuel Pos" on ECAP) - this indicates the maximum allowable fuel position (longest
injection pulse). It will produce rated power for this engine configuration.
Retarder Solenoids
This refers to the Engine Retarder, installed by Caterpillar, with solenoids driven directly from
the Caterpillar ECM, instead of driven through an OEM installed relay like the Auxiliary
Retarder.
Reference Voltage
A regulated, unchanging voltage supplied by the ECM to a sensor. The reference voltage is
used by the sensor to generate a signal voltage.
Remote Mounted Throttle Position Sensor
This sensor measures pedal position and sends a signal to the ECM. The sensor is mounted off
of the throttle pedal assembly, usually near the fire wall in the engine compartment (not the
cab). The throttle pedal is connected through an adjustable linkage to this pedal. See Pedal
Mounted Throttle Position Sensor.
Remote Station Operation
Engine speed control from a location outside of the vehicle cab, typically for some type of PTO
operation for pumping or other application using engine power.
Retarder Enable Signal
The retarder enable signal interfaces the ECM to the engine retarder. This will prohibit
operation of the engine brake during undesirable engine operating conditions (such as while the
engine is being fueled).
Sensor
A device used to detect and convert a change in pressure, temperature, or mechanical
movement into an electrical signal.
Service Brake Switch
This OEM supplied and installed switch is typically a pressure switch. This switch is normally
closed with the pedal released. Depressing the brake will open the circuit.
Service Program Module (SPM)
A software program on a factory programmable computer chip, designed to adapt an Electronic
Service Tool to a specific application.
Short Circuit
A condition where an electrical circuit is unintentionally connected to an undesirable point.
Example: a wire which rubs against a vehicle frame until it wears off its insulation and makes
electrical contact with the frame.
Signal
A voltage or waveform used to transmit information typically from a sensor to the ECM.
Speed "burp"
A sudden, brief, unwanted change in engine rpm.
Speed/Timing Sensor
A sensor that measures crankshaft position, direction of rotation and engine rpm and sends
signal to ECM.
Standard SAE Diagnostic Communications Data Link
Refer to ATA Data Link.
Subsystem
As used here, it is a part of the Electronic System that relates to a particular function, for
instance throttle subsystem, etc.
Supply Voltage
A constant voltage supplied to a component to provide electrical power for its operation. It may
be generated by the ECM, or it may be vehicle battery voltage supplied by the vehicle wiring.
System Configuration Parameters
Parameters which affect power rating family or emissions.
T Harness
A test harness designed to connect into vehicle or engine harness which allows normal circuit
operation while providing a breakout or T to measure signals.
Theft Deterrent
A feature which uses a four digit code to prevent the engine from starting. Requires a password
to be entered via CAT ID display.
Throttle Position
The ECM interpretation of the signal from the Throttle Position Sensor.
Throttle Position Sensor
An electronic sensor which is connected to the accelerator pedal and sends a Pulse Width
Modulated Signal to the ECM.
Timing Calibration
The adjustment of an electrical signal as a means of correcting timing error between the
crankshaft and camshaft. Refer to Speed/Timing Sensor.
Torque Limit
Programmable parameter which limits the maximum torque based on PTO Configuration and
operation.
Total Tattletale
Total number of changes to all Customer Specified Parameters stored in the ECM.
Transducer
A device which converts a mechanical signal to an electrical signal. Requires an external power
source to operate.
Transmission Style
Programmable parameter that designates the type of transmission in the vehicle and the circuit
connected to the Clutch Switch input.
Trip Recorder
A device dedicated to recording vehicle and engine operating parameters during vehicle
service. Used to analyze driving habits and produce driver logs.
Vehicle Speed Buffer
A device used to condition and amplify the output of the vehicle speed sensor.
Vehicle Speed Calibration
Programmable parameter used by the ECM to scale the vehicle speed signal into miles per hour
(or kilometers per hour).
Vehicle Speed Sensor
An electromagnetic pickup that measures vehicle speed from the rotation of gear teeth in the
drive train of the vehicle.
Warning Lamp
Used to warn the operator of the presence of a Caterpillar Engine Monitoring detected problem.
19:08:57 CDT 2016

3406E 5EK Troubleshooting Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

3406E 5EK Troubleshooting Manual

Uploaded by

Copyright:

Available Formats

SENR5582-06

Use the bookmarks for navigation inside of the Manual.

The Diagnostic Process

P-1.0 Electronic System Overview

Rated Fuel Pos is a limit based on the power rating of the engine and rpm. It is similar to the rack

Customer Parameters Effect on Engine Governing

Caterpillar Engine Monitoring OFF

Caterpillar Engine Monitoring WARNING Operation

Caterpillar Engine Monitoring DERATE Operation

Caterpillar Engine Monitoring SHUTDOWN Operation

Other ECM Performance Functions

Engine Snapshot Data

Diagnostic Fault Codes are provided to indicate an electrical or electronic problem has been detected

Diagnostic Event Codes are provided to indicate some operational problem has been detected in the

Operating Information Stored in the ECM

Lifetime Totals Stored In The ECM

PTO Hours and PTO Fuel are logged when engine rpm is set using the Cruise switches and the

Idle Hours and Idle Fuel can include time when the engine speed is set using the Cruise switches and

Engine Load Factor provides relative engine operation information (how hard the engine has been

Trip Data Stored In The ECM

Driver Trip Data

Fleet Trip Custom Data

Quick Stop Rate

Maintenance Indicator Data

Fleet Information Software (FIS)

Driver Incentive Feature

ECM Trip Data Transfer

3176B, C-10, C-12, and 3406E Component Diagram

Typical Sensor and Connector Locations (3176B, C-10 and C-12)

3406E Sensor and Connector Locations

3176B, C-10, C-12, and 3406E Engine Harness Wiring Diagram

3176B, C-10, C-12, and 3406E Vehicle Harness Wiring Diagram

Electrical Connectors and Functions

3176B, C-10, C-12, and 3406E Service Tools

P-2.0 Programming Parameters

Programming a New ECM

ECM Replacement Procedure

18:55:25 CDT 2016

Changing a Personality Module

Procedure for Changing a Personality Module

18:55:33 CDT 2016

Programming a Personality Module Using Flash Programming

Factory Passwords Worksheet

Customer Parameter Worksheet

When to Use a Snapshot

DO NOT replace electronic components based on Snapshot data alone. The snapshot information

Diagnostic Code Triggered Snapshot

Quick Stop Snapshot

ECM Storage of Snapshots

How to use the ECM Date/Time Stamped Information

Before Adjusting the ECM Date/Time Clock

Determining When Time Stamped Information Occurred

18:56:21 CDT 2016

Service Information Report

How You Repaired It

- 18:56:36 CDT 2016

Troubleshooting Without a Diagnostic Code

Troubleshooting With a Diagnostic Code

PB-10: Inspecting Electrical Connectors

PB-11: ECM Battery Circuits Test

ECM Pin Locations

PB-12: Throttle Position Sensor Circuit Test

Schematic- +8V Pedal Mounted Throttle Position Sensor

Schematic- +12V Pedal Mounted Throttle Position Sensor for PTO