Service Manual #27

MAIN MENU
SERVICE
MANUAL
Number 27
MARINE ENGINES
V-8 Diesel
D7.3L D-Tronic
Printed in U.S.A. 1998, Mercury Marine 90-861784 998

IMPORTANT 1
INFORMATION
A
72000
GENERAL INFORMATION
Index
Table of Contents
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-1
How to Use This Manual . . . . . . . . . . . . . . . . . . 1A-1
Page Numbering . . . . . . . . . . . . . . . . . . . . . . 1A-1
How to Read Parts Manual . . . . . . . . . . . . . . . . 1A-2
Directional References . . . . . . . . . . . . . . . . . . . . 1A-3
Engine Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-3
Engine Serial Number and
Identification Locations . . . . . . . . . . . . . . . . . . . 1A-3
Propeller Information . . . . . . . . . . . . . . . . . . . . . 1A-4
Engine Initial Break-In Procedure . . . . . . . . . . . 1A-4
Engine 20-Hour Break-In Period . . . . . . . . . . . 1A-4
Water Testing New Engines . . . . . . . . . . . . . . . 1A-5
Boat and Engine Performance . . . . . . . . . . . . . 1A-5
Boat Bottom . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-5
Marine Fouling . . . . . . . . . . . . . . . . . . . . . . . . 1A-6
Weight Distribution . . . . . . . . . . . . . . . . . . . . . 1A-6
Water in Boat . . . . . . . . . . . . . . . . . . . . . . . . . 1A-7
Elevation and Climate . . . . . . . . . . . . . . . . . . 1A-7
Recommended Operation/Duty Cycle . . . . 1A-7
1A-0 – GENERAL INFORMATION 90-861784 998

Index
Introduction
This comprehensive overhaul and repair manual is
designed as a service guide for the models previous-
ly listed. It provides specific information, including
procedures for disassembly, inspection, assembly
and adjustment to enable dealers and service me-
chanics to repair and tune these engines.
Before attempting repairs, it is suggested that the
procedure first be read through to gain knowledge of
the methods and tools used and the cautions and
warnings required for safety.
How to Use This Manual

This manual is divided into sections which represent
major components and systems.
Some sections are further divided into parts which
more fully describe the component.
Page Numbering
Two number groups appear at the bottom of each
page. Following is an example and description.
72426
90-861784 998 GENERAL INFORMATION - 1A-1

Index
How to Read Parts Manual
NOTE: The following is representative of
a page from a MerCruiser Parts Manual
and is not intended to be an actual page
from a specific Parts Manual.
73287
a b
M0033-D8 c CYLINDER BLOCK AND CAMSHAFT
REF. d
PART NO. NO. DESCRIPTION QUAN.
841-81631 1 CYLINDER BLOCK ASSEMBLY 1
N.S.S. 2 PLUG, expansion (1-1/4″) 2
22-87238 3 DRAIN COCK, cylinder block 2
19-34270 4 PLUG, expansion - cylinder block (1-5/8″ Diameter) 8
17-35465 5 PIN, dowel - block to head (5/16″ Diameter) 4
22-72640 6 PLUG, expansion - camshaft bearing hole 1
23-85674 7 BEARING UNIT, camshaft (set) 1
72638 8 LIFTER, hydraulic valve 16
431-5943 9 CAMSHAFT 1
35378 10 CHAIN, camshaft timing 1
43-35338 11 SPROCKET, camshaft timing 1
43-48338 12 SPROCKET, crankshaft timing 1
10-34505 13 BOLT, camshaft timing sprockets (3/4″) 3
12-39167 14 WASHER, camshaft timing sprocket bolt 3
841-8163 Cylinder Block Assembly includes only standard pistons,

piston rings, crankshaft bearings and camshaft bearings.
e
A. Part Number: For part ordering - Note N.S.S. for Reference Number 2, Plug, expansion - that means Not Sold Separately by Mercury Marine.
B. Reference Number: For part shown on exploded parts view.
C. Description: This is the most important column because it gives:
1) Description of Part: Ref. No. 1 is a Cylinder Block Assembly, No. 9 is a Camshaft, etc.
2) What parts are included with a certain part: Notice how the Description of Part, for Ref. Nos. 1 and 8 through 14, are at the left side of the column.
Description of Part for Ref. Nos. 2 through 7 are indented under “Cylinder Block Assembly”. If Ref. No. 1 (Cylinder Block Assembly) was ordered,
all indented parts (Ref. Nos. 2 through 7) would come with the part. Ref. Nos. 8 through 14 would not come with Ref. No. 1 and would have to
be ordered separately. If two Cylinder Blocks were listed, both cylinder blocks would come with the indented parts. In some cases, an indented
part will have another part indented under it. The second indented part will come with the first indented part.
3) Serial number break: If serial number information is listed, check product serial number to ensure that correct part is ordered.
4) Special information: Many times special information will be shown after description, such as: L.H. Rotation, R.H. Rotation, Filter Up, Filter Down,
etc. This will help in selecting the correct part.
D. Quantity: Quantity that has to be ordered.
E. Special Information Block: Additional information, part numbers for gasket sets, etc.

Index
Directional References Engine Serial Number and
Front of boat is bow; rear is stern. Starboard side is Identification Locations
right side; port side is left side. In this maintenance
manual, all directional references are given as they The permanent engine serial number is stamped on
appear when viewing boat from stern looking toward the top left side of the engine block. The self-adhe-
bow. sive serial number plate is located on the top side of
the aftercooler.
STARBOARD AFT or STERN
(RIGHT) (REAR)
SERIAL NUMBER
BRUNSWICK CORP.
FOND DU LAC,WIS.
54935 U.S.A.
FORE or BOW PORT
(FRONT) (LEFT)
a 71935
72000
b
Engine Rotation
Engine rotation is determined by observing flywheel
rotation from the rear (stern end) of the engine look-
ing forward (toward water pump end). Propeller rota-
tion is not necessarily the same as engine rotation.
When ordering replacement engine, short blocks or
parts for engine, be certain to check engine rotation.
Do not rely on propeller rotation in determining en-
gine rotation.
76109
a - Riveted Serial Number Plate (Top, PortSide of Engine

Block)
b - Self-Adhesive Serial Number Plate Applied to Top of After-
cooler
73258
a - Standard Left-Hand Rotation

Index
Propeller Information Engine Initial Break-In
Refer to the “Propeller” section in appropriate Mer- Procedure
Cruiser Stern Drive Service Manual, or order publica-
tion P/N 90-86144-92. “Everything you need to know It is especially important that the following procedure
about propellers.” be used on new and rebuilt diesel engines. This
break-in procedure allows the proper seating of the
Changing diameter, pitch or coupling of a propeller pistons and rings, which greatly reduces the likeli-
will affect engine RPM and boat performance. The hood of problems.
blade configuration also will affect performance. Two
like propellers, same pitch and diameter, from two dif- IMPORTANT: It is recommended that the boat not
ferent manufacturers also will perform differently. be accelerated hard until this procedure has
been completed.
It is the responsibility of the boat manufacturer and/or
selling dealer to equip the boat with the correct pro- IMPORTANT: Never operate the starter motor
peller to allow the engine to operate within its speci- longer than 15 seconds at a time, to avoid over-
fied RPM range at wide-open-throttle (W.O.T.). heating the starter motor. If engine does not start,
wait 1 minute to allow the starter motor to cool;
Because of the many variables of boat design and then, repeat starting procedure.
operation, only testing will determine the best propel-
ler for the particular application. Initial Break-In Procedure is as follows:
To test for correct propeller, operate boat (with an av- 1. Refer to owner’s manual and start engine. Allow
erage load onboard) at W.O.T. and check RPM with engine to idle until engine has reached normal
an accurate tachometer. Engine RPM should be near operating temperature.
top of the specified range so that, under heavy load, 2. Run engine in gear for 3 minutes at each of the
engine speed will not fall below specifications. following RPMs: 1200 RPM, 2400 RPM and 3000
If engine exceeds the specified RPM, an increase in RPM.
pitch and/or diameter is required. 3. Run engine in gear for 3 minutes at each of the
If engine is below rated RPM, a decrease in pitch following RPMs: 1500 RPM, 2800 RPM and 3200
and/or diameter is required. RPM.
Normally, a change of approximately 100 to 150 RPM 4. Run engine in gear for 3 minutes at each of the
will be achieved for each single pitch change of a pro- following RPMs: 1800 RPM, 3000 RPM and Max-
peller. imum Rated Full-Throttle RPM.
! CAUTION
Engine 20-Hour Break-In
If a propeller is installed that does not allow en-
gine RPM to reach the specified full-throttle RPM Period
range, the engine will “labor” and will not pro- IMPORTANT: The first 20 hours of operation is
duce full power. Operation under this condition the engine break-in period. Correct break-in is
will cause excessive fuel consumption and en- essential to obtain minimum oil consumption
gine overheating. On the other hand, installation and maximum engine performance. During this
of a propeller, that allows engine to run above the break-in period, the following rules must be ob-
specified RPM limit, will cause excessive wear on served:
internal engine parts which will lead to premature
engine failure. The first 20 hours of operation is the engine (new or
rebuilt) break-in period. During this period, it is ex-
tremely important that the engine is operated as out-
lined in the following.
1. DO NOT operate engine below 1500 RPM for ex-
tended periods of time during the first 10 hours.
During this period, shift into gear as soon as pos-
sible after starting engine and advance throttle so
that RPM is above 1500 (provided that conditions
permit safe operation at this speed).

Index
2. DO NOT operate at any one constant speed for IMPORTANT: Do not run at maximum RPM for
extended periods of time. more than 2 minutes.
3. DO NOT exceed 75% of full throttle during the
first 10 hours except during the Engine Initial
Break-In Procedure. During the next 10 hours, Boat and Engine
occasional operation at full throttle (5 minutes at
a time maximum) is permissible. Performance
4. AVOID full throttle accelerations from stopped
position.
Boat Bottom
5. DO NOT operate at full throttle until engine
reaches normal operating temperature. For maximum speed, a boat bottom should be as flat
as possible in a fore-aft direction (longitudinally) for
6. OBSERVE INSTRUMENTATION carefully. If an approximately the last 5 ft. (1.5 m).
abnormal reading occurs, stop engine immedi-
ately and determine cause.
7. FREQUENTLY CHECK crankcase oil level and
add oil if necessary. It is normal for oil consump-
tion to be somewhat high during the break-in peri-
od.
8. AT END OF THE 20-HOUR BREAK-IN PERIOD,
drain oil from crankcase and replace oil and filter.
Fill crankcase with correct grade and viscosity oil.
72002
Water Testing New Engines a - Critical Bottom Area
Use care during the first 20 hours of operation on new
MerCruiser engines or possible engine failure may
occur. If a new engine has to be water-tested at full
throttle before the break-in period is complete, follow For best speed and minimum spray, the corner be-
this procedure ONLY AFTER the engine INITIAL tween the bottom and the transom should be
BREAK-IN PROCEDURE has been completed. sharp.
1. Start engine and run at idle RPM until normal op-
erating temperature is reached.
2. Run boat up on plane.
3. Advance engine RPM (in 200 RPM increments)
until engine reaches its maximum rated RPM.
72003
a - Flat
b - Sharp Corner

Index
The bottom is referred to as having a “hook” if it is Marine Fouling
concave in the fore-and-aft direction. A hook causes
more lift on the bottom near the transom and forces Fouling is an unwanted build-up (usually animal-veg-
the bow to drop. This increases wetted surface and etable-derived) occurring on the boat’s bottom and
reduces boat speed. A hook, however, aids in planing drive unit. Fouling adds up to drag, which reduces
and reduces any porpoising (rhythmical bouncing) boat performance. In fresh water, fouling results from
tendency. A slight hook is often built in by the man- dirt, vegetable matter, algae or slime, chemicals,
ufacturer. A hook also can be caused by incorrect minerals and other pollutants. In salt water, bar-
trailering or storing the boat with support directly un- nacles, moss and other marine growth often produce
der the transom. dramatic build-up of material quickly. Therefore, it is
important to keep the hull as clean as possible in all
water conditions to maximize boat performance.
Special hull treatments, such as anti-fouling paint,
will reduce the rate of bottom fouling. However, due
to the fact that drive units (outboard or stern drive) are
made primarily of aluminum, be sure to select an
anti-fouling paint having a copper-free, organo-tin
base. The BIS (Tri Butyl Tin) Adipate (TBTA) base
paint will not set up a galvanic corrosion “cell” as it is
completely compatible with aluminum and avoids
72004
any electrolysis problems connected with many other
a - Hook paints. Applied according to instructions, it also is
very effective.
Weight Distribution
A “rocker” is the reverse of a hook. The bottom is con-
Weight distribution is extremely important; it affects
vex or bulged in the fore-and-aft direction. It can
a boat’s running angle or attitude. For best top speed,
cause the boat to porpoise.
all movable weight - cargo and passengers - should
be as far aft as possible to allow the bow to come up
to a more efficient angle (3 to 5 degrees). On the neg-
ative side of this approach is the problem that, as
weight is moved aft, some boats will begin an unac-
ceptable porpoise.
Secondly, as weight is moved aft, getting on plane
becomes more difficult.
Finally, the ride in choppy water becomes more un-
comfortable as the weight goes aft. With these fac-
72005 tors in mind, each boater should seek out what
weight locations best suit his/her needs.
a - Rocker
Weight and passenger loading placed well forward
increases the “wetted area” of the boat bottom and,
Any hook, rocker or surface roughness on the bot- in some cases, virtually destroys the good perform-
tom, particularly in the all-important center-aft portion ance and handling characteristics of the boat. Opera-
will have a negative effect on speed, often several tion in this configuration can produce an extremely
miles per hour on a fast boat. wet ride, from wind-blown spray, and could even be
unsafe in certain weather conditions or where bow
steering may occur.

Index
Weight distribution is not confined strictly to fore and In pointing out the practical consequences of weath-
aft locations, but also applies to lateral weight distri- er effects, an engine -- running on a hot, humid sum-
bution. Uneven weight concentration to port or star- mer day -- may encounter a loss of as much as 14%
board of the longitudinal centerline can produce a se- of the horsepower it would produce on a dry brisk
vere listing attitude that can adversely affect the spring or fall day. With the drop in available horse-
boat’s performance, handling ability and riding com- power, this propeller will, in effect, become too large.
fort. In extreme rough water conditions, the safety of Consequently, the engine operates at less than its
the boat and passengers may be in jeopardy. recommended RPM. This will result in further loss of
horsepower at the propeller with another decrease in
boat speed. This secondary loss, however, can be
Water in Boat somewhat regained by switching to a lower-pitch pro-
peller that allows the engine to again run at recom-
When a boat loses performance, check bilge for wa- mended RPM.
ter. Water can add considerable weight to the boat,
thereby decreasing the performance and handling. For boaters to realize optimum engine performance
under changing weather conditions, it is essential
Make certain that all drain passages are open for that the engine be propped to allow it to operate at or
complete draining. near the top end of the recommended maximum
RPM range at wide-open-throttle with a normal boat
load.
How Elevation And Climate Affect
Not only does this allow the engine to develop full
Performance power, but equally important is the fact that the en-
NOTE: Engines equipped with EDI (D-Tronic engine also will be operating in an RPM range that dis-
gines) reduce the effects of changes in elevation and courages damaging detonation. This, of course, en-
climate by automatically adjusting fuel flow for weath- hances overall reliability and durability of the engine.
er conditions and elevation. EDI engines however, do
not compensate for increased loading or hull condi- Recommended Operation/Duty Cycle
tions.
It is the operator’s responsibility to operate within the
Generally, elevation has a very noticeable effect on following recommended operational capability, or
the wide-open-throttle power of an engine. Since air duty cycle, as applicable to engine and installation:
(containing oxygen) gets thinner as elevation in-
creases, the engine begins to starve for air. Humidity, • Pleasure Duty
barometric pressure and temperature do have a no- 1. Operated at rated power and rated speed for
ticeable effect on the density of air. Heat and humidity short periods of time.
thin the air. This condition can become particularly
2. Annual operating time is not to exceed 500 hours.
annoying when an engine is propped out on a cool,
dry day in spring and later, on a hot, sultry day in Au- NOTE: Pleasure duty rating applies to high perfor-
gust, doesn’t have its old zip. mance-type boats, or boats with planing hulls where
acceleration and top speed are of primary impor-
Although some performance can be regained by
tance. This rating is reserved for privately-owned
dropping to a lower-pitch propeller, the basic problem
yachts, or recreational power boats in non-revenue
still exists. In some cases, a gear-ratio change to
applications.
more reduction is possible and very beneficial.
IMPORTANT: Damage caused by improper appli-
Summer conditions of high temperature, low baro-
cation or failure to operate within the operational
metric pressure and high humidity all combine to re-
capability, or duty cycle, will not be covered by
duce the engine power. This, in turn, is reflected in
the MerCruiser Diesel Limited Warranty - U.S.A.
decreased boat speeds, as much as 2 or 3 miles per
and Canada, nor by the MerCruiser Diesel Inter-
hour in some cases. Nothing will regain this speed for
national Warranty.
the boater, but the coming of cool, dry weather.

Index
IMPORTANT 1
INFORMATION
B
MAINTENANCE
Index
Table of Contents
Page
Maintenance Schedule . . . . . . . . . . . . . . . . . . . . 1B-1
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-3
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-3
Firing Order . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-4
Fluid Capacities . . . . . . . . . . . . . . . . . . . . . . . 1B-4
Fluid Specifications . . . . . . . . . . . . . . . . . . . . . . . 1B-5
Diesel Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-5
Crankcase Oil . . . . . . . . . . . . . . . . . . . . . . . . . 1B-5
Power Steering Fluid . . . . . . . . . . . . . . . . . . . 1B-6
Coolant for Closed Cooling System . . . . . . 1B-6
Maintaining Crankcase Oil Level . . . . . . . . . 1B-6
Checking Engine Oil Level/Filling . . . . . . . . 1B-7
Changing Crankcase Oil and Oil Filter . . . . 1B-7
Maintaining Power Steering Pump
Fluid Level . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-7
Filling and Bleeding Power
Steering System . . . . . . . . . . . . . . . . . . . . . . . . 1B-8
Maintaining Power Trim Pump Oil Level . . . . . 1B-9
Maintaining Drive Unit Oil
(Gear Lube Monitor) . . . . . . . . . . . . . . . . . . . . . 1B-9
Maintaining Closed Cooling System
Coolant Level . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-10
Changing Closed Cooling Fluid . . . . . . . . . . . 1B-10
Filling Closed Cooling Section . . . . . . . . . . . . 1B-11
Flushing Seawater Cooling System . . . . . . . . 1B-12
Inspect Water Pickups . . . . . . . . . . . . . . . . . 1B-13
Check/Clean Seawater Strainer . . . . . . . . 1B-13
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-14
Draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-14
Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-15
Replacing . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-15
Clean/Replace Air Filter . . . . . . . . . . . . . . . 1B-16
Inspect Drive Belts . . . . . . . . . . . . . . . . . . . . 1B-17
Replace Drive Belts . . . . . . . . . . . . . . . . . . . 1B-17
Inspect/Replace Cooling System
Sacrificial Anodes . . . . . . . . . . . . . . . . . . . 1B-18
Coolant Tank / Heat Exchanger Anode . . 1B-19
Oil Cooler Anode . . . . . . . . . . . . . . . . . . . . . 1B-19
Corrosion and Corrosion Protection . . . . . 1B-20
Check Battery . . . . . . . . . . . . . . . . . . . . . . . . 1B-20
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-20
Freezing Temperature and Cold
Weather Operation . . . . . . . . . . . . . . . . . . . . . 1B-21
Saltwater Operation . . . . . . . . . . . . . . . . . . . 1B-22
Cold Weather or Extended Storage . . . . . 1B-22
Layup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-22
Recommissioning . . . . . . . . . . . . . . . . . . . . . . . 1B-28
1B-0 – MAINTENANCE Index 90-861784 998

Maintenance Schedule
! WARNING NOTE: Refer to appropriate Stern Drive Service

Manual for information and procedures on stern drive
Always disconnect battery cables from battery maintenance items listed.
BEFORE working around electrical system com-
ponents to prevent injury to yourself or damage
to electrical system should a wire be accidentally
shorted.
SCHEDULED MAINTENANCE TO BE PERFORMED BY OWNER/OPERATOR
REQUIRED SERVICE INTERVAL

Check engine oil level.
Check drive unit gear lube monitor.
Check closed coolant level. Before Operation
Check water pickups for marine growth or debris.
Drain fuel filter.
Check/Clean seawater strainer. Before Operation/Clean As Required
Inspect drive unit alloy anodes for erosion (Replace
Weekly or As Required
when over 50% eroded).
Flush seawater section of cooling system. Saltwater Use: After Each Use
Check power trim pump oil level.
Every 50 Hours of Use
Check power steering fluid level.
Every 50 Hours of Operation, or as Conditions
Clean air filter element.
Require
Inspect condition and check tension of drive belts. Every 50 Hours of Operation or 60 Days -
Whichever Occurs First
Saltwater Use: Every 50 Hours of Operation or 60
Days, Whichever Occurs First
Lubricate propeller shaft.
Freshwater Use: Every 100 Hours of Operation or
120 Days, Whichever Occurs First
Every 100 Hours of Operation or Once A Year,
Replace fuel filter.
Every 200 Hours of Operation, or Once a Year,
Replace air filter element.
Check sacrificial anode (in heat exchanger) -
Replace when over 50% eroded.
Check sacrificial anode (in engine oil cooler) -
Replace when over 50% eroded. Once a Year
Spray power package exterior surfaces with Quick-

silver Corrosion Guard.
Clean and paint power package exterior surfaces. As Necessary
Check battery fluid level. Refer to Battery Manufacturer Specifications
90-861784 998 Index MAINTENANCE - 1B-1

Maintenance Schedule (Continued)
SCHEDULED MAINTENANCE TO BE PERFORMED BY DEALER
REQUIRED SERVICE INTERVAL

After 20-Hour Break-In Period, Then, for Pleasure-
Change engine oil and filter. craft Use1: Every 100 Hours of Use or 120 Days,
Whichever Occurs First.
Lubricate engine coupling and universal joint shaft Every 50 Hours of Operation or 60 Days, Whichever
splines. Occurs First
Check engine alignment and mounting hardware.
Every 100 Hours of Operation
Change transmission fluid.
Change Stern Drive Unit oil including gear lube Every 100 Hours of Operation or 120 Days, Which-
monitor oil. ever Occurs First
Retorque gimbal ring clamping U-bolt to 50 - 55 lb.
ft. (67 - 74 N·m). Every 100 Hours of Operation or Once a Year,
Clean, inspect and test the closed cooling system Whichever Occurs First
pressure cap.
Replace coolant (using only Quicksilver Premixed
Marine Engine Coolant). Every 200 Hours of Operation or Once a Year,
Clean heat exchangers. Whichever Occurs First
Lubricate universal joint cross bearings.
Check and adjust idle RPM. Once a Year
Clean aftercooler core.
Every 500 Hours of Operation
Replace drive belts.
Inspect cooling system hoses and clamps.
Inspect exhaust system and clamps.
Inspect and lubricate shift/throttle cables and link-
age.
Saltwater use: Every 50 hours of operation or 60
Check electrical system for loose or damaged wir-
days, Whichever Occurs First
ing.
Freshwater use: Every 100 hours of operation or
Lubricate transom gimbal bearing. 120 days, Whichever Occurs First
Lubricate and inspect steering system for loose,
damaged or missing parts.
Ground Wire Circuit continuity - Check components
for loose connections, broken or frayed wires.
Disassemble and inspect seawater pump. At Least Once yearly
Clean fuel tank. Every 1000 Hours of Operation
NOTE 1: For an explanation of Pleasure Craft usage refer to SECTION 1A - “Recommended Operation/Duty
Cycle”.

Specifications
Engine
ITEM / MODEL SPECIFICATION
Crankshaft Horsepower
300 ( 224 )
(Kilowatts) 1
Propeller Shaft Horsepower
270 ( 201 )
(Kilowatts) 1
Engine Type V-8 Cylinder Diesel
Displacement 444 cu. in. ( 7.3 L )
Firing Order 1-2-7-3-4-5-6-8
Bore 4.11 in. ( 104.39 mm )
Stroke 4.18 in. ( 106.20 mm )
Compression Ratio 17.5:1
Valve Clearance ( Intake/ Exhaust ) Non-Adjustable (Hydraulic)
Maximum Pressure Difference Between Cyl. 75 PSI ( 517 kPa )
Maximum Governed WOT RPM 3950 ± 50
Maximum WOT RPM 3800
Idle RPM in Forward Gear 625 ± 25
650 RPM 10 PSI [ 0.7 bar (69 kPa)] Minimum
Oil Pressure:
3800 RPM 40 - 70 PSI [2.8 - 4.8 bar (276 - 482 kPa)]
Oil Temperature 250° F ( 121° C ) Maximum
Thermostat 170° F ( 77° C )
Coolant Temperature 170° - 210° F ( 77° - 99° C )
Electrical System 12-volt Negative ( – ) Ground
Alternator Rating 949W, 14.6v, 65A
Recommended Battery Rating 12v, 1500 cca
( Cold Cranking Amperage ) or 300 Ah
Delco,
Starter 12v, 2.4 kW
Series 28MT
1 Power rated in accordance with NMMA Procedure - ISO 3046 (Technically Identical to ICOMIA 28-83).

Firing Order
Ë
Ë
Ë
Ë 8 6 4 2
Ë
Ë
Ë
Ë 7 5 3 1
Ë
Ë
Firing Order: 1-2-7-3-4-5-6-8
Fluid Capacities
NOTICE
All capacities are approximate fluid measures
in U.S. Quarts (Litres).
ITEM SPECIFICATION
Total Oil-Filling Capacity1 16.5 ( 15.6 )
from oil pan 14.5 ( 13.7 )
Oil Drainage: from oil filter 1(1)
from oil cooler 1(1)
Drive Unit Oil Capacity (With Gear Lube Monitor) 1 3(3)
Closed Cooling System 26 ( 24.5 )
Seawater Cooling System 2 15 ( 14 )
1 Always use dipstick to determine exact quantity of oil or fluid required.
2 Seawater cooling system capacity information is for cold weather or extended storage use only.

Fluid Specifications On intermittent use engines, high sulphur content
diesel fuel will greatly increase:
• Corrosion of metal parts.
Diesel Fuel
• Deterioration of elastomer and plastic parts.
! WARNING • Corrosion and extensive damage, and excessive

wear of internal engine parts, particularly bear-
FIRE HAZARD: Fuel leakage from any part of the ings.
fuel system can be a fire hazard which can cause
• Starting and operating difficulties.
serious bodily injury or death. Careful periodic
inspection of entire fuel system is mandatory,
particularly after storage. All fuel components in- DIESEL FUEL IN COLD WEATHER
cluding fuel tanks, whether plastic, metal or fi- Unaltered diesel fuels thicken and “gel” in cold tem-
berglass, fuel lines, primers, fittings, and fuel fil- peratures, unless treated. Virtually all diesel fuels are
ters should be inspected for leakage, softening, “climatized” to allow their use in the particular region
hardening, swelling or corrosion. Any sign of for that time of the year. If it becomes necessary to
leakage or deterioration requires replacement further treat diesel fuel, it is the owner/operator’s re-
before further engine operation. sponsibility to add a commercial “standard brand”
“anti-gel” diesel fuel additive, following that product’s
directions.
! WARNING
Under no circumstances should gasoline, gaso- Crankcase Oil
hol and/or alcohol be mixed with diesel fuel for
any reason. This mixture of gasoline, gasohol To help obtain optimum engine performance and to
and/or alcohol with diesel fuel is highly flam- provide maximum protection, the engine requires en-
mable and produces a significant risk to the user. gine oil with a rating of 15W-40 - API - CG4/SJ.
For all temperature operation use 15W-40 oil.
IMPORTANT: Use of improper or water-contami-
nated diesel fuel will damage your engine seri-
ously. Use of improper fuel is considered misuse
of engine, and damage caused thereby will not be
covered by warranty.
Grade 2-D diesel fuel is required, meeting ASTM
Standards D975 (or fuel rated Diesel DIN 51601),
and having a minimum cetane rating of 45.
The cetane number is a measure of the ignition quali-
ty of diesel fuel. Increasing the cetane number will not
improve overall engine performance, but it may be
necessary to raise the cetane rating for low tempera-
ture or high altitude use.
NOTE: If your engine suddenly becomes noisy after
a fuel fill, you possibly received substandard fuel with
a low cetane rating.
Sulphur content of the above fuel is rated at 0.50% by
weight, maximum (ASTM). Limits may vary in coun-
tries outside of the United States.

Power Steering Fluid IMPORTANT: The anti-freeze/coolant used in
these marine engines must be a low (or no) sili-
Use Quicksilver Power Trim and Steering Fluid, cate ethylene glycol, containing special addi-
or automatic transmission fluid (ATF), Dexron, Dex- tives, and deionized, purified water. Using other
ron II. types of engine coolant may cause fouling of the
heat exchangers, and overheating of the engine.
Do not combine different types of coolants with-
Coolant for Closed Cooling System out knowing that they are compatible. Refer to
the coolant manufacturer’s instructions.
! CAUTION Some acceptable types of anti-freeze/coolants are
listed in the following table. Refer to “Maintenance
Alcohol or Methanol base antifreeze or plain wa- Schedules” for respective change intervals.
ter are not recommended for use in closed cool-
ing section of cooling system at any time. DESCRIPTION PART NUMBER
Quicksilver Premixed Marine
Because diesel engines are high compression en- 92-813054A2
Engine Coolant
gines and related higher engine operating tempera- Extended Life Anti-Freeze/
tures are created, the closed cooling system and en- Coolant
gine, including related cooling passages must Obtain Locally
remain as clean as possible to provide adequate en- Fleetguard Complete
gine cooling. This can only be assured by using the
proper anti-freeze, water, additives and inhibitors. It
is recommended that the closed cooled section of the Maintaining Crankcase Oil Level
cooling system be filled with a low, or no, silicate for-
mula of ethylene glycol antifreeze in solution with de- OVERFILLED ENGINE CRANKCASE
ionized water. A low silicate formula prevents anti-
freeze separation which causes a silicate gelatin to Overfilled crankcases (oil level being too high) can
form. This gelatin will block engine and heat ex- cause a fluctuation or drop in oil pressure and rocker
changer passages causing engine overheating. arm “clatter” on MerCruiser engines. The over-full
The coolant, if not premixed, should be mixed before condition results in the engine crankshaft splashing
being added to the closed cooling system using a and agitating the oil, causing it to foam (become aer-
proper anti-freeze together with deionized water. ated). The aerated oil causes the hydraulic valve lift-
Common tap water or softened water contains un- ers to “bleed down”. This, in turn, results in rocker
wanted minerals which can leave large deposits in arm “clatter” and loss of engine performance, due to
the system that restrict the cooling system efficiency. the valves not opening properly.
In addition, additives and inhibitors introduced into Care must be taken when checking engine oil level.
acceptable coolant solutions will form a protective Oil level must be maintained between the ADD mark
film on internal passages and provide protection and the FULL mark on the dipstick. To ensure that
against internal cooling system erosion. you are not getting a “false reading,” make sure the
The closed cooling section should be kept filled following steps are done before checking the oil level.
year-round with an acceptable anti/freeze/coolant • Boat “at rest” in the water, or
solution. Do not drain closed cooled section for stor-
age, as this will promote rusting of internal surfaces. • If boat is on a trailer, raise or lower bow until the
If engine will be exposed to freezing temperatures, boat is setting at the approximate angle that it
make sure that closed cooled section is filled with a would be if setting “at rest” in the water.
properly mixed antifreeze/coolant solution, to protect • Allow sufficient time for oil to drain into the crank-
engine and closed cooling system to lowest tempera- case if engine has just been run or oil has just
ture to which they will be exposed. been added.

Checking Engine Oil Level/Filling Maintaining Power Steering Pump
IMPORTANT: ENGINE CRANKCASE OIL MUST Fluid Level
BE CHECKED AT INTERVALS SPECIFIED IN
“MAINTENANCE SCHEDULE” CHART. It is nor- WITH ENGINE WARM
mal for an engine to use a certain amount of oil
in the process of lubrication and cooling of the 1. Stop engine and position drive unit so that it is
engine. The amount of oil consumption is greatly straight back.
dependent upon engine speed, with consump- 2. Remove fill cap/dipstick from power steering fluid
tion being highest at wide-open-throttle and de- reservoir and note fluid level.
creasing substantially as engine speed is re-
duced.
1. Stop engine and allow boat to come to a rest.
2. Allow oil to drain back into oil pan - approximately b
a
5 minutes.
3. Remove dipstick. Wipe clean and reinstall. Insert
dipstick all the way into dipstick tube.
4. Remove dipstick and note the oil level.
5. Oil level must be between the FULL and ADD
marks.
6. If oil level is below ADD mark, proceed to Steps
7 and 8. 75952
7. Remove oil filler cap from valve rocker arm cover. a - Fill Cap/Dipstick
b - Power Steering Reservoir
8. Add required amount of oil to bring level up to, but
not over, the FULL mark on dipstick.
3. Level should be between the FULL HOT mark
Changing Crankcase Oil and Oil and ADD mark on dipstick.
Filter
1. Start engine and run until it reaches normal oper-
ating temperature.
IMPORTANT: Change oil when engine is warm
from operation, as it flows more freely, carrying
away more impurities.
2. Stop engine.
3. Remove drain plug from oil pan or from oil drain a
hose.
NOTE: If drain plug is not accessible because of boat
construction, oil may be removed through dipstick 72518
tube, using a Quicksilver Crankcase Oil Pump. (See
Quicksilver Accessory Guide.)
a - Proper Fluid Level with Engine Warm
4. After oil has drained completely, reinstall drain
plug (if removed) and tighten securely. 4. If level is below ADD mark, but fluid is still visible
5. Remove and discard oil filter and its sealing ring. in pump reservoir, add required amount of Quick-
silver Power Trim and Steering Fluid or automatic
6. Coat sealing ring on new filter with engine oil, and transmission fluid (ATF), Dexron, or Dexron II,
install. Tighten filter securely (following filter man- through fill cap opening, to bring level up to FULL
ufacturer’s instructions). Do not over-tighten. HOT mark on dipstick. DO NOT OVERFILL.
7. Fill crankcase with oil. 5. If fluid is not visible in reservoir, a leak exists in the
8. Start engine and check for leaks. power steering system. Find cause and correct.

WITH ENGINE COLD 1. With engine stopped, position drive unit so that it
is straight back. Remove fill cap/dipstick from
1. With engine stopped, position drive unit so that it power steering pump. Add Quicksilver Power
is straight back. Trim and Steering Fluid or automatic transmis-
sion fluid (ATF), Dexron, or Dexron II, as re-
2. Remove fill cap/dipstick from power steering res-
quired, to bring level up to FULL COLD mark on
ervoir and note fluid level.
dipstick.
3. Level should be between FULL COLD mark and
IMPORTANT: Use only Quicksilver Power Trim
bottom of dipstick.
and Steering Fluid or automatic transmission
fluid (ATF), Dexron, or Dexron II in power steering
system.
2. Turn steering wheel back and forth to end of trav-
el in each direction several times, then recheck
fluid level and add fluid, if necessary.
3. Install vented fill cap.
a ! CAUTION
DO NOT operate engine without water being
supplied to seawater pickup pump, or pump im-
72519 peller may be damaged and subsequent over-
a - Proper Fluid Level with Engine Cold
heating damage to engine may result.
4. Start engine and run at fast idle (1000-1500
4. If level is below bottom of dipstick, but fluid is still RPM) until engine reaches normal operating
visible in pump reservoir, add required amount of temperature. During this time, turn steering
Quicksilver Power Trim and Steering Fluid or au- wheel back and forth to end of travel in each di-
tomatic transmission fluid (ATF), Dexron, or Dex- rection several times.
ron II, through fill cap opening, to bring level up to
FULL COLD mark on dipstick. DO NOT OVER- 5. Position drive unit so that it is straight back and
FILL. stop engine. Remove fill cap from pump. Allow
any foam in pump reservoir to disperse, then
If fluid is not visible in reservoir, a leak exists in the check fluid level and add fluid, as required, to
power steering system. Find the cause and correct bring level up to FULL HOT mark on dipstick. DO
as required. NOT OVERFILL. Reinstall fill cap securely.
IMPORTANT: Drive unit must be positioned
straight back and power steering fluid must be
Filling and Bleeding Power hot to accurately check fluid level.
Steering System 6. If fluid is still foamy (in Step 5), repeat Steps 4 and
5 until fluid does not foam and level remains con-
IMPORTANT: Power steering system must be
stant.
filled exactly as explained in the following to be
sure that all air is bled from the system. All air
must be removed, or fluid in pump may foam dur-
ing operation and be discharged from pump res-
ervoir. Foamy fluid also may cause power steer-
ing system to become spongy, which may result
in poor boat control.

Maintaining Power Trim 3. Observe oil level. Level must be up to, but not
over, bottom of fill neck. Add Quicksilver Power
Pump Oil Level Trim and Steering Fluid if required (or SAE
10W-30 motor oil if Quicksilver Power Trim and
1. Place drive unit in full down/in position.
Steering Fluid is unavailable) to bring level to bot-
IMPORTANT: Trim pump reservoir fill cap has a tom of filler neck. Replace fill cap, and tighten
small vent hole in it. Occasionally check to en- when finished with checks.
sure vent is not restricted.
2. Unscrew fill cap.
b
b
a - Fill Neck 73184

b - Fill Cap
a
73182
a - Fill Cap
b - Fill Cap Vent Hole
Maintaining Drive Unit Oil
(Gear Lube Monitor)
NOTE: New trim pumps have a shipping “caplug” in Check gear lube monitor oil level; keep oil level at or
the reservoir fill neck. Check to ensure that this ca- near FILL line. Check for water at bottom of monitor,
plug is NOT present in filler neck. DISCARD caplug and/or if oil appears a milky-tan. Both conditions indi-
if present. cate a water leak somewhere in the drive unit.
IMPORTANT: If more than 2 oz. (57 grams) of
a Quicksilver High Performance Gear Lube are re-
quired to fill drive unit, a seal may be leaking.
Damage to unit may occur due to lack of lubrica-
tion.
73183
a - Caplug
75952
a - Gear Lube Monitor

Maintaining Closed Cooling Changing Closed Cooling
System Coolant Level Fluid
1. Check coolant level in coolant recovery bottle. ! WARNING
Coolant level should be between the ADD and
FULL marks on coolant recovery reservoir with Allow engine to cool before removing pressure
the engine at normal operating temperature. Add cap. Sudden loss of pressure could cause hot
specified coolant as required. coolant to boil and discharge violently. After en-
gine has cooled, turn cap 1/4 turn to allow any
pressure to escape slowly, then push down and
turn cap all the way off.
a IMPORTANT: A wire should be inserted into drain
holes to ensure that foreign material is not ob-
structing the drain holes.
IMPORTANT: Engine must be as level as possible
to ensure complete draining of cooling system.
IMPORTANT: Closed cooled section must be kept
filled year round with recommended coolant. If
engine will be exposed to freezing temperatures,
make sure closed cooled section is filled with an
ethylene glycol antifreeze and water solution
properly mixed to protect engine to lowest tem-
perature to which it will be exposed.
72520 IMPORTANT: Do not use Propylene Glycol Anti-
a - Coolant Recovery Reservoir
freeze in the closed cooled section of the engine.
NOTE: Drain coolant into a suitable container. Dis-
NOTE: Coolant recovery system is considered to be pose of old coolant properly.
functioning properly when coolant level in heat ex-
changer/coolant tank remains at bottom edge of its 1. After engine cools down, remove pressure cap
filler neck. from coolant tank.
2. Disconnect hose from bottom of the heat ex-
! WARNING changer.
a
Allow engine to cool down before removing pres-
sure cap. Sudden loss of pressure could cause
hot coolant to boil and discharge violently. After
engine has cooled, turn cap 1/4 turn to allow any
2. Periodically, to ensure that coolant recovery sys-

tem is functioning properly, you should allow en-
gine to cool and then slowly and carefully re- b
move coolant tank cap. Coolant level must be to
the bottom edge of the tank filler neck. If coolant
is low, add coolant as necessary to bring up to
proper level. Refer to “Specifications” for proper
76186
coolant.
IMPORTANT: When installing pressure cap, be a - Pressure Cap
sure to tighten it until it contacts stop on filler b - Hose
neck.

3. Remove the engine block-to-manifold hoses Filling Closed Cooling
(port and starboard) and drain.
Section
1. Remove pressure cap from heat exchanger and
fill section with Quicksilver Premixed Marine En-
gine Coolant through heat exchanger fill neck.
Continue filling until coolant level is 1 in. (25 mm)
below filler neck.
! CAUTION
Avoid seawater pickup pump impeller damage
and subsequent overheating damage to stern
a drive unit. DO NOT operate engine without water
being supplied to seawater pickup pump.
76113
2. With pressure cap off, start engine and run at fast
idle (1500-1800 RPM). Add coolant solution to
Port Manifold Shown (Starboard Similar) heat exchanger, as required, to maintain coolant
a - Exhaust Manifold
level 1 in. (25 mm) below filler neck.
b - Hose 3. After engine has reached normal operating tem-
perature (thermostat is fully open), and coolant
4. Remove port and starboard drain plugs from from level remains constant, fill heat exchanger to bot-
the cylinder block and allow coolant to drain. tom of filler neck.
4. Observe engine temperature gauge to make
sure that engine operating temperature is nor-
mal. If gauge indicates excessive temperature,
a stop engine immediately and examine for cause.
5. Install pressure cap on heat exchanger.
6. Remove cap from coolant recovery reservoir and
fill to FULL mark with coolant solution. Reinstall
cap.
7. With engine still running, check hose connec-
tions, fittings and gaskets for leaks. Repeat
Step 4.
73255
Starboard Shown (Port Similar)
a - Crankcase Drain Plug (Below Manifold - Both Sides of
Engine)
5. After coolant has drained completely, coat

threads of drain plugs with Quicksilver Perfect
Seal and reinstall. Tighten securely.
6. Reinstall exhaust manifold hoses. Tighten
clamps securely.
7. Remove coolant recovery bottle from mounting
bracket and pour out coolant.
8. Fill system as outlined in “Filling Closed Cooling
Section.”

Flushing Seawater Cooling 1. Close seacock (if so equipped) or remove and
plug seawater inlet hose.
System 2. Loosen hose clamp and remove seawater inlet
If engine is operated in salty, polluted or mineral-lad- hose at location shown. Connect tap water hose
en waters, seawater cooled section should be to inlet fitting.
flushed periodically (preferably after each use) with
fresh water to reduce corrosion and prevent the ac-
cumulation of deposits in the system. Seawater
cooled section also should be thoroughly flushed
prior to storage.
NOTE: The closed section of cooling system that
contains coolant does not need to be flushed. Cool-
ant is changed at specified intervals. Refer to “Main-
tenance Chart.”
! WARNING
When flushing, be certain the area around pro-
peller is clear, and no one is standing nearby. To
avoid possible injury, remove propeller.
! CAUTION a
76107
Do not run engine above 1500 RPM when flush-
ing. Suction created by seawater pickup pump a - Seawater Inlet Hose
may collapse flushing hose, causing engine to
overheat. 3. Place remote control in NEUTRAL, idle speed
position and start engine. Operate engine at idle
speed, in NEUTRAL, for about 10 minutes, or un-
IMPORTANT: If cooling system is to be flushed
til discharge water is clear.
with boat in the water, seacock (if so equipped)
must be closed, or water inlet hose must be dis- 4. Stop engine.
connected and plugged to prevent water from
flowing into boat.
! CAUTION
Watch temperature gauge at dash to ensure the
engine does not overheat.

! CAUTION Check/Clean Seawater Strainer
If boat is in the water, seacock (if so equipped) 1. Visually inspect seawater strainer through glass
must be left closed until engine is to be restarted, top.
to prevent water from flowing back into cooling
system. If boat is not fitted with a seacock, water
inlet hose must be left disconnected and ! CAUTION
plugged, to prevent water from flowing into cool- When cleaning seawater strainer, close seacock,
ing system and/or boat. As a precautionary mea- if so equipped. If boat is not equipped with a sea-
sure, attach a tag to the ignition switch or steer- cock, remove and plug seawater inlet hose to
ing wheel with the warning that the seacock must prevent a siphoning action that may occur, allow-
be opened or the water inlet hose reconnected ing seawater to flow from the drain holes or re-
prior to starting the engine. moved hoses.
5. Shut off tap water. Remove flushing connector at

! CAUTION
seawater pump inlet. Refer to preceding precau-
tionary statement and then follow instructions “a” Do not overtighten cover screws or cover will
or “b.” warp and leak.
a. If equipped with seacock: Reconnect water
inlet hose and tighten hose clamp securely. 2. With engine off, close seacock (if so equipped) or
Open seacock accordingly. remove and plug seawater inlet hose if no sea-
cock exists. Remove two screws, washers, and
b. If NOT equipped with seacock: Unplug and
cover. Remove strainer, drain plug and washer.
reconnect seawater inlet hose accordingly.
Clean all debris from strainer housing; flush both
Tighten hose clamp securely.
strainer and housing with clean water. Check
gasket and replace when necessary (if it leaks).
Reinstall strainer, drain plug and washer. Reat-
Inspect Water Pickups tach cover with screws and washers. After start-
Check water inlet area of gear housing to ensure that ing engine, check for leaks and/or air in system,
openings are clean and not obstructed. which would indicate an external leak.
b
f
a
d
e
72673
73186
a - Screws and Washers
b - Cover, with Glass
a - Water Inlet Holes c - Strainer
d - Housing
e - Drain Plug and Sealing Washer
f - Gasket

Fuel Filter Draining
! WARNING ! WARNING
Always disconnect battery cables from battery Dispose of fuel-soaked rags, paper, etc., in an ap-
BEFORE working on fuel system to prevent fire. propriate air tight, fire retardant container.
This eliminates the engine wiring as a potential Fuel-soaked items may spontaneously ignite
source of ignition. and result in a fire hazard which could cause seri-
ous bodily injury or death.
! CAUTION NOTE: In warm weather, open the drain cock before

starting daily operations. In cold weather, when there
Absolute cleanliness is required for work on the is a possibility that the condensed water will freeze,
fuel injection system, since the injection pump drain the filter shortly after the end of daily opera-
and fuel injectors have very close tolerances. tions.
Even minute particles of dirt or small amounts of
water can impair the function of the fuel injection 1. Open the drain cock at bottom of filter by turning
system. the drain counterclockwise (as viewed from the
bottom of the filter).
! WARNING
Be careful when draining, filling or replacing wa-
ter separating fuel filter; diesel fuel is flammable.
Be sure that the ignition key is OFF. DO NOT
smoke or allow sources of open flame in the area
while changing fuel system components. Wipe
up any spilled fuel immediately. DO NOT allow
fuel to come into contact with any hot surface
which may cause it to ignite. a
b 76102
a - Fuel Filter
b - Drain Cock
2. Drain until fuel is clear in appearance.

3. Close drain cock by turning clockwise (as viewed
from the bottom of the filter). Tighten securely.
4. Fill fuel filter as outlined later in this section.
! WARNING
Make sure no fuel leaks exist before closing en-
gine hatch.

Filling Replacing
! WARNING ! WARNING
Dispose of fuel-soaked rags, paper, etc., in an ap- Always disconnect battery cables from battery
propriate air tight, fire retardant container. BEFORE working on fuel system to prevent fire.
Fuel-soaked items may spontaneously ignite This eliminates the engine wiring as a potential
and result in a fire hazard which could cause seri- source of ignition.
! WARNING
1. Loosen bleeder valve on fuel filter header flange.
Be careful when changing water separating fuel
2. Move plunger on hand pump/primer up and down filter; diesel fuel is flammable. Be sure that the ig-
repeatedly, until an air free stream of fuel flows nition key is OFF. DO NOT smoke or allow
from bleeder valve. Filter is full when this occurs. sources of open flame in the area while changing
fuel system components. Wipe up any spilled
fuel immediately. DO NOT allow fuel to come into
contact with any hot surface which may cause it
to ignite.
! WARNING
Dispose of fuel-soaked rags, paper, etc., in an ap-
propriate air tight, fire retardant container.
Fuel-soaked items may spontaneously ignite
and result in a fire hazard which could cause seri-
b ous bodily injury or death.
1. Remove filter retaining ring.
76105
a - Bleeder Valve
b - Hand Pump/Primer
3. Retighten bleeder valve.
! WARNING
gine hatch.
a
b 76105
a - Retaining Ring
b - Filter

2. Pull down on filter to remove it. Clean/Replace Air Filter
3. Clean filter sealing surface on fuel filter adapter. 1. Remove wire retainer that secures air cleaner
4. Install new gasket. element.
5. Install new filter and secure with retaining ring.
a
b
a
76114
75955
a - Filter
b - Retaining Ring
a - Wirer Retainer
b - Filter Element
6. Fill fuel filter as outlined previously.
7. Start and run engine. Check filter connections for 2. Carefully remove air cleaner element from
fuel leaks. If leaks exist, recheck filter installation around air intake screen housing mounted on the
and correct as needed. aftercooler air inlet.
! WARNING
gine hatch.

3. Inspect element for tears or holes. Replace Drive Belts
IMPORTANT: Replace the element if it is deterio- Belt and Pulley Replacement Guidelines:
rated or torn. (Refer to MAINTENANCE - “Mainte-
nance Schedules” for replacement interval un- • Do not use belt dressing.
der normal conditions.) • Always check condition of remaining belts. Re-
4. Wash element in warm water and detergent until place belt if worn, cracked, grease- or oil-soaked.
clean. • When replacing belt and pulley, pulley alignment
IMPORTANT: No treatment (such as partial oil must be checked under tensioned condition
saturation) is required or recommended on air (brackets securely clamped). A misalignment that
cleaner element prior to use. Use element clean can be detected by visual inspection is detrimen-
and dry for proper filtration. tal to belt performance.
5. Allow element to completely dry before use and • If belt is disturbed for any reason, it must be ten-
install around air intake screen. sioned to the correct tension.
6. Inspect installation to ensure engine draws in fil- • Replace pulleys if worn, or clean if still suitable for
tered air only. service.
SEAWATER PUMP BELT

Inspect Drive Belts
1. Loosen mounting bolt on seawater pump.
! WARNING
2. Loosen tensioning bolt on seawater pump.
Make sure engine is stopped and ignition key is
removed.
1. Visually inspect all drive belts for cracks, glazing,
fraying or separation.
2. Check drive belts for proper tension by pressing
at center point between pulleys. Belt(s) must not
deflect more than 3/16 in. (5 mm).
a
b
76107
a - Seawater Pump Mounting Bolt
b - Seawater Pump Tensioning Bolt
76117 3. Move or pry seawater pump to loosen belt.

a - Drive Belt 4. Remove seawater pump belt.
5. Install new seawater pump belt.
6. Move or pry seawater pump to adjust belt. Tight-
en tensioning bolt and mounting bolt on seawater
pump securely.

7. Check belt tension. Approximately 3/16 in. (5 Inspect/Replace Cooling System
mm) deflection should be measured at midpoint
Sacrificial Anodes
between the pulleys on the longest span. Refer
to “Inspect Drive Belts” as previously outlined.
COOLANT TANK / HEAT EXCHANGER
ALTERNATOR BELT GROUND CIRCUIT
1. Remove seawater pump belt. On the top starboard side of the heat exchanger a
stud is provided with a wire connection made to the
2. Loosen alternator mounting hardware. ground stud on the alternator. Inspect the BLACK
wire for a loose connection, or if it is broken or frayed.
Repair as needed.
a 76117
75957
a - Heat Exchanger Ground Circuit Stud

b - BLACK Wire Connection to Alternator Ground Stud
b 76116
a - Alternator Mounting Hardware

b - Alternator Tensioning Bolt
3. Loosen alternator tensioning bolt.

4. Move or pry alternator to loosen belt.
5. Remove alternator belt.
6. Install new alternator belt.
7. Move or pry alternator to adjust belt. Tighten ten-
sioning bolt and mounting bolt securely.
8. Check belt tension. Approximately 3/16 in. (5
mm) deflection should be measured at midpoint
between the pulleys on the longest span. Refer
to “Inspect Drive Belts” as previously outlined.
9. Reinstall seawater pump belt.

Coolant Tank / Heat Exchanger Oil Cooler Anode
Anode
INSPECTION
INSPECTION
The sacrificial anode is located at the top starboard
The sacrificial anode is located at the bottom port side of the oil cooler.
side of the heat exchanger.
a
76120
a - Engine Oil Cooler

76108
b - Sacrificial Anode
a - Hose - To Circulating Pump
REPLACEMENT
REPLACEMENT
1. With the engine cold, remove sacrificial anode
1. With the engine cold, remove sacrificial anode and inspect for deterioration (Refer to “Inspec-
and inspect for deterioration. tion” for location, as previously shown.).
2. Replace anode assembly when deteriorated 2. Replace anode assembly when deteriorated
50%. 50%.
1/2 In. b
1-1/2 In.
76216
1/2 In.
a
1-1/2 In.
b b
73192
a - New Anode Assembly a
b - Example of a Deteriorated Anode
73192
a - New Anode Assembly

b - Example of a Deteriorated Anode

Corrosion and Corrosion Protection Lubrication
1. After first cleaning all surfaces, check all metal
surfaces and touch up with Quicksilver Paint as THROTTLE CABLE
necessary.
Lubricate pivot points and guide contact surfaces
2. To maintain a corrosion protective coating on all with SAE 30W motor oil.
metal surface areas, spray with Quicksilver Cor-
rosion Guard. b
NOTICE
For additional information on Drive Unit
corrosion protection and external corro-
sion protection refer to appropriate Stern
Drive Service Manual.
Check Battery
1. Check battery connections to ensure they are 76207
clean and tight. a
2. Keep exterior surfaces of battery wiped clean

with a water/baking soda solution. a - Pivot Points
b - Guide Contact Surfaces
3. Ensure battery is securely fastened in place.
4. Refer to battery manufacturer’s recommenda- SHIFT CABLE
tions for fluid levels and charging.
Lubricate pivot points and guide contact surfaces
with SAE 30W motor oil.
a b
a
a
72016
a - Pivot Points
b - Guide Contact Surface

ENGINE COUPLER/U-JOINT SHAFT SPLINES Freezing Temperature and
NOTE: Refer to MerCruiser Stern Drive Service Cold Weather Operation
Manual for stern drive unit removal and installation. IMPORTANT: If boat is operated during periods of
freezing temperature, precautions must be taken
to prevent freezing damage to power package.
Refer to the following and to “Cold Weather or
Extended Storage” for related information and
draining instructions.
In order to operate the engine in temperatures of
a 32°F (0°C) or lower, observe the following instruc-
tions:
! CAUTION
Seawater (raw water) section of cooling system
MUST BE COMPLETELY drained for winter stor-
73346
age or immediately after cold weather use, if the
possibility of freezing temperatures exist. Failure
a - Quicksilver Engine Coupler Spline Grease
to comply may result in trapped water causing
freeze and/or corrosion damage to engine.
a
1. At the end of each daily operation, COMPLETE-
LY drain seawater section of the cooling system
and the seawater strainer to protect against dam-
age by freezing. Refer to Section 6A, and the pre-
cautionary statement above.
a
! CAUTION
If boat is in the water, seacock (water inlet valve),
a if so equipped, must remain closed until engine
is to be re-started to prevent water from flowing
72531
back into seawater cooling system. If boat is not
a - Quicksilver Engine Coupler Spline Grease
fitted with a seacock, water inlet hose must be left
disconnected and plugged to prevent water from
flowing into cooling system and/or boat. As a
precautionary measure, attach a tag to the igni-
tion switch or steering wheel with the warning
that the valve must be opened or the water inlet
hose reconnected prior to starting the engine.
2. At the end of each daily operation, drain water

from water separator, if equipped. Fill fuel tank at
end of daily operation to prevent condensation.
3. Closed cooling section of engine must be filled
with specified coolant or a mixture of antifreeze/
water solution sufficient to prevent freezing to the
coldest temperature of the user area.
4. Be sure to use proper cold weather lubrication oil,
and be sure the crankcase contains a sufficient
amount.

5. Make certain that the battery is of sufficient size IMPORTANT: To prevent threads in cylinder
and is fully charged. Check that all other electrical blocks from rusting out during storage, reinstall
equipment is in optimum condition. plugs using Quicksilver Perfect Seal on threads.
Never leave drain plugs out during storage.
6. At temperatures of –4°F (–20 C) and below, it is
recommended that you use the crankcase NOTE: If possible, place a container under drains
mounted coolant heater to improve cold starting. and hoses to prevent water from draining into boat.
7. If operating in arctic temperatures of –20°F
(–29°C) or lower, consult your dealer for informa- ! CAUTION
tion about special cold weather equipment and
Closed cooling section of engine must be kept
precautions.
filled with specified coolant to protect engine to
lowest temperature to which it will be exposed.
DO NOT USE PROPYLENE GLYCOL antifreeze in
Saltwater Operation closed cooling section. Seawater section, how-
Seawater section must be flushed after each use. ever, must be drained completely.
Refer to “Flushing Seawater Cooling System”.
! CAUTION
Cold Weather or Extended Storage
A discharged battery can be damaged by freez-
ing.
PRECAUTIONS
! CAUTION
Seawater section of cooling system MUST BE Layup
COMPLETELY drained for winter storage, or im-
NOTICE
mediately after cold weather use, if the possibil-
ity of freezing temperatures exists. Failure to Refer to “Cold Weather or Extended Storage,”
comply may result in trapped water causing “Precautions,” in this section, BEFORE proceed-
ing.
freeze and/or corrosion damage to engine.
IMPORTANT: This service should be performed
! CAUTION by an authorized MerCruiser dealer.
If boat is in the water, seacock (water inlet valve), ! CAUTION
if so equipped, must remain closed until engine
is to be re-started, to prevent water from flowing The engine must be prepared for long storage pe-
back into cooling system and/or boat. If boat is riods to prevent internal corrosion and severe
not fitted with a seacock, water inlet hose must damage.
remain disconnected and plugged (to prevent ! WARNING
water from flowing back into cooling system and/
or boat). As a precautionary measure, attach a Do not remove coolant cap when engine is hot;
tag to the ignition switch or steering wheel of the coolant may discharge violently causing severe
boat with the warning: Open seacock or recon- burns.
nect water inlet hose before starting engine. 1. Slowly and carefully remove coolant tank cap
from the heat exchanger. Be certain coolant level
IMPORTANT: Observe the following information is to the bottom of the filler opening. If not, add
to ensure complete draining of cooling system. specified coolant as necessary to achieve proper
• Engine must be as level as possible. level.
• A wire should be repeatedly inserted into all

drain holes to ensure there are no obstruc-
tions in passages. Remove petcock, if neces-
sary, to insert wire completely into drain hole.

IMPORTANT: If boat has already been removed IMPORTANT: Observe the following information
from water, before starting engine a source of wa- to ensure complete draining of seawater cooling
ter must be supplied to water intake (inlet) open- system.
ings. Follow all warnings and flushing attach-
ment procedures stated in “Flushing Seawater • Engine must be as level as possible.
Cooling System.”
• A wire should be repeatedly inserted
! CAUTION into all drain holes to ensure there are
no obstructions in passages.
DO NOT operate engine without cooling water
being supplied to seawater pickup pump or water 1. Close seacock, if so equipped, or disconnect and
pump impeller will be damaged and subsequent plug seawater inlet hose, if boat is to remain in the
overheating damage to engine may result. water.
2. Do not remove either of the two drain plugs on the
2. Start engine and run until it reaches normal oper-
cylinder block [one port and one starboard]. They
ating temperature. Stop engine.
are in the closed cooling section.
3. Change crankcase oil and oil filter (refer to
“Changing Crankcase Oil and Oil Filter”). Be cer-
tain to fill engine with correct amount of recom-
mended oil. Always use dipstick to determine ex-
act amount of oil required.
4. Start engine and run at IDLE for about 15 min-
utes. Check for any oil leaks and correct as nec-
essary.
5. Drain seawater section of cooling system and
prepare for cold weather or extended storage fol- a
lowing these procedures: 71864
IMPORTANT: Drain only the seawater section of

the cooling system.
a - Crankcase Drain Plugs (Both Sides of Engine -Do Not Re-
IMPORTANT: Closed cooling section must be move)
kept filled year-round with specified coolant.
3. Remove the following:
DRAINING INSTRUCTIONS IMPORTANT: A wire should be repeatedly in-
serted into drain holes to ensure that foreign ma-
terial is not obstructing the drain holes.
! CAUTION
If boat is to remain in the water, seacock, if so
equipped, must be closed until engine is to be re-
started to prevent water from flowing back into
seawater cooling system. If boat is not fitted with
a seacock, water inlet hose must be discon-
nected and plugged to prevent water from flow-
ing into cooling system and/or boat. As a precau-
tionary measure, attach a tag to the ignition
switch or steering wheel with the warning that the
valve must be opened or the water inlet hose re-
connected prior to starting the engine.

a. Remove the end covers from both the port c. The aftercooler drain plugs located on the
and starboard sides of heat exchanger. Drain starboard and port aftercooler side covers.
tank completely. b
b
76122
76108
Port Side Shown (Starboard Similar)
a - Aftercooler Drain Plugs
Port Side Shown (Starboard Similar) b - Aftercooler Side Cover
a - End Cover
b - Coolant Tank / Heat Exchanger 4. Repeatedly clean out drain holes using a stiff
piece of wire. Do this until entire system is
IMPORTANT: Use compressed air to blow any re- drained.
maining water from the tubes in the heat ex-
changer. NOTE: It may be necessary to lift or bend hoses to
allow water to drain completely.
b. The drain plug on the lower side of the engine 5. Remove seawater pump outlet hose from top of
oil cooler. seawater pump and drain.
a
a
71870
a - Engine Oil Cooler Drain Plug
76107
a - Seawater Pump Outlet Hose

6. Disconnect seawater hose at bottom of exhaust 9. After seawater section of cooling system has
elbow. Lower hose and drain completely. been drained completely, coat threads of drain
plugs with Perfect Seal and reinstall. Tighten se-
curely. Reconnect hoses. Tighten hose clamps
securely. Replace end cover gaskets and seals
if worn or deteriorated. Install end cover assem-
blies on the heat exchanger. Torque the end cov-
ers to 120-132 lb. in. (14-15 N·m).
10. After seawater section of cooling system has
drained completely, coat threads of drain plugs
previously removed with Quicksilver Perfect
Seal, and reinstall. Tighten securely. Install all
hoses previously removed and tighten hose
clamps securely.
IMPORTANT: MerCruiser recommends that pro-
pylene glycol antifreeze (nontoxic and biode-
a gradable, which makes it friendly to lakes and riv-
76106 ers) be used in seawater section of the cooling
system for cold weather or extended storage.
a - Seawater Hose Connected To Exhaust Elbow
Make sure that the propylene glycol antifreeze
contains a rust inhibitor and is recommended for
7. Remove hose(s) at seawater strainer and drain use in marine engines. Be certain to follow the
hose (s) completely. Empty saewater stainer. propylene glycol manufacturer’s recommenda-
Reconnect hose(s) and tighten hose clamp tions.
securely.
c 11. Fill a container with approximately 6 U.S. quarts

c (5.6 L) of antifreeze and tap water mixed to man-
ufacturer’s recommendation to protect engine to
the lowest temperature to which it will be exposed
during cold weather or extended storage.
b b
a
72691
a - Seawater Strainer
b - Hoses
c - Hose Clamps
8. Make sure that sterndrive unit pitot tube, trim tab

cavity vent hole, and trim tab cavity drain pas-
sage are unobstructed and open.

12. Disconnect hose from seawater inlet side of sea- 16. Remove and store battery in a cool, dry place. Do
water pump. Using an adaptor, temporarily con- not store on a concrete surface, or on the ground.
nect an appropriate length piece of hose to sea- Place on a dry, wood board or a thick plastic base
water pump and place the other end of the hose (Refer to battery manufacturer’s instructions.)
into container of coolant.
17. Perform all checks, inspections, lubrication and
fluid changes outlined in “Maintenance Sched-
ule” under “At Least Once Yearly”.
18. Remove seawater pump and components as fol-
lows:
a. Disconnect seawater pump hoses.
b. Remove seawater pump mounting bolt and
tensioning bolt. Remove seawater pump.
a
76107
a - Seawater Pump Inlet Hose c
! CAUTION
It is good practice to ventilate the engine com-
partment prior to servicing any engine compo-
b a
nents to remove any fuel vapors which may
76107
cause difficulty breathing or be an irritant.
13. Start engine and run, AT IDLE SPEED, until anti- a - Mounting Bolt
freeze mixture has been pumped into engine b - Tensioning Bolt
seawater cooling system. Stop engine. c - Seawater Hoses
14. Clean engine and coat with Quicksilver Corro-

sion Guard or equivalent corrosion inhibiting oil.
15. Lubricate all items outlined in “Lubrication”.

c. Make matching marks on pump cover and BATTERY WINTER STORAGE
pump housing prior to disassembly (to aid in
Follow battery manufacturer’s instructions for stor-
reassembly later). Remove the three seawa-
age. If not available, use the following instructions:
ter pump cover mounting screws. Remove
cover (with pulley and shaft), gasket, and 1. Be certain all electrical components are off, and
plate. ignition key is in OFF position.
d. Take notice of O-ring, and location of O-ring 2. To avoid possible electrical system damage,
in groove on housing. FIRST remove the NEGATIVE (–) battery cable,
and NEXT remove the POSITIVE (+) battery
e. Ease impeller out of pump body with two
cable. Remove the battery.
screwdrivers. Be careful not to damage pump
impeller. 3. Remove dirt and grease from top surface of bat-
tery.
f 4. Follow battery manufacturer’s recommendations

a and add distilled water, if needed.
5. Grease cable ends and bolts.
b
6. Store battery in a cool, dry place. Do not store on
a concrete surface, or on the ground. Place on a
a dry wood board or a thick plastic base.
! CAUTION
A discharged battery can be damaged by freez-
ing.
c d e g 7. Every 30 to 45 days, check water level and re-
charge battery according to manufacturer’s
specifications. Do not fast charge.
If you cannot perform the above service, contact your
authorized MerCruiser dealer or local automotive
garage.
a - Matching Marks
b - Cover Screws
c - Cover
d - Gasket
e - Plate
f - O-Ring
g - Impeller
f. Reassemble the components, except for the

impeller, for storage.
IMPORTANT: Place a CAUTION TAG at instru-

ment panel and in engine compartment stating
that “Seawater Pump is Out - DO NOT Operate
Engine.”

Recommissioning f. Install pump on engine using mounting bolt
and tensioning bolt with hardware. Tension
NOTICE drive belt. Tighten fasteners securely.
Refer to “Cold Weather or Extended Storage,” g. Connect seawater hoses.
“Precautions,” in this section, BEFORE pro-
ceeding.
1. Reinstall seawater pump components and pump

as follows:
NOTE: Use new gasket and O-ring. Install in correct
position.
a. Place impeller in pump housing.
b. Install new O-ring in groove on housing.
c. Install pump plate, with new gasket in posi-
tion. d
d. Engage pump shaft key in impeller keyway c

and install seawater pump cover. Align
matching marks made prior to disassembly.
e. Install the three seawater pump cover mount-
ing screws. Tighten securely. b a
76107
a f
a - Mounting Bolt
b - Tensioning Bolt
b c - Seawater Inlet Hose
d - Seawater Outlet Hose
a
2. Check that all cooling system hoses are in good
condition and connected properly, hose clamps
are tight, and all petcocks and drain plugs are in-
stalled and tight.
c d e 3. Inspect all drive belts.

g
4. Perform all lubrication and maintenance speci-
76202
fied for completion “At Least Once Yearly” in
“Maintenance Schedule,” except items which
were performed at time of engine layup.
a - Matching Marks
b - Cover Screws 5. Fill fuel tank(s) with fresh diesel fuel. Old fuel
c - Cover should not be used. Check fuel lines and connec-
d - Gasket tions for leaks and general condition.
e - Plate
f - O-Ring 6. Replace fuel filter as outlined previously in this
g - Impeller section.

7. For drive unit, refer to appropriate Stern Drive
Service Manual.
! CAUTION
When installing battery, be sure to connect POSI-
TIVE (+) battery cable to POSITIVE (+) battery ter-
minal FIRST, and NEGATIVE (–) battery cable to
NEGATIVE (–) battery terminal LAST. If battery
cables are reversed, or connection order is re-
versed, electrical system damage will result.
8. Install fully charged battery. Clean battery cable
clamps and terminals to help retard corrosion.
9. Perform all checks on OPERATION CHART in
the STARTING PROCEDURE column in Opera-
tion and Maintenance Manual.
IMPORTANT: Avoid starter motor overheating.
DO NOT engage starter for more than 15 se-
conds; allow at least one minute cool-down time
before re-engaging starter for another 15 se-
conds.
! CAUTION
DO NOT operate engine without water flowing
thru seawater pickup pump, as pump impeller
may be damaged and subsequent overheating
damage to engine or transmission may result.
10. Start engine and closely observe instrumentation

to make sure that all systems are functioning cor-
rectly.
11. Carefully inspect engine for fuel, oil, fluid, water
and exhaust leaks.
12. Check steering system, shift and throttle control
for proper operation.

IMPORTANT 1
INFORMATION
C
76126
TROUBLESHOOTING
Index
Table of Contents
Page
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-1
Fuel Supply Connections . . . . . . . . . . . . . . . . . . 1C-1
Poor Boat Performance and/or Poor
Maneuverability . . . . . . . . . . . . . . . . . . . . . . . . . 1C-3
Improper Full Throttle Engine RPM . . . . . . . . . 1C-4
RPM Too High . . . . . . . . . . . . . . . . . . . . . . . . 1C-4
RPM Too Low . . . . . . . . . . . . . . . . . . . . . . . . . 1C-4
Engine Cranks Over but Will Not Start or
Starts Hard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-5
Important Information . . . . . . . . . . . . . . . . . . 1C-5
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-5
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-5
Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . 1C-6
Engine Will Not Crank Over or Starter
Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-6
Glow Plugs Inoperative . . . . . . . . . . . . . . . . . . . 1C-7
Charging System Inoperative . . . . . . . . . . . . . . 1C-8
Noisy Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-8
Engine Runs Poorly at Idle . . . . . . . . . . . . . . . . 1C-9
Engine Runs Poorly At High Rpm . . . . . . . . . 1C-10
Poor Fuel Economy . . . . . . . . . . . . . . . . . . . . . 1C-11
Engine Smoking (Black) . . . . . . . . . . . . . . . . . . 1C-12
Engine Smoking (Blue) . . . . . . . . . . . . . . . . . . . 1C-13
Engine Smoking (White) . . . . . . . . . . . . . . . . . 1C-13
Exhaust Gas Temperature (High) . . . . . . . . . . 1C-14
Exhaust Gas Temperature (Low) . . . . . . . . . . 1C-14
Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-15
Engine Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-16
Valve Cover Area . . . . . . . . . . . . . . . . . . . . . 1C-16
Cylinder Area . . . . . . . . . . . . . . . . . . . . . . . . 1C-16
Camshaft Area . . . . . . . . . . . . . . . . . . . . . . . 1C-17
Crankshaft Area . . . . . . . . . . . . . . . . . . . . . . 1C-18
Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . 1C-18
Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-19
Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . 1C-20
High Oil Pressure . . . . . . . . . . . . . . . . . . . . . 1C-20
Excessive Oil Consumption . . . . . . . . . . . . 1C-21
Water in Engine . . . . . . . . . . . . . . . . . . . . . . . . . 1C-22
Water In Crankcase Oil . . . . . . . . . . . . . . . . 1C-22
Water On Top Pistons . . . . . . . . . . . . . . . . . 1C-23
Engine Overheats (Cooling System) . . . . . . . 1C-23
Engine Overheats (Mechanical) . . . . . . . . . . . 1C-25
Power Steering . . . . . . . . . . . . . . . . . . . . . . . . . 1C-26
Poor, Erratic, or No Assist . . . . . . . . . . . . . 1C-26
Noisy Pump . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-27
Fluid Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-27
Insufficient Water Flow From Belt Driven
Seawater Pump . . . . . . . . . . . . . . . . . . . . . . . . 1C-28
1C-0 - TROUBLESHOOTING Index 90-861784 998

Precautions Fuel Supply Connections
! WARNING ! WARNING
Always disconnect battery cables from battery Avoid diesel fuel fire or explosion. Improper in-
BEFORE working on fuel system to prevent fire stallation of brass fittings or plugs into fuel filter
or explosion. base can crack casting and/or cause a fuel leak.
• Apply #592 Loctite Pipe Sealant with Te-

! WARNING flon to threads of brass fitting or plug. DO
NOT USE TEFLON TAPE.
Always disconnect battery cables from battery
before working around electrical system compo- • Thread brass fitting or plug into fuel filter
nents to prevent injury to yourself or damage to base until finger tight.
electrical system.
• Tighten fitting or plug an additional 1-3/4
to 2-1/4 turns using a wrench. DO NOT
OVER-TIGHTEN.
! WARNING
• Install fuel line. To prevent over-tighten-
Be careful when changing fuel system compo-
ing, hold brass fitting with suitable
nents; diesel fuel is flammable. Be sure that igni-
tion key is OFF. DO NOT smoke or allow sources wrench and tighten fuel line connectors
of spark or flame in the area while changing fuel securely.
system components. Wipe up any spilled fuel im- • Check for fuel leaks.
mediately. DO NOT allow fuel to come into con-
tact with any hot surface which may cause it to ig-
nite. ! WARNING
FIRE HAZARD: Fuel leakage from any part of the
! WARNING serious bodily injury or death. Careful periodic
Avoid diesel fuel fire. Improper installation of inspection of entire fuel system is mandatory,
brass fittings or plugs into fuel filter base can particularly after storage. All fuel components in-
crack casting and/or cause a fuel leak. Follow cluding fuel tanks, whether plastic, metal or fi-
specific procedure, given in Section 4 of this berglass, fuel lines, primers, fittings, and fuel fil-
manual, for all fuel line connections. ters should be inspected for leakage, softening,
hardening, swelling or corrosion. Any sign of
leakage or deterioration requires replacement
before further engine operation.
! WARNING
90-861784 998 Index TROUBLESHOOTING - 1C-1

! WARNING ! WARNING
Make sure no fuel leaks exist before closing en- Be sure that engine compartment is well venti-
gine hatch. lated and that no diesel fuel vapors are present to
prevent the possibility of a FIRE or EXPLOSION.
! CAUTION
! WARNING
DO NOT operate engine without water being
supplied to seawater pickup pump on engine, or DO NOT leave helm unattended while performing
pump impeller may be damaged and subsequent idle speed adjustment.
overheating damage to engine may result. En-
gine may be operated with boat out of water, if in-
structions for running engine with boat out of wa-
! WARNING
ter, below, are followed.
Safety glasses should be worn while working on
fuel injection system. The fuel injection pump
! WARNING will generate pressures in excess of 2000 PSI
(13790 kPa). Use caution when removing injec-
When running engine with boat out of water, be tors, injector lines, or bleeding air from injection
certain that area in vicinity of propeller is clear system.
and that no person is standing nearby. As a pre-
cautionary measure, it is recommended that the
propeller be removed.
! CAUTION
DO NOT run engine above 1500 RPM, as suction
created by seawater pickup pump may collapse
water supply hose and cause engine to overheat.

Poor Boat Performance and/or Poor Maneuverability
Symptom Cause
1. Bow too low 1. A. Improper drive unit trim angle
B. Improper weight distribution
C. Boat is underpowered
D. Permanent or power hook in boat bottom
E. False bottom full of water
F. Improperly adjusted trim tabs (after planes)
2. Bow too high 2. A. Improper drive unit trim angle

B. Propeller pitch too great
C. Dirty boat bottom (marine growth)
D. Poor running engine
E. Improper weight distribution
F. Rocker in boat bottom
G. False bottom full of water
H. Improperly adjusted trim tabs (after planes)
3. Propeller ventilating 3. A. Drive unit installed too high on transom

B. Dirty or rough boat bottom
C. Damaged propeller; pitch too small; diameter
too small
D. Keel located too close to propeller or too
deep in the water
E. Water pickup or accessories located too
close to propeller
F. Hook in boat bottom
G. Propeller plugged up with weeds

Improper Full Throttle Engine RPM
RPM Too High

Cause Special Information
1. Propeller 1. Damaged; pitch too low; diameter too small;
propeller hub slipping.
2. Boat 2. A. Water pickup or accessories mounted too

close to propeller (ventilation)
B. Keel located too close to propeller and/or too
deep in the water (ventilation).
C. Drive installed too high on transom;
D. Wrong gear ratio.
3. Operation 3. Unit trimmed out too far.
4. Engine coupler slipping
RPM Too Low

Symptom Cause
1. Propeller 1. Damaged; pitch too great; diameter too great
2. Boat 2. A. Dirty or damaged bottom

B. Permanent or power hook in bottom
C. False bottom full of water
D. Drive installed too low
3. Operation 3. Unit trimmed in too far
4. Scan Tool 4. Refer to Section 5 for complete diagnostic pro-

cedures.

Engine Cranks Over but Will Not Start or Starts Hard
Important Information
Determine which engine system is causing the problem. To make an engine run, basic components - fuel, glow
plugs, compression, and high pressure oil system current are required. If all are present, the engine should run. If
any are missing, weak, or arriving at the wrong time, the engine will not run.
Electrical
1. Battery, electrical connections, damaged wiring 1. Discharged or improperly rated battery. Battery
cable size improper.
2. Ignition switch
3. Glow plugs inoperative
4. CMP Sensor 4. Defective sensor or sensor wiring.
Fuel System
1. Empty fuel tank
2. Fuel shutoff valve closed (if equipped)
3. Low grade, stale fuel or water in fuel
4. Fuel waxing or frozen water separator (cold

weather)
5. Plugged fuel suction line or filter
6. Air leaks, suction side fuel line or water separa- 6. Sucks air into fuel system reducing fuel volume
tor
7. Plugged or pinched fuel line (feed or return)
8. Fuel tank vent plugged 8. Engine will start initially. After a short time
running,engine will stall and will not restart for a
period of time. Can verify if it is a vent problem
by running engine with filler cap loose. Filler cap
will act as a vent.
9. Fuel supply pump 9. Low pump pressure.

Miscellaneous
1. Low grade or stale fuel
2. Water in fuel
3. Incorrect starting procedure 3. Refer to Owners Manual.
4. Internal mechanical damage (bent rods, etc.)
5. Low compression 5. Worn valves, rings, cylinder, or head gasket
6. Valve timing incorrect 6. Timing gears improperly installed or cam slipped

in drive gear
7. Restricted or plugged exhaust
Engine Will Not Crank Over or Starter Inoperative

1. Remote control lever not in neutral position
2. Battery charge low; damaged wiring; loose elec-

trical connections
3. Circuit breaker tripped
4. Blown fuse
5. Ignition switch
6. Slave solenoid
7. Faulty neutral start safety switch 7. Open circuit
8. Starter solenoid
9. Starter motor
10. Engine mechanical malfunction

Glow Plugs Inoperative
1. Battery discharged
2. Circuit breaker tripped 2. On dash or in electrical box
3. Poor battery connections
4. Glow plug(s) defective (burned out)
5. Glow plug relay defective or inoperative 5. Refer to SECTION 5C
6. ECT Sensor inoperative 6. Refer to SECTION 5C
7. Ignition switch inoperative
8. Broken or disconnected wire in glow plug circuit
9. Oil level in the reservoir 9. Refer to SECTION 5B

(High pressure oil system)
10. Injection control pressure 10. Refer to SECTION 5B

Charging System Inoperative
1. Loose or broken drive belt
2. Engine RPM too low on initial start 2. Rev engine to 1500 RPM
3. Loose or corroded electrical connections
4. Faulty battery gauge 4. Best way to test is to replace gauge
5. Battery will not accept charge 5. Low electrolyte or failed battery
6. Faulty alternator or regulator
7. Refer to Section 4C for complete

“Charging System” diagnosis procedures
Noisy Alternator
1. Loose mounting bolts
2. Drive belt 2. Worn, frayed, loose
3. Loose drive pulley
4. Worn or dirty bearings
5. Faulty diode trio or stator
6. Faulty armature 6. Rubbing, broken wire

Engine Runs Poorly at Idle
1. Clogged air cleaner
2. Improper idle fuel mixture adjustment
4. Air leaks: suction side fuel line, water separating

fuel filter or loose intake manifold
5. Water in fuel 5. Refer to SECTION 1B.
6. Low grade or stale fuel
7. Fuel waxing or frozen water separating fuel filter

(cold weather)
8. Valve timing 8. Cam slipped in drive gear.
10. Injectors not functioning properly 10. Refer to SECTION 5.
11. Injection timing incorrect 11. Refer to SECTION 5.
12. Low compression 12. Also check for defective (blown) head gasket.
13. Water leaking into cylinders 13. Defective head gasket, exhaust manifold,
cracked head or valve seat.
14. Loose or broken engine mounts
15. EDI system fault 15. Refer to SECTION 5 for complete diagnostic
procedures.

Engine Runs Poorly At High RPM
1. Also refer to “Poor Boat Performance” 1. See “Table of Contents”
2. Crankcase overfilled with oil 2. Check oil level with boat at rest in the water.
3. Anti-siphon valve (if equipped) 3. Restricting fuel supply
4. Plugged fuel tank vent
5. Low fuel supply
6. Clogged fuel filter
7. Low grade of fuel or water in the fuel
8. Obstructed fuel lines
9. Injectors not functioning properly 9. Refer to SECTION 5B or 5C.
10. Engine overheating 10. Refer to “Engine Overheats” (See “Table of

Contents”)
11. Low compression 11. Worn valves, rings, cylinders, etc.
13. Refer to SECTION 5 for complete diagnostic

procedures.

Poor Fuel Economy
1. Fuel leaks
2. Operator habits 2. Prolonged idling; slow acceleration; failure to cut

back on throttle once boat is on plane; boat over
loaded; uneven weight distribution
3. Engine laboring 3. Bent, damaged, or wrong propeller. Water test

boat for proper operating RPM at wide open
throttle
5. Engine compartment sealed too tight 5. Not enough air for engine to run properly
6. Boat bottom 6. Dirty (marine growth), hook, rocker
7. Turbocharger malfunction
8. Improper fuel
9. Crankcase ventilation system not working
10. Engine running too hot or too cold
11. Plugged or restricted exhaust
12. Engine 12. Low compression
13. Injectors not functioning properly
14. Injection timing incorrect

procedures.

Engine Smoking (Black)
1. Overload
3. Excessive fuel delivery 3. Refer to Section 5A
4. Injection timing over-advanced 4. Refer to Section 5B
5. Faulty injector(s) 5. Refer to Section 5C
7. Insufficient coolant temperature
8. Excessive idle time (slobber)
9. Inoperative glow plug system 9. Refer to Section 4B
10. Leaking head gaskets
11. Worn piston rings

procedures.

Engine Smoking (Blue)
1. Insufficient load 1. Check propeller
2. Low fresh water temperature (faulty thermostat) 2. Check temperature of oil and water
3. Oil leakage from turbocharger 3. Check turbocharger
4. Defective Injector O-rings
5. Worn piston rings 5. Check compression
6. Sticking piston rings 6. Check compression
7. Crankcase overfilled - incorrect dipstick reading

procedures.
Engine Smoking (White)

1. Injection timing incorrect 1. Refer to Section 5B
2. Faulty injector(s) 2. Refer to Section 5C
3. Low compression
5. Air leaks, suction side fuel line or water separat-

ing fuel filter
6. Questionable fuel quality
7. Restricted fuel return/excessive return line pres-

sure

procedures.

Exhaust Gas Temperature (High)
1. Excessive load
3. Wrong assembly - timing device - pressure regu-

lating valve
Exhaust Gas Temperature (Low)

2. Excessive idling time/light loads
3. Heater system air locked

Turbocharger
Make certain that troubles are not due to engine components, especially to injection system, before trouble-
shooting turbocharger and/or carrying out corrective action on turbocharger.

1. Smoke from exhaust 1. A. Not enough air getting to engine air intake
B. Clogged air filter
C. Boost pressure too low
D. Refer to “Engine Smoking (Black, Blue
and/or White)” in previous troubleshooting
chart
2. Loss of power 2. A. Not enough air getting to engine air intake

B. Clogged air cleaner
C. Boost pressure too low
D. Poor lubrication of turbocharger
E. Low oil pressure at turbocharger
F. Rubbing of compressor or turbine impellers
against housing
G. Defective engine gaskets allowing air or fuel
escape into exhaust or intake system
3. Unusual noises and vibrations at turbocharger 3. A. Poor lubrication of turbocharger

B. Low oil pressure at turbocharger
C. Rubbing of compressor or turbine impellers
against housing
D. Defective engine gaskets allowing air or fuel
escape into exhaust or intake system
4. Rubbing of compressor or turbine impellers 4. A. Poor lubrication of turbocharger

against housing
B. Low oil pressure at turbocharger
C. Defective bearings in turbocharger
5. Oil leakage from compressor side 5. A. Clogged air cleaner

B. Boost pressure too low

Engine Noise 4. Sometimes noises can be caused by moving
parts coming in contact with other components.
Examples are: flywheel or coupler; exhaust flap-
Important Information pers rattling against exhaust pipe; crankshaft
No definite rule or test will positively determine striking (pan, pan baffle, or dipstick tube); rocker
source of engine noise; therefore, use the following arm striking valve cover; and loose flywheel cov-
information only as a general guide to engine noise er. In many cases if this is found to be the prob-
diagnosis. lem, a complete engine teardown is not neces-
sary.
1. Noises timed with engine speed are related to
crankshaft, rods, pistons, piston pins, and fly- 5. When noise is isolated to a certain area and com-
wheel. Noises timed to one-half engine speed ponent, removal and inspection will be required.
are valve train related. Refer to proper sections of service manual for in-
formation required for service.
2. The use of a stethoscope can aid in locating a
noise source; however, because noise will travel 6. If noise cannot be distinguished between engine
to other metal parts not involved in the problem, and drive unit, remove drive from boat. Run a wa-
caution must be exercised. ter supply directly to engine. Run engine without
the drive to determine if noise is still there.
3. Try to isolate the noise to location in engine: front
to back, top to bottom. This can help determine
which components are at fault.
Valve Cover Area

Location Possible Cause
1. Valve cover area, timed to one-half engine 1. A. Rocker arm striking valve cover
speed, noise could be confined to one cylinder
or may be found in any multitude of cylinders
B. Worn rocker arm
C. Bent push rod
D. Worn camshaft
E. Sticking valve
Cylinder Area
Location Possible Causes
1. Cylinder area, may be confined to one cylinder 1. A. Sticking valve
or found in more than one cylinder, timed to
engine speed
B. Carbon build-up
C. Connecting rod installed wrong
D. Bent connecting rod
E. Piston
F. Piston rings
G. Piston pin
H. Cylinder worn

Cylinder Area (continued)
2. Engine knocking 1. A. Faulty injector (white smoke)
B. Wrong injection timing
C. Incorrect valve clearance
D. Tight piston pin
Camshaft Area
1. Camshaft area, front of engine, timed to engine 1. A. Camshaft timing gear
speed
B. Fuel pump
C. Valve lifter - camshaft wear
D. Cam bearings
2. Camshaft area, center of engine, timed to 2. A. Fuel pump

engine speed
B. Valve lifter - camshaft wear
C. Cam bearings
3. Camshaft area, rear of engine, timed to engine 3. A. Valve lifter - camshaft wear
speed
B. Cam bearings
4. Camshaft area, throughout engine, timed to 4. A. Loss of oil pressure

engine speed
B. Valve lifter - camshaft wear
C. Cam bearings

Crankshaft Area
1. Crankshaft area, front of engine, timed to engine 1. A. Crankshaft timing gear
speed
B. Engine Oil Pump
C. Rod bearing
D. Main bearing
2. Crankshaft area, center of engine, timed to 2. A. Crankshaft striking pan or pan baffle
engine speed
B. Rod bearing
C. Main bearing
3. Crankshaft area, rear of engine, timed to engine 3. A. Loose flywheel cover

speed
B. Loose coupler or drive plate
C. Loose flywheel
D. Rod bearing
E. Main bearing
4. Crankshaft area, throughout engine, timed to 4. A. Loss of oil pressure

engine speed
B. Rod bearings
C. Main bearings
Miscellaneous
1. Hissing 1. A. Leaking exhaust (manifolds or pipes)
B. Loose cylinder heads
C. Blown head gasket
2. Whistle 2. A. Boost air leak

B. Dry or tight bearing in an accessory
3. Squeaks or squeals 3. A. Drive belt slipping

B. Dry or tight bearing in an accessory
C. Parts rubbing together

Oil Pressure
1. Measuring oil pressure 1. Use a good automotive oil pressure test gauge.
Do not rely on the oil pressure gauge in the boat.
2. Check engine oil level with boat at rest in the 2. Oil level should be between the ADD and FULL
water marks
3. Oil level in crankcase above FULL mark 3. May cause loss of engine RPM, oil pressure
gauge fluctuation, drop in oil pressure, and
hydraulic valve lifter noise at high RPM
4. Oil level in crankcase below ADD mark 4. Low oil pressure; oil pressure gauge fluctuation;
internal engine noise and/or damage
5. Change in oil pressure 5. This may be a normal condition. Oil pressure

may read high in the cooler times of the day, and
when engine is not up to operating temperature.
As the air temperature warms up and engine is
running at normal opening temperature, it is nor
mal for oil pressure to drop.
6. Low engine oil pressure at idle 6. With modern engines and engine oils, low oil
pressure readings at idle do not necessarily
mean there is a problem. If valve lifters do not
“clatter” (at idle), there is a sufficient volume of
oil to lubricate all internal moving parts properly.
The reason for the drop in oil pressure is that
engine heat causes an expansion of the internal
tolerances in the engine and, also, the oil will
thin out somewhat from heat.
7. Low engine oil pressure at idle after running at a 7. Refer to No. 5 and 6, preceding
high RPM
8. Boats with dual engines 8. It is not uncommon to see different oil pressure
readings between the two engines, as long as
both engines fall within specifications.
Differences in oil pressure can be attributed to
differences in engine tolerances, gauges, wiring,
senders, etc.
9. Boats with dual stations 9. Refer to No. 8. preceding

Low Oil Pressure
1. Low oil level in crankcase
2. Defective oil pressure gauge and/or sender 2. Verify with an automotive test gauge.
3. Thin or diluted oil 3. Oil broken down; contains water or fuel; wrong
viscosity; engine running too hot or too cold;
excessive idling in cold water (condensation)
4. Oil pump 4. Relief valve stuck open; pickup tube restricted;

worn parts in oil pump; air leak on suction side of
oil pump or pickup oil tube
5. Oil leak can be internal or external 5. Oil passage plugs leaking, cracked or porous
cylinder block
6. Excessive bearing clearance 6. Cam bearings, main bearings, rod bearings
High Oil Pressure

IMPORTANT: Oil pressure slightly higher than normal does not always indicate a problem. Oil viscosity,
and weather conditions could cause high oil pressure.

1. Oil too thick 1. Wrong viscosity, oil full of sludge or tar
2. Defective oil pressure gauge and/or sender 2. Verify with an automotive test gauge
3. Clogged or restricted oil passage
4. Oil pump relief valve stuck closed

Excessive Oil Consumption
1. Normal consumption 1. One quart of oil consumed in 5-15 hours of
operation at wide-open-throttle (especially in a
new or rebuilt engine) is normal
2. Oil leaks 2. Clean bilge, run engine with clean white paper
on bilge floor, locate oil leak(s)
3. Oil too thin 3. Oil diluted or wrong viscosity
4. Oil level too high
5. Drain holes in cylinder head plugged 5. Oil will flood valve guides
6. Defective valve stem seals (if so equipped)
7. Intake manifold gasket leaking
8. Worn valve stems or valve guides
9. Defective oil cooler (if so equipped) 9. Crack in cooler tubes
10. Defective piston rings 10. Glazed, scuffed, worn, stuck, improperly
installed; ring grooves worn; improper break-in;
wrong end gap
11. Defective cylinders 11. Out of round, scored, tapered, glazed; excessive
piston to cylinder clearance; cracked piston
12. Excessive bearing clearance

Water in Engine If water is contained to cylinder(s) only, it is usually
entering through the intake system, exhaust system,
or head gasket.
Important Information
If the water is contained to crankcase only, it is usual-
IMPORTANT: First determine location of water in ly caused by a cracked or porous block, a flooded
engine. This information can be of great help bilge, or condensation.
when trying to determine where the water came
from and how it got into the engine. The three If the water is located in both the cylinder(s) and the
most common problems are “water on top of pis- crankcase, it is usually caused by water in the cylin-
tons, water in crankcase oil, water in crankcase ders getting past the rings and valves, or complete
oil and on top of pistons”. submersion.
The first step, after locating water, is to remove all the

glow plugs and pumping cylinders out by cranking
engine over. Next change oil and filter. Now, start en-
gine and see if problem can be duplicated. If problem
can be duplicated, there more than likely is a me-
chanical problem. If the problem cannot be dupli-
cated, the problem is either an operator error or a
problem that exists only under certain environmental
conditions.
Water In Crankcase Oil

1. Water in boat bilge 1. Boat has been submerged or bilge water was
high enough to run in through dipstick tube
2. Water seeping past piston rings or valves 2. Refer to “Water in Engine” (“Water On Top of
Pistons”)
3. Engine running cold 3. Defective thermostat, missing thermostat; pro-

longed idling in cold water
4. Intake aftercooler leaking into manifold.
5. Cracked or porous casting 5. Check cylinder head, cylinder block, and

aftercooler.

Water On Top Pistons
1. Rain water running onto air cleaner 1. Hatch cover
2. Backwash through the exhaust system
3. Improper engine or exhaust hose installation 3. Refer to exhaust specifications
4. Cracked exhaust manifold
5. Improper manifold to elbow gasket installation
6. Loose cylinder head bolts
7. Blown cylinder head gasket 7. Check for warped cylinder head or cylinder block
8. Porous or cracked casting 8. Check cylinder heads, cylinder block, and

aftercooler.
9. Injector cups in cylinder head
Engine Overheats (Cooling System)

IMPORTANT: The first step is to verify if the en-
gine is actually overheating or the temperature
gauge or sender is faulty
1. Seacock (seawater shutoff valve) partially or

fully closed (if so equipped)
2. Low coolant level
3. Antifreeze not mixed properly
4. Loose or broken drive belt
5. Clogged sea strainer
6. Improperly installed sea strainer 6. Mounted below level of seawater pump.

Engine Overheats (Cooling System) (continued)
7. Loose hose connections between seawater 7. Pump will suck air. Pump may fail to prime or will
pickup and seawater pump inlet (models with force air bubbles into cooling system.
belt driven seawater pump only)
8. Seawater inlet hose kinked or collapsed 8. Inlet hose must be wire reinforced to prevent col-
lapsing, and positioned to prevent kinks or re-
strictions.
9. Seawater pickup clogged
10. Obstruction on boat bottom causing water 10. Obstruction will be in front of seawater pickup,
turbulence causing air bubbles to be forced into cooling
system.
11. Defective thermostat
12. Exhaust elbow water outlet holes plugged
13. Insufficient seawater pump operation 13. Worn pump impeller
14. Obstruction in cooling system such as casting 14. Refer to water flow diagram for engine type be-
flash, sand, rust, salt, etc. ing serviced
15. Engine circulating pump defective
16. Heat exchanger cores plugged
17. Also refer to “Engine Overheats (Mechanical)”

Engine Overheats (Mechanical)
1. Engine RPM below specifications at wide- 1. Damaged or wrong propeller; growth on boat
open-throttle (engine laboring) bottom; false bottom full of water
2. Seawater pump impeller slipping
3. Exhaust restriction
4. Valve timing off 4. Gears improperly installed
5. Defective (blown) head gasket(s) 5. A defective (blown) head gasket(s) normally

cannot be detected by a compression check.
Normally the engine will run at normal
temperature at low RPM, but will overheat at
speeds above 3000 RPM.

Power Steering
Poor, Erratic, or No Assist

1. Drive belt 1. Worn, broken or out of adjustment
2. Low fluid level
3. Air in system 3. Air leak in lines, pump, or air from installation.

Refer to Section 9A for bleeding procedure.
4. Leaking hoses 4. Refer to Section 9A for bleeding procedure.
5. Steering cables and/or steering helm 5. Cable or helm partially frozen from corrosion or
rust; cable over-lubricated; improper cable
installation
6. Binding in stern drive unit 6. Refer to appropriate Stern Drive Service Manual
7. Restriction in hydraulic hoses 7. Causes a loss of pressure
8. Control valve not positioned properly, not

balanced properly, or the mounting nut is loose
9. Mounting bracket adjusting screw loose or

mounting tube is loose
10. Faulty pump 10. Flow control valve may be sticking
11. Worn piston ring or scored housing bore in 11. Causes loss of pressure
cylinder
12. Leaking valve body or loose fitting spool

Noisy Pump
1 Drive belt 1. Check belt tension
2. Low fluid level
3. Air in fluid 3. Air leak in lines, pump, or air form installation
4. Faulty Pump 4. Use stethoscope to listen for noise in pump
5. Restricted fluid passages 5. Kinks or debris in hoses or debris in passages
6. Stop nut adjusted improperly 6. Refer to appropriate Stern Drive Service Manual
7. Steering cables installed that do not meet BIA 7. Refer to appropriate Stern Drive Service Manual
standards
Fluid Leaks
1. Loose hose connections 1. Refer to Section 8A for bleeding instructions
2. Damaged hose
3. Oil leaking from top of pump 3. System overfilled; fluid contains water; fluid
contains air
4. Cylinder piston rod seal
5. Faulty seals in valve
6 Faulty seals in o-rings in pump
7. Cracked or porous metal parts

Insufficient Water Flow From Belt Driven Seawater Pump
1. Drive belt 1. Loose, worn or broken
2. Seawater shutoff valve partially or fully closed
3. Clogged sea strainer
4. Improperly installed sea strainer 4. Sea strainer mounted below level of seawater
pump.
5. Loose hose connections between seawater pick 5. Pump will suck air, pump may fail to prime or will
up and seawater pump inlet force air bubbles into cooling system
6. Seawater inlet hose kinked or plugged
7. Seawater pickup plugged
8. Obstruction on boat bottom causing water 8. Obstruction will be in front of seawater pickup,
turbulence causing air bubbles to be forced into cooling
system
9. Faulty seawater pump

REMOVAL AND
INSTALLATION
2
A
22029
MCM (STERNDRIVE) MODEL
Index
Table of Contents
Page
Torque Specifications . . . . . . . . . . . . . . . . . . . . . 2A-1
Tools/Lubricants/Adhesives . . . . . . . . . . . . . . . . 2A-1
Engine Removal . . . . . . . . . . . . . . . . . . . . . . . . . 2A-2
Engine Installation/Alignment . . . . . . . . . . . . . . 2A-5
Engine Connections . . . . . . . . . . . . . . . . . . . . . . 2A-8
2A-0 - REMOVAL AND INSTALLATION 90-861784 998

Index
Torque Specifications
IMPORTANT: Listed below are the torque specifications for those fasteners which have a specific torque
value. Tighten all other fasteners (not listed) securely.
Fastener Location Lb. Ft. ( N·m ) Lb. In. ( N·m )

Drive Unit Shift Cable or Power Shift Output Cable End Tighten Nut Until It Bottoms Out Against Flat
Guide Attaching Nut Washer; then, Back Nut Off 1 Turn
Remote Control Throttle Cable End Guide Attaching Nut Tighten Nut Until It Bottoms Out Against Flat
Washer; then, Back Nut Off 1 Turn
Remote Control Throttle and Shift Cable Barrel Attaching Securely
Nut
Rear Engine Mounts 35-40 (47-54)
Power Steering Fluid Hose Fittings (at Control Valve) 20-25 (27-34)
Sterndrive Unit Fasteners 50 (68)
Transom Assembly Fasteners 20-25 (27-34)
Seawater Pickup Block-Off Plate (on gimbal housing) 45 (5)
Drive Unit Gear Lube Monitor - 90 Degree Barb Fitting 70-90 (8-10)
Steering Cable Pivot Bolts 25 (34)
Steering Cable Coupler Nut 35 (47)
Bravo Three Propeller Nuts Front 100 (136) MINIMUM
Rear 60 (81) MINIMUM
Tools/Lubricants/Adhesives
Part Number Description
92-825407A2 Quicksilver 2-4-C Marine Lubricant
92-13872A1 Quicksilver Special Lubricant 101
92-25711-2 Quicksilver Liquid Neoprene
92-34227-1 Quicksilver Perfect Seal
Quicksilver Engine Alignment Tool [or old tool (91-57797A3) which has
91-805475A1
been modified per OEM Service Bulletin 92-4]
91-816391A4 Quicksilver Engine Coupler Spline Grease
91-806205A1 Engine Mount Installation Tool
Obtain Locally # 592 - Loctite Pipe Sealant with Teflon
90-861784 998 Index REMOVAL AND INSTALLATION - 2A-1

Engine Removal 3. Loosen hose clamp, then disconnect and suit-
ably plug fuel lines to prevent fuel in tank from
IMPORTANT: Sterndrive unit must be removed leaking into bilge.
prior to engine removal. Refer to Sterndrive Ser-
vice Manual.
1. Disconnect battery cables from battery.
2. Remove instrument harness connector plug from
engine harness receptacle.
! CAUTION
It is good practice to ventilate the engine com-
partment prior to servicing any engine compo-
nents to remove any fuel vapors which may
cause difficulty breathing or be an irritant.
b
a
! WARNING
Be careful when changing fuel system compo-
nents; diesel fuel is flammable. Be sure that the
76203
ignition key is OFF. DO NOT smoke or allow
sources of open flame in the area while changing a - Fuel Supply Line
fuel system components. Wipe up any spilled b - Fuel Return Line
contact with any hot surface which may cause it 4. Disconnect throttle cable from linkage on engine
to ignite. and retain locknuts and hardware.
b
! WARNING
! WARNING
fuel system can be a fire hazard which can cause a
serious bodily injury or death.
76207
a - Throttle Cable
b - Locknuts and Washers

Index
5. Disconnect bullet connectors of trim sender wires
(coming from transom assembly) from engine
harness.
a b c d
22232
a - Orange Wire - From Electrode on Transom Assembly

b - Red/Purple Wire - Connect (Other End) to Positive (+) Bat-
tery Terminal
c - Black Wire - From Engine Harness
d - Brown Wire - From Electrode on Transom Assembly
a 7. Disconnect seawater inlet hose from seawater

pump.
76135
a - Trim Sender Connectors
NOTE: After wires are disconnected be sure to loos-

en them from clamps or sta-straps retaining them to
engine or hoses.
6. Disconnect MerCathode wires from MerCathode
controller mounted on engine.
a
76107
a - Seawater Inlet Hose
76134
a
a - MerCathode Controller

8. Disconnect water bypass hose from overboard 10. Remove both shift cables from shift plate. Retain
discharge fitting. locknuts and hardware.
a b
a
b
b
c
72016
a - Pin And Cotter Pin

b - Locknut And Washers
c - Cotter Pin
76139
11. Disconnect any grounding wires and accessories
that are connected to engine.
a - Seawater Overboard Discharge Fitting
b - Seawater Hose 12. Disconnect (and suitably plug) fluid hoses from
power steering control valve on transom.
9. Disconnect exhaust elbow hose from exhaust
pipe.
76211
a - Rear Fitting (Pressure Hose)

b - Front Fitting (Return Hose)
a
76106
a - Exhaust Pipe Hose

Index
! CAUTION Engine
DO NOT allow lifting sling to hook or compress Installation/Alignment
engine components or damage will occur.
1. Follow instructions “a” - “e”:
13. Support engine with suitable sling, through lifting a. Be certain fiber washers (cemented in place)
eyes on engine and remove front and rear engine on inner transom plate are present. Inspect fi-
mounting bolts. Retain hardware. ber washers. Replace if worn or damaged.
b. Install double wound lockwashers onto inner
a
transom plate inside fiber washer.
c. Be certain rear engine mount locknuts are in
position as shown.
d. Lubricate exhaust hose with soap and water
to ease installation.
e. Lubricate engine coupler splines with Quick-
silver Engine Coupler Spline Grease.
76137 b
c
b
d
72023
a - Double Wound Lockwasher

b - Fiber Washer (Cemented in Place)
c - Inner Transom Plate Mount (Engine Support)
d - Locknuts (Engine Mounting Bolts)
76138
a - Front Lifting Eye
b - Rear Lifting Eye
14. Carefully remove engine. DO NOT hit power

steering control valve.

! CAUTION 6. Relieve hoist tension and disconnect sling from
engine lifting eyes.
DO NOT allow lifting sling to hook or compress
engine components or damage will occur. NOTE: Install Engine Lifting Eye Tool shown in fol-
lowing steps to help equalize load on hoist during
alignment procedure.
2. Attach a suitable sling to lifting eyes on engine
and adjust so that engine is level when sus- ! CAUTION
pended. (Refer to “Removal” section as pre-
Avoid injury or damage to product. Engine Lifting
viously outlined for location of lifting eyes.)
Eye Tool must be used for alignment procedures
3. Lift engine into position (in boat), using an over- only and is NOT to be used for installing the en-
head hoist. gine in the boat.
7. Install Engine Lifting Eye Tool 91-806451 into
! CAUTION
Lifting Eye Extension Tool 91-806442. Tighten
When lowering engine into position DO NOT set securely. Install Extension Tool with Lifting Eye
engine on shift cable. Shift cable outer casing into threaded hole in engine lifting bar as shown.
can be crushed causing difficult or improper Tighten securely, but do not overtighten. Attach
shifting. chain and hook from suitable hoist. Position hoist
so as to lift the engine vertically when raised.
4. Align rear engine mounts with inner transom
plate mounts and set onto front engine mounts
and inner transom plate mounts, while simulta-
neously aligning exhaust elbow with exhaust
tube as shown. (Do not relieve hoist tension.)
IMPORTANT: Engine attaching hardware must be
installed in sequence shown.
5. Install both rear engine mounting bolts and a
hardware as shown. Torque to 35-40 lb. ft.
(47-54 N⋅m).
b
a
76217
c b c
d
e
g
h f
72535
a - Bolt, Rear Engine Mounting

76110
b - Washer, Large Steel
c - Spacer, Metal
d - Rear Engine Mount
e - Double Wound Lockwasher a - Engine Lifting Eye Tool
f - Fiber Washer b - Lifting Eye Extension Tool
g - Inner Transom Plate Mounts c - Engine Lifting Bar
h - Locknut (Hidden in This View)

Index
Quicksilver Engine Alignment Tool (91-57797A3) c. Repeat step “c” until the alignment tool in-
Modification: stalls easily (SLIDES FREELY WITH TWO
FINGERS) all the way into and out of engine
coupler splines. Do not check by turning.
f a
e
b
b
d c
To Alpha or Bravo a
Coupling
a - Material To Be Removed (Shaded Area)

b - Measurement - 1.150 in. (29.21 mm)
c - Measurement - 2.750 in. (69.85 mm)
d - Measurement - 2.200 in. (55.88 mm)
e - Radius - .060 (1.5 mm)
f - Chamfer - .060 in. (1.5 mm) x 45 degree
IMPORTANT: The modified 91-57797A3 tool or 22029

the new tool 91-805475A1 will align all current Al-
pha One or Bravo models as well as all older en-
gines that used the older 91-57797A3. c
! CAUTION b
To avoid damage to gimbal bearing, engine cou-

pler, or alignment tool:
w DO NOT attempt to force alignment tool!
w DO NOT raise or lower engine with alignment
tool inserted (or partially inserted) in gimbal a
bearing or engine coupler.
8. Align engine as follows: 76218
a. Attempt to insert solid end of Quicksilver a - Alignment Tool

Alignment Tool through gimbal bearing and b - Gimbal Bearing
into engine coupler splines. c - Engine Coupler
b. If the tool does not fit, remove it and carefully

raise or loser the front end of the engine, as IMPORTANT: Turn both front engine mount ad-
necessary, and attempt to insert the align- justment nuts an equal amount in direction re-
ment tool. quired to align engine.
d. Adjust front engine mounts until they rest on
boat stringers.
e. Relieve hoist tension entirely and fasten both
front mounts to boat stringer using appropri-
ate hardware (lag bolts or thru-bolts, etc.).
f. Recheck alignment with alignment tool. Tool
must enter coupler splines freely. If not, read-
just front mounts.

g. When alignment is correct, tighten locknut or
nut with lockwasher on each mount securely.
h. Bend tab washer down against flat on adjust-
ing nut.
i. Remove alignment tool if not already re-
moved.
f
a
76107
d
a
2. Connect seawater bypass hose from exhaust el-
bow to overboard discharge fitting. Tighten
e clamps securely.
71969
a - Slotted Hole Toward Front of Engine a

b - Lock Nut
c - Bracket
d - Mount Adjustment Nut - turn left to lower, right to raise
e - Lag Screws (or Bolts)
f - Tab Washer
Engine Connections
IMPORTANT: When routing all wire harnesses
and hoses, be sure they are routed and secured
to avoid coming in contact with hot spots on en-
gine and avoid contact with moving parts.
1. Connect seawater inlet hose to pump. Tighten
hose clamp securely. 76139
a - Seawater Inlet Hose To Overboard Discharge Fitting

Index
3. Tighten exhaust system hose clamps securely. 4. Connect fuel lines from fuel tank(s) to engine fol-
Use two hose clamps (each side) on exhaust lowing instructions “a” and “b”. Make certain con-
hose connections. nections are secure.
a. Connect flexible fuel inlet line from fuel tank
to lower fitting on fuel distribution block and
secure as appropriate to boat connections.
b. Connect flexible fuel return line to upper fit-
ting on fuel distribution block and secure as
appropriate to boat connections.
a
76106
b
a - Exhaust Hose
a
! WARNING
Be careful when working on fuel system compo-
nents; diesel fuel is flammable. Be sure that the 76203
ignition key is OFF. DO NOT smoke or allow
sources of open flame in the area while changing a - Inlet Fitting
b - Return Fitting
fuel system components. Wipe up any spilled
contact with any hot surface which may cause it NOTE: In the above drawing, fuel hoses would be
to ignite. connected to barb fittings and secured with hose
clamps. Connect as appropriate to your boat man-
ufacturer.
! WARNING
5. Check for leaks.
serious bodily injury or death.
! WARNING

IMPORTANT: After fluid hose installation in the 7. Connect instrument extension harness to engine
following, bleed power steering system as out- harness - connector collars must be fully en-
lined in appropriate Sterndrive Service Manual. gaged and secure.
6. Connect power steering hoses to control valve.
a
Torque fittings to 20-25 lb. ft. (27-34 N·m).
! CAUTION
Route hoses exactly as shown below. This will
help avoid stress on the hose fittings and will
help avoid kinks in the hose.
IMPORTANT: Make hydraulic connections as

quickly as possible to prevent oil leakage.
IMPORTANT: Be careful not cross-thread or over-
tighten hose fittings.
76103
a - Engine Harness Connector

a
8. Connect trim position sender leads from gimbal
housing to leads from engine harness.
b
76211

b - Front Fitting (Return Hose)
IMPORTANT: When routing all wire harnesses

and hoses, be sure they are routed and secured
to avoid coming in contact with hot spots on en-
gine and avoid contact with moving parts.
76135
a b
BRN/WHT BLK
BLK BLK
24841
a - Trim Sender Wires From Engine Harness

b - Trim Sender Wires From Gimbal Housing

Index
9. Connect any grounding wires or accessories that c. Secure throttle cable with hardware (re-
may have been disconnected. tained) as shown. Tighten cable end guide
nut until it bottoms out and then back off one
IMPORTANT: Do not attach any accessory
full turn. Tighten cable barrel securely. DO
ground (–) wires to transom plate ground point.
NOT OVER-TIGHTEN, as cable must pivot
Accessory ground wires should only be attached
freely.
to ground stud on engine.
10. Connect wires to MerCathode controller assem-
bly as shown. Apply a thin coat of Quicksilver b
Liquid Neoprene to all connections.
a b c d 76207
22232
a - Cable End Guide
a - Orange Wire - From Electrode on Transom Assembly b - Locknuts and Washers
b - Red/Purple Wire - Connect (Other End) to Positive (+) Bat-
tery Terminal
c - Black Wire - From Engine Harness
d - Brown Wire - From Electrode on Transom Assembly
11. Connect throttle cable using hardware retained

and adjust as follows:
a. Place remote control handle(s) in neutral, idle
position.
IMPORTANT: Be sure that cable is routed in such
a way as to avoid sharp bends and/or contact
with moving parts. DO NOT fasten any items to
throttle cable. Outer cable must be free to move
when cable is actuated.
b. Install cable end guide on throttle lever, then
push cable barrel lightly toward throttle lever
end. (This will place a slight preload on cable
to avoid slack in cable when moving remote
control lever.) Adjust barrel on throttle cable
to align with anchor stud.

13. Refer to appropriate Sterndrive Service Manual
to install and adjust drive unit and remote control
a shift cables, using hardware retained.
IMPORTANT: Adjust shift cables as outlined in
f
appropriate Sterndrive Service Manual.
b 14. Connect battery cables to battery by FIRST con-
necting positive (+) battery cable (usually red) to
positive (+) battery terminal. Tighten clamp se-
curely. Then, connect negative (–) battery cable
(usually black) to negative (–) battery terminal.
d Tighten clamp securely.
c
NOTE: Spray terminals with a battery connection
b sealant to help retard corrosion.
Single Cable Installations
e
b
d 73348
Dual Cable Installations
a - Cable End Guide(s)

b - Locknuts and Washers
c - Spacer (Fits Over Bushings)
d - Bushings [Fit Inside Spacer or Cable Barrel(s)]
e - Cable Barrel(s) (Shown Dashed to Reveal Bushings)
f - Spacer (Fits Over Stud)
12. Check to ensure that remote control and cable

are providing proper output.

Index
IMPORTANT: Fasteners not listed should be tightened securely.
Item / Fastener Location Lb. Ft Lb. In. N·m

Alternator Brace to Alternator 192 28
Alternator Brace to Bracket 30 41
Alternator to Mounting Bracket 35 48
Alternator Mounting Bracket 30 41
Camshaft Gear 15 20
Camshaft Thrust Flange Bolts 14 19
Connecting Rod Cap (Note 1) 51 69
Crankcase Front Cover 14 19
Crankshaft Pulley 35 48
Cylinder Head (Note 2) 100 135
Exhaust Manifold 35 48
Flywheel (Note 3) 47 + 45° 64 + 45°
Flywheel Coupler 35 48
Flywheel Housing to Block 60 80
Front Mount Bracket 30 41
Fuel Injection Nozzles 35 48
Fuel Pump 25 34
Glow Plugs 144 16
Intake Manifold 35 48
Main Bearing Cap (Note 4) 95 + 45° 129 + 45°
Oil Pan 168 19
Oil Pan Drain Plug 28 37
Oil Pickup Tube 168 19
Oil Pump 168 19
Rear Main Cover 168 19
Rear Mount (MCM) 40 54
Rocker Arm Bolts 20 27
Rocker Arm Cover 72 8
Roller Lifter Restrictor Retainer Plate 144 16
Seawater Pump Brace 30 41
Seawater Pump Bracket 30 41
Note 1: Tighten both rod cap nuts to 38 lb. ft. (51 N·m) before final torque is applied.
Note 2: Refer to section for special torque steps and sequence before final torque is applied.
Note 3: Apply Quicksilver Perfect Seal to threads of all bolts prior to assembly. After final torque is applied, rotate
fasteners through the specified torque angle.
Note 4: Tighten four main bearing cap bolts to 75 lb. ft. (102 N·m) before final torque is applied. Then, rotate
fasteners through the specified torque angle.
Index
90-861784 998 MECHANICAL - 3A-1
Torque Specifications (continued)
IMPORTANT: Fasteners not listed should be tightened securely.
Item / Fastener Location Lb. Ft Lb. In. N·m

Starter Motor 50 68
Torsional Damper 90 122
Water Circulating Pump 168 19
Tools/Lubricants/Sealants
TOOLS/LUBRICANTS/SEALANTS
Description Part Number
Piston Ring Expander 91-24697
Quicksilver Loctite A 92-32609 1
Quicksilver Perfect Seal 92-34227
Quicksilver Needle Bearing Assembly Lubricant 92-42649A1
Quicksilver RTV Sealer 92-91601 1
Walker - T95 Sealant 92-808137
Cam and Lifter Prelube
Aviation Permatex #3
Obtain Locally
Loctite Hydraulic Sealant
AGS PE-12 Solvent and Penetrating Fluid
Special Tools
SPECIAL TOOLS
BRM Flex Hone
Can be ordered from:

Brush Research Manufacturing Company, Inc. GBD4-1/8
4642 East Floral Drive
Los Angeles, CA 90022
Phone: (213) 261-2193
Index
3A-2 – MECHANICAL 90-861784 998
OTC SPECIAL TOOLS
Can be ordered from: OTC Division
655 Eisenhower Drive
Owatonna, MN 55060
Phone: 1-800-533-5338 or 1-800-533-0492
Fax: 1-800-283-8665
Camshaft Bearing Remover/Installer ZTSE-1897-0
Camshaft Gear Installer ZTSE-1900-69
Camshaft Remover/Installer ZTSE-1880-D
Connecting Rod Bearing Remover/Installer ZTSE-4154
Connecting Rod Guide Protector Caps ZTSE-4153
Front Oil Seal Installer ZTSE-4130
Hydraulic Lifter Leakdown Tester ZTSE-1893
Rear Oil Seal Installer ZTSE-4131
Crankshaft and Camshaft Gear Remover ZTSE-2295-69
Crankshaft and Camshaft Gear Installer ZTSE-1900-69
Valve Spring Compressor ZTSE-1846
Valve Spring Tester ZTSE-2241
Expansion Plug Replacer ZTSE-4155A
Fuel Pump Cam Remover/Installer SE-4156
Valve Guide Bore Gauge SE-2506
Main Bearing Remover/Installer J-8080
Air Line Adaptor Tool J-23590
Valve Spring Compressor J-5892
Top Ring Groove Gauge Pins (.115 Inch) ZTSE 3020-1
Intermediate Ring Groove Gauge Pins (.098 Inch) ZTSE 3020-3
Orificed Restrictor Tool SE-4146
Index
90-861784 998 MECHANICAL - 3A-3
General Engine Rotation
Some of the repairs in this section must be completed Engine rotation terminology, at times, has caused
with engine removed from boat. Engine removal de- confusion. To clarify, engine rotation is determined by
pends upon type of repair and boat design. Place en- observing flywheel rotation from the rear (transmis-
gine on repair stand for major repairs. sion or stern drive end) of the engine looking forward
(water pump end).
Lubricate all moving parts (during reassembly) with
engine oil. Apply Quicksilver Perfect Seal on threads Propeller rotation is not necessarily the same as en-
of and under all cylinder block external bolts, screws gine rotation.
and studs. The D7.3L/270 diesel engine covered in this manual
has left-hand (CCW) rotation.
Engine Identification
The permanent engine serial number is stamped on
the top left side of the engine block.
SERIAL NUMBER
BRUNSWICK CORP.
FOND DU LAC,WIS.
54935 U.S.A. a
73181
a 71935
a - Left-Hand Rotation (CCW)
b Engine Firing Order

FRONT
Firing Order
1-2-7-3-4-5-6-8
73173
76109
a - Riveted Serial Number Plate (Top, PortSide of Engine

Block)
b - Self-Adhesive Serial Number Plate Applied to Top of Inter-
cooler
Index
3A-4 – MECHANICAL 90-861784 998
Description On engines with steel camshaft and roller lifters,
eight lifter restrictors, held in place by a retaining
Crankshaft plate, hold the hydraulic valve lifters from rotating.
The crankshaft is made of forged steel and supported

in the block by five insert type bearings. Crankshaft Cylinder Head
end thrust is controlled by flanges on the No. 5 bear-
ing. A torsional damper on the forward end of the The cylinder head assemblies are made of cast iron,
crankshaft serves to dampen any engine torsional vi- which provide superior combustion characteristics.
bration. Graphite composition head gaskets are used to re-
tard corrosion.
A helical gear on the forward end of the crankshaft
drives the camshaft.
Valve Train
Piston and Connecting Rods The valves and valve springs are of a heavy-duty de-
sign to withstand the high engine speeds encoun-
Pistons are made of an aluminum alloy; connecting tered. Intake and exhaust valve rotators are used to
rods of forged steel. help extend valve life.
Piston pins are of the free floating type permitting the Hydraulic valve roller lifters ride directly on the cam-
pin to move or float freely in the piston and rod. The shaft lobes and transmit the thrust of the lobes to the
pin is held in place with retaining rings. push rods which in turn actuate the valves through
The D7.3L engine piston crown is anodized. This an- the rocker arm.
odized surface is more resistant to cracks caused by In addition to transmitting thrust of the cam lobes, the
the increased firing pressures and combustion tem- hydraulic roller lifters also serve to minimize engine
peratures associated with turbocharging. noise and remove any clearance (lash) from the
The piston pin outer diameter has been increased valve train thereby keeping all parts in constant con-
verses the normally aspirated engine to assure reli- tact.
ability of the piston pin. The valve lifters also are used to lubricate the valve
The top compression and intermediate ring on the train bearing surfaces.
D7.3L are a Keystone design (trapezoidal or ta-
pered). The top ring is designed at a 15° angle, while
the intermediate ring is at a 6° angle. These features
improve ring life and decrease the potential for ring
sticking. The oil control ring is a conventional rectan-
gular design.
Because of the Keystone ring design, measurement
of the ring groove wear must be accomplished in a
special manner, as outlined later in this section.
Camshaft and Drive

Camshafts are made of steel. All camshafts are driv-
en at one-half crankshaft speed by timing gears, and
are supported by five main bearings, which are
pressed into the block. The end thrust of the cam-
shaft is controlled by a thrust flange located between
the front camshaft journal and thrust flange spacer.
Index
90-861784 998 MECHANICAL - 3A-5
Lubrication System VALVE LIFTERS, PUSH RODS, ROCKER ARMS
AND PISTON COOLING JETS
The lubrication system is pressure regulated, cooled
and full flow filtered. In addition to providing engine Tow tappet galleries, fed from the main oil gallery
lubrication, pressurized lube oil is used to control fuel (through nr1 main bearing bolts holes) intersect each
delivery in the hydraulically actuated electronically tappet bore to provide pressurized lube oil to the
controlled unit injectors. valve lifters and piston cooling jets. The valve rocker
arms and push rods are lubricated via oil passing
from the lifter ball socket upward through hollow push
SUMP, PICK–UP TUBE, PUMP, OIL COOLER rods to rocker arms. Oil drains back to sump through
AND FILTER holes at each end of cylinder heads under the valve
Lube oil is drawn from the oil sump through the pick– covers.
up screen, and tube into the oil pump. The oil pump
is of the Gerotor type with the rotor portion driven di- OIL RESERVOIR AND HIGH PRESSURE PUMP
rectly by flats on the nose of the crankshaft. The
pump housing is bolted to the front cover. Pump inlet The oil reservoir, used to maintain a ready supply of
and outlet passages are through ports in the front oil to the high pressure pump, is filled via two pas-
cover. Lube oil enters the oil cooler header through sages. For initial startup, oil is directed from the oil
a passage in the front cover. (At initial engine startup, pump discharge port through a passage in the crank-
a small portion of the oil is passed directly from the case which also contains an anti–drain back check
pump to the oil reservoir situated on the top of the ball. This reservoir oil supply quickly replenishes oil
front cover. This will be covered in more details later to the high pressure pump during cold cranking to in-
in this section). Oil flows from the oil cooler header sure sufficient oil pressure to operate the injectors for
around the oil cooler tubes to the oil filter assembly. quick starts. The primary reservoir oil supply is con-
Filtered oil then passes through the filter (from ele- tinuously fed from the left bank tappet gallery up
ment outside to inside) to the main oil gallery in the through the front cover and discharges oil by a stand
crankcase. The oil pressure regulator controls lube pipe near the top of the reservoir so that oil can not
oil pressure via a spring loaded plunger which re- drain out.
lieves oil back to sump once operating pressure is
reached. The filter housing also contains a by–pass
valve allowing oil to pass directly to the main oil gal-
lery should the filter become excessively restricted.
MAIN BEARINGS, ROD BEARINGS AND

CAMSHAFT JOURNALS
The five crankshaft main bearings are oil fed through
drilled passages in the crankcase directly from the
main oil gallery. Connecting rod bearings are individ-
ually fed through drilled passages in the crankshaft
from main rod journals and received pressurized oil
from the main bearings. The camshaft journals are
fed through passages drilled vertically through the
main bearing webs.
Index
3A-6 – MECHANICAL 90-861784 998
Engine Lubrication System Flow Chart
76222
76223
1 - Camshaft Gear
2 - Camshaft Thrust Plate
3 - Camshaft
4 - High Pressure Lube Oil Reservoir
5 - Piston Cooling Jets (8)
6 - Hydraulic Valve Lifter Oil Gallery
7 - Turbocharger Pedestal
8 - Turbocharger Assembly
9 - Hydraulic Valve Lifter
10- Push Rod
11- Valve Level Assembly
12- Intake/Exhaust Valve
13- Main Oil Gallery
14- Main Crankshaft Bearings
15- Oil Filter Bypass Valve
16- Oil Filter
17- Oil Pressure Regulating Valve
18- Oil Cooler
19- Oil Cooler Header
20- Oil Pick-Up Tube
21- Oil Pump
22- Connecting Rod Bearings
23- Check Valve
Index
90-861784 998 MECHANICAL - 3A-7
Cylinder Head and Valves
76213
Cylinder Head and Valves 17- Cylinder Head (2)

18- Cylinder Head Mounting Bolt (36)
1 - Oil Filler Cap 19- Cylinder Head Plug (8)
2 - R.H. Valve Cover 20- Injector Sleeve (8)
3 - Valve Cover Gasket (2)
21- O-Ring (6)
4 - Intake Manifold
22- Plug (6)
5 - Lifting Eye (2) 23- O-Ring Boss Plug (4)
6 - L.H. Valve Cover 24- O-Ring (4)
7 - Lever Assembly Mounting Screw (32)
25- O-Ring (4)
8 - Intake Valve Lever Assembly (8) 26- Back-Up Supply Rail Ring (4)
9 - Exhaust Valve Lever Assembly (8) 27- High Press. Pump Gallery End Plug (4)
10- Key Retainer (32)
28- O-Ring (4)
11- Valve Rotator (16)
29- Fuel Gallery Plug (4)
12- Valve Spring (16) 30- Plug (4)
13- Valve Seal (16) 31- Steel Ball (8)
14- Intake Valve Stem (8)
32- Cylinder Head Gasket (2)
15- Exhaust Valve (8)
16- Pipe Plug (4)
Index
3A-8 – MECHANICAL 90-861784 998
Cylinder Head Major Components
1 - Injector Solenoid Harness Connector (4)

2 - Injector Assembly (4)
3 - Valve Lever Assembly (8)
4 - Valve Cover Gasket
5 - Rotator (8)
Index
90-861784 998 MECHANICAL - 3A-9
Specifications
Exhaust Valves
Stem Diameter. 0.31185 – 0 .31255 in. (7.9210 – 7.9388 mm)
Stem to Guide Clearance (Max. Allowable Before Re- 0.0055 in. (0.140 mm)
placement)
Face to Stem Run–Out (T.I.R. Max.) 0.002 in. (0.05 mm)
Valve Face Angle 37.5°
Valve Face Margin (Min.) 0.054 in. (1.37 mm)
Intake Valves
Stem Diameter 0.31185 – 0.31255 in. (7.9210 – 7.9388 mm)
Stem to Guide Clearance (Max. Allowable Before Re- 0.0055 in. (0.140 mm)
placement)
Face to Stem Run–Out (T.I.R. Max.) 0.002 in (0.05 mm)
Valve Face Angle 30°
Valve Face Margin (Min) 0.066 in. (1.67 mm)
Cylinder Heads
Bore Diameter in Cylinder Head Not Available
Valve Guide Insert (Service) 0.5634–0.5644 in. (14.310–14.336 mm)
Valve Guide O.D. (Service) 0.5648–0.5652 in. (14.346–14.356 mm)
Inside Diameter of Valve Guide Inserts (Service) 0.3141–0.3151 in.(7.978–8.004 mm)
Valve Guide Bore Finish (Micro inches) 63
Valve Guide Bore Run–Out 0.002 in. (0.05mm)
Valve Guide Taper (Max.) 0.004 in. (0.10mm)
Valve Guide Length (Service) 2.440 in. (62.08mm)
Valve Seat Width (Int. & Exh.) 0.065 – 0.095 in. (1.65 – 2.41 mm)
Valve Seat Angle (Int.) 30°
Valve Seat Angle (Exh.) 37.5°
Valve Seat Run–Out (T.I.R. Max.) 0.002 in (0.05 mm)
Valve Seat Insert O.D. (Exhaust Only) 1.7761 – 1.7771 in. (45.113 – 45.138 mm)
Valve Seat Insert I.D. (Exhaust Only) 1.449 – 1.459 in. (36.80 – 37.06 mm)
Valve Seat Insert O.D. (Intake Only) 1.7381 – 1.7391 in. (44.148 – 44.173 mm)
Valve Seat Insert I.D. (Intake Only) 1.431 – 1.441 in. (36.35 – 36.60 mm)
Valve Seat Insert Counterbore Diameter – Cylinder Head Not Available
Gasket Surface Flatness 0.001 inches (0.025 mm) in 2 inches; 0.004 inches (0.10
mm) overall
Gasket Surface Finish (Micro inches) 63 – 125
Deck to Deck Dimension (Head Thickness Overall) 5.095 – 5.105 in. (129.41 – 129.67 mm)
Index
3A-10 – MECHANICAL 90-861784 998
Valve Head Recession Relative To Deck (Head Gasket) Surface On Cylinder
Head
Intake 0.046 – 0.058 in. (1.17 – 1.47 mm)
Exhaust 0.052 – 0.064 in (1.32 – 1.63 mm)
Valve Spring
Free Length 2.075 in. ± 0.150 in. (52.70 mm ± 3.8 mm)
Test Length 1.352 in. (34.34 mm)
Open 68–85 lbs.
Closed 225–249 lbs.
Push Rod
Run Out (Max. TIR) 0.02 in. (0.5 mm) Max.
Special Torque Values

Cylinder Head Bolt Torque See “Special Torque Procedures”
Fuel Injector Hold Down Clamp Mounting Bolt 105 lb.in. – (12 Nm)
Fuel Injector Hold Down Clamp Shoulder Bolt 105 lb.in. – (12 Nm)
Fuel Rail End Plug 96 lb.in. – (11 Nm)
Glow Plug (See Note 1) 168 lb.in. – (19 Nm)
Oil Deflector Mounting Bolt 108 lb.in. – (12 Nm)
Oil Rail Drain Plug 50 lb.in. – (6 Nm)
Oil Rail End Plug (See Note 2) 60 lb.ft. – (81 Nm)
Valve Cover Mounting Bolt See “Special Torque Procedures”
Valve Lever Mounting Bolt See “Special Torque Procedures”
NOTE: 1 – Apply ”Never Seez” compound (P/N 634 227 C1) to threads prior to assembly.
NOTE: 2 – Apply Loctite #277 to threads of bolts prior to assembly.
Index
90-861784 998 MECHANICAL - 3A-11
Special Torque Procedures 2. Use step 3 to tighten cylinder head mounting
bolts in a linear sequence.
Valve Cover Mounting Bolts
Step 3. 105 lb.ft. (142 N⋅m)
Install and tighten all valve cover mounting bolts to 97
lb-in. (11 N⋅m) in a line sequence as shown.
Valve Lever Post

Use the following procedure when positioning the
timing mark for valve lever post bolt torque.
1. Use steps 1 and 2 to tighten cylinder head mount-
ing bolts in a circular sequence. 1. Rotate the crankshaft until damper notch is 15°
(ATDC) from vertical. This positions all pistons
Step 1. 65 lb.ft. (88 N⋅m) below TDC, so valves do not contact pistons
Step 2. 85 lb.ft. (115 N⋅m) when tightening valve lever assemblies.
2. Tighten each pair of valve lever post bolts down
EVENLY to 20 lb.ft.-(27 N⋅m).
1 - Valve Lever Assembly

2 - Valve Lever Post Bolts
Index
3A-12 – MECHANICAL 90-861784 998
Special Service Tools Cylinder Head
TOOLS DESCRIPTION Cylinder Head Disassembly
ZTSE-4297 Cylinder Head Lifting Bracket
ZTSE-2482A Compression Gauge VALVE COVER REMOVAL - RIGHT VALVE
COVER
ZTSE-4292 Compression Gauge Adapter
ZTSE-2241 Valve Spring Tester 1. Remove all items that are attached to the valve
ZTSE-4298 Valve Spring Compressor covers.
ZTSE-4302 Injector Sleeve Remover 2. Remove two (2) stud nuts and eight (8) valve cov-
ZTSE-4300 Injector/Front Seal Removal er mounting bolts. Remove valve cover.
ZTSE-4303 Injector Sleeve Installer
ZTSE-4301 Injector Tip Brush
ZTSE-4304 Injector Sleeve Brushes
ZTSE-4305 Injector Sleeve Seat Brush
ZTSE-4308 Cylinder Head Coolant Plate
ZTSE-43862 Cylinder Head Bolt Bottom Tap
ZTSE-1879 Slide Hammer 5/8 inch (16 mm)
ZTSE-4299 Injector Holder Rack and Caps
ZTSE-4320 Cleaning Brush Set
ZTOEM-4263 Slide Hammer 1/2 inch (13 mm)
ZT-8006 Slide Hammer Adapter 5/8 inch 1 - Valve Cover
2 - Nut
(16 mm) to 1/2 inch (13 mm)
3 - Valve Cover Mounting Bolt
ZTSE-4354 Injector Remover
ZTSE-4353 Injector Installer
3. Remove right valve cover from cylinder head.
OEM-1272 Dye Penetrant Kit
Index
90-861784 998 MECHANICAL - 3A-13
VALVE COVER REMOVAL - LEFT VALVE 3. Disconnect four (4) clip style injector solenoid
COVER harness connectors from injector solenoids by
spreading tabs and pushing down.
1. Before left valve cover can be removed, the fol-
lowing parts must first be taken off:
a. Crankcase breather elbow.
b. Crankcase breather assembly.
2. Remove two (2) stud nuts securing glow plug
relay bracket to valve cover.
1 - Injector Solenoid Harness Connector

2 - Injector Solenoid
3 - Fuel Injector
1 - Valve Cover Mounting Bolt IMPORTANT: Do Not not spread tabs out to far as
2 - Valve Cover Mounting Stud Nut they may crack or break off connector.
3 - Valve Cover
4. Remove valve cover gasket with under valve
cover harness.
3. Remove the remaining four (4) stud nuts and
three (3) valve cover mounting bolts.
VALVE COVER GASKET REMOVAL
NOTE: Before valve cover gasket can be removed,

all electrical wiring must be disconnected as follows:
1. Disconnect wiring harness from valve cover gas-
ket (at two locations).
2. Remove four (4) glow plug leads.
1 - Gasket With Under Valve Cover Harness

2 - Injector Solenoid Harness Connectors
3 - Glow Plug Leads
NOTE: Valve cover gasket is reusable.
1 - Glow Plug Leads
IMPORTANT: Do Not pull on wires.
Index
3A-14 – MECHANICAL 90-861784 998
GLOW PLUG REMOVAL
1. Using a 10 mm deep socket, remove four (4) glow

plugs [per head].
1 - Valve Lever Assembly

2 - Valve Lever Mounting Bolt
1 - Glow Plug
2 - Glow Plug Lead
NOTE: Intake and Exhaust valve lever assemblies
are different. Mark each location to allow for correct
OIL DIRECTOR REMOVAL installation.
1. Remove the four (4) oil director spouts.
VALVE LEVER DISASSEMBLY
Disassemble valve lever assembly as follows:

1. Using caution, remove valve lever clip securing
valve lever, valve lever post and 3/8 inch (10 mm)
chrome ball together.
1 - Oil Director Spout Mounting Bolt

2 - Oil Director
3 - Fuel Injector
VALVE [ROCKER] LEVER REMOVAL
1. Remove valve lever mounting bolts.

2. Lift valve lever assembly from head.
1 - Valve Lever Clip

2 - Valve Lever Post
3 - Chrome Ball
4 - Valve Lever
IMPORTANT: Be sure to place chrome ball into a

container to prevent loss.
2. Remove 3/8 inch (10 mm) chrome ball from cup
on valve lever.
3. Separate valve lever from valve lever post.
Index
90-861784 998 MECHANICAL - 3A-15
Valve Lever Cleaning and Inspection
Clean all parts with a suitable solvent use filtered
compressed air to dry the parts.
Inspect valve tips and corresponding valve lever
pads for pitting or scuffing. Inspect ball and ball sock-
ets in lever for scuffing. Replace levers as required.
Inspect lever post ball socket for excessive wear. In-

spect bolts for thread damage, replace worn compo-
nents as required.
VALVE LEVER REASSEMBLY
1. Reassemble valve lever assembly component

parts as follows:
NOTE: Check that retaining clip is installed correctly.

1 - Retaining Clip
3 - Chrome Ball
4 - Valve Lever
5 - Valve Lever Assy. (Two Views)
Step 1. Place chrome ball on valve lever cup and lu-

bricate with clean engine oil.
Step 2. Place valve lever post on chrome ball.
Step 3. Snap retaining clip over valve lever post
groove.
1 - Retaining Clip
2 - Valve Lever
4 - Pivot Ball
Index
3A-16 – MECHANICAL 90-861784 998
PUSH ROD REMOVAL
1. Remove push rods and identify each so they are

returned to their original positions during installa-
tion.
1 - Fuel Galley Port

2 - Fuel Galley Drain Plug
1 - Push Rod
2 - Fuel Injector
DRAIN CYLINDER HEADS AND HIGH

PRESSURE PUMP RESERVOIR
! WARNING
BEFORE PERFORMING THIS PROCEDURE, BE
SURE THE HIGH PRESSURE PUMP RESERVOIR
AND ITS HYDRAULIC LINES HAVE BEEN
DRAINED OF OIL. IF THE HIGH PRESSURE
PUMP IS STILL MOUNTED TO THE FRONT COV-
ER, REFER TO SECTION 10 FOR FURTHER IN-
FORMATION.
1 - Fuel Gallery Drain Plug

IMPORTANT: The fuel rails, oil rails and high
pressure pump reservoir must be drained prior to
removing the injectors to prevent leakage into
the cylinder bore.
1. Drain fuel galleries by removing O-Ring plugs at
each end of both cylinder heads
Index
90-861784 998 MECHANICAL - 3A-17
2. Drain oil galleries by removing four (4) O-Ring 2. Disengage injector hold down clamp from shoul-
plugs located under valve cover. der bolt by sliding clamp upward away from valve
springs, then, up and over head of shoulder bolt.
2
1 - Oil Gallery Drain Plug

2 - Oil Gallery Drain Plug Port
INJECTOR REMOVAL
NOTE: Injectors can be removed with valve rocker

levers in place.
1. Remove all outboard (exhaust side) injector hold
down clamp mounting bolts securing injectors.
1 - Shoulder Bolt
2 - Hold Down Clamps
NOTE: The shoulder bolt on the inboard side does

not have to be removed.
1 - Shoulder Bolt
2 - Fuel Injector
3 - Hold Down Clamp Bolt
4 - Hold Down Clamp
NOTE: Shoulder bolt on inboard side is not accessi-

ble and does not require removal.
Index
3A-18 – MECHANICAL 90-861784 998
3. Remove fuel injector as follows:
a. Install injector removal tool ZTSE4354 under
hold down clamp.
1 - Hold Down Clamp

2 - Fuel Injector
3 - Shoulder Bolt
6. If required, remove four (4) shoulder bolts.

1 - Removal Tool
2 - Removal Tool Lip SENSOR REMOVAL
3 - Stub
4 - Hold Down Clamp 1. Remove Injection Control Pressure sensor to-
5 - Cylinder Head
6 - Fuel Injector
gether with O-Ring from left front cylinder head
(inboard side). Discard O-Ring and replace with
new.
IMPORTANT: Be sure the lip of the removal tool
slides under hold down clamp and stub of tool is
braced against the cylinder head wall.
4. Install “T” screw into hold down clamp and turn
screw until fuel injector is unseated.
1 - Injection Control Pressure Sensor

2 - O-Ring
3 - Left Cylinder Head
1 - “T” Screw
2 - Hold Down Clamp
3 - Fuel Injector
5. Lift injector straight up and out of injector bore,

taking care not to damage O-Rings.
Index
90-861784 998 MECHANICAL - 3A-19
CYLINDER HEAD REMOVAL
1. Remove the eighteen (18) cylinder head bolts.
1 - Crankcase
1 - Flange Head Cylinder Head Mounting Bolt 2 - Lifting Bracket
3 - Cylinder Head
NOTE: The cylinder head bolts are the flange head

type which do not require washers. All head bolts are 4. Remove cylinder head gasket. Be careful not to
the same length. damage cylinder head locating dowel sleeves.
2. Attach lifting bracket ZTSE4297 to cylinder head
using four (4) lifting bracket mounting bolts. Lo-
cate bracket in the center of the head.
Cylinder Head Cleaning
1. With valves installed to protect the seats, remove
deposits and gasket material from valve heads
and gasket surface with a scraper and wire
brush. BE CAREFUL NOT TO DAMAGE CYL-
INDER HEAD GASKET SURFACE.
2. Use a suitable solvent to remove dirt grease and
other deposits; clean all bolt holes; be sure gas-
ket surfaces, oil return and water passages are
clean. Blow out with filtered compressed air.
NOTE: Make sure crankcase threads and cylinder
head bolts are clean. DIRT IN THREADS OR DAM-
AGED THREADS MAY CAUSE BINDING AND RE-
1 - Cylinder Head Lifting Bracket SULT IN A FALSE TORQUE READING. Use bot-
2 - Lifting Bracket Mounting Bolts toming tap (ZTSE-43862) (Metric) to clean each
tapped hole in crankcase top deck. Then remove de-
bris from holes with filtered compressed air.
IMPORTANT: Be sure cylinder head lifting brack-
et is mounted in the center of the cylinder head.
NOTE: Lifting bracket allows cylinder head to lift
squarely with crankcase.
3. Install a suitable lifting sling to lifting bracket and
carefully remove each cylinder head.
Index
3A-20 – MECHANICAL 90-861784 998
Cylinder Head Inspection
NOTE: Cylinder head condition must be evaluated
by inspecting for warpage, thickness, cracks or valve
leakage.
CHECK FOR THICKNESS
1. Remove mounting hardware securing air intake

covers to cylinder head.
2. To determine if cylinder head has previously
been resurfaced, use an outside micrometer and
measure cylinder head thickness at all four cor-
ner locations. If minimum specification is not met,
replace the head. (Refer to SPECIFICATIONS.)
1 - Straightedge
2 - Cylinder Head
IMPORTANT: Replace cylinder head if any one of

the inspection criteria does not meet specifica-
tions. Cylinder heads cannot be resurfaced, be-
cause removal of bottom deck material will result
in piston to valve contact.
3. Prior to valve removal, check valve head reces-
sion (Relative to deck) as follows: [Intake & Ex-
haust]
a. Set surface gauge on cylinder head deck and
zero the dial indicator.
1 - Micrometer
2 - Cylinder Head b. Move dial indicator onto the valve and record
the reading.
c. Refer to specifications for intake and exhaust
INSPECT FOR WARPAGE valve recession. If out of specifications, valve
and valve seat require replacement.
Using a straightedge and feeler gauge, check the cyl-
inder head gasket surface for warpage utilizing the
checking pattern. Replace cylinder head if beyond
specified limits. (See SPECIFICATIONS)
Index
90-861784 998 MECHANICAL - 3A-21
INSPECT FOR CRACKS STEP ONE - Spray the cleaner onto the lower deck
(USING DYE PENETRANT METHOD OEM - (gasket surface) of the head and wipe dry.
1272)
STEP TWO - Spray on the dye penetrant. Allow the
dye to remain on the surface from one to thirty min-
Visually inspect for cylinder head cracks using the utes.
four step dye penetrant method as follows:
STEP THREE - Wipe the dye off the surface.
NOTE: Dye will remain in any cracks during the “wipe
off” step.
STEP FOUR - Spray on the developer and let dry for
five to fifteen minutes.
NOTE: Cracks will show up as purple lines against
the white developer.
IMPORTANT: If any cracks are present, replace

the cylinder head.
CHECK FOR VALVE LEAKAGE

(USING MINERAL SPIRITS)
Visually inspect for valve leakage as follows:

Position the cylinder head on wood blocks with the
gasket surface facing down.
Squirt mineral spirits into the valve ports.
1 - Valve Ports
Index
3A-22 – MECHANICAL 90-861784 998
Wait five minutes, using an inspection mirror and
light, visually inspect the valve perimeter area for
leakage of the mineral spirits. Check all intake and
exhaust valve ports.
IMPORTANT: There should be no leakage. re-
conditioning is not required if the cylinder head
passes the mineral spirits test. if leakage is ob-
served, the valves require reconditioning. Refer
to “cylinder Head Reconditioning” in this sec-
tion. This test does not check for condition of
valve guide or valve stem-to-guide clearance
1 - Mirror
2 - Valve
Cylinder Head Reconditioning
VALVE DISASSEMBLY
1. Remove valves from cylinder head as follows:
1 - Valve Spring Compressor Tool

2 - Retainer Keys
3 - Rotator
4 - Valve Spring
5 - Valve Stem
6 - Valve Seal
Index
90-861784 998 MECHANICAL - 3A-23
a. Using valve spring compressor ZTSE-4298 REFACE VALVES
compress valve springs and remove retainer
keys. NOTE: If valves are in a serviceable condition, reface
b. Remove valve rotator. the valve to the specified angle, as required.
c. Remove valve spring. IMPORTANT: Intake and exhaust valves have the
same stem length and diameter, however, the in-
d. Push down on valve stem and remove valves take valve has a dimple located on the bottom of
seal. the valve while the exhaust valve is unmarked.
e. Remove valve.
IMPORTANT: Keep valves and their related parts
together so they may be installed in their respec-
tive positions.
f. Repeat steps a thru e for each valve.
NOTE: If valve does not slide out easily, inspect valve
stem for burrs. If a burr is present, remove it to pre-
vent valve guide damage. Keep valves in order so
they can be reinstalled into their original positions.
Valves
1 - Intake Valve With Dimple
Cleaning 2 - Exhaust Valve
1. Remove all carbon from valve stems and valve
heads using a suitable solvent and a fine brass 1. Reface the valves as follows:
wire brush. a. Dress cutting stone prior to refacing valves,
using dressing stud attachment or grinder.
b. Install valve in grinder and set to specified
Inspection angle.
1. Visually inspect each valve, replacing any that c. Grind valve face. Remove only minimum
show evidence of burn marks, warpage, scuffing amount of material necessary to true valve
or bending. face.
2. Measure each valve stem for wear using mi- 2. Measure valve face margin at four locations us-
crometer to measure valve stem diameter. Re- ing a caliper.
cord readings.
3. Using the valve stem diameter and valve guide
inside diameter measurements, determine valve
stem-to-guide running clearance. Refer to “Spec-
ifications”. Replace valve or valve guide as re-
quired.
Index
3A-24 – MECHANICAL 90-861784 998
NOTE: An insufficient margin will not provide proper
heat dissipation and lead to warpage or breakage.
VALVES GUIDES
Cleaning
1. Using a nylon brush, soap and water, clean valve
guide bores in cylinder head.
2. Blow out any residue with filtered compressed
air.
Inspection
1. Using an appropriate valve guide bore gauge or
a telescoping gauge and micrometer, check for
proper guide bore diameter. Refer to valve guide
bore diameter dimensions in “Specifications”.
2. Replace guides having bore diameters, tapers
and/or run-out beyond specified limits.
Valve Seats
Cleaning
1. Clean valve seat area using suitable solvent,
prior to visual inspection.
Inspection
1. Visually inspect the exhaust valve seats for wear,
burned or cracked condition. These conditions
require valve seat replacement.
Index
90-861784 998 MECHANICAL - 3A-25
Valve Seat Resurfacing Replacement Valve Seats
1. Resurface valve seat as follows: NOTE: Replacement valve seats are available.
a. Lightly lubricate and install correct size pilot
into valve guide bore.
b. Choose correct angle grinding stone and
dress stone. Refer to “Specifications” for
valve seat angles.
c. Install grinding stone over pilot.
d. Lower grinder head over pilot shank until
wheel barely clears the valve seat. Turn on
power. GENTLY apply grinding wheel to
valve seat with little pressure other than
weight of the wheel.
e. Raise wheel frequently to prevent overheat-
ing.
f. Grind seat to a smooth even surface.
Index
3A-26 – MECHANICAL 90-861784 998
2. After grinding, check valve seat width using a dial 4. After resurfacing valves and seats, insert valves
caliper. Refer to “SPECIFICATIONS” for seat in clean valve guide and check valve face contact
width limits. If seat widths are excessive, they with valve seat using Prussian Blue as follows:
may be corrected by grinding with a 15 degree
a. Spread thin film of Prussian Blue on valve
smaller angle stone.
face. Insert valve into its guide.
b. Apply pressure on exact center of valve head
while making a quarter turn in the seat.
c. Remove valve, inspect impression made on
seat and on valve face.
d. Bluing should appear around entire contact
surface of valve face and valve seat to be ac-
ceptable. CHECK SEVERAL TIMES TO
PREVENT ERROR. If acceptable, proceed
with valve installation.
5. It is important to have the finished seat face con-
tact the approximate center of valve face. Posi-
tion valves in cylinder head. Place a thin coat of
Prussian Blue on each valve face and tap valve
lightly to its seat. Refer to valve resurfacing in this
section for instructions for proper use of Prussian
Blue.
IMPORTANT: If a new valve will not correct an ex- NOTE: This is merely for test and proof of results of
cessive recession condition, a valve seat must refacing and reseating operations. A poor grind job
be installed. If the valve face protrudes above the cannot be corrected by lapping. Inspect each valve
deck, the valve seat will have to be reground for seat dimensions as outlined in specifications and
deeper into the head. make any necessary corrections. Corrections
should always be made on the seat and not valve
3. After grinding valve seat, check seat for reces- face.
sion using a depth gauge and micrometer. Valve
seat recession should not exceed limits shown in Valve recession may be checked by using a straight-
“SPECIFICATIONS”. edge and feeler gauge or surface gauge. Refer to
“SPECIFICATIONS” for recession limits. If reces-
sion is excessive install a new valve. If the valve pro-
trudes above the deck, regrind the valve seat.
1 - Straightedge
2 - Feeler Gauge
Index
90-861784 998 MECHANICAL - 3A-27
Valve Springs 4. Replace any spring assembly which fails visual
or functional inspection.
CLEANING
VALVE KEEPERS
1. Clean all valve springs and seats in a suitable sol-
vent. 1. Visually inspect inside for shearing and outside of
keepers for wear.
INSPECTION 2. Replace any worn keepers in pairs, as required.
1. Visually inspect valve spring for rust, pitting and

cracks. Look for spring distortion. Cylinder Head Pressure Test
2. Spring ends must be flat and square to prevent Use the following steps to perform cylinder head
lateral loads on valve stem. pressure test.
NOTE: Out of square springs place a side load on the 1. If removed, install shoulder bolt into cylinder
stem causing rapid guide wear. head. Tighten to special torque value.
3. Refer to “SPECIFICATIONS” and test:
Valve spring free length.

Valve spring length under load. Use spring tester
ZTSE2241.
1 - Shoulder Bolt
2 - Cylinder Head
2. Install fuel injectors into cylinder head injector

bores and secure. Tighten to special torque val-
ue.
1 - Scale
2 - Valve Spring
3 - Load Indicator
Index
3A-28 – MECHANICAL 90-861784 998
3. Remove fitting or plug from cylinder head and
install pressure test regulator/gauge assembly.
1 - Pressure Plate Mounting Bolts (18)

2 - Spray Bottle
1 - Fuel Injector
2 - Pressure Regulator/Gauge
NOTE: If leakage is observed at any port, upper or
lower cylinder head deck, REPLACE CYLINDER
4. Install cylinder head pressure plate on gasket HEAD.
side of cylinder head. Secure plate to cylinder
head using eighteen (18) mounting bolts.
Fuel Injector Sleeve Replacement
NOTE: If the injector sleeve is going to be removed
when In-chassis, place a cork plug into the bore (to
prevent debris entering bore or onto piston) before
performing procedure.
Use the following steps to remove fuel injector
sleeves.
1 - Pressure Plate Mounting Bolts (18)

2 - Pressure Plate
3 - Pressure Gauge and Regulator
5. Spray a soapy water mixture into valve bores.

Apply air pressure and adjust to 18 - 20 psi
(124-138 kPa) and visually inspect for leaks at
the following:
a. Ports
b. Upper cylinder head deck
c. Lower cylinder head deck
d. Nozzle sleeve area
Index
90-861784 998 MECHANICAL - 3A-29
NOTE: If using a 5/8 inch (16 mm) slide hammer
(ZTSE1879) perform the following:
a. After inserting injector sleeve remover tool
(ZTSE4302) into injector sleeve, attach slide
hammer adapter (ZT8006) into sleeve re-
mover tool.
b. Screw slide hammer into shank of slide ham-
mer adapter.
4. Remove fuel injector sleeve.
1 - Adapter
2 - Fuel Injector Sleeve
3 - Fuel Injector Bore
5. Insert a stiff wire brush (ZTSE4305) into fuel in-

jector bore and remove deposits and hardened
sealant from bore.

3 - Injector Sleeve Remover Tool
4 - Slide Hammer
1. Insert injector sleeve remover tool (ZTSE4302)

into fuel injector sleeve.
2. Turn injector sleeve remover tool to cut threads
into fuel injector sleeve.
3. Screw slide hammer (ZTOEM4263) into shank of
injector sleeve remover tool.
1 - Wire Brush
6. Remove oil gallery plug, located on top of oil rail

of fuel injector bore where sleeve was removed.
Index
3A-30 – MECHANICAL 90-861784 998
7. Insert a small stiff nylon brush (ZTSE4320) into 10. Using compressed air to clean out all fuel and oil
oil gallery for cleaning. galleries of all debris.
1 - Galley
3 - Air Nozzle
11. Attach a new fuel injector sleeve to adapter

(ZTSE4303) and apply Loctite 262 to fuel injec-
tor sleeve at:
1 - Small Nylon Brush a. Wall (end)
2 - Oil Galley Port
3 - Fuel Injector Bore b. Upper Wall (top)
8. Remove two (2) oil gallery plugs and two (2) fuel
gallery plugs from the cylinder head. One plug is
located on each end of the cylinder head.
9. Clean fuel gallery with a small stiff nylon brush
(ZTSE4320).
1 - Adapter
3 - Loctite Application Area
Use the following steps to install a new fuel injector

sleeve.
1 - Nylon Brush
2 - Fuel Gallery
1 - Adapter
2 - Injector Sleeve
3 - Hammer
Index
90-861784 998 MECHANICAL - 3A-31
12. Insert sleeve into fuel injector bore.
13. Using a hammer, drive sleeve into fuel injector
bore.
14. Clean fuel injector sleeve after installation, using
(ZTSE4304) brush set.
15. Fuel injector and injector sleeve installed into the
injector bore. Note areas where injector sleeve
lands contact cylinder head.
1 - Oil Can
2 - Intake Valve
3 - Exhaust Valve
3. Install intake and exhaust valves as follows:

a. Install valves seals.
b. Place valve spring and retainer onto valve.
c. Compress valve spring using valve spring
compressor and install retainer keys. Check
that retainer keys are correctly seated on all
valves.
1 - Fuel Injector
2 - Cylinder Head
3 - Applied Loctite Area
Cylinder Head Reassembly
VALVE REASSEMBLY
1. Clean valve faces and seats with a suitable

cleaning solvent to remove all dirt or foreign ma-
terial. Blow dry all components using filtered
compressed air.
IMPORTANT: Guides must be clean! Use a valve
guide brush to clean guides.
2. Lubricate the valve stems with clean engine oil
and insert into valve guide bores.
Index
3A-32 – MECHANICAL 90-861784 998
Oil Drain Plugs
NOTE: Coat end plug and external plugs with Loc-
tite #277 sealant. Sealant is used to provide redun-
dant seal against fluid leakage.
1. Install new O-Ring on oil gallery plugs and install
into cylinder head. Tighten oil gallery plug to spe-
cial torque value.
NOTE: One oil rail plug is located on each end of the
cylinder head.
2. Install two (2) oil gallery drain plugs to cylinder
head and tighten to special torque value.
1 - Oil Gallery Plug

2 - Wrench
3. Install three (3) oil gallery plugs and one elbow fit-
ting to oil gallery. Tighten to special torque value.
1 - Valve Seal
2 - Valve Stem
3 - Valve Spring
4 - Rotator 1 - Oil Gallery Access Plugs (3) & Elbow
5 - Valve Spring Compressor Tool
6 - Retainer Keys
4. Install intake manifold. Refer to SECTION 7A.
4. After valve inspection, reconditioning or replace-
ment and installation, measure valve head reces-
sion relative to deck to confirm a good recondi-
tioning job. Refer to “SPECIFICATIONS”.
Index
90-861784 998 MECHANICAL - 3A-33
Cylinder Head Gasket Installation 1. Install cylinder heads as follows:
1. Install two (2) dowel sleeves, one at front and one a. Attach lifting sling to cylinder head lifting
at rear of crankcase. Place cylinder head gasket bracket and lower onto crankcase.
over dowel sleeves and onto crankcase.
Cylinder Head Installation

NOTE: Valve lifters can not be replaced or removed
when cylinder head is bolted onto the crankcase. Be
sure to complete any required work to valve lifters be-
fore installing cylinder head.
IMPORTANT: Do not apply sealer to head gasket
surfaces.
NOTE: When installing cylinder head, BE SURE to
align dowel guide pins, located on both sides of the
crankcase, with mounting holes in cylinder head.
1 - Crankcase
2 - Lifting Bracket
3 - Cylinder Head
4 - Dowel Guide Pins
5 - Piston
! CAUTION
Do not drop cylinder head on gasket or slide it
across gasket as either action would damage the
cylinder head gasket as well as dowel sleeves re-
sulting in leakage.
b. Lubricate all cylinder head bolts with clean

engine oil on threads and under flange head.
IMPORTANT: Lightly lubricate bolt threads and

mating surfaces of bolt flanges with engine oil.
Too much oil will cause hydrostatic lock and give
incorrect torque reading.
Do not use anti-seize compounds, grease or any
other lubricant except engine oil. Other lubri-
cants have an adverse effect on torque value.
c. Tighten cylinder head bolts in sequence to
specified torque.
Index
3A-34 – MECHANICAL 90-861784 998
IMPORTANT: Do not install painted cylinder head Step 3. 105 lb.ft. (142 N.m).
bolts in a position under the valve cover. Paint
chips may contaminate engine lube oil.
1 - Mounting Bolts (18)

2 - Oil Can
2. Use the following steps to tighten the cylinder FUEL INJECTOR REASSEMBLY
head mounting bolts to the proper torque se-
quence. 1. Install shoulder bolt and tighten to specified
torque value.
Step 1. 65 lb.ft. (88 N.m)
Step 2. 85 lb.ft. (115 N.m)
1 - Shoulder Bolt
2 - Cylinder Head
2. Install new fuel injector O-Rings as shown in.

NOTE: Injector O-rings must be lubricated with clean
engine oil.
Index
90-861784 998 MECHANICAL - 3A-35
IMPORTANT: When installing o-rings onto the in- NOTE: The bump on the copper gasket goes toward
jectors, be sure all o-rings and seals are located the fuel injector.
to the top of the o-ring grooves. This action will
4. Lubricate fuel injector and insert injector assem-
prevent the o-rings and seals from trying to roll
bly in bore of cylinder head.
in their respective grooves during the installa-
tion procedure. NOTE: Do not strike top of injector to seat it! Use
hand pressure on top of injector until hold down
clamp can be engaged under the head of the shoul-
der bolt.
1 - Back-Up Ring 1 - Fuel Injector

2 - Cushion Ring 2 - Shoulder Bolt
3 - Upper Injector Seal
4 - Middle Injector Seal 5. There are two methods to seat the fuel injector
5 - Cushion Ring
into the fuel injector bore. Use one of the follow-
6 - Lower Injector Seal
7 - Injector gasket ing two methods.
Method One:
3. Install a new copper gasket at the injector tip.
Push to seat with a deep well socket. With hold down clamp over shoulder bolt use a 5/8
inch (16mm) open end wrench on lower edge of hold
down clamp to further install injector in bore of cylin-
EG-1073
der head until seated.
1
2
1 - Copper Gasket
1 - Hold Down Clamp
2 - Fuel Injector
3 - Wrench
Index
3A-36 – MECHANICAL 90-861784 998
Method Two: 3. Install fuel injector hold down clamp mounting
bolt and tighten to specified torque value.
1. Place injector installer tool ZTSE4353 onto fuel
injector. Slide installer tool forks in between hold
down clamp and fuel injector head and rest the lip
of the tool on the cylinder head.
1 - Hold Down Clamp

1 - Installer Tool 2 - Fuel Injector
2 - Hold Down Clamp 3 - Hold Down Clamp Mounting Bolt
3 - Fuel Injector
4 - Bolt
! CAUTION
2. Turn bolt of installer tool to seat fuel injector into
bore. IT IS IMPERATIVE THAT INJECTOR HOLD DOWN
CLAMP BOLT BE TIGHTENED TO THE SPECIAL
TORQUE VALUE.
4. Install oil spill spout and secure with allen head

bolt. Tighten to specified torque value.
1 - Installer Tool
2 - Fuel Injector
3 - Hold Down Clamp
1 - Hold Down Clamp

2 - Oil Spill Spout
3 - Oil Spill Spout Mounting Bolt
4 - Fuel Injector
Index
90-861784 998 MECHANICAL - 3A-37
INSTALLING PUSH RODS a. Lubricate valve lever assemblies and bolts
with clean engine oil.
NOTE: Refer to Section 6 for the cleaning and in- b. Place intake and exhaust valve lever assem-
spection of the push rods prior to installation. blies in their original location over cylinder
1. Insert push rods into their respective positions head mounting pads and install retaining
with copper colored end up. bolts finger tight.
c. Tighten valve lever mounting bolts to speci-
fied torque value.
1 - Push Rod
IMPORTANT: Be sure the copper end of the push

rod is up. Failure to follow this procedure will re-
sult in push rod failure. 1 - Push Rod Assembly
2 - Valve Lever
NOTE: Higher mileage engines require push rods to 3 - Valve Lever Mounting Bolt
be cleaned so the copper color end of the push rod
can be identified. INSTALLING GLOW PLUG
INSTALLING VALVE LEVER ASSEMBLY 1. Install glow plugs into cylinder head. Tighten
glow plugs to specified torque value.
1. Install valve lever assemblies as follows:
IMPORTANT: Be sure the copper ends of the
push rods are up and they are inserted in the hy-
draulic roller follower sockets before installing
valve lever assemblies.
NOTE: Rotate the crankshaft until damper notch is
15° from vertical. This positions all pistons below
TDC, so the valves do not contact the pistons when
tightening the valve lever assemblies.
1 - Glow Plug
2 - Torque Wrench
2. Connect and push down on glow plug leads.
Index
3A-38 – MECHANICAL 90-861784 998
CONNECTING UNDER VALVE COVER (UVC) Crankcase Breather
HARNESS
DISASSEMBLY
1. Position valve cover gasket with UVC harness on
cylinder head. 1. Remove crankcase breather assembly as fol-
2. Connect UVC harness as follows: lows:
a. Place UVC harness assembly on cylinder be- a. Remove two screws securing crankcase
tween injectors. breather assembly to left valve cover. Re-
move breather assembly from valve cover.
b. Push on injector leads. Be sure rubber seal-
ing grommets are in place prior to connecting
lead to injector solenoid.
c. Connect glow plug leads.
1 - Mounting Screws
2 - Crankcase Breather Assembly
3 - Left Valve Cover
1 - Glow Plug Lead CLEANING BREATHER ELEMENT

2 - Under Valve Cover
Clean breather element in solvent and dry with com-
NOTE: Make sure all UVC wiring is free and clear of pressed air.
any moving part.
VALVE COVERS
1. Install valve covers as follows:

a. Install valve cover on gasket with care to
avoid pinching any UVC wires.
b. Tighten all bolts finger tight.
c. Tighten all valve cover bolts to the specified
torque value.
Index
90-861784 998 MECHANICAL - 3A-39
REASSEMBLY
1. Align crankcase breather assembly with two

mounting holes on left valve cover and secure
with two mounting screws.
1 - Mounting Screws
2 - Inner O-Ring Seals
3 - Crankcase Breather
4 - LH Valve Cover
NOTE: Be sure inner O-Ring seals are in place as

they seal the crankcase breather assembly to the LH
valve cover.
Index
3A-40 – MECHANICAL 90-861784 998
Specifications - Vibration Damper, Lube Oil Pump, Oil Pan,
Pick-up Tube and Front Cover
Lubricating Oil Pump

Type Gerotor
Drive Crankshaft
End Clearance-Inner and Outer Rotor to Housing 0.001-0.003 in. (0.02-0.08 mm)
Radial Clearance Between Outer Rotor Housing 0.028-0.032 in. (0.71-0.81 mm)
Engine Lube Oil Pressure:
(Engine at Operating Temperature)
At Low Idle Speed (700 rpm) (Minimum) 10 psi (69 kPa)
At High Idle Speed 40-70 psi (276-482 kPa)
Engine Oil Capacity

Total Capacity (Including filter and cooler) 16.5 qts. (15.6 L)
Damper
Runout
Damper Mounting Area Runout (Max.) 0.001 in. (0.03 mm)

Oil Pan Drain Plug 28 lb.ft. (37 N⋅m)
Crankshaft Vibration Damper Bolt 212 lb.ft. (287 N⋅m)
Oil Pick-Up Tube Flange Bolts 18 lb.ft. (24 N⋅m)
Oil Level Gauge Tube Adapter Nut 24 lb.ft. (33 N⋅m)
Front Cover Mounting Bolts 15 lb.ft. (20 N⋅m)
Special Service Tools

Tools Description
ZTSE-4385 Oil Pan RTV Gasket Cutter
ZTSE-4314 Damper Wear Ring Remover
ZTSE-4315 Damper Wear Ring Installer
ZTSE-4310 Damper and Front Seal Installer
90-861784 998 MECHANICAL - 3A-1

Index
Oil Pump and Pickup Assembly
1 - Vibration Damper
2 - Oil Pump Housing (2)
3 - Oil Pump Gerotor Assembly Bracket
4 - Large Oil Pump Rotor
5 - Small Oil Pump Rotor
6 - Oil Pump Housing Gasket
7 - Front Cover
8 - Front Cover Gasket
9 - Oil Pick-up Tube
10- Oil Pan
11- Oil Pick-up Tube Gasket
12- Oil Pick-up Tube
3A-2 - MECHANICAL 90-861784 998

Index
Oil Pan c. Pry up one side of oil pan to break seal at front
cover and rear plate. Roll pan off to side to
free it from engine.
Removal
1. Remove oil pan as follows:
a. Remove oil pan mounting bolts [six per side].
d. Clean RTV sealant from oil pan and crank-

case mating surface.
b. Cut through RTV seal on both pan rails using Oil Pickup Tube
tool ZTSE-4385.
Removal
1. Remove oil pickup tube as follows:
a. Remove fasteners from oil pick up tube
flange and support bracket. Remove tube as-
sembly from engine.
b. Visually inspect pickup tube assembly for
cracks at the seams and brazed connections.
Replace as required.
1 - RTV Cutting Tool

2 - Hammer
3 - Oil Pan
1 - Bolt
2 - Bracket
4 - Flange
90-861784 998 MECHANICAL - 3A-3

Index
Vibration Damper 2. Remove crankshaft vibration damper bolt.
Removal
1. Prior to vibration damper removal, inspect the
vibration damper for run out as follows:
2 - Washer
3 - Mounting Bolt
a. Remove paint from face of damper at 4 points

90° apart. NOTE: Remove washer and loosely install bolt in
place so puller does NOT damage Damper Bolt
b. Attach a magnetic base dial indicator to front Threads.
of crankcase. Position indicator point on un-
painted surface. 3. Remove vibration damper using an appropriate
puller.
c. Pry crankshaft forward and “zero” indicator.
This becomes the baseline.
d. Turn the crankshaft 90°, pry the crankshaft
forward and record reading.
e. Repeat at each unpainted surface. If run out
exceeds specification, replace damper.
IMPORTANT: Pry only in one direction, to elimi-

nate possible error induced by crankshaft end
play.
2 - Puller
3 - Forcing Screw
4 - Remover Mounting Bolts
IMPORTANT: Pull against damper mounting bolt

to prevent thread damage.
a. Attach puller as shown.
b. Turn forcing screw to remove damper.
3A-4 - MECHANICAL 90-861784 998

Index
Front Oil Seal
1. Remove front oil seal as follows:
a. Using injector and oil seal removal tool
(ZTSE4300), pry front oil seal from oil pump
housing.
1 - Oil Pump Housing

2 - Seal Ring (Square Cut)
3 - Outer Rotor
c. Remove inner rotor by sliding it off crank-

shaft.

2 - Oil Sea
3 - Oil Seal Removal lTool #ZTSE4300
Oil Pump
1 - Inner Rotor
Removal
1. Remove oil pump as follows:
Removal
a. Remove four (4) oil pump housing retaining
bolts and washers.
FRONT COVER
1. Remove four front cover mounting bolts.
1 - Retainer Bolt (4)

b. Remove oil pump housing with square cut

seal ring and the outer rotor. Discard seal
ring.
1 - Front Cover
2 - Front Cover Gasket
3 - Gear Train
90-861784 998 MECHANICAL - 3A-5

Index
2. Remove front cover from crankcase to expose WEAR SLEEVE REMOVAL
gear train.
3. Remove and discard front cover gaskets. 1. Whenever the vibration damper is removed, re-
place crankshaft front oil seal wear sleeve as fol-
4. Clean RTV sealant from front cover and crank- lows:
case mating surface.
a. Install wear sleeve removal tool ZTSE4314
onto vibration damper.
b. Turn forcing screw to remove wear sleeve.
Vibration Damper
Cleaning
1. Clean damper using a suitable solvent.
! CAUTION
DO NOT IMMERSE DAMPER IN PETROLEUM
BASED SOLVENT. DAMAGE TO RUBBER DAMP-
ING ELEMENT MAY RESULT.
2. Dry with filtered compressed air.
Inspection and Repair

1. Inspect vibration damper members for align-
ment. Using a protractor, measure the angle be-
tween the timing mark and the center of key way.
If angle is other than 164° , replace damper. Re-
fer to Figure 5.14.
2 - Wear Sleeve Removal Tool
3 - Wear Sleeve
WEAR SLEEVE INSTALLATION
1. Install new wear sleeve as follows:

a. Apply Loctite 262 to wear sleeve. Place
wear sleeve onto installer tool ZTSE - 4315.
1 - Keyway
2 - Inner Member b. Position wear sleeve into installer tool so the
3 - Rubber Member outer chamfer is towards tool.
4 - Outer Member
5 - Timing Mark c. Place installer on a press table.
d. Position and lower damper onto tool and
wear sleeve.
3A-6 - MECHANICAL 90-861784 998

Index
e. Using a press, apply pressure to the inner Oil Pump
member of the vibration damper until the
installation tool bottoms out or seats.
Cleaning
1. Wash all parts thoroughly in a suitable solvent.
2. Dry with filtered compressed air.
Inspection
1. Visually inspect rotors and housing for nicks,
burrs or scoring.
2. Replace any damaged components.
NOTE: The inner and outer rotors are a matched set
and cannot be replaced separately.
INSPECT FOR WEAR AS FOLLOWS:
3. Check radial clearance between outer rotor and

pump housing using a feeler gauge. Compare to
“SPECIFICATIONS.”
1 - Wear Sleeve Installer Tool

2 - Wear Sleeve
3 - Loctite 262
5 - Press
1 - Outer Rotor
3 - Feeler Gauge
NOTE: The crankshaft woodruff key can remain in

place when removing the inner rotor.
90-861784 998 MECHANICAL - 3A-7

Index
4. Check oil pump end clearance as follows:
a. With O-Ring removed from oil pump housing,
place a straightedge across the housing.
b. Insert feeler gauge under straightedge at in-
ner and outer rotors and compare end clear-
ance with “SPECIFICATIONS”).
c. If either measurements are not within specifi-
cations, replace pump assembly.
1 - New Gaskets
2 - Wacker T-95 Locations
3 - Front Cover
NOTE: Apply Wacker T-95 around front cover dowel

pins.
2. Fasten front cover to crankcase, using mounting
1 - Oil Pump Housing bolts tighten finger tight.
2 - Rotors
3 - Feeler Gauge
4 - Straightedge
Front Cover
Cleaning
Clean all old RTV and gasket material from the mat-
ing surfaces using a drill and Scotch-Brite disc.
Inspection
1. Visually inspect the front cover for cracks.
2. Place mounting surface of front cover on a
smooth flat surface and check for warpage.
3. Replace front cover if cracked or warped.
1 - Front Cover
FRONT COVER AND WATER PUMP 2 - Front Cover Mounting Bolts
INSTALLATION
IMPORTANT: Water pump must be installed prior

to tightening front cover bolts. Four of the water
pump bolts also secure front cover.
1. Position two new gaskets and apply Wacker T-95
in remaining sealing grooves on front cover.
3A-8 - MECHANICAL 90-861784 998

Index
3. Place a new gasket in water pump gasket Oil Pump
groove.
Reassembly
1. Install inner gerotor gear over crankshaft nose.
1 - Water Pump Gasket

2 - Water Pump
4. Install and secure water pump to front cover us-

1 - Inner Rotor
ing nine (9) mounting bolts.
2. Lubricate outer gerotor gear with engine oil and

install into oil pump housing. Install oil pump
housing square cut seal ring.
5. Tighten front cover and water pump bolts to spe-

cified torque.
2 - Outer Gerotor (Square Cross Section)
3 - Sealing Ring
1 - Water Pump
2 - Front Cover
90-861784 998 MECHANICAL - 3A-9

Index
3. Align dowel pins and install oil pump housing with
seal ring and large gerotor gear onto crankshaft.
Install four (4) retaining bolts and washers and
tighten to specified torque.
1 - Forcing Nut
2 - Installation Tool
3 - Oil Seal
VIBRATION DAMPER INSTALLATION
NOTE: Prior To Installing Damper, Prime Oil Pump

With Generous Supply Of Clean Engine Oil. Inspect
Damper Hub To Insure Oil Seal Wear Ring Is In
Place.
Front Cover
1. Install crankshaft vibration damper using
FRONT OIL SEAL INSTALLATION ZTSE-4310, damper/front seal installer.
NOTE: ZTSE-4310 is a combination tool. One side
1. Place front oil seal onto installation tool is used to install the seal and the other side is used
ZTSE-4310. to install the damper.
a. Align keyway in damper with key on crank-
shaft.
3
b. Assemble puller screw, installer plate, thrust
washer, and nut.
5 4
1 - Installation Tool
2 - Oil Seal
3 - Oil Pump
4 - Crankshaft
5 - Forcing Screw
1 - Installer Plate
2. Apply a thin coat of Aviation Permatex No. 3 to 2 - Vibration Damper
the oil seal outside diameter. 3 - Forcing Nut
3. After positioning installer over forcing screw, c. Turn nut to draw the damper onto the crank-
tighten forcing nut driving oil seal into position in shaft.
housing until tool bottoms against housing. d. Remove tool and install damper bolt and
washer. Tighten to specified torque.
3A-10 - MECHANICAL 90-861784 998

Index
NOTE: Apply RTV to washer. This prevents oil seep- Wacker T-95 Sealant.
age through damper keyway.
3. Apply Wacker T-95 to the bottom of the crank-
case on the inside of the bolt holes. Apply a more
liberal amount of RTV at pan radii locations iden-
tified with arrows.
Oil Pan
OIL PICK UP TUBE AND OIL PAN
INSTALLATION
! CAUTION
1. Install O-Ring on oil pick-up tube mounting Do not apply excessive amounts of RTV which
flange. Use small amount of RTV to hold in place, could end up in the pick-up screen, restricting
if necessary. lube oil flow.
2. Install pick-up tube at the front cover and main
bearing stud bolt. Tighten flange bolts finger 4. Install guide studs at two places on the crankcase
tight, then adjust and tighten bracket nut at the to assure proper oil pan alignment. Install oil pan
main bearing cap stud. Tighten flange bolts to onto crankcase within 10 minutes of Wacker T-95
specified torque after alignment. RTV application.
5. Install mounting bolts finger tight; remove guide
studs and replace with oil pan mounting bolts.
Tighten bolts to specified torque.
1 - Stud-Bolt
2 - Bracket
4 - O-Ring
5 - Flange
NOTE: Wipe off all excess oil and foreign matter from
sealing surface on crankcase, front plate, rear cover
and oil pan. Use brake cleaner to thoroughly de-
grease all sealing surfaces prior to application of
90-861784 998 MECHANICAL - 3A-11

Index
Valve Train Specifications - Camshaft Hydraulic Valve Lifters
and Push Rods
Camshaft
Bearing Journal Diameter (All Journals) 2.099 - 2.100 in. (53.31 - 53.34 mm)
Bearing (Bushing) Diameter 2.102 - 2.105 in. (53.39 - 53.48 mm)
Journal/Bushing Running Clearance 0.002 - 0.006 in. (0.051 - 0.165 mm)
Shaft End Play 0.002 - 0.008 in. (0.051 - 0.203 mm)
Timing Gear Backlash 0.0055 - 0.0101 in. (0.140-0.256 mm)
Maximum Permissible Cam Lobe Wear 0.020 in. (0.51 mm)
Journal Surface Finish 16 RMS
Camshaft Thrust Plate Thickness
Inside the Thrust Area 0.154 - 0.156 in. (3.910 - 3.960 mm)
Outside the Thrust Area 0.149 - 0.157 in. (3.784 - 3.987 mm)
Camshaft Lobe Lift
Intake 0.2535 in. (6.44 mm) Max.
Exhaust 0.2531 in. (6.43 mm) Max.
Valve Timing No.1 Cylinder (Top of Ramp)
Intake Open 17.2° BTDC
Closed 42.8° ABDC
Exhaust Open 51.2° BBDC
Closed 20.8° ATDC
Hydraulic Valve Lifters

Diameter 0.9209 - 0.9217 in. (23.391 - 23.411 mm)
Bore Diameter in Crankcase 0.9228 - 0.9243 in. (23.439 - 23.477 mm)
Clearance in Bore 0.0011 - 0.0034 in. (0.027 - 0.086 mm)
Bleed-down Rate 18 - 90 Sec. for 0.125 in. Travel*
Push Rod
Run Out/Straightness (Max. TIR) 0.02 in. (0.518 mm) Max.

Use Standard Torque Values. See end of this section.

Tools Description
ZTSE-1893 Hydraulic Valve Lifter Tester
90-861784 998 Index MECHANICAL - 3A-1

Camshaft and Related Component - Exploded View
6
7
1 - Camshaft Gear
2 - Thrust Plate
3 - Camshaft
4 - Hydraulic Valve Lifter
5 - Valve Push Rod
6 - Copper Colored End
7 - Valve Lever
8 - Valve
3A-2 - MECHANICAL Index 90-861784 998

Hydraulic Valve Lifters Removal
1. Remove two (2) bolts securing valve lifter guide
Operation retainer to crankcase. Remove valve lifter guide
retainer
Oil, from oil gallery is supplied to the lifter through a
hole in the side of the lifter body which indexes with
a groove and hole in the lifter plunger. Oil is then me-
tered past the oil metering valve, through the push
rods and onto the valve levers.
When the lifter begins to roll up the cam lobe, the
check valve is held against its seat in the plunger by
the check valve spring which traps the oil in the base
of the lifter body below the plunger. The plunger and
lifter body then raise as a unit, pushing up the push-
rod to open the valve. The force of the valve spring
which is exerted on the plunger through the valve le-
ver and push rod causes a slight amount of leakage
between the plunger and lifter body. This “leak-
down” allows a slow escape of trapped oil in the base
of the lifter body. As the lifter rides down the other
side of the cam lobe and reaches the base circle or
“valve closed” position, the plunger spring quickly
moves the plunger back (up) to its original position.
This movement causes the check valve to open
against the check valve spring and oil is replenished
from the oil gallery. This restores the lifter to zero 1 - Valve Lifter Guide Retainer
lash.
2. Remove valve lifter guides from crankcase.
1 - Lifter Body w/Roller

2 - Plunger Spring
3 - Plunger
4 - Plunger Body
5 - Metering Valve
6 - Push Rod Seat
7 - Retainer 1 - Valve Lifter Guide
2 - Valve Lifter
NOTE: Valve lifters and push rods should be kept in
order so they can be re-installed in their original posi-
tion.

3. Remove hydraulic valve lifters from crankcase. IMPORTANT: Use test fluid specified by tool
manufacturer with fluid at room temperature.
DISASSEMBLY
1. Remove push rod seat retainer using a small

screwdriver.
2. Remove push rod seat and metering valve.
3. Remove plunger, plunger body, and plunger
spring.
1 - Valve Lifter
IMPORTANT: Identify hydraulic valve lifter posi-

tion in relation to cylinder head and bore in crank-
case as well as direction of rotation so they can
be reinstalled in their original position.
NOTE: As a general rule, hydraulic valve lifters 1 - Lifter Body w/Roller
should not receive service when they are functioning 2 - Plunger Spring
satisfactorily and valve train operates without lifter 3 - Plunger
noise. 4 - Plunger Body
5 - Metering Valve
6 - Push Rod Seat
7 - Retainer
Leakdown Test
This is used to determine whether the leakage past Cleaning and Inspection
the plunger and lifter body is correct and if the check
valve is functioning properly. 1. Immerse all parts in clean solvent. Remove and
dry.
1. Use Hydraulic Valve Lifter Tester ZTSE-1893 for
checking leak down rate. Follow instructions 2. Visually inspect all disassembled parts for nicks,
which accompany tester burrs or scoring. If signs of damage are visible,
replace the entire hydraulic valve lifter.
3. IMPORTANT! Check lifter body with rollers as
follows:
a. While pushing on the roller in normal direction
of load, examine for free rotation of roller and
examine axial movement between pin and
roller.
b. Visually inspect roller for pits or roughness.
c. If a roller fails any one of the preceding in-
spection criteria. YOU MUST INSPECT THE
CAMSHAFT LOBES FOR DAMAGE.
IMPORTANT: The roller on the valve lifter is
crowned by design. therefore, a normal wear pat-
tern will typically be centered on the roller con-
2. Leakdown or bleed-down rate is time in seconds tact surface.
for plunger to move a specified distance of its
travel while under a 50 lb. load. Refer to “SPECI-
FICATIONS”.

REASSEMBLY
1. Coat all hydraulic valve lifter parts with clean en-

gine oil.
2. Install plunger spring and plunger into plunger
body and then into lifter body.
3. Install metering valve and push rod seat into lifter,
install retaining ring.
1 - Lifter Body w/Roller 1 - Dial Indicator

2 - Plunger Spring 2 - Camshaft Gear
3 - Plunger
4 - Plunger Body a. Position dial indicator tip on a gear tooth and
5 - Metering Valve
6 - Push Rod Seat
remove lash.
7 - Retainer b. Zero dial indicator.
NOTE: After reassembly, perform a leakdown test to c. Rotate gear by hand and read indicator. Re-
assure that leakage past the plunger and lifter body cord backlash.
is correct and to assure that the check valve is func- 2. Reposition dial indicator and check camshaft end
tioning properly. play as follows:
Camshaft And Gear

Removal
NOTE: Check valve lifters for wear prior to any cam-
shaft replacement.
1. Prior to camshaft removal, mount dial indicator
on front of engine; check and record camshaft
gear-to-crankshaft gear backlash. If backlash
exceeds specified limits (see SPECIFI-
CATIONS) timing gears should be replaced.
1 - Dial Indicator
a. Push camshaft toward rear of engine.

b. Zero dial indicator.
c. Place a small pry bar between camshaft gear
and crankcase. Lightly pry camshaft forward.
Compare dial indicator reading with specifi-
cations.
d. Remove dial indicator.

e. If end play exceeds specified limits, (see
“SPECIFICATIONS”), replace camshaft
thrust plate.
1 - Cam Gear Thrust Plate Bolts

2 - Cam Gear
3. Remove two (2) cam gear thrust plate bolts.

1 - Camshaft Assembly
4. With engine on mounting stand [Front end in a
vertical position], remove camshaft as follows: IMPORTANT: Do not disturb the engine in its ver-
NOTE: The camshaft can be removed with cylinder tical position while the camshaft is out, because
heads and valve lifters in place. Refer to the appropri- the lifters could move or fall out of their bores.
ate sections for removal of oil pan, valve train and should this happen it is necessary to remove the
front cover, then proceed as follows: cylinder heads to reinstall the lifters.
a. With engine mounted in a horizontal position,
GEAR REMOVAL
remove valve covers, valve cover gaskets
with UVC harnesses. Remove valve levers
NOTE: The camshaft gear is assembled to the cam-
and push rods keeping parts in order for reas-
shaft with a shrink fit and should only be removed
sembly in original locations.
with a hydraulic press.
b. Rotate engine in stand to front up vertical po-
sition.
Cleaning and Inspection
c. Remove oil pan, oil pick-up tube and front
cover. 1. Wash camshaft in cleaning solvent with a soft
brush.
d. Rotate crankshaft 2 complete turns to allow
camshaft to push the valve lifters away from 2. Visually inspect camshaft. If any lobes are
the lobes. scuffed, scored or cracked, replace camshaft.
e. Remove cam retainer flange bolts and care- NOTE: This engine utilizes hydraulic valve lifters with
fully lift camshaft and gear assembly from en- roller followers. Therefore, a lifter guide is needed to
gine. maintain proper roller to cam lobe orientation. Nor-
mal clearance between the valve lifter and guide al-
f. Lift camshaft w/gear from crankcase. lows slight tracking of roller across cam lobe. This
tracking of valve lifter roller is a normal characteristic
as the roller accelerates and decelerates during typi-
cal engine operation. Consequently, a typical wear
pattern on the cam lobes will exhibit tracks from side
to side and have wide and narrow areas from the
loading and unloading of the follower. The visual
wear pattern (tracking) is normal and does not re-
quire camshaft replacement.

3. Beyond visual inspection, evaluate camshaft
journal and lobe condition using a micrometer as
follows:
a. Inspect camshaft journals for wear. Using a
micrometer, measure camshaft journal di-
ameter (see SPECIFICATIONS). If journals
are worn beyond limits, replace the camshaft.
b. Check camshaft lobe wear using a micro-
meter as follows:
Measure across (A-C) and across (B-D).
Subtract (B-D) from (A-C). This will give cam

lobe lift. (See SPECIFICATIONS). 1 - Cam Gear
Replace camshaft when cam lobe wear exceeds 2 - Timing Disk
“SPECIFICATIONS”.
Heat the cam gear and timing disk assembly in an
oven to 500° F (260° C). While the assembly is heat-
ing, position the camshaft vertically near the oven.
Clean the nose of the camshaft, install the flange on
its journal and install the cam gear key in its slot.
1 - Camshaft
2 - Micrometer
4. Visually insect thrust plate for wear, cracks or dis-

tortion. Use a micrometer to measure thrust plate
thickness. (See SPECIFICATIONS). Replace 1 - Cam Gear Key
thrust plate if worn or damaged.
5. Visually inspect camshaft drive gear for worn or Remove the cam gear assembly from the oven,
damaged teeth. Inspect the CMP timing disk at- quickly align gear keyway with key and position gear
tached to the front face of the cam gear. If either assembly over the nose of the camshaft until the gear
of these components are worn or damaged the is seated against the retaining flange shoulder. Allow
gear and timing disk must be replaced as an as- assembly to cool (DO NOT QUENCH) before at-
sembly. tempting installation of camshaft in engine.
The replacement cam gear and timing disk assembly
CAMSHAFT INSTALLATION
has been accurately timed by the factory. DO NOT
DISASSEMBLE THESE COMPONENTS AS AC-
1. Coat camshaft lobes and bushing journals with
CURATE TIMING UPON REASSEMBLY CANNOT
clean engine oil.
BE ASSURED.

2. Position crankcase with front face up on engine
stand and carefully install camshaft assembly.
1 - Crankshaft
2 - Camshaft Gear
3 - Crankcase
1 - Camshaft
IMPORTANT: If new parts are installed, confirm
IMPORTANT: Be sure to avoid nicking or scratch- that gear backlash and end play are within speci-
ing camshaft bushings with cam lobes. fications.
3. Index cam gear and crankshaft gear so that tim-
ing marks are aligned when camshaft is in place. CLEANING AND INSPECTION OF PUSH RODS
NOTE: The push rods are hollow and serve as oil gal-
leries to lubricate each individual rocker arm assem-
bly.
1. Thoroughly clean each push rod using a suitable
solvent and dry using filtered compressed air.
2. Visually inspect each rod for wear and deposits
which may restrict the flow of oil into the valve
lever assemblies. Replace as required.
3. Check all push rods for straightness by rolling on
a flat surface. If straightness is questionable refer
to specifications for runout. If SPECIFICATIONS
are exceeded, replace the push rod.
1 - Cam Gear
2 - Crankshaft Gear
3 - Crankshaft Gear Timing Mark
4 - Cam Gear and Timing Disk Marks
4. Install two thrust plate mounting bolts and tighten

to specified torque.
INSTALLING PUSH RODS
1. Insert push rods in their respective positions with

copper colored end up.

2. Install valve lifter guides over hydraulic valve lift-
ers.
1 - Push Rod 1 - Valve Lifter Guide
IMPORTANT: The two ball ends of the push rods

are different materials to ensure the compatibili- 3. Install valve guide retainer and fasten using two
ty of metallic mating surfaces of the valve lever, (2) retainer bolts. Tighten to Standard Torque.
push rod and valve lifter. Copper colored end
must be installed up.
NOTE: On higher mileage engines, cleaning push
rods is necessary to identify the copper colored ball
end. The copper colored ball end will exhibit a shiny/
polished pattern on the upper half (180°) of the ball
and the lower half will appear more tarnished/black-
ened than the original copper color. The bottom/lifter
end of the push rod will appear totally polished and
shiny.
Valve Train
REASSEMBLY 1 - Valve Guide Retainer
NOTE: Assure all parts are clean prior to reassembly

and lubricate all parts with clean engine oil.
1. Install hydraulic valve lifters into their respective
lifter bores in cylinder block. Maintain original
direction of rotation.
1 - Hydraulic Valve Lifters

2 - Piston

Specifications - Crankcase, Camshaft Bushings, Crankshaft
& Bearings, Flywheel, Connecting Rods, Pistons & Rings
Crankshaft
Main Bearing Journal Diameter
Standard Size 3.1228 - 3.1236 in. (79.319 - 79.340 mm)
.010” Undersize 3.1128 - 3.1136 in. (79.065 - 79.085 mm)
.020” Undersize 3.1028 - 3.1036 in. (78.811 - 78.831 mm)
.030” Undersize 3.0928 - 3.0936 in. (78.557 - 78.577 mm)
Main Bearing Journal Max. Out-of-Round 00022 in. (.0056 mm)
Main Bearing Thrust Face Runout (TIR Max.) .001 in. (.025mm)
Main Bearing Journal Taper (Max./In.) .00015 in. (.0038 mm)
Main Journal Fillet Radius, Journal No. 1, 2, 3, and 4 0.130 in. (3.30 mm)
Main Journal Fillet Radius, Journal No. 5 0.157 - 0.163 in. (3.99 - 4.14 mm)
Rod Journal Fillet Radius 0.145 in. (3.68 mm)
Oil Seal Journal Runout (Max.) 0.002 in. (0.05 mm)
Damper Mounting Area Runout (Max.) 0.001 in. (0.03 mm)
Flywheel Mounting Surface Runout (Max.) 0.002 in. (0.05 mm)
Number of Main Bearings 5
Thrust Taken By No. 5 Main
Thrust Bearing Journal Length 1.2405 - 1.2435 in. (31.509 - 31.585 mm)
Main Bearing I.D. (Installed) 3.1254 - 3.1274 in. (79.385 - 79.436 mm)
Main Bearing to Crankshaft Running Clearance 0018 - .0046 in. (.046 - .117 mm)
Main and Rod Bearing Journal Finish 10 RMS
Main Bearing Thrust Face Finish 20 RMS
Connecting Rod Journal Diameter
Standard Size 2.498 - 2.499 in. (63.45 - 63.47 mm)
.010” Undersize 2.488 - 2.489 in. (63.20 - 63.22 mm)
.020” Undersize 2.478 - 2.479 in. (62.94 - 62.96 mm)
.030” Undersize 2.468 - 2.469 in. (62.69 - 62.71 mm)
Connecting Rod Journal Max. Out-of-Round 00022 in. (.0056 mm)
Connecting Rod Journal Taper (Max./In.) 00026 in. (.0066 mm)
Connecting Rod Bearing to Crankshaft
Running Clearance 0.0015 - 0.0045 in. (0.038-0.114 mm)
Crankshaft Flange O.D 4.372 - 4.376 in. (111.05 - 111.15 mm)
Crankshaft End Play 0.0025 - 0.0085 in. (0.063 - 0.216 mm)
Crankshaft End Play Max. Wear Limit .020 in. (.51 mm)
Rod to Crankshaft Side Clearance 0.012 - 0.024 in. (0.30 - 0.61 mm)
Crankshaft Straightness (TIR Max.) 004 in. (.10 mm)

Crankshaft
Crankshaft Gear Backlash .0055 - .0101 in. (.140 - .256 mm)
Flywheel Runout Not Available
Flywheel Concentricity Not Available
Crankcase
Crankcase Deck Flatness 0.001 in. in 2 inches/ .004 Total
(.025 mm in 50.8 mm/.10 mm Total)
Crankcase Deck Finish (Micro Inches) 65 - 125
Crankcase Main Bearing Bore Diameter 3.3152 - 3.3162 in. (84.206 - 84.231 mm)
Crankcase Cam Bearing Bore Diameter 2.2305 - 2.2320 in. (56.655 - 56.693 mm)
Valve Lifter Bore Diameter 0.9228 - 0.9243 in. (23.439 - 23.477 mm)
Valve Lifter O.D. 0.9209 - 0.9217 in. (23.391 - 23.411 mm)
Oil Jet Tube Bore Diameter (Spray Hole Dia.) 0.036 - 0.052 in. (0.91 - 1.32 mm)
Cylinder Bore Taper (Top to Bottom) (Max.) .003 in. (.076 mm)
Cylinder Bore Diameter. 4.1096 - 4.1103 in. (104.384 - 104.402 mm)
Cylinder Bore Maximum Out-of-Round (Max.) 002 in. (.05 mm)
Cylinder Bore Surface Finish 15-30 RMS
Centerline of Main Bearing Bore to Head Deck 11.328 - 11.332 in. (287.73 - 287.83 mm)
Oil Seals (Front and Rear Seal Face Runout)(with Plates Installed on 0.015 in. T.I.R. Max. (0.38 mm)
Engine)
Main Bearings
Type Precision Replaceable
Material Steel Backed Copper/Lead
Thrust Taken By No. 5 Main
Cap Attachment 4 Bolts per Cap
Connecting Rods
Rod Length Center to Center 7.130 in. (181.10 mm)
Bushing Bore Diameter (Pin End) 1.432 - 1.433 (36.37 - 36.41 mm)
Piston Pin Bushing I.D. 1.3085 - 1.3088 in. (33.235 - 33.248 mm)
Material I-Beam Section - Steel Forging
Bearing Bore Diameter (Crankshaft End) 2.6905 - 2.6915 in. (68.339 - 68.364 mm)
Maximum Out of Round 0.0005 in. (0.013 mm)
Maximum Taper/Inch 0.0005 in. (0.013 mm)
Connecting Rod Bearing I.D. 2.5005 - 2.5025 in. (63.513 - 63.564mm)
3A-2 – MECHANICAL Index 90-861784 998

Connecting Rods (Cont.)
Connecting Rod Bearing Running Clearance 0.0015 - 0.0045 in. (0.038 - 0.114 mm)
Connecting Rod Side Clearance 0.012 - 0.024 in. (0.30-0.61 mm)
Connecting Rod Alignment (Max. Total Difference)
Twist 0.002 in./in. (0.05 mm/in.)
Bend 0.001 in./in. (0.025 mm/in.)
Weight - Complete rod without Bearing 1434 - 1458 g
Pin to Bushing Clearance 0.0004 - 0.0009 in. (0.010 - 0.023 mm)
Pistons
Material Aluminum Alloy
Skirt Diameter 4.1045-4.1052 in. (104.254-104.272mm)
(Measured 1.684 in. below oil groove, at 90° to the piston pin).
Measure only at room temperature 68° F. (20° C)
Service Piston
Standard Size 4.10475 ± 0.00025 in. (104.2606±0.0064 mm)
.010” Oversize 4.11475 ± 0.00025 in. (104.5146±0.0064 mm)
.020” Oversize 4.12475 ± 0.00025 in. (104.7686±0.0064 mm)
.030” Oversize 4.13475 ± 0.00025 in. (105.0226±0.0064 mm)
Top Compression Ring Groove Width - Measure over 0.1150 in. gauge pins
4.128 in. (104.85 mm) Upper Limit
4.097 in. (104.06 mm) Replacement Limit
Piston Height Above Crankcase Deck Not Available
Clearance in Cylinder Bore - 0.0044 - 0.00587 in. (0.112 - 0.1491 mm)
Cylinder No. 1 thru 8
Piston Pins
Length 2.99 - 3.00 in. (75.9 - 76.2 mm)
Diameter 1.3079 - 1.3081 in. (33.220 - 33.226 mm)
Pin Fit @ Room Temperature 68° F (20° C)
Clearance in Rod 0.0004 - 0.0009 in. (0.010 - 0.023 mm)
Clearance in Piston 0.0003 - 0.0007 in. (0.007 - 0.018 mm)
End Clearance 0.004 - 0.030 in. (0.10 - 0.76 mm)

Piston Rings
Ring Diameter (Standard)
Compression Top [Full Keystone (Barrel Face) Plasma Coated] 4.11 in. (104.4 mm)
Compression 2nd [Rectangular Negative Twist - Tapered Face] 4.11 in. (104.4 mm)
Oil Control [One Piece Conformable w/ Chrome Expander Spring] 4.11 in. (104.4 mm)
Fit in Groove (Side Clearance)
2nd 0.002 - 0.004 in. (0.05 - 0.10 mm)
Oil Control 0.0009 - 0.0029 in. (0.023 - 0.074 mm )
Ring Gap in Bore
Top 0.014 - 0.024 in. (0.35 - 0.61 mm)
2nd 0.062 - 0.072 in. (1.57 - 1.83 mm)
Oil Control 0.012 - 0.024 in. (0.30 - 0.61 mm)

Crankshaft Vibration Damper Bolt 212 lb.ft. (287 N⋅m)
Flywheel Mounting Bolt (See Note 1) 89 lb.ft. (121 N⋅m)
Main Bearing Cap Bolts (See Note 2) 95 lb.ft. (129 N⋅m)
Oil Pan Drain Plug 28 lb.ft. (37 N⋅m)
Rear Cover Mounting Bolts 15 lb.ft. (20 N⋅m)
Front Cover Mounting Bolts 15 lb.ft. (20 N⋅m)
Water Pump Mounting Bolts 15 lb.ft. (20 N⋅m)
Oil Pick-Up Tube Flange Bolts 18 lb.ft. (24 N⋅m)
Piston Cooling Tube Bolt 100 lbf-in (11 N⋅m)
Oil Level Gauge Tube Adapter Nut 24 lb.ft. (33 N⋅m)
Connecting Rod Nuts (First Step) 52 lb.ft. (71 N⋅m)
Connecting Rod Nuts (Final) 80 lb.ft. (108 N⋅m)

Tool No. Description
ZTSE-4349 Flex Hone
D81L-6002B “Plasti-gage”
ZTSE-4309 Crankcase Cup Plug Installer
ZTSE-4311 Rod Guide Caps
ZTSE-2393C Camshaft Bushing Tools
ZTSE-30201 Keystone Pin Gauges
ZTSE-4310 Front Crankshaft Oil Seal/Damper Installer
ZTSE-4317 Crankshaft Wear Ring Remover
ZTSE-4318 Crankshaft Wear Ring Installer

Crankcase, Front Cover, Flywheel Housing Adapter and
Related Parts
1- Front Camshaft Bushing 17- Flywheel Housing Plate Cover

2- Camshaft Bushing (2nd, 3rd, 4th and 5th) 18- Cap Plug
3- Crankcase 19- Flywheel Housing Baffle
4- Short Circuit Oil Plug 20- Main Bearing Cap (5)
5- Short Circuit O-Ring 21- Main Bearing Cap Stud
6- Short Circuit Spring 22- Short Main Bearing Cap Mounting Bolt (10)
7- Short Circuit Ball 23- Long Main Bearing Cap Mounting Bolt (9)
8- Gasket 24- Pipe Plug (2)
9- Cup Plug (7) 25- Piston Cooling Tube (8)
10- Cylinder Head Guide Dowel Pin 26- Cup Plug (2)
11- Cam Follower Guide Retainer 27- Dowel Pin (2)
12- Cam Follower Guide 28- Pipe Plug (2)
13- RTV, Liquid Gasket 29- Plug (2)
14- Rear Crankcase Cover 30- Dowel Pin (2)
15- Rear Oil Seal
16- Flywheel Housing

Crankshaft Assembly Parts
1- Crankshaft Gear
2- Crankshaft Key (2)
3- Crankshaft Bearings (Nos. 1, 2, 3 and 4)
4- Thrust Bearing No. 5
5- Crankshaft
6- Coiled Spring Pin

Connecting Rods, Pistons and Rings
1- Piston Ring Set 6- Pin Bushing

2- Piston 7- Connecting Rod
3- Piston Pin 8- Connecting Rod Bearings
4- Retainer Rings 9- Connecting Rod Bolts
5- Piston Assembly 10- Connecting Rod Nuts

Flywheel and Rear Seal Rear Oil Seal Removal
1. Remove five (5) bolts securing rear oil seal to rear
Flywheel Removal crankcase cover.
1. Remove two bolts from flywheel and install two

guide studs.
1- Seal /Retainer
2- Seal/Retainer Mounting Bolts (5)
3- Rear Crankcase Cover
2. Cut through RTV on rear oil seal using tool

1- Flywheel with Ring Gear ZTSE4385.
2- Flywheel Mounting Bolts (10)
3- Guide Studs
2. Remove remaining flywheel bolts and reinforce-

ment ring then slide flywheel out of housing and
off guide studs to remove it from crankshaft. With
flywheel removed, the guide studs can be re-
moved from crankshaft flange.
1- Hammer
3- RTV Cutting Tool
4- Seal/Retainer
1- Flywheel with Ring Gear
2- Flex Plate
3- Reinforcement Ring Gear
4- Flywheel Mounting Bolts (10)
5- Guide Studs

WEAR SLEEVE REMOVAL Flywheel Housing Removal
1. Remove old wear sleeve as follows: 1. Remove the flywheel housing flange bolts and
slide housing off of crankcase dowels.
1- Wear Sleeve Removal Tool

3- Forcing Screw
a. Mount service tool ZTSE4317 around wear REAR COVER REMOVAL

sleeve on crankshaft flange.
NOTE: Rear seal must be removed before removing
b. Turn forcing screw to remove wear sleeve. rear cover.
c. Discard wear sleeve and inspect crankshaft 1. Remove crankcase rear cover retaining bolts.
flange for damage. Gently pry rear cover away from crankcase to
break RTV seal. Avoid bending rear plate.
1- Wear Sleeve Tool

2- Wear Sleeve
3- Crankshaft
1- Dowel Pins

2. Clean crankcase and rear cover gasket surfaces Connecting Rods, Pistons
of all foreign material. Scrape or wire brush RTV
sealant from rear cover oil pan mating surfaces. And Rings (Removal)
Surfaces must be kept oil free for good adhesion
of fresh RTV sealant (during reassembly). Use
a commercially available brake cleaner to clean Disassembly
crankcase and rear cover gasket surfaces of oil. 1. Rotate crankshaft to position journals for removal
Wipe and dry with a clean shop cloth. of connecting rod assemblies.
NOTE: If dowel pins are damaged or missing, re- NOTE: Connecting rod locations may be marked at
place prior to installation of rear plate. If rear cover’s this time.
dowel holes are damaged or cover is bent, replace
with new cover. IMPORTANT: If a carbon ridge is evident at top of
cylinder bore, remove with an emery cloth or ra-
zor knife, prior to removing piston assembly. Do
not use a ridge reamer.
FRONT
1- Connecting Rod Nuts (16) 4- Connecting Rod Location Mark

2- Connecting Rod (8) 5- Connecting Rod Cap (8)
3- Crankshaft

2. Remove two connecting rod retaining nuts and 3. Using a wooden end of a hammer, gently tap on
remove connecting rod cap. the protector cap and push connecting rod and
piston assemblies from cylinder bore.
1- Connecting Rod Cap 1- Wooden Handle

2- Connecting Rod Nut 2- Protector Cap
3- Connecting Rod
IMPORTANT: Remove cap and install aluminum 4- Crankcase
connecting rod guide protector caps
(ZTSE-4311) over connecting rod bolts. This pre-
vents damage to crankshaft journals.
1- Crankcase
2- Protector Cap
3- Connecting Rod
NOTE: Replace cap and bearing inserts on connect-

ing rod so identification codes match.
1- Connecting Rod Nut (16)
2- Connecting Rod Cap (8)
3- Connecting Rod (8)
4- Connecting Rod Protector Caps (ZTSE-4311)
5- Crankshaft
NOTE: Use care when removing piston assembly to

prevent component damage.

Damper, Crankshaft And
Main Bearing
(Reconditioning)
Removal (For Engine Overhaul)
CRANKSHAFT AND MAIN BEARINGS
NOTE: Crankshaft bearing caps are numbered from

front to identify their respective positions for reinstal-
lation. The number 5 bearing cap accommodates a
thrust flange to limit crankshaft end play.
1- Lifting Sling
1. Remove main bearing cap bolts. Lift main bear- 2- Crankshaft
ing caps from crankshaft journal.
IMPORTANT: Be careful not to damage the crank-
shaft when removed.
4. With crankshaft removed, remove upper main
bearing inserts by pushing them out of the main
bearing saddle. Mark upper shells and put them
with lower shells so that a proper inspection can
be done.
1- Main Bearing Cap Bolt

2- Main Bearing Cap
NOTE: Loosen bearing caps by rocking back and

forth. Thrust Bearing (Rear Bearing) can be loos-
ened by rocking from side to side.
2. Remove lower bearing shell from cap and keep
in order for inspection.
3. Attach lifting sling to crankshaft and lift crank-
shaft straight up and out of crankcase.

Crankcase (Reconditioning) 5. Remove oil plug (located in top front of crank-
case) with an Allen wrench. Remove and inspect
the spring and ball for wear. Install items after
Cleaning cleaning crankcase.
NOTE: The best way to clean crankcase during en-
gine overhaul is in a chemical bath or HOT TANK.
This removes all carbonaceous material and mineral
deposits which collect in the cooling passages. How-
ever, when a HOT TANK is not available, use the fol-
lowing cleaning procedures.
IMPORTANT: Thoroughly clean and inspect
crankcase before and after reconditioning.
1. Clean all old gasket material from machined sur-
faces of crankcase, using a scraper. Clean cylin-
der bore using soap, water and a nylon brush.
2. Remove pipe plugs (located in front of crank-
case) which seal oil passages and thoroughly 1- O-Ring
clean all passages and bolt holes. 2- Sealing Plug
3- Spring
3. Remove main oil gallery plug and use a nylon 4- Check Ball
bore brush to clean main oil gallery.
Crankcase Cup Plugs
1. To remove a cup plug use a punch and hammer
near the edge of the plug and strike with a ham-
mer. Remove from crankcase.
2. Install new cup plugs. Coat edges of plug with
Aviation Permatex No. 3. Use cup plug driver
ZTSE4309.
NOTE: The cup plug driver tool installs the cup plug
to the proper depth.
Inspection And Repair

1- Valve Lifter Gallery Plugs IMPORTANT: Threads in crankcase bolt holes
2- Main Oil Gallery Plug must be clean and blown dry with filtered com-
pressed air. Dirt or oil in holes may cause binding
4. Remove valve lifter oil gallery cup plugs located and/or false torque reading during reassembly.
in rear of crankcase. Clean valve lifter oil galler-
ies with a nylon brush. Replace valve lifter gallery 1. Visually inspect crankcase, after cleaning, for
cup plugs flush to 0.060” (1.52 mm) below crank- scoring, roughness or wear at cylinder bores.
case surface. Also check for cracks.
NOTE: Use Aviation Permatex No. 3 prior to install- Replace crankcase if cracked; do not attempt to
ing main and valve lifter oil gallery plugs. The main weld.
oil gallery plug must be installed below flush with the
crankcase.

2. Check top surface of crankcase for flatness. Us-
ing a straightedge, check by attempting to insert
a .004 in. (0.10 mm) feeler gauge between
straightedge and crankcase head surface. If gap
exceeds .004 in. (0.10 mm), crankcase must be
replaced.
5. With reading recorded in step 4, determine taper

of bore by determining the difference between
“A” diameters measured at “top” and “bottom”
of bore. (See SPECIFICATIONS)
1- Straightedge
2- Feeler Gauge
3- Crankcase
3. Check cylinder bore out-of-round and taper using

a dial bore gauge.
Checking Cylinder Bore Taper

6. If cylinder bore is within specifications, standard
size pistons and rings may be used.
NOTE: Rebore cylinders that are deeply scored
and/or when out-of-round and/or taper exceeds
specifications.
4. Measure diameter of cylinder bore at top of piston
ring travel at a right angle “A” to centerline of If cylinder walls have minor surface damage, but are
crankshaft. Record readings. Next, measure otherwise within specification (out-of-round and ta-
each bore so gauge reading coincides with cent- per), it may be possible to remove such damage by
erline “B” of crankshaft. Record that reading. honing.
The difference between “A” and “B” is the out- If cylinder bore is suitable for use without recondition-
of-round condition at top of cylinder bore. Repeat ing, deglaze bore using glaze breaker brush then re-
the same procedure at bottom of ring travel to assemble.
check for out-of-round condition. (See SPECIFI-
CATIONS).

IMPORTANT: If cylinder bores are to be deglazed, 8. Obtain a 12 oz. can of PE-12 “Solvent and Pene-
piston cooling jet tubes must be removed. trating Fluid” manufactured by AGS, available at
any well-stocked auto supply house. This spray
contains colloidal graphite and works well for this
application. Spray both cylinder to be deglazed
and flex hone.
1- Piston Cooling Jet

2- Piston Cooling Jet Mounting Bolt (8)
DEGLAZING
7. Cylinder bore can be deglazed using a 120 grit

glaze breaker brush such as ZTSE-4349. 9. Deglaze cylinder as follows:
a. Attach flex hone to an electric or air powered

drill WITH ADJUSTABLE SPEED.
This Silicone carbide-tipped nylon flexible brush
IMPORTANT: A speed of approximately 100-120
quickly deglazes cylinder walls and produces a
rpm is required. speed adjustment is required for
crosshatch pattern on cylinder wall surface in a single
procedure to be successful.
operation. The brush contours itself to the cylinder
wall and conditions wall surface without altering cyl- b. Hone cylinder wall for about 15 seconds while
inder bore. stroking up and down at a rate of one com-
plete up and down stroke per second.

c. Withdraw flex hone from cylinder bore while Camshaft Bushing
hone is rotating. Wipe a portion of the cylin-
der wall and visually inspect crosshatch pat- Inspection
tern comparing it to an untouched cylinder
bore.
Camshaft Bushing Inspection
1. Inspect the five camshaft bushings for wear and
proper running clearance (see SPECIFI-
CATIONS). If limits are exceeded, replace with
new bushings using camshaft bushing remover
and installer set ZTSE-2393C.
NOTE: The crosshatch pattern should be approxi-

mately 45°.
d. If pattern is “flatter” than required increase the
up and down stroke speed or slow down the
drill rotation.
e. Continue deglazing cylinder bore for 10-15
seconds or 20-25 strokes.
f. Wipe cylinder bore clean and visually inspect
bore for proper 45° cross-hatch pattern.
10. After deglazing, thoroughly clean cylinder bores
using a soft bristle brush, soap and water. Dry
with filtered compressed air and oil bore using
clean engine oil.
1- Camshaft Bushing
2- Telescoping Gauge
3- Crankcase
4- Micrometer
BUSHING REMOVAL
The bushings are interchangeable from one bore to

another except for the front bushing which is wider
than the others.
Bearing Position Bearing

Width
Front (#1) .780”
Intermediates & Rear (#2-5) .645”

1. Using Tool ZTSE-2393C, select proper size ex- 3. Attach pulling plate thrust bearing and nut to pull-
panding collet and back-up nut and assemble er screw. Tighten pulling nut against thrust bear-
onto expanding mandrel. With expanding collet ing and pulling plate to remove camshaft bush-
collapsed, install collet assembly into camshaft ing.
bushing, and tighten back-up nut on expanding
mandrel until collet fits camshaft bushing.
1- Puller Screw
2- Back-up Nut
3- Thrust Bearing
1- Pulling Screw
4- Pulling Plate
2- Expanding Collet
3- Back-up Nut
IMPORTANT: Be sure to hold a wrench on the end
2. Assemble puller screw onto expanding mandrel. of the puller screw to prevent it from turning.
Wrap a cloth around threads of puller screw to
protect front camshaft bushing.
1- Expanding Mandrel
2- Puller Screw

Camshaft Assembly Connecting Rods, Pistons
And Rings
Bushing Installation
1. Lubricate the new camshaft bushings and bores
Piston Disassembly
with clean engine oil. 1. Remove piston rings using piston ring expander.
2. Use Tool ZTSE-2393C to pull in the new bush-
ings. Be sure to center the pulling plate and puller
screw to avoid bushing damage.
IMPORTANT: Failure to use the correct expand-
ing collet can cause severe bushing damage.
IMPORTANT: All camshaft bushing oil holes
must be in alignment with holes in the crankcase.
Use a wire to verify oil hole alignment.
1- Piston Ring Expander Tool

2- Piston
3- Piston Ring
4- Connecting Rod
2. Disconnect connecting rod from piston assembly

as follows:
a. Remove piston pin retaining rings from each
end of pin.
1- Alignment Wire
2- Main Bearing Saddle
3- Camshaft Bushing Oil Hole
1- Connecting Rod
2- Piston
3- Retaining Ring
NOTE: The retaining ring has a smooth finish side

and a rough finish side. The smooth finish side faces
the piston pin.
3. Separate connecting rod from piston.
IMPORTANT: Make sure parts are marked so they
are reinstalled in their original locations.

Cleaning NOTE: If journals exceed the maximum out-of-round
and/or taper specifications, crankshaft must be
1. Soak aluminum piston in a soap and water solu- reground or replaced.
tion, then scrub, using a non-metallic brush.
NOTE: Never use a caustic solution or a wire brush
for cleaning aluminum pistons. Never use bead
blaster on pistons.
2. Assure all piston ring grooves are cleaned thor-
oughly.
Inspection
PISTONS
1. Visually inspect pistons for scuffed or scored

skirts, cracked or worn ring lands and cracked or
scuffed pin bores, discarding any showing such
condition.
1- Micrometer
2. Piston pins should be inspected and measured 2- Crankshaft
for wear. If piston pins show signs of corrosion or
etching or are not within specifications, they PISTON SELECTION GUIDELINES
should be replaced with new pins. See “SPECI-
FICATIONS”. Piston assemblies furnished for 1. When pistons require replacement select as fol-
service replacement are complete with piston lows:
pins. a. If cylinder bores exceed out-of-round and/or
taper specifications reboring may be re-
Cleaning quired. Such cylinder bore reconditioning will
require use of oversize service pistons. In ad-
CRANKSHAFT AND MAIN BEARINGS dition to standard size service piston .010”,
.020” and .030” oversize pistons are avail-
1. Clean crankshaft with a suitable solvent and dry able. Verify piston size by measuring skirt di-
with compressed air. ameter.
2. Clean all the internal oil passages of the crank-
shaft using a stiff nylon brush. Loosen all dirt,
sludge and deposits which may have accumu-
lated. Flush the oil passages with a suitable sol-
vent.
3. Clean the bearing caps thoroughly in solvent and
dry with compressed air.
2. Check top compression ring groove for wear as
Inspection and Repair follows:
CRANKSHAFT AND MAIN BEARINGS IMPORTANT: Top compression ring groove is a
keystone design, which requires measurement
1. Visually inspect main bearing and connecting rod over gauge pins to determine groove wear.
journals.
2. Measure diameter of each journal using a mi-
crometer (see SPECIFICATIONS). Measure
each journal at two points, at right angles to each
other. Move micrometer over width of journal.
Check for out-of-round and taper, (see SPECIFI-
CATIONS).

a. Install the 0.1150 in. gauge pins from piston a. Place outer edge of new ring in piston groove
groove wear gauge pin set ZTSE-30201, into
b. Roll new ring, in its respective groove, en-
groove to be measured.
tirely around piston. Make sure new ring is
IMPORTANT: Gauge pins must be parallel. “free” in groove.
b. Measure piston diameter over gauge pins us- c. With a feeler gauge check side clearance of
ing an outside micrometer. each new ring in its respective groove. (See
SPECIFICATIONS)
2. Visually inspect NEW rings for cleanliness.
3. Prior to installing rings on piston, check each ring
for proper gap as follows:
a. Push ring down into cylinder bore making
sure ring is square with cylinder wall. A piston
head can be used as a tool for this purpose.
1- Micrometer
2- Gauge Pins
3- Piston
c. If measurement over gauge pins is NOT

within specifications, excessive piston
groove wear exists. Replace with new piston.
Refer to “SPECIFICATIONS”.
Inspection
1- Piston Ring
2- Feeler Gauge
PISTON RINGS
b. Measure gap between ends of each ring with
a feeler gauge.
NOTE: Piston rings are available for service in stan-
dard sizes as well as .010”, .020” and .030” oversize c. If gap does not meet the SPECIFICATIONS,
piston rings. Each ring should be fitted and checked select another ring or recheck cylinder bore
in the cylinder in which it is to be used. Mark accord- wear.
ingly so they are installed in their respective bores.
1. Check side clearance of intermediate and oil con-
trol piston rings in groove of piston on which they
are to be installed, as follows:
1- Piston Ring
2- Feeler Gauge

Connecting Rods a. Measure connecting rod bearing bore diame-
ter at three locations, 120° apart (with bear-
1. Visually inspect the surface finish of the connecting inserts removed). (See SPECIFICA-
ing rod bearing bore. The bore must be smooth TIONS) for bearing bore I.D.
and free of scoring or nicks. Replace as required.
2. Measure inside diameter of piston pin bushing in
connecting rod using a telescoping gauge and a
micrometer. (See SPECIFICATIONS) If bushing
is worn, replace the connecting rod.
b. Use a telescoping gauge to measure out-of-

1- Piston Pin Bushing round. (See SPECIFICATIONS). Replace
2- Telescoping Gauge rod if maximum out-of-round specification is
exceeded.
3. Clean connecting rod thoroughly and visually in-
spect for defects. Using telescoping gauge and
a micrometer, check connecting rod piston pin
bushing bore diameter. (See SPECIFICATIONS)
Replace connecting rod if not within specifica-
tions.
c. Measure connecting rod bore taper by meas-

uring the bore I.D. near the large chamfer, re-
cord reading and measure the bore I.D. near
the small chamfer, record reading. The differ-
ence between the two readings is the bore ta-
1- Piston Pin Bushing Bore
per. (See SPECIFICATIONS) Replace rod if
2- Telescoping Gauge maximum bore taper is exceeded.
4. Continue connecting rod inspection (crankshaft

end) as follows:
NOTE: Measure connecting rod bore diameter, out-
of-round and taper with connecting rod nuts tight-
ened to special torque value. Replace connecting
rod if not within specifications.

Connecting Rod Bend And Twist a. With bearing cap removed, wipe oil from face
of bearing insert and exposed portion of
1. An engine component wear pattern can be identi- crankshaft journal.
fied and used to diagnose a problem. Common
examples of connecting rod wear pattern diag- b. Place a piece of “Plastigage” across width of
nostic clues are presented as follows: bearing about 1/4 in. (6.4 mm) off center.
c. Install cap and tighten bolts and nuts evenly
A shiny surface on edge of piston pin bushing and alternately to specified torque.
usually indicates that a connecting rod is bent or
piston pin hole is not in proper relation to a piston NOTE: Do not turn crankshaft while performing run-
skirt and ring grooves. ning clearance check.
d. Remove bearing cap. The “Plastigage” ma-
Abnormal connecting rod bearing wear can be terial will be found adhering to either the bear-
caused by either a bent connecting rod, an im- ing shell or the crankshaft. DO NOT RE-
properly machined journal, or a tapered connect- MOVE “PLASTIGAGE”. Use “Plastigage”
ing rod bore. scale to measure widest point of flattened
plastic material. The number within the
Twisted connecting rods will not create an easily graduated marks on the scale indicates the
identifiable wear pattern, but badly twisted rods clearance in thousandths of an inch and milli-
will disturb action of entire piston, rings, and con- meters (see SPECIFICATIONS).
necting rod assembly and may be the cause of
excessive oil consumption.
IMPORTANT: If connecting rods do not meet re-
quirements set forth in para- graphs 1-6 “con-
necting rod inspection”, replace entire connec-
ing rod assembly.
Assembly
BEARING FITTING PROCEDURE
1. If bearing-to-crankshaft running clearances ex-

ceed specifications, because of wear, regrind
crankshaft and install undersize bearing shells. 1- Connecting Rod
2- Crankshaft
IMPORTANT: Do not attempt to reduce journal-to- 3- Plastigage
bearing running clearances by reworking bear- 4- Crankshaft Bearing Journal
ing cap, bearings or both. Grind crankshaft only.
e. Remove test material and repeat test for each
! CAUTION connecting rod bearing.
NOTE: With precision bearings used, no problem
REWORKING BEARING CAP AND/OR BEAR- should be encountered. However, if proper clear-
INGS WILL DESTROY ENGINEERED FIT OF ance is NOT achieved, a problem with the crankshaft
BEARING SHELLS IN THEIR BORES (BEARING may exist which requires regrinding and use of un-
CRUSH). dersize bearings. (Refer to this section for Crank-
shaft Rework Information.) Additionally, bearing cap
2. Tighten connecting rod bolts and nuts alternately torque is very important. Use a torque wrench which
and evenly to specified torque, using an accurate is known to be accurate. Repeat running clearance
torque wrench. (See SPECIAL TORQUE VAL- check procedure before condemning crankshaft.
UES.)
3. Fit connecting rod bearings and measure bearing
running clearance as follows:

4. Check connecting rod side clearance, using a
feeler gauge. (See SPECIFICATIONS.)
NOTE: Connecting rod end clearance must be
checked to be certain that specified clearance exists.
Lack of clearance could indicate a damaged rod or a

rod bearing out of position. Correct as required.
Excessive clearance may require replacement of

rods or crankshaft. Correct as required.
1- Piston
2- Connecting Rod
1. Lubricate piston pin with clean engine oil. Align

1- Crankshaft rod bore and piston bore and insert piston pin.
2- Feeler Gauge
3- Connecting Rod Bearing Cap
IMPORTANT: Be sure the connecting rod and pis-

ton are assembled correctly or engine damage
will occur. The large chamfer side of the connect-
ing rod must be located next to the crankshaft fil-
let.
1- Piston
2- Piston Pin
3- Connecting Rod
4- Retainer ring
2. Install piston pin and retainer snap rings. Make

sure retainers seat fully with tension in the
grooves.

1- Gap
1- Piston 2- Identification Mark
2- Retaining Ring
3- Pliers 2. The intermediate compression ring is identified
4- Connecting Rod
by two indentation marks located on top of the
PISTONS ring.
1. The piston is best identified by the production

part number which appears on top of the piston.
1- Gap
2- Identification Mark
IMPORTANT: Install in order:

1 - Oil Control Ring
2 - 2nd Compression Ring
3 - Top Compression Ring
Space ring gaps 120 degrees apart.
3. Assemble the rings on the pistons to which they

were fitted by using a piston ring expander tool.
1- Part Number Designation At This Location.
RINGS
1. The top compression ring is identified by one in-

dentation mark located on top of the ring.
1- Piston Ring Expander Tool

a. Install rings with identification markings on Piston Cooling Jet Tubes
ring facing up.

1. With cooling jet tubes removed, run an appropri-
ate size wire through tube to assure there is no
blockage. Replace cracked or bent tubes.
2. Blow out any debris from cleaning, using filtered
compressed air.
Installation
1- Gap
2- Identification Mark
1- Piston Cooling Jet Tube

2- Patch Bolt
NOTE: Retaining bolts are special “patch type” bolts,

DO NOT substitute.
1- Gap 1. Place jet tube assembly onto crankcase mount-

2- Identification Mark ing pad.
b. Space the ring gaps 120° apart. NOTE: Bolt-on piston cooling jet tubes are self align-
ing.
4. Install bearing shell inserts chosen during bear-
ing fitting procedure. Bearing locator tabs aid in 2. Tighten special patch bolt to standard torque.
correct insert installation. 3. Do not substitute bolts, use only specified
6.35mm -20x15mm “patch type” bolts.

Crankshaft And Main h. Do not disturb Plastigage. Using the Plas-
tigage paper gauge envelope, measure wid-
Bearings est point of Plastigage. This reading indicates
bearing running clearance.
Installation
1. Using a lint-free cloth, wipe crankcase bearing
supports free of oil.
2. Clean bearings inserts and caps thoroughly in
solvent and dry with compressed air.
3. Visually inspect each bearing. Replace all bear-
ings, if any, that are scored, chipped or worn.
4. Check Bearing clearance as follows:
a. Install bearing upper halves into the crank-
case. Be sure locking tabs on bearings are
snapped into crankcase saddle and oil holes
in bearing shells line up with oil holes in
1- Paper Gauge
crankcase. 2- Main Bearing
b. After oiling, carefully install crankshaft into 3- Flattened Plastigage
crankcase.
i. If bearing running clearance is not within
specifications, crankshaft must be reground
and undersize bearings installed.
NOTE: When bearing clearance is checked, crank-
shaft will have to be supported and held against up-
per main bearing halves to get a correct Plastigage
reading. Use a jack at counterweight next to each
main bearing being checked to support crankshaft.
Failure to support crankshaft will result in inaccurate
readings.
5. When acceptable bearing clearance is achieved
with either old or new parts, proceed as follows:
1- Crankcase a. Clean Plastigage from bearing or crankshaft
2- Main Bearing Insert journal surface.
c. Install lower main bearing halves with cap b. Coat all bearing surface journals and bolts
and tighten inner and outer bolts to specified with clean engine oil.
torque. c. Place bearing caps with bearing lower halves
d. Remove one bearing cap at a time. Remain- over crankshaft. Be sure bearing caps are
ing caps are left tight while checking fit of properly installed. Number 1 is in the front po-
bearing with cap removed. sition.
e. Wipe oil from all contact surfaces of exposed
journal, bearing insert and cap.
f. Place a piece of Plastigage across the full
width of bearing surface on crankshaft journal
(or bearing cap insert) approximately 1/4 in.
(6.4 mm) (off center). Install bearing cap and
tighten cap bolt to special torque value.
g. Remove bearing cap and insert.

e. Number 5 bearing rear thrust flanges must be
flush with each other. Aligning caps in this
manner will assure proper cap location.
Check this alignment at both sides (left and
right) of bearing caps. Tighten main bearing
cap bolts 1 thru 4 to specified torque, leave
No.5 finger-tight.
1- Mounting Bolt (20)

2- Main Bearing Cap
3- Crankshaft
4- Crankcase
6. The thrust bearing (No. 5 Main Bearing) provides

initial location of crankshaft in relation to crank-
1- Main Bearing Cap
2- Crankshaft
case. Check crankshaft end play using a dial in-
3- Mounting Bolt (20) dicator as follows:
IMPORTANT: Bearing caps are numbered for re- Mount dial indicator on crankcase with indicator
installation. do not intermix. Install bearing caps tip on crankshaft gear.
with stamped arrow facing front of engine.
d. Install main bearing caps and tighten bolts Torque all bearing caps (except No. 5 thrust bear-
finger tight. Using a soft hammer, tap number ing) to specified torque. Pry crankshaft forward
2, 3 and 4 bearing caps until rear machined and backward.
faces of caps are flush with machined faces
of crankcase. Torque No. 5 thrust bearing to specified torque.
Pry crankshaft forward and zero dial indicator.
Pry crankshaft forward and zero dial indicator.

Check end play by prying crankshaft back and
forth while reading dial indicator.

2. Coat cylinder bores, crankshaft journals, piston,
piston rings and piston installer sleeve with clean
engine oil.
1- Pry Bar
2- Dial Indicator
3- Crankshaft Gear
If end play exceeds specification, replace thrust

bearing. If end play is less than minimum limit, thrust
bearing faces are damaged or dirty. If not damaged
or dirty they were probably misaligned. After inspec-
tion, either clean or replace thrust bearing, align
faces and parting line, following bearing installation
procedure in this section. Recheck crankshaft end
play.
Piston Installation 1- Piston And Connecting Rod

1. Turn crankshaft so the Number 1 crankpin is at 2- Piston Installer Sleeve
the bottom of its stroke.
IMPORTANT: Before installing piston and con-
necting rod assembly be sure connecting rod
bearing is in place. Install aluminum connecting
rod protector caps (ztse-4311) onto connecting
rod bolts. This prevents damage to crankshaft
journals.
1- Piston And Connecting Rod Assembly

2- Protector Caps
3- Connecting Rod Bearing (16)

IMPORTANT: Connecting rod and piston must be
positioned as follows:
Piston - arrow on top of piston must face cam

side of engine block
Connecting rod - large chamfer must be located

next to crankshaft fillet
1- Identification Mark.
1- Piston Pin Bushing 6- Connecting Rod Bearing - Upper

2- Connecting Rod 7- Connecting Rod Bearing - Lower
3- Crankshaft 8- Connecting Rod Bearing Cap
4- Crankshaft Fillet 9- Large Chamfer Side (Next to Fillet)
5- Bearing 10- Small Chamfer Side

3. Install piston installer sleeve onto piston. Careful- 6. Check rod bearing running clearance as follows:
ly place the piston and connecting rod assembly
a. With bearing cap removed, wipe oil from face
into crankcase bore.
of bearing insert and exposed portion of
crankshaft journal.
b. Place a piece of “Plastigage” across full
width of bearing about 1/4 in. (6.4 mm) off
center.
c. Install cap and tighten bolts and nuts evenly
and alternately to specified torque.
NOTE: Do not turn crankshaft while performing run-
ning clearance check.
d. Remove bearing cap. The “Plastigage” ma-
terial will be found adhering to either the bear-
ing shell or the crankshaft. DO NOT RE-
MOVE PLASTIGAGE. Use “Plastigage”
scale to measure widest point of flattened
1- Piston plastic material. The number within the
2- Crankcase Bore graduated marks on the scale indicates the
3- Piston And Connecting Rod Assembly clearance in thousandths of an inch and milli-
4- Piston Installer Sleeve
meters (see SPECIFICATIONS).
4. Holding the piston installer sleeve, use the han- e. Remove test material and repeat test for each
dle of a hammer and tap piston into crankcase connecting rod bearing.
bore.
1- Connecting Rod And Cap Identification.
1- Hammer Handle
2- Piston
3- Crankcase
4- Piston Installer Sleeve Tool.
5. Remove connecting rod bolt protector caps.

NOTE: Rods and caps are matched. Assemble con-
necting rod and cap with matching identification code
on the same crankpin from which removed.
1- Connecting Rod
2- Crankshaft
3- Plastigage
4- Crankshaft Bearing Journal

NOTE: With precision bearings used, no problem
should be encountered. However, if proper clear-
ance is NOT achieved, a problem with the crankshaft
may exist which requires regrinding and use of un-
dersize bearings. Additionally, bearing cap torque is
very important. Use a torque wrench which is known
to be accurate. Repeat running clearance check pro-
cedure before condemning crankshaft.
7. Check connecting rod side clearance, using a
feeler gauge. (See SPECIFICATIONS.)
1- Crankshaft
2- Bearing Shell Insert
3- Connecting Rod
9. Apply clean engine oil to connecting rod bolt

threads prior to tightening.
NOTE: Do not use an air wrench when installing con-
necting rod bolts and nuts. Such practice may cause
seizure of connecting rod bolt or nut threads.
10. Tighten connecting rod bolts and nuts to speci-
fied torque. (See Special Torque Values).
1- Crankshaft
2- Feeler Gauge
3- Connecting Rod Bearing Cap
NOTE: Connecting rod side clearance must be

checked to be certain that specified clearance exists.
Lack of clearance could indicate a damaged rod or a

rod bearing out of position. Correct as required.
Excessive clearance may require replacement of

rods or crankshaft. Correct as required.
8. Coat bearing shell insert wear surface with clean
engine oil and install connecting rod bearings 1- Connecting Rod Nuts (16)
and bearing caps. 2- Connecting Rod Bearing Cap (6)
3- Crankshaft
4- Connecting Rod (8)
11. Check piston protrusion above crankcase as fol-

lows:
a. Zero surface gauge on crankcase deck sur-
face.
b. Position dial indicator tip onto piston head.
c. Bar crankshaft to measure the maximum pis-
ton protrusion.
d. Record reading.

Rear Oil Seal and Wear Sleeve
Installation
IMPORTANT: Do not remove wear sleeve from oil
seal.
1. Install Rear Seal Installer tool (ZTSE-4318) onto
crankshaft flange. Install two (2) rear seal align-
ment dowels ZTSE43184.
12. Repeat steps 1-11 for remaining connecting rods

and pistons.
Rear Oil Seal Wear Sleeve

Installation
REAR COVER INSTALLATION
1. Install rear cover as follows:

a. Apply RTV sealant to groove in rear cover
and around dowel pin holes, two (2) places. 1- Alignment Dowels
2- Installer Tool
b. Install rear cover to crankcase. Crankcase
dowels align rear cover properly. Tighten rear
cover bolts to specified torque. 2. Apply Loctite #515 sealant to O.D. of crank-
shaft flange. Also apply a bead of RTV around
each bolt hole and the inside diameter of the bolt
hole pattern to the seal/retainer.
3. Place seal and wear sleeve assembly over cen-
tering tool and position seal retainer over align-
ment dowels.
NOTE: Be sure seal retainer and crankcase dowels
align as seal is being installed.
1- Rear Cover
2- RTV Sealant
3- Rear Cover Groove
NOTE: If crankcase dowel pins are damaged or

missing, replace prior to installation of rear plate. If
rear cover’s dowel holes are damaged or cover is
bent, replace with new cover.
1- Alignment Dowel
2- Seal/Retainer
3- Wear Sleeve/Seal Installer Tool

4. Install driver over centering tool and tighten forc- Flywheel (Reconditioning)
ing screw driving wear sleeve and rear seal into
position.
Cleaning
1. Clean with a non-caustic solvent, then visually in-
spect flywheel for cracks, heat checks and exten-
sive scoring which would make it unfit for further
service. Replace as required.
Inspection
RING GEAR REMOVAL
1. Heat ring gear with a torch on engine side of gear.

2. Once heated, knock it off flywheel. DO NOT HIT
FLYWHEEL WHEN REMOVING RING GEAR.
1- Seal/Retainer RING GEAR INSTALLATION

2- Installation Tool
5. Apply RTV to rear oil seal retainer bolts and tight- 1. If new ring gear is required, heat new ring gear
en to specified torque. evenly until gear expands enough to slip onto fly-
wheel. Make sure gear is seated properly against
shoulder. Do not heat any portion of gear to a
temperature higher than 500° F (278°C). If this
limit is exceeded, the hardness will be removed
from ring gear teeth.
2. Install flywheel housing over dowel pins. Attach
with the six flange head mounting bolts and tight-
en to specified torque.
1- Rear Oil Seal Retainer Bolts (5)

2- Seal/Retainer
3. Install flywheel and ring gear assembly as fol-

lows:
a. Install two guide studs on crankshaft flange
and slide flywheel onto guide studs.

NOTE: Be sure flywheel holes and dowel pin holes
are in line with their mating bolt and dowel pin holes
in the crankshaft flange.
b. Install reinforcement ring and install seven of
the nine flywheel bolts.
c. Tighten the seven bolts to specified torque
and remove the two guide studs. Install the
two remaining bolts. Tighten to specified
torque .
4. With flywheel installed on crankshaft, check fly-
wheel face and ring gear run-out as follows:
a. For flywheel face run-out, install a dial indica-
tor so indicator point bears against flywheel
face one inch in from edge of flywheel. For
checking ring gear run-out, install dial indica-
tor point on face of ring gear adjacent to gear
teeth.
1- Ring Gear
2- Dial Indicator
3- Indicator Tip
b. Push flywheel forward prior to turning fly-

wheel, so crankshaft “end play” will not be in-
dicated as flywheel run-out.
c. Set dial indicator to zero. Turn flywheel one
complete revolution while observing total in-
dicator run-out (TIR).
d. If flywheel face TIR exceeds specifications,
remove flywheel and check for burrs between
flywheel and face of crankshaft mounting
flange. Remove burrs as required.
1- Flywheel
2- Flywheel Adapter Housing e. If no burrs exist, check crankshaft flange
3- Dial Indicator runout, using a dial indicator.
If crankshaft flange runout is within specifica-

tions, replace flywheel.
f. If ring gear TIR exceeds specifications, check
ring gear installation. Reheat gear evenly un-
til it expands enough to be properly seated on
flywheel shoulder.
g. Recheck runout; if not within specifications,
replace flywheel and ring gear assembly.
5. Install adapter and coupler on flywheel. Torque
as follows:
Adapter-to-Flywheel - Torque to 20 lb.ft. (27 N.m)
Coupler-to-Adapter - Torque to 55 lb.ft. (74 N.m)

Oil Filter and Cooler Oil Filter Adapter
REMOVAL
1. Remove oil filter. Refer to previous procedure.
Oil Pan Drain Plug 28 lb.ft. (37 N⋅m) 2. Disconnect oil hoses from oil filter adapter.
Oil Filter
REMOVAL
2
1. Remove oil filter by turning counterclockwise (as
viewed from bottom).
2. Ensure seal is removed from adapter.
1
76100
1
1- Oil Filter
2- Oil Hose To Block Adapter (Front)
3- Oil Hose To Block Adapter (Rear)
3. Remove bolts at top side of bracket. Remove

adapter.
1
76100
1- Oil Filter
INSTALLATION
1. Lubricate seal on new filter with oil.

2. Install oil filter by turning clockwise (as viewed
from bottom).
3. Tighten filter by hand. Do not use a filter wrench.
76219
.
1- Bolts

INSTALLATION Oil Cooler
1. Install oil filter adapter beneath the bracket. REMOVAL
2. Secure adapter to bracket with two bolts. Tighten 1. Drain seawater from cooling system. Refer to
securely. Section 6A for draining procedure.
2. Disconnect oil hoses from cooler.
1
1 76110
1- Oil Hoses
76219
3. Remove seawater hoses from both ends of oil
1- Bolts cooler.
3. Connect oil hoses to oil filter adapter. Front hose 4. Remove fasteners that secure cooler clamp
comes from front fitting on block adapter. Rear bracket.
hose comes from rear fitting. Tighten both se- 2
3 3
curely.
1
76220
3
1- Nuts
2- Clamp Brackets
3- Seawater Hoses
76100 5. Remove cooler.

1- Oil Filter
2- Oil Hose To Block Adapter (Front) CLEANING AND INSPECTION
3- Oil Hose To Block Adapter (Rear)
1. Refer to Section 6B for cleaning oil cooler.
4. Install oil filter. Refer to previous procedure.

INSTALLATION
1. Install cooler.
2. Connect seawater hoses to both ends of oil cool-
er.
3. Install fasteners that secure cooler clamp brack-
et. Tighten nuts securely.
2
3 3
1
76220
1- Nuts
2- Clamp Brackets
3- Seawater Hoses
4. Connect oil hoses to cooler. Tighten securely.
1 76110
1- Oil Hoses

High Pressure Lube Oil System
High Pressure Pump Drive Gear Specifications
Gear Backlash 0.0055-0.0101 in. (0.140-0.256 mm)
End Play 0.018-0.48 in. (0.45-1.22 mm)

High Pressure Oil Pump Gear Bolt 95 lb.ft. (129 N⋅m)
Rail Pressure Control Valve Body 35 lb.ft. (47 N⋅m)
Rail Pressure Control Valve Nut 55 lbf-in (6 N⋅m)
High Pressure Hose Fitting (37 Degree Flare) 19 lb.ft. (26 N⋅m)
45 and 90 Degree Elbow Locknut 21 lb.ft. (28 N⋅m)

Tools Description
ZTSE-4351 Hand Operated Vacuum Pump
ZTSE-4295 High Pressure Oil System Cap Set
3A-1 –MECHANICAL 90-861784 998

Index
Injector Oil System
1-Oil Pump
2-Check Valve
3-Reservoir (Located On Top of Front Cover)
4-High Pressure Pump
5-High Pressure Lines
6-Injection Control Pressure Sensor
7-Cylinder Head High Pressure Rail
8-Fuel Injector (8)
9-Gallery (Crankcase)
10-Oil Filter
11-Oil Cooler
12-Injection Pressure Regulator Valve
3A-2 - MECHANICAL 90-861784 998

Index
Lube Oil Reservoir And High 4. Remove two (2) bolts securing high pressure
pump access cover (located on the crankcase
Pressure Pump Drive Gear front cover, directly above water pump). Clean
cover surface of all RTV sealant.
Removal 5. Remove bolt and washer securing high pressure
1. Remove 1/4 in. (6.35mm) pipe plug located on pump drive gear to pump.
top left hand side of reservoir. Extract oil by in-
serting tube into reservoir from hand operated
vacuum pump tool ZTSE4351.
1-Hand Operated Vacuum Pump 1-High Pressure Pump Drive Gear

2-High Pressure Lube Oil Reservoir 2-Drive Gear Mounting Bolt & Washer
3-Crankcase Front Cover
2. Remove three (3) bolts securing high pressure
reservoir to front cover.
1-Reservoir Mounting Bolts

2-High Pressure Lube Oil Reservoir
3. Remove reservoir and gasket. Clean reservoir

and crankcase front cover mating surfaces of all
RTV sealant. Discard gasket.
90-861784 998 MECHANICAL - 3A-3

Index
High Pressure Pump 4. Remove two (2) capscrews securing high pres-
sure lube pump to front cover. Remove pump
Removal and gasket from pump.
1. Loosen nuts securing both high pressure lube oil

supply hoses at the pump and elbow fittings lo-
cated on the cylinder head assemblies. Remove
hoses with clamp.
1-Drive Gear
2-High Pressure Lube Oil Pump
3-High Pressure Lube Oil Pump Mounting Bolts (2)
NOTE: The high pressure pump gasket is reusable.

5. Remove high pressure lube oil pump drive gear
through top of front cover.
2-Lube Oil Supply Hoses (2)
3-Hose Clamp
2. Cap high pressure pump fittings and cylinder

head fittings using high pressure oil cap set
ZTSE4295.
3. Remove tinnerman nut securing solenoid to in-
jection control regulator. Remove solenoid.
1-Drive Gear
2-Front Cover
1-High Pressure Oil Pump

2-Pressure Regulator
3-Solenoid
4-Tinnermann Nut
3A-4 - MECHANICAL 90-861784 998

Index
Injection Control Pressure Regulator
Removal (If Required)
NOTE: Injection control pressure regulator can be re-
moved, if required, before or after removing high
pressure pump.
1. Unscrew regulator valve from high pressure
pump body using a 1-1/8 in. (28mm) deep wall
socket.
1-High Pressure Pump Gasket

2-Front Cover
2. Position pump together with gasket against front

cover and secure with two mounting bolts.
1-High Pressure Lube Oil Pump

2-Injection Control Pressure Regulator
Injection Control Pressure Regulator

Reassembly (If Required)
1. Screw regulator valve into high pressure pump
body using a 1-1/8 in. (28mm) deep wall socket.
High Pressure Pump Reassembly 1-Front Cover

2-High Pressure Pump Mounting Bolts (2)
1. Insert pump drive gear into opening on top of 3-High Pressure Pump
front cover.
90-861784 998 MECHANICAL - 3A-5

Index
3. Secure drive gear to pump using bolt and washer.
Tighten to specified torque value.
1-Dial Indicator
2-Drive Gear
1-High Pressure Pump Drive Gear 3-High Pressure Pump
2-Front Cover 4-Front Cover
3-Drive Gear Mounting Bolt
4-Washer
5. Secure access cover by applying RTV to front
cover and threads of mounting bolts. Install two
4. Check Drive Gear Backlash. (2) mounting bolts. Tighten bolts.
a. Mount dial indicator.
b. Zero the dial indicator.
c. Place tip on gear tooth.
d. Move gear by hand and record backlash.
e. If backlash exceeds specified limits (see
SPECIFICATIONS) gear should be replaced.
1-Drive Gear
3-RTV Bead
4-Front Cover
6. Install new gasket onto top of reservoir mating

surface.
7. Apply RTV around reservoir mating surface as
shown.
3A-6 - MECHANICAL 90-861784 998

Index
1-RTV Bead 1-High Pressure Pump
2-Front Cover 2-Injection Control Pressure Regulator
4-O-Ring Gasket 11. Install and tighten tinnermann nut to special
torque value.
8. Install reservoir to front cover and secure with
three (3) bolts.
1-EBP Valve
2-Reservoir
3-Reservoir Mounting Bolts (3)
9. Tighten all reservoir mounting bolts to special

torque value.
NOTE: Fill reservoir with clean engine oil.
10. If removed, install injection control pressure
regulator and tighten to special torque value.
90-861784 998 MECHANICAL - 3A-7

Index
Fuel System Specifications
Fuel Pressure Regulating Valve
Valve to Unseat At: 43 psi (6.2 kPa)

Injector Hold Down Bolt 105 lb.in. (12 N⋅m)
Fuel Return Hose Fitting 12 lb.ft. (16 N⋅m)
Fuel Supply Tube Bolt (Lift Pump Banjo Fitting) 40 lb.ft. (54 N⋅m)

Tools Description
ZTSE-4294 Fuel System Cap Set

Fuel System Diagram

Fuel Filter Adapter Installation
Removal 1. Install filter adapter.
1. Drain fuel filter and remove it. Refer to SECTION 2. Install bolts that secure fuel filter adapter.
1B. 3. Connect metal fuel lines to both sides of filter
2. Disconnect flexible fuel line from filter adapter. adapter. Tighten securely.
2
2
1 76144
1 - Flexible Fuel Line

76105
3. Disconnect metal fuel lines from both sides of fil- 1 - Bolts
ter adapter. 2 - Metal Fuel Lines
4. Remove bolts that secure fuel filter adapter.
4. Connect flexible fuel line to filter adapter. Secure
with clamp.
1
2
2
1 76144
76105
1 - Flexible Fuel Line
1 - Bolts
2 - Metal Fuel Lines 5. Refill and bleed air from fuel filter following proce-
dure in SECTION 1B.
5. Remove filter adapter.

Tandem Lift Pump Inspection
1. Inspect tandem lift pump tappet for wear.
Removal
1. Remove the three fuel lines from the front side of
pump. Make note of the position of the lines for
later installation.
3
2 76184
1
1 - Tandem Lift Pump

2 2 - Tappet
76183
Installation
1 - Fuel Inlet Line From Tank
2 - Fuel Outlet Line To Filter 1. Install new O-Ring on tandem lift pump.
3 - Fuel Inlet Line From Filter
2. Remove fuel supply tube banjo bolt and gaskets

at base of tandem lift pump.
3. Loosen nuts of fuel supply tubes at cylinder
heads and remove from engine.
4. Remove two (2) mounting bolts securing the tan-
dem lift pump to base of crankcase. Remove tan-
dem lift pump.
5. Retrieve tappet from pump bore in crankcase if
required and insert into base of tandem pump. 1
76184
1 - O-Ring

2 - Fuel Supply Tube to Cylinder Head Galleries
3 - Fuel Tube Banjo Bolt
4 - Fuel Supply Tube Nuts (2)

2. Install tandem lift pump to crankcase using two 6. Install the three fuel lines on the front side of
(2) mounting bolts and torque to specified torque. pump. Make sure that the lines are connected to
the proper fitting.
3
2
76183
1 - Tandem Lift Pump 1 - Fuel Inlet Line From Tank

2 - Tandem Lift Pump Mounting Bolts (2) 2 - Fuel Outlet Line To Filter
3 - Fuel Inlet Line From Filter
3. Place seal rings onto fuel supply tube bolt and

position bolt onto fuel supply tube. Injectors
4. Install fuel supply tube, bolt and gaskets to tan-
REMOVAL
dem lift pump. Tighten bolt to specified torque.
5. Attach fuel supply tube nuts to cylinder head el- NOTE: Refer to “CYLINDER HEAD AND VALVES”
bows and tighten to standard torque value. for injector removal and installation instructions.

2 - Seal Rings
3 - Fuel Supply Banjo Bolt
4 - Fuel Supply Tube
5 - Fuel Supply Tube Nuts (2)

Torque Data Standard Nut And Bolt Torque Chart
Hex Flange Head
General Torque Guidelines Thread Torque Torque Wrench
Diameter lbf.ft. Nm Size (mm)
Many conditions affect torque and the results of
torque applications. The major purpose in tightening M6x1 8 11 8
a fastener to a specified torque is to obtain tension in M8x1.25 18 24 10
the fastener (i.e., bolt, nut, etc.), which in turn devel-
M10x1.5 36 49 13
ops a clamping load which exceeds any possible
loading imposed on parts due to engine RPM or M12x1.75 61 83 15
vibration. M16x2 154 208 21
Tension Values for Standard Hex Head

Fasteners Thread Torque Torque Wrench
Diameter lbf.ft. Nm Size (mm)
The “Standard Nut and Bolt Torque Chart” provides
M6x1 6 8 10
tightening torque for general purpose applications
using original equipment standard hardware as listed M8x1.25 15 20 13
in the Parts Catalog for the application involved. DO M10x1.5 30 40 16
NOT SUBSTITUTE. Original equipment standard
hardware is defined as Type 8, coarse thread bolts M12x1.75 51 69 18
and nuts and thru hardened flat washers (Rockwell M16x2 128 173 24
“C” 38-45), all phosphate coated and assembled
without supplemental lubrication (as received condi-
tion). NOTE: For special torques, refer to “Special Torque
NOTE: Phosphate coating is a dry lubricant. Values” in specific component areas of this section.
Fastener Thread Condition

Threads that are dry, excessively rough, battered or
filled with dirt require considerable effort just to ro-
tate. Then; when the clamping load is developed or
the bolt tension is applied, the torque reading mounts
rapidly (due to thread friction) to the specified torque
value. However, the desired bolt tension and maxi-
mum clamping effect is not achieved. This condition
can lead to failure of the fastener to maintain compo-
nent integrity. The proper bolt tension and clamping
effect can never be attained if the fastener is dry. The
fastener threads must have a film of clean lubricant
(engine oil) to be considered lubricated.

ELECTRICAL SYSTEMS
4
A
73983
STARTING SYSTEM
Index
Table of Contents
Page
Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-1
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-2
Delco Remy 28MT Series Starter . . . . . . . . 4A-2
Lubricants/Sealants . . . . . . . . . . . . . . . . . . . . . . 4A-2
Replacement Parts Warning . . . . . . . . . . . . . . . 4A-3
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-3
Battery Cable Recommendations . . . . . . . . 4A-3
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-3
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-4
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-4
Standard Starter Slave Solenoid . . . . . . . . . . . 4A-4
Testing/Replacement . . . . . . . . . . . . . . . . . . . 4A-4
Starting System Components . . . . . . . . . . . . . . 4A-5
Positive Current Flow . . . . . . . . . . . . . . . . . . . . . 4A-6
Delco Remy 28MT Series Starter . . . . . . . . . . . 4A-6
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-6
Exploded View . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-7
Periodic Inspection . . . . . . . . . . . . . . . . . . . . 4A-8
Starter Motor Repair . . . . . . . . . . . . . . . . . . . . . . 4A-8
Starter Removal . . . . . . . . . . . . . . . . . . . . . . . 4A-8
Solenoid Removal . . . . . . . . . . . . . . . . . . . . . 4A-8
Solenoid Installation . . . . . . . . . . . . . . . . . . . 4A-8
Starter Motor Disassembly . . . . . . . . . . . . . . 4A-8
Cleaning and Inspection . . . . . . . . . . . . . . . 4A-11
Armature Tests . . . . . . . . . . . . . . . . . . . . . . . 4A-12
Field Coil Tests . . . . . . . . . . . . . . . . . . . . . . . 4A-13
Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-16
4A-0 – STARTING SYSTEM Index 90-861784 998

Identification
The starter identification number is located as
shown.
73983
a - Starter Identification Number
Delco Remy 28MT Series Starter
90-861784 998 Index STARTING SYSTEM - 4A-1

Specifications
Delco Remy 28MT Series Starter
Delco Remy No Load Test

Identification Rotation Min. Max. Min. Max.
Number Volts
Amps Amps RPM RPM
1113276 Clockwise 10 125 190 3000 5600
Commutator
Diameter1 Service Limit 1.378 in. (35 mm)
Minimum Brush Length .472 in. (12 mm)

1: Do not turn commutator in a lathe.
Fastener Location Lb. Ft. (N⋅m) Lb. In. (N⋅m)
Starter Mounting Bolts 50 (68)
Battery Cables Securely
Lubricants/Sealants
92-25711 Quicksilver Liquid Neoprene
196094 (Obtain Locally) Delco Remy Lubricant (for 28MT)
Obtain Locally SAE 10W Oil (for Bosch)

Replacement Parts Warning 1. Select a battery that meets all of the following
specifications:
! WARNING a. 12-volt marine type.
Electrical, ignition and fuel system components b. Tapered post connectors or side terminal
on your MerCruiser are designed and manufac- connectors (Do not use a battery with wing
tured to comply with U.S. Coast Guard Rules and nut connectors).
Regulations to minimize risks of fire and explo- c. Battery capacity rating of at least:
sion.
Minimum 12V Battery Capacity Rating
Use of replacement electrical or fuel system compo-
nents, which do not comply with these rules and reg- 300 Amp Hour
All Models or
ulations, could result in a fire or explosion hazard and 1500 Cold Cranking Amps
should be avoided.
Battery Maintenance
IMPORTANT: Boating industry standards (BIA,
ABYC, etc.) federal standards and Coast Guard ! WARNING
regulations must be adhered to when installing
or replacing battery or cables. Be sure battery Hydrogen gases that escape from the battery
cable installation meets the pull test during charging are explosive. Be sure that bat-
requirements and that positive battery terminal tery area is well ventilated and that bilge blower
is properly insulated in accordance with is in operation when charging. DO NOT smoke or
regulations. allow sources of spark or open flame in area
when charging battery.
IMPORTANT: Engine electrical system is
negative (-) ground. It is recommended (required
in some states) that battery be installed in an
enclosed case. Refer to regulations for your area. ! WARNING
Battery electrolyte is a corrosive acid and should
Battery Cable Recommendations be handled with care. If electrolyte is spilled or
IMPORTANT: Terminals must be soldered to splashed on any part of the body, immediately
cable ends to ensure good electrical contact. Use flush the exposed area with liberal amounts of
electrical grade (resin flux) solder only. Do not water and obtain medical aid as soon as possi-
use acid flux solder, as it may cause corrosion ble. Safety glasses and rubber gloves are recom-
and failure. mended when handling batteries.
Minimum Cable
Battery Cable Length
Gauge
Up to 3 ft. (0.9m) 2 ( 35mm2)
3 - 3-3/4 ft. (0.9 - 1.1m) 1 ( 50mm2)
3-3/4 - 4-3/4 ft. (1.1 - 1.4m) 0 ( 50mm2)
4-3/4 - 6 ft. (1.4 - 1.8m) 00 ( 70mm2)
6 - 7-1/2 ft. (1.8 - 2.3m) 000 ( 95mm2)
7-1/2 - 9-1/2 ft. (2.3 - 2.9m) 0000 (120mm2)
9-1/2 - 12 ft. (2.9 - 3.7m) 00 ( 70mm2)
12 - 15 ft. (3.7 - 4.6m) 000 ( 95mm2)
15 - 19 ft. (4.6 - 5.8m) 0000 (120mm2)
:Two cables of specified gauge required for
positive and two required for negative.

! CAUTION 4. If readings remain low, battery should be re-
placed.
To prevent damage to the electrical system be
sure to adhere to the following:
Storage
w When installing battery, be sure to connect
1. Remove battery and clean exterior.
the positive (+) battery cable to positive (+)
battery terminal first and then the negative (-) 2. Check fluid level and fill if low.
battery cable to negative (-) battery terminal. 3. Cover terminals and bolts with light coat of
w Never disconnect the battery cables while the grease.
engine is running. 4. Set battery on wood or in carton; store in cool, dry
w If a charger or booster is to be used, be sure to place.
connect it in parallel with existing battery 5. Check every 20 days for fluid level and slow
(positive to positive and negative to nega- charge.
tive).
IMPORTANT: A discharged battery can be dam-
w When applying a booster charge to battery, aged by freezing.
disconnect both cables from battery (to pre-
vent damage to voltage regulator).
w Check battery condition periodically.
Standard Starter Slave
w Make sure that battery leads are kept clean
and tight. Solenoid
Testing Testing/Replacement
1. Using continuity meter, connect test leads as
! WARNING shown, and connect 12 volt battery with jumper
leads as shown.
Do not use jumper cables and a booster battery
to start engine. Damage to various electrical
components may occur. Do not recharge a weak
battery in the boat. Remove battery and recharge
in a ventilated area away from fuel vapors, sparks
or flames.
! CAUTION
Test battery in well ventilated area as gases given
off by battery are hazardous.
Place battery under heavy load (as during engine

cranking or with a variable resistor tester) and test
cell voltage while under load.
Certain conditions must be met before testing.
72630
w Battery must be 60 to 100°F (16 to 38°C).
w Electrolyte level must be correct in all cells.
Typical
w Battery must be at least half charged.
w No obvious defects. 2. If no meter movement is present, replace slave
2. Check voltage per manufacturer’s specifications. solenoid.
3. If readings are low, recharge and retest.

Starting System Components
B
I S See Note 1.
4
5
3
6
7
(-)
See Note 1. (+)
76208
1 - Ignition (Start/Stop) Switch

2 - 20 Ampere Fuse
3 - Remote Control Neutral Safety Switch [MCM (Stern Drive)
Only)
4 - Start Relay
5 - Circuit Breaker(s)
6 - Wire Junction
7 - Starter Motor
8 - Ground Stud
Note 1. : Wires connected together with hex screw

and nut, coated with liquid neoprene and protected
by a rubber sleeve.

Positive Current Flow plunger on one end and mates with a collar on the
drive assembly at the other end. The action of the le-
This is a general description of the positive current ver forces the drive pinion into engagement with the
flow, from the battery and through the system until the engine flywheel when the magnetic pull of the sole-
starter motor cranks. noid draws the plunger in.
w Battery to the solenoid switch (on starter) A medium-duty, 5-roll overrunning drive is used for
(RED battery cable). low overrun friction and long operating life. The drive
w Solenoid switch to circuit breaker (RED). shaft is supported by a ball bearing at the gear reduc-
tion end and by a sleeve bushing at the drive end. An
w Circuit breaker to wire junction (RED-PUR). external helical spline on the drive shaft turns the pin-
w Wire junction to wiring harness plug ion as it moves into engagement with the engine fly-
(RED-PUR) terminal 10. wheel. An internal gear at the gear reduction end of
the drive shaft is driven by the armature shaft gear at
w Wiring harness plug to 20 amp fuse a speed of one drive shaft revolution for each 3.875
(RED-PUR). revolutions of the armature.
w 20 amp fuse to ignition switch terminal B The 28-MT armature is dynamically balanced and
(RED-PUR). At this point ignition switch is rides in sealed ball bearings at each end. Steel band-
turned to START. ing and varnish impregnation are used for added ar-
w Ignition switch terminal B to terminal S. mature strength. The molded-bar commutator re-
ceives electrical power through radially positioned,
w Ignition switch terminal S to wiring harness one-piece brushes. Constant-pressure brush
plug (YEL-RED) terminal 4. springs are used for even brush wear and long brush
w Wiring harness plug to starter relay life.
(YEL-RED).
w Starter relay to neutral start switch ! CAUTION
(YEL-BLK). NEUTRAL START SWITCH MUST
BE AT NEUTRAL POSITION. The starter motor is designed to operate under
great overload and produce a high horsepower
w Ensure black is grounded from neutral start for its size. It can do this only for a short time,
switch. Starter relay is now “closed,” com- since considerable heat accumulates and can
pleting circuit between large terminal cause serious damage. For this reason, the
(RED-PUR) and other large terminal cranking motor must never be used for more than
(YEL-RED), causing starter motor to crank. 15 seconds at any one time. Cranking should not
be repeated without a pause of at least 1 minute
to permit the heat to escape.
Delco Remy 28MT Series
Starter
Description
The 28-MT Cranking Motor provides high starting
torque in a compact, lightweight package by using a
high speed motor through an offset gear reduction
unit. Weighing just 8 kg (17.6 lb), the 28-MT pro-
duces up to 3 kilowatts of output.
The 28-MT has a totally enclosed, solenoid operated
mechanism for positive shift of the pinion into en-
gagement. The solenoid is sealed to prevent entry of
foreign material. Within the solenoid, waffle-type
contact faces and a solid link between the contact
disc assembly and the solenoid plunger help prevent
contact sticking. The shift lever is attached to the

Exploded View
14
c 39 20
d 38 4 5
3
9
13 28 b
8
19
27
32
24 c b 37
B 5 28
A b
4 7
36
b 37
1 B
35 11
B
29
16 30 26
31 25
15
22 23
10
17
2
12 33
34
6
B a 21
18 73844
1 - Solenoid Assembly 31- Washer (Thick)
2 - Clutch Drive Assembly 32- Frame Seal
3 - Brush Holder Assembly 33- Bushing Plug
4 - Brush (Grounded) 34- Stop Ring
5 - Brush (Insulated) 35- Drive Housing Bolt (Long)
6 - Drive End Housing Bushing 36- Drive Housing Bolt (Shorter On Some Models)
7 - Brush Spring 37- Grounded Brush Screw (2)
8 - Drive End Armature Bearing 38- Thru Bolt (2)
9 - Commutator End Armature Bearing 39- Brush Plate Screw (2)
10- Center Support Bearing
11- Shift Lever
Lubricant/Sealant Application Points
12- Pinion Stop
13- Armature
A Quicksilver Liquid Neoprene - 92-25711
14- Commutator End Frame
15- Drive Shaft
16- Armature Support Bracket B Delco Remy Lubricant Number 196094
17- Drive Shaft Support
18- Drive Housing Torque Specifications
19- Frame and Field Assembly a 40 lb. in. (4.5 N·m)
20- Commutator End Frame O-Ring
21- Shift Lever Screw b 13 lb. in. (1.5 N·m)
22- Shift Lever Washer c 25 lb. in. (2.8 N·m)
23- Shift Lever Nut
24- Solenoid Screw (2) d 75 lb. in. (8.5 N·m)
25- Plate (If Used)
26- Drive Housing Plug Delco Remy 28MT Starter Motor - MCM (Stern
27- Dowel Pin Drive)
28- Insulated Brush Screw (2)
29- Washer (Fiber)
30- Washer (Thin; One or Two May Be Used)

Periodic Inspection Solenoid Removal
Cranking motor and solenoid are completely en- 1. Remove starter motor as outlined.
closed in the drive housing to prevent entrance of
2. Remove nut from field coil connector and sole-
moisture and dirt. However, periodic inspection is re-
noid attaching screws.
quired as follows:
1. Inspect terminals for corrosion and loose con-
a
nections.
2. Inspect wiring for frayed and worn insulation. b
3. Check mounting bolts for tightness.
Starter Motor Repair

! WARNING
Always disconnect battery cables from battery
before working around electrical system compo- a - Attaching Screws (2)
b - Field Coil Nut 73235
nents to prevent injury to yourself or damage to
electrical system.
3. Twist solenoid to disengage tab, and remove.
IMPORTANT: Always install fasteners at original Solenoid Installation

location. If necessary to replace fasteners, use
only correct part number or equivalent. If correct 1. Install solenoid onto plunger.
part number is not available use only a fastener 2. Twist solenoid to engage tab.
of equal size and strength. Use a torque wrench
to tighten fasteners when a torque value is speci- 3. Install screws and tighten securely.
fied in these instructions. Torques specified are 4. Install field coil connector nut.
for dry, unlubricated fasteners unless otherwise
specified.
Starter Motor Disassembly
Starter Removal 1. Remove nut from field coil connector and sole-
noid attaching screws.
! WARNING
Disconnect battery cables at battery before re-
moving starter.

2. Disconnect wires from solenoid terminals.
3. Remove starter mounting bolts.
4. Pull starter assembly away from flywheel and re-
move from engine.

2. Twist solenoid to disengage from shift lever and
remove from drive housing.
a
c
b
73245
b
a - Brush (2)
73235
b - Brush Holder
a - Attaching Screws (2) c - Field Frame
b - Field Coil Nut
IMPORTANT: In the following step, use care not
3. Remove end frame thru bolts and two Phillips to lose the small dowel pin installed between
screws. Remove end frame with O-ring. frame and field assembly and the armature sup-
port bracket (refer to “Exploded View”). Dowel
pin is required for assembly and must be saved.
If dowel pin should be lost, it must be replaced
with 2 mm (0.079 in.) diameter x 10 mm (0.394 in.)
long pin procured or manufactured locally.
a
5. Remove field frame and armature from armature
b support bracket.
c 6. Remove the two screws indicated. Then remove
the armature support bracket with rubber gasket.
a
b c
73267
d
a - O-Ring
b - End Frame
c - Thru Bolt
d - Phillips Screw
4. Remove two brushes from brush holder con-

nected to field frame. Remove brush holder from
a
commutator.
73236
a - Screws
b - Gear Cover
c - Rubber Gasket

NOTE: Armature assembly may come off with frame 9. Pull drive assembly and shift lever from drive
or may be retained by gear reduction and drive housing.
group.
7. Remove armature assembly and bearing, if it did a
not come loose with the frame and field.
8. Remove shift lever retainer and bolt securing
shift lever.
b c
c b 73238
a - Bearing Plate
b - Drive Assembly
c - Shift Lever
10. Remove collar and retaining ring from drive as-

sembly.
a
73237
b
a - Shift Lever
b - Retainer
c - Bolt
73239
a - Retaining Ring
b - Collar
c - Driver Assembly
4A-10 – STARTING SYSTEMIndex 90-861784 998

11. Twist drive assembly from drive shaft. Cleaning and Inspection
12. Use a universal puller plate and press to remove With starting motor completely disassembled, ex-
drive shaft bearing if replacement is necessary. cept for removal of field coils, component parts
Refer to “Cleaning and Inspection”. Do not re- should be cleaned and inspected. Field coils should
move the ball bearings unless replacement is re- be removed only where defects are indicated by
quired. tests. Defective parts should be replaced or repaired.
Clean all parts with a soft cloth prior to testing or in-
! CAUTION spection.
Avoid unnecessary replacement of bearings. IMPORTANT: DO NOT use grease dissolving sol-
Ball bearings which are removed from drive shaft vents for cleaning over-running clutch, armature
MUST BE replaced with new bearings. Removal and field coils. Such a solvent would dissolve
procedure causes internal damage to bearings. grease packed in clutch mechanism and damage
Do not remove bearings from armature assembly armature and field coil insulation.
unless replacement IS required.
Do a thorough inspection of:
1. All parts for cracks, distortion or other structural
damage. Replace parts or assemblies which are
cracked, bent or otherwise damaged.
2. Threaded parts for stripped, crossed or other-
wise damaged threads. Replace parts with
thread damage that cannot be cleaned up using
a suitable tap or die. Replace any hardware items
a that have damaged threads.
3. Solenoid assembly for cut or torn boot. If boot is
damaged, replace solenoid assembly.
b 4. Clutch drive assembly for the following. Replace
clutch drive assembly if damaged, such as:
a. Pinion gear turns roughly or turns in both
directions.
b. Pinion gear teeth broken or showing evi-
dence of step wear.
73240
c. Deep scoring or other damage to shift lever
a - Drive Shaft Bearing collar.
b - Plate Puller
5. Brush holder assembly for the following damage.
NOTE: Armature bearings may be removed, when Replace brush holder if damaged:
necessary, in same manner. a. Loose riveted joints.
b. Cracked or broken insulation.
6. Brushes for excessive wear. Minimum allowable
brush length is 12 mm (0.472 in.). Replace ex-
cessively worn brushes in sets.
7. Drive end housing bushing for scoring or other
damage. Replace damaged bushing.
8. Ball bearings as follows:
a. Hold armature or drive shaft and slowly rotate
outer bearing race by hand.
b. Check that bearing turns freely without bind-
ing or the feel of flat spots.
c. Replace damaged bearings.

9. Armature assembly for the following: Armature Tests
a. Gear teeth that are broken, or that show evi-
dence of step wear or root interference. TEST FOR SHORTS
b. Rough commutator surface. Polish with No.
Check armature for shorts by placing on growler and
400 grit polishing cloth if necessary. Thor-
holding hack saw blade over armature core while ro-
oughly clean metal dust from between com-
tating armature. If saw blade vibrates, armature is
mutator bars. If commutator surface cannot
shorted. After cleaning between commutator bars,
be repaired in this manner, replace armature
recheck. If saw blade still vibrates, replace armature.
assembly. Do not turn commutator in a
lathe.
a
c. Worn commutator. Replace armature as-
sembly if commutator OD is less than 35 mm
(1.378 in.) or if undercut depth at any point is
less than 0.2 mm (0.008 in.). Do not undercut
insulation.
10. Drive shaft for the following. Replace drive shaft b
if damaged:
c
a. Scored or damaged shaft where it turns in
bushing.
b. Internal gear with teeth broken or showing ev-
idence of step wear.
c. Damaged spline. Clutch drive assembly must
slide smoothly and easily over full length of 73233
splines. a - Hacksaw Blade
b - Armature Core
c - Growler
TEST FOR GROUND
1. With continuity meter, place one lead on arma-

ture core or shaft and other lead on commutator.
2. If meter moves, armature is grounded and must
be replaced.
b c
c
a
73234
a - Commutator
b - Armature Core
c - Shaft
d - Growler

Field Coil Tests TEST FOR GROUND
TEST FOR OPEN CIRCUIT IMPORTANT: Be sure that positive brushes and
leads do not contact field frame assembly during
1. With continuity meter, place one lead on each test, or false reading will result.
end of field coils (insulated brush and field termi- 1. With continuity meter, place one lead on field ter-
nal connection). minal connection and other lead to ground on
field frame.
c
b
a
c
a
b
d
73241
a - Field Coil
b - Field Terminal Connection
c - Brush 73242
a - Field Terminal Connection
2. If meter does not move, field coils are open and b - Field Coil
must be replaced. c - Brush
d - Ground
2. If meter moves, field coils are grounded and must

be replaced.
CLEANING THE COMMUTATOR
When inspection shows commutator roughness re-

fer to “Cleaning and Inspection” for proper proce-
dures.
LOOSE ELECTRICAL CONNECTIONS
If open soldered connection of armature to commutator

leads is found during inspection, resolder with rosin flux.
IMPORTANT: Never use acid flux on electrical
connections.

REASSEMBLY 3. Use pliers to squeeze collar and retaining ring to-
gether.
After all parts are thoroughly tested and inspected a
and worn or damaged parts replaced, reassemble
starter as follows:
1. Using a press, universal plate puller and driver,
install a new drive shaft bearing, if bearing was
removed.
b
! CAUTION c
Ball bearings which are removed from drive shaft

MUST BE replaced with new bearings. Removal
procedure causes internal damage to bearings.
a a - Pliers 73244
b - Retaining Ring and Collar
c - Drive Assembly
4. Using Delco Remy Lubricant No. 196094, lubri-

cate the drive housing bushing (in drive housing),
c pivot hole and working surface on ends of shift le-
ver, and the internal gear, shaft and spline on
drive assembly.
b 5. Slide drive assembly and shift lever into drive

housing. Align holes in drive shaft support with
those in drive housing. Secure with fasteners and
73243 retainer.
a - Driver NOTE: Make sure that drive shaft support is fully
b - Bearing
c - Universal Plate Puller
seated in drive housing and that drive shaft bearing
remains fully seated in drive shaft sup-
2. Install bearing housing plate and twist drive as- port.
sembly onto drive shaft.
a
c
b 73238
a - Drive Shaft Support

b - Drive Assembly
c - Shift Lever
6. Install shift lever screw, washer and nut. Torque

nut to 40 lb. in. (4.5 N⋅m).

7. Install small plate, if used , and housing plug into 9. Install armature support bracket with rubber gas-
drive housing. ket in position. Secure with screws. Torque
screws to 75 lb. in. (8.5 N·m).
a
b c
b
a
d
c
73844
a
a - Plate (If Used)
b - Drive Housing Plug 73236
c - Shift Lever Screw a - Screws
d - Shift Lever Washer and Nut b - Armature Support Bracket
c - Rubber Gasket
8. Install thick and thin washers in same number

10. Place dowel pin in hole in armature support
and position as noted during disassembly. Posi-
bracket.
tion the fiber washer on top of these washers as
shown. 11. Align dowel pin to field frame and slide field frame
and armature onto support bracket.
12. Position brush holder assembly with installed
brushes over terminal end of frame and field. At-
tach terminals of insulated brush leads to con-
ductors in frame and field assembly with insu-
lated brush screws. Tighten screws to 13 lb. in.
c
(1.5 N⋅m).
b
13. Twist brush springs away from brush holders,
a slide brushes in to contact commutator on arma-
ture and release brush springs to contact ends of
brushes.
73844
a - Thick Washers
b - Thin Washers (One or Two May Be Used)
c - Fiber Washer

a
b
c c
a - O-Ring
a b - End Frame
c - Thru Bolt (2)
d
73267
d - Brush Plate Screw (2)
15. Align the timing ribs on the edge of the frames to

assure proper brush alignment.
73245 NOTE: These ribs (marks) are located in two places
b
a - Brush (2) on the motor but will only match one way.
b - Brush Holder
c - Field Frame 16. Torque the thru bolts to 75 lb. in. (8.5 N⋅m).
17. Install solenoid as previously outlined.
14. Install commutator end frame as follows: Clearances

IMPORTANT: The commutator end frame O-ring PINION CLEARANCE
can be easily easily damaged during installation
of the end frame (cover). To prevent such dam- NOTE: Internal clearances on the Delco Remy 28MT
age, install the O-ring as described in the follow- Series Starter are set by the factory. During service
ing steps. always install the same number of washers as found
during disassembly. Refer to “Exploded Views”.
a. Install the O-ring on field frame against the
shoulder that will abut the end frame when
installed. Installation
b. Carefully roll the O-ring out of this normal 1. Place starter motor and solenoid assembly in po-
position onto the larger outer diameter of the sition and install mounting bolts. Torque bolts to
field frame. 50 lb. ft. (68 N⋅m).
c. Place the end frame over the brush assembly 2. Fasten wires as outlined in wiring diagram.
leaving a gap just slightly larger than the 3. Coat solenoid terminal connections with Quick-
thickness of the O-ring. silver Liquid Neoprene.
d. Align tapped holes in brush holder assembly 4. Place rubber boot over positive battery cable
with screw holes in end frame. Install the connection.
brush plate screws and torque to 25 lb. in.
(2.8 N·m). a
e. Install the thru bolts and tighten by hand but
do not close the gap between the end frame
and the field frame.
f. Then, roll the O-Ring back down into its
installed position between the end frame and
frame and field assembly.
73268
a - Rubber Boot

ELECTRICAL SYSTEMS
4
B
GLOW PLUG SYSTEM
Index
Table of Contents
Page
Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-1
Glow Plug Controller System . . . . . . . . . . . . . . 4B-2
Glow Plug Circuit Diagram . . . . . . . . . . . . . . 4B-2
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-3
Flash Codes . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-3
Glow Plug System . . . . . . . . . . . . . . . . . . . . . 4B-3
Glow Plug Relay . . . . . . . . . . . . . . . . . . . . . . . . . 4B-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-4
Inspection and Cleaning . . . . . . . . . . . . . . . . 4B-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-4
4B-0 – GLOW PLUG SYSTEMIndex 90-861784 998

Specifications
Glow Plugs
Location Cylinder Head
Quantity 8
90-861784 998 Index GLOW PLUG SYSTEM - 4B-1

Glow Plug Controller System “WAIT” to start light “ON” time and glow plug activa-
tion time. The ECM controls the “WAIT” to start light
The purpose of the glow plug system is to warm–up and the activation of the glow plugs separately.
the engine cylinders to improve / enhance cold en-
gine starting and to reduce exhaust emissions during The glow plugs are activated for a longer period of
engine warm–up. time, if the engine is cold or the barometric pressure
is low (high altitude). Battery voltage is monitored to
The Electronic Controle Module (ECM) is pro- extend glow plug life. If the battery voltage is high,
grammed to turn the “WAIT” to start light on and ener- power to the glow plugs is modulated by turning the
gize the glow plugs (via the glow plug relay) each glow plug relay ON/OFF at programmed intervals.
time the ignition switch is place in the “ON” position
prior to starting an engine. The engine is ready to start when “WAIT” light is ex-
tinguished by the ECM. The glow plugs may remain
The ECM monitors battery voltage and uses informa- “ON” for up to 120 seconds while the engine is run-
tion from the engine oil temperature (EOT) and baro- ning to reduce exhaust emissions during engine
metric (BARO) sensors to determine the amount of warm–up.
Glow Plug Circuit Diagram

a - ECM
b - Switched Igniton
c - Glow Plug Relay
d - + VBAT
e - Inputs
f - Barometric Pressure Sensor Baro.
g - Engine Coolant Sensor ECT
h - Wait Lamp
i - + VBAT
j - Part of Engine Harness
k - Glow Plug harness
a
b d
c
e
J
f
k

Special Tools Flash Codes
Glow Plug/Injector “T” Harness . . . . . . . ZTSE 4345
Glow Plug Continuity OCC Self Test
251
fault
252 Glow Plug Lamp OCC Self Test fault
Glow Plug System

! CAUTION
DO NOT PERFORM VOLTAGE CHECKS WITH
THE ENGINE RUNNING.
Injector solenoid operating voltage 115 V DC. @
10 Amps present on injector curcuits.
a- B+ Starter Solenoid (Fusible Link)
b- (a) (b) (c) (d) (e) Cyl. 1 & 3
c - (a) (b) (c) (d) (e) Cyl. 5 & 7
d- Deutsch Connector (On Valve Cover)
e- Pin #58
f - Pin #13
g- Deutsch Connector (On Cowl)
h- Glow Plug Feed
i - Keypwr
j - ECM Connector
k - Glow Plug Lamp (Control)
l - Keypwr
m- (e) (d) (c) (b) (a) Cyl. 2 & 4
n- (e) (d) (c) (b) (a) Cyl. 6 & 8
o- Glow Plug (ECM) Control
p- Engine Harness Connector
q- Valve Cover Connector(s)
d
e
g
a b c
f
k l
i J
m n
q
o
90-861784 998 Index GLOW PLUG SYSTEM - 4B-3

Glow Plug Relay
SEE DIAGNOSTIC SECTION FOR DETAILS ON GLOW

PLUG SYSTEM TROUBLESHOOTING.
Removal Inspection and Cleaning

IMPORTANT: Do not use a screwdriver or similar 1. Inspect base and relay housing for cracks.
tool to pry-off terminal cover due to presence of
IMPORTANT: The glow plug relay is not repair-
battery voltage at the relay terminals.
able beyond being certain that all electrical con-
1. Disconnect batteries. nections to it are clean and tight. refer to engine
diagnostic manual for glow plug system trouble
2. Remove glow plug relay plastic terminal cover
shooting.
and pull off.
3. Disconnect 12V power wire, glow plug wire and
relay control harness connector. Installation
4. Remove two (2) mounting screws and lift relay 1. Install glow plug relay onto its bracket and tighten
from engine. two (2) mounting screws.
2. Install glow plug wire and 12V power wire to top
of relay. Connect relay control harness connector
Tighten terminal nuts.
3. Snap glow plug relay cover into place.
4. Reconnect batteries.
NOTE: Refer to Section 3A “Cylinder Head and
Valves” for glow plug and Under Valve Cover (UVC)
connections.
1 - Glow Plug Relay Mounting Bolt (2)

2 - Glow Plug Relay Connector
3 - Relay Control Harness Conn.
4 - Battery Terminal Connector

ELECTRICAL SYSTEMS
4
C
72078
CHARGING SYSTEM
Index
Table of Contents
Page
Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-1
Mando 65 Amp Alternator . . . . . . . . . . . . . . . . . 4C-1
Replacement Parts Warning . . . . . . . . . . . . . . . 4C-1
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-1
Tools/Sealants . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-1
Torque Specifications . . . . . . . . . . . . . . . . . . . . . 4C-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-2
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-3
System Components . . . . . . . . . . . . . . . . . . . . . 4C-3
Alternator Circuits - Typical . . . . . . . . . . . . . . . . 4C-4
Battery Isolators . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-5
Dual Battery Charging Systems Using
a Battery Isolator . . . . . . . . . . . . . . . . . . . . . 4C-5
Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . 4C-5
Drive Belt Tension Adjustment . . . . . . . . . . . . . 4C-6
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-6
Troubleshooting Tests
(Alternator on Engine) . . . . . . . . . . . . . . . . . . . 4C-6
Circuitry Test . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-6
Current Output Test . . . . . . . . . . . . . . . . . . . . 4C-8
Voltage Output Test . . . . . . . . . . . . . . . . . . . . 4C-8
Alternator Repair . . . . . . . . . . . . . . . . . . . . . . . . . 4C-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-9
Exploded View . . . . . . . . . . . . . . . . . . . . . . . 4C-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4C-11
Cleaning and Inspection . . . . . . . . . . . . . . . 4C-14
Component Testing . . . . . . . . . . . . . . . . . . . 4C-14
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4C-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-20
4C-0 – CHARGING SYSTEM 90-861784 998

Index
Identification Mando 65 Amp Alternator
Replacement Parts Warning

c
! WARNING
Electrical, ignition and fuel system components
on your MerCruiser are designed and manufac-
tured to comply with U.S. Coast Guard Rules and
Regulations to minimize risks of fire and explo-
sion.
b Use of replacement electrical, ignition or fuel

system components, which do not comply with
these rules and regulations, could result in a fire
or explosion hazard and should be avoided.
a 72078
a - Excitation Wire - PURPLE

b - Sensing Wire - RED/PURPLE)
c - Mando Part Number (Hidden in This View Specifications
Mando 65 Amp Alternator
Description Specification
Excitation Circuit 1.3 to 2.5 Volts
Current Output 60 Amp. Min.
Voltage Output 13.9 to 14.7 Volts
Condenser Capacity .5 MFD
Min. Brush Length 1/4 in. (6 mm)
Tools/Sealants
NOTE: Depress belt with thumb at midway point

between circulating pump pulley and alternator.
91-76032 Magneto Analyzer
91-31229A5 Bearing Removal and Installation Kit
91-37241 Universal Puller Plate
91-99750 Multi-Meter/DVA Tester
92-25711 Quicksilver Liquid Neoprene
Obtain Ammeter (0-80 Amps)

Locally
90-861784 998 CHARGING SYSTEM - 4C-1

Index
Torque Specifications A 3-phase stator is mounted directly over the rotor
pole pieces and between two end frames. It consists
of three windings wound 120 degrees electrically out-
Lb. Ft. Lb. In.
of-phase on the inside of a laminated core. The wind-
Fastener Location ings are all connected together on one end, while the
(N•m) (N•m)
other ends are connected to a full-wave rectifier
End Frame Screws 50-60 bridge.
(6-7) The rectifier bridge contains six diodes which are ar-
Brush Setscrews 16-20
ranged so that current flows from ground, through the
(1-2) stator and to the output terminal, but not in the oppo-
site direction.
Regulator Mounting Screws 40-45
(4-5)
When current is supplied to the rotor field winding,
and the rotor is turned, the movement of the magnetic
Regulator Leads 20-30 fields created induces an alternating current into the
(2-3) stator windings. The rectifier bridge then changes
this alternating current to direct current which ap-
Ground Terminal Nut 20-30 pears at the output terminal. A diode trio also is con-
(2-3) nected to the stator windings to supply current to the
Pulley Nut 35-50 regulator and the rotor field during operation.
(48-68) Voltage output of the alternator is controlled by regu-
lating the current supplied to the rotor field. This is ac-
Alternator Brace to Alternator 192
(28)
complished by a transistorized voltage regulator that
senses the voltage at the battery and regulates the
Alternator Brace to Block 30 field current to maintain alternator voltage within pre-
(41) scribed limits for properly charging the battery. Cur-
rent output of the alternator does not require regula-
Alternator to Mounting Bracket 35 tion, as maximum current output is self-limited by the
(48) design of the alternator. As long as the voltage is reg-
Alternator Mounting Bracket 30 ulated within the prescribed limits, the alternator can-
(41) not produce excessive current. A cut-out relay in the
voltage regulator also is not required, as the rectifier
Alternator Support Bracket Tighten diodes (which allow current to flow in one direction
Securely only) prevent the battery from discharging back
through the stator.
V-Belt Tension (Note) Depress 3/16 In.
(5 mm) Due to the lack of residual magnetism in the rotor
pole pieces, a small amount of current must be sup-
NOTE: Depress belt with thumb at midway point
plied to the rotor field to initially start the alternator
between circulating pump pulley and alternator.
charging. This is accomplished by means of an ex-
citation circuit in the regulator which is connected to
the ignition switch. Once the alternator begins to pro-
Description duce output, field current is supplied solely by the
diode trio, as explained, preceding.
The alternator has a rotor, which is supported in two
end frames by ball bearings, and is driven by a pulley The alternator also is equipped with a fan (mounted
at approximately twice engine speed. The rotor con- on the rotor shaft) which induces air flow through the
tains a field winding that is enclosed between two alternator to remove the heat created by the rectifiers
multiple-finger pole pieces. The ends of the field and stator. A capacitor protects the rectifier system
winding are connected to two brushes (mounted in from high voltages and suppresses radio noise.
the rear end frame) which make continuous sliding
(or slipping) contact with the slip rings. The current
(flowing through the field winding) creates a magnet-
ic field that causes the adjacent fingers of the pole
pieces to become alternate north and south magnetic
poles.

Index
Precautions System Components
The following precautions MUST BE observed when The alternator system consists of the alternator, bat-
working on the alternator system. Failure to observe tery, the ignition switch and the wiring which connects
these precautions may result in serious damage to these components.
the alternator or alternator system.
Battery
1. DO NOT attempt to polarize the alternator. Meter
Ignition
2. DO NOT short across or ground any of the termi- Switch
nals on the alternator, except as specifically
instructed in the “Troubleshooting Tests”. Harness
Plug
3. NEVER disconnect the alternator output lead or
battery cables when the alternator is being driven
by the engine. Alternator
4. NEVER disconnect regulator lead from alternator
regulator terminal when the alternator is being
driven by the engine.
5. ALWAYS remove negative (-) battery cable from
battery before working on alternator system. Circuit
6. When installing battery, BE SURE to connect the Breaker
positive (+) battery cable to the positive (+) bat-
Starter
tery terminal and the negative (-) (grounded) bat- Motor
tery cable to negative (-) battery terminal.
7. If a charger or booster battery is to be used, BE
SURE to connect it in parallel with existing battery
(positive to positive; negative to negative).
Ground
Stud
Battery
72933

Index
Alternator Circuits - Typical
STARTER
AUXILIARY
BATTERY
MAIN
BATTERY
74146

Index
Battery Isolators Periodic Maintenance
The following maintenance check should be per-
formed every 50 hours or 60 days (whichever comes
Dual Battery Charging Systems first) in fresh water areas or every 25 hours or 30 days
Using a Battery Isolator in salt water areas.
Battery isolators allow the addition of an auxiliary (se- ! CAUTION
cond) battery to the MerCruiser electrical system.
The auxiliary battery is primarily used as a power Remove all battery cables from battery (before
source for various accessories installed on the boat. conducting the following check) to prevent acci-
The battery isolator will allow the alternator to charge dentally shorting out electrical system.
both the cranking and auxiliary batteries at the same 1. Inspect entire alternator system for corroded or
time while preventing accessories, connected to the loose connectors.
auxiliary battery, from drawing power from the crank-
ing battery. 2. Check wiring for frayed or worn insulation.
Mercury Marine does not manufacture any battery 3. Check alternator drive belt for excessive wear,
isolator systems. Battery isolators must be bought cracks, fraying and glazed surfaces. Also, check
from an outside manufacturer. Mercury Marine sug- drive belt tension and adjust, if necessary, as ex-
gests following the manufacturer’s instructions care- plained under “Drive Belt Tension Adjustment”.
fully. 4. Check alternator mounting bolts for adequate
IMPORTANT: Alternators used on MerCruiser en- tightness.
gines ARE NOT equipped with an isolation diode. 5. Inspect slip ring end frame flame arrestor screen
for debris and clean, if necessary, using com-
pressed air or a cloth. Screen MUST BE clean, or
! CAUTION
alternator may overheat.
Follow battery isolator manufacturer’s instruc-
tions for wire gauge. Battery isolator installation
must conform to BIA Low Voltage Wiring Stan-
dard No. 125-79.
NOTE: MerCruiser engines equipped with a 3-wire,

belt driven alternator, can use a battery isolator.
WIRING COLOR CODE ABBREVIATIONS

BLK = BLACK
BLU = BLUE
BRN = BROWN
GRY = GRAY
GRN = GREEN
ORN = ORANGE
PNK = PINK 72078
PUR or PPL = PURPLE
RED = RED
TAN = TAN
WHT = WHITE
YEL = YELLOW
LIT or LT = LIGHT
DRK = DARK

Index
Drive Belt Tension Troubleshooting Tests
Adjustment (Alternator on Engine)
Use the following tests in conjunction with the “Trou-
Alternator bleshooting” in Section 1. Before proceeding with the
1. Install drive belt on pulleys and adjust tension as tests, however, perform the following checks to elimi-
follows: nate possible problem areas. Also observe “Precau-
tions,” preceding, to prevent damage to alternator
a. Pivot alternator away from engine, as re- system.
quired, until correct tension is obtained as
shown. Belt should depress 3/16 in. (5 mm). 1. If problem is an undercharged battery, check to
ensure that undercharged condition has not been
caused by excessive accessory current draw or
by accessories which have accidentally been left
on. Also, check that undercharged condition has
not been caused by running engine at too low a
speed for extended periods of time.
2. Check physical condition and state of charge of
battery, as outlined in “Battery - Storage” in Sec-
tion 4A. Battery MUST BE at least 75% (1.230
specific gravity) of fully charged to obtain valid re-
sults in the following tests. If not, charge battery
before testing system.
3. Inspect entire alternator system wiring for de-
a 76117
fects. Check all connections for tightness and
cleanliness, particularly battery cable clamps
and battery terminals.
4. Check alternator drive belt for excessive wear,
cracks, fraying and glazed surfaces and replace
if necessary. Also, check drive belt tension and
adjust if necessary, as outlined under “Drive Belt
Tension Adjustment”.
Circuitry Test
Perform the following tests, using a 0-20 volt DC volt-
b 76116
meter, to check that all of the circuits between the al-
ternator and the other components within the alterna-
b - Alternator Tensioning Bolt (Hidden in This View)
tor system are in good condition.
OUTPUT CIRCUIT
b. After obtaining correct tension, securely re-
tighten alternator brace attaching bolts and 1. Connect positive (+) voltmeter lead to alternator
alternator mounting bolts. output terminal and negative (-) lead to a ground
terminal on alternator.
2. If a new drive belt has been installed, recheck belt
tension after running for five minutes.

Index
2. Wiggle engine wiring harness while observing 5. If reading is between 6.0 and 7.0 volts, rotor field
voltmeter. Meter should indicate approximate circuit probably is open. Remove regulator and
battery voltage and should not vary. If no reading inspect for worn brushes or dirty slip rings. Re-
is obtained, or if reading varies, check alternator place brushes if less than 1/4 in. (6 mm) long. If
output circuit for loose or dirty connections or brushes and slip rings are in good condition, dis-
damaged wiring. assemble and perform rotor test as outlined un-
der “Component Testing - Rotor” following.
TEST 1 TEST 2
d
d
e
e
b
c c
b 72784 a 72785
a - Output Wire - ORANGE a - Excitation Wire - PURPLE
b - Excitation Wire - PURPLE b - Sensing Wire - RED/PURPLE
c - Sensing Wire - RED/PURPLE c - Tie Strap/Terminal
d - Voltmeter (0-20 Volts) d - Voltmeter (0-20 Volts)
e - Ground e - Ground
EXCITATION CIRCUIT
SENSING CIRCUIT
1. Connect positive (+) voltmeter lead to tie strap/
terminal on alternator and negative (-) lead to a 1. Unplug red/purple lead from voltage regulator.
ground terminal on alternator (Test 1).
2. Connect positive (+) voltmeter lead to RED/PUR-
2. Turn ignition switch to “RUN” position and note PLE lead and negative (-) voltmeter lead to
voltmeter reading. Reading should be 1.3 to 2.5 ground terminal.
volts.
3. If no reading is obtained, an opening exists in al-
ternator excitation lead or in excitation circuit of
regulator. Unplug PURPLE lead from regulator.
Connect positive voltmeter lead to purple lead
and negative voltmeter leads to ground (Test 2).
If voltmeter now indicates approximate battery
voltage, voltage regulator is defective and must
be replaced. If no voltage is indicated, check ex-
citation circuit for loose or dirty connections or
damaged wiring.
4. If reading is between .75 and 1.1 volts, rotor field
circuit probably is shorted or grounded. Disas-
semble alternator and test rotor as outlined under
“Alternator Repair,” following.

Index
3. Voltmeter should indicate battery voltage. If bat- 5. Start engine and adjust engine speed to
tery voltage is not present, check sensing circuit 1500-2000 RPM. Quickly observe ammeter.
(RED/PURPLE lead) for loose or dirty connection Reading should be at least 30 amps.
or damaged wiring.
6. If reading is low, stop engine and connect a jump-
er wire between alternator output terminal and
regulator terminal. Repeat Steps 4 and 5.
d 7. If reading is now within specifications, diodes are
faulty. Disassemble alternator and replace rectifi-
er as explained under “Alternator Repair,” follow-
a ing, to determine if fault is in regulator or alterna-
tor.
e 8. If reading is still low with jumper wire connected,
perform “Voltage Output Test,” following, to de-
termine if fault is in regulator or alternator.
c
b
72786 a
a - Output Wire - ORANGE
b - Excitation Wire - PURPLE
c - Sensing Wire - RED/PURPLE
d - Voltmeter (0-20 Volts)
e - Ground b
e
Current Output Test
Perform this test to check if alternator is capable of d c
producing rated current output, using a 0-80 amp DC
ammeter. 72787
a - Output Wire - ORANGE

! WARNING b - Ammeter (0-80 Amps)
c - Jumper Lead
Be sure that engine compartment is well-venti- d - Regulator Terminal
e - Ground
lated and that there are no gasoline vapors pres-
ent (during the test) to prevent the possibility of
an explosion and/or a fire, should a spark occur.
Voltage Output Test
1. Disconnect negative (-) battery cable from bat- Perform this test to determine if voltage regulator is
tery. operating correctly, using a 0-20 volt DC voltmeter.
2. Disconnect ORANGE lead from alternator output IMPORTANT: Battery MUST BE fully charged
terminal and connect ammeter in series between (1.260 or above specific gravity) to obtain proper
lead and output terminal. Connect positive (+) voltage reading in this test. If necessary, charge
side of ammeter toward output terminal. battery with a battery charger or allow engine to
run a sufficient length of time to fully charge bat-
3. Reconnect negative battery cable. tery before taking reading.
4. Turn on all accessories and turn ignition switch to 1. Connect positive (+) voltmeter lead to positive
“RUN” position, and allow glow plug system to battery terminal and negative (-) voltmeter lead to
operate through one cycle. Turn switch to “OFF” negative terminal.
position. Turn off accessories.
2. Start engine and run at fast idle until engine
reaches normal operating temperature. Adjust
engine speed to 1500-2000 RPM and observe
voltmeter for highest reading. Reading should be
between 13.9 and 14.7 volts.

Index
3. If reading is high, check for a loose or dirty regula- 5. If a voltmeter reading of 14.5 volts or above is
tor ground lead connection. If connection is good now obtained, voltage regulator is faulty and
(and sensing circuit checked out good in “Circuit- must be replaced. If voltmeter reading is below
ry Test”), voltage regulator is faulty and must be 14.5 volts, inspect brushes and slip rings for
replaced. Be sure to disconnect battery cables wear, dirt or damage. If brushes and slip rings are
before attempting to remove regulator. good, alternator is faulty internally. Disassemble
alternator and test components, as outlined un-
der “Alternator Repair,” following.
a
d
e
c
b c
72788 72971
a - Output Wire - ORANGE a - Ground

b - Excitation Wire - PURPLE b - Brush/Regulator Assembly
c - Sensing Wire - RED/PURPLE c - Brush Terminal
d - Voltmeter (0-20 Volts) d - Jumper Wire (Solder Connection to Ground)
e - Ground
! WARNING Alternator Repair

Be sure that engine compartment is well-venti-
lated and that there are no gasoline vapors pres-
ent (during the next steps) to prevent the possi- Removal
bility of an explosion and/or fire, should a spark 1. Disconnect negative (-) battery cable from bat-
occur. tery.
2. Disconnect wiring harness from alternator.
! CAUTION 3. Loosen alternator support bracket screw.
DO NOT allow tie jumper wire to contact alterna- 4. Loosen alternator brace-to-alternator and alter-
tor end frame (in next step), as rectifier and diode nator brace-to-engine attaching screws. Loosen
assembly may be damaged. alternator mounting bolt, then pivot alternator in-
ward and remove alternator drive belt.
4. Remove four nuts holding excitation and sensing 5. Remove alternator brace-to-alternator attaching
wires and Phillips screw. Remove regulator cover bolt and washer.
and install wires and nuts for testing. Connect a 6. Remove alternator mounting bolt, washers, and
jumper wire from the ground stud to the brush ter- nut. Remove alternator.
minal on the lower right- hand side of the brush
assembly. Restart engine and gradually increase
engine speed to 1500 RPM while observing volt-
meter. DO NOT allow voltage to exceed 16 volts.

Index
Exploded View
19
20
22
21
25
24
27 26
3 1
28 6 2 4
29
23 2
3 5
8
10
9
12 2
10 13 2
16 1
15 3 13
17
2
14
18
7
10
11
72276
1 - Screw (3) 15- Rectifier Assembly
2 - Nut (9) 16- Flat Washer
3 - Flat Washer (4) 17- Screw
4 - Sensing Wire (RED/PURPLE) 18- Stator
5 - Excitation Wire (PURPLE) 19- Rotor and Slip Rings
6 - Cover 20- Retaining Plate
7 - Tie Strap 21- Front Bearing
8 - Rubber Gasket 22- End Frame (Front)
9 - Condenser 23- Screw (3)
10- Insulator (3) 24- Fan Spacer
11- Bolt (4) 25- Fan
12- End Frame (Rear) 26- Pulley Spacer
13- Cap (2) 27- Pulley
14- Brush/Regulator Assembly 28- Lockwasher
29- Nut
Mando 65 Amp Alternator

Index
Disassembly 4. Remove two brush/regulator attaching screws
and remove brush/regulator assembly.
IMPORTANT: The following instructions are for
complete disassembly and overhaul of the alter-
nator. In many cases, however, complete disas-
sembly of alternator is not required and, in those
cases, it is necessary only to perform the opera-
tions required to repair or replace the faulty part.
1. Mount alternator in a vise so that rear end frame
is facing you.
2. Disconnect regulator leads from terminals on b
rear end frame. Remove four nuts, Phillips head
screw and two regulator leads. Then pull regula- c
tor cover away from rear end frame.
d
a
72823
a - Screws
b - Brush/Regulator Assembly
c - Stud Cover Insulator
d - Tie Strap
d
c b
5. Scribe a mark on rear end frame, stator and front
end frame to ensure proper reassembly later.
6. Remove four screws which secure end frames
a and stator together.
72963 IMPORTANT: DO NOT insert screwdriver blades
a - Regulator Leads more than 1/16 in. (1.5 mm) into openings (in next
b - Nuts (4) step), as stator windings may be damaged.
c - Phillips Head Screw
d - Regulator Cover
3. Remove stud cover insulator, two nuts and tie
strap from brush/regulator assembly.

Index
7. Separate rear end frame and stator assembly 9. Turn end frame over (stator upward) and remove
from front end frame and rotor assembly using one Phillips head screw which secures rectifiers
two thin blade screwdrivers (positioned 180 de- to end frame.
grees apart from one another) at the locations
shown. Use the two slots shown to initially sepa-
rate units spacer.
a
b
c
e
a a
b
d
72826
a - Rectifier Assembly
72824 b - Phillips Head Screw
a - DO NOT Insert Screwdriver Blades More than 1/16 In.
(1.5 mm) into Slots
10. Separate stator and rectifier assembly from rear
b - Rear End Frame
c - Stator
end frame using screwdriver slots.
d - Front End Frame 11. Unsolder the three stator leads from the rectifier
e - Scribe Marks heat sink. Place a needle nose pliers on diode ter-
minal between solder joint and diode body to help
prevent heat damage to diodes. Unsolder joints
as quickly as possible and allow diode terminal to
cool before removing pliers.
72825
8. Place rear end frame and stator assembly on the

bench with stator downward. Be sure that bench
is clean and free of metal chips. Remove nuts, b
washers, insulators and condenser from output
and ground studs. a - Heat Sink 72827
b - Stator Leads (3)

Index
IMPORTANT: With alternator disassembled to 13. Remove the three Phillips head screws and lock-
this point, stator, rectifier, diodes, and rotor may washers which secure the front bearing retaining
be tested, as explained under “Component Test- plate.
ing,” following.
IMPORTANT: DO NOT clamp vise on rotor pole
pieces when removing pulley nut (in next step),
as pole pieces may be distorted. a
12. Remove pulley retaining nut by clamping pulley
in a vise (using an oversize V-belt or protective
jaws to protect pulley) and turning nut counter-
clockwise with a 7/8 in. wrench. Remove lock-
washer and slide pulley and fan from shaft. If
pulley is difficult to remove, it may be necessary
to use a universal puller.
b
72829
a - Phillips Head Screws and Lockwashers

b - Front Bearing Retaining Plate
b
a
14. Remove front bearing from front end frame using
an arbor press and a suitable size mandrel. (Dis-
card bearing.)
72828
a - 7/8 In. Wrench
b - Over-Sized V-Belt to Protect Pulley
72830
Removing Front Bearing from Front End Frame
15. If rotor slip rings or rear bearing requires replace-

ment, entire rotor must be replaced. Parts cannot
be purchased separately.

Index
Cleaning and Inspection Component Testing
1. Clean all parts with a clean, soft cloth. DO NOT
ROTOR
use solvent, or electrical components may be
damaged. 1. Test rotor field circuit for opens, shorts or high re-
sistance (Test 1), using an ohmmeter (set on R x1
2. Inspect the following parts for wear and damage:
scale), as follows:
a. Brush/regulator assembly - inspect for
cracked casing, damaged brush leads, poor TEST 1 TEST 2
brush lead solder connections, weak or bro-
ken brush springs or worn brushes. Replace
brush set if brushes are less than 1/4 in. (6
mm) long.
b. Rotor - inspect for stripped threads, scuffed
pole piece fingers or damaged bearing sur-
faces (because of bearing turning on shaft).
c. Rotor-slip rings - clean slip rings with 400
grain (or finer) polishing cloth while spinning
rotor in a lathe. Blow off dust with com-
pressed air. Inspect slip rings for grooves,
pits, flat spots or out-of-round [.002 in. (0.051
mm) maximum] and replace rotor, if present. 72831
d. Rotor shaft and front end bearings - in- Testing Rotor Field Circuit
spect for damaged seals, lack of lubrication,
discoloration (from overheating) and exces-
sive side or end play. Bearing should turn a. Connect one ohmmeter lead to each slip ring.
freely without binding or evidence of rough b. Ohmmeter reading should be 4.2 to 5.5 ohms
spots. with rotor at room temperature 70-80°F
e. Stator - inspect for damaged insulation or (21-26°C).
wires; also inspect insulating enamel for heat c. If reading is high or infinite (no meter move-
discoloration, as this is usually a sign of a ment), high resistance or an open exists in
shorted or grounded winding or a shorted the field circuit. Check for poor connections
diode. between field winding leads and slip ring ter-
f. Front and rear end frames - inspect for minals. If cause for open or high resistance
cracks, distortion, stripped threads or wear in cannot be found, connect ohmmeter directly
bearing bore (from bearing outer race spin- to slip ring terminals. If correct reading is now
ning in bore). End frame(s) MUST BE re- obtained, or if reading is still high or infinite,
placed, if bearing has spun. Also, inspect replace complete rotor assembly.
bearing retainer recess in front end frame for
damage.
g. Fan - inspect for cracked or bent fins, broken
welds (bi-rotational fan only) or worn mount-
ing hole (from fan spinning on shaft).
h. Pulley - inspect pulley mounting bore end for
wear. Inspect drive surface of pulley sheaves
for trueness, excessive wear, grooves, pits,
nicks and corrosion. Repair damaged sur-
faces, if possible, with a fine file and a wire
brush or replace pulley, if beyond repair.
Drive surfaces MUST BE perfectly true and
smooth or drive belt wear will be greatly ac-
celerated.

Index
d. If reading is low, a short exists in the field cir- a. Connect one lead of ohmmeter to one of the
cuit. Inspect slip rings to be sure that they are stator leads and the other lead to stator
not bent and touching outer slip ring. Also, be frame. Be sure that lead makes good contact
sure that excess solder is not shorting termi- with frame.
nals to aft slip ring. If cause for short cannot
b. Meter should indicate no continuity (meter
be found, unsolder field winding leads from
should not move). If continuity does exist, sta-
slip ring terminals and connect ohmmeter di-
tor is grounded and must be replaced.
rectly to leads. If correct reading is now ob-
tained, or if reading is still low, slip rings and 2. Test for opens in stator (Test 2), using an ohmme-
rotor field windings are shorted, and com- ter (set on R x1 scale) as follows:
plete rotor assembly must be replaced. a. Connect ohmmeter between each pair of sta-
tor windings (three different ways).
d b. Continuity should be present in all three
cases (meter should move). If it does not, one
or more of the windings are open and stator
must be replaced.
b
TEST 1 TEST 2 TEST 2 TEST 2

c
a
73112
a - Field Winding Leads
b - Slip Rings
c - Rotor Shaft
d - Pole Pieces
2. Test rotor field circuit for grounds (Test 2), using

an ohmmeter (set on R x1 scale) as follows:
a. Connect one lead of ohmmeter to either slip
ring and the other lead to rotor shaft or pole
pieces.
b. Meter should indicate no continuity (meter 72833
Testing Stator
should not move).
c. If continuity does exist, complete rotor as- 3. A short in the stator is difficult to detect without
sembly must be replaced. special equipment, because of the low windings
IMPORTANT: If alternator has output at low resistance. If all other electrical components test
speeds, but no output at high speeds, rotor field out good, and alternator fails to produce rated
winding may be shorting or grounding out, due output, stator probably is shorted and should be
to centrifugal force. Replace rotor if all other elec- replaced. Also, examine stator for heat discolor-
trical components test good. ation, as this usually is a sure sign of a short.
STATOR
IMPORTANT: Stator leads MUST BE discon-
nected from rectifier for this test.
1. Test stator for grounds (Test 1), using an ohmme-
ter (set on R x1 scale) as follows:

Index
RECTIFIER AND DIODE ASSEMBLY 12 volt source (in the following test), as rectifier
NOTE: Failure of any component in tests following may be damaged.
will require replacement of entire rectifier assembly. 1. Connect one lead of an ohmmeter (set on R x1
scale) to 1/4 in. stud on positive (+) rectifier heat
Negative (-) Rectifier sink and the other lead to one of the rectifier ter-
minals. Note the meter reading.
IMPORTANT: Rectifier MUST BE disconnected
from stator for this test. 2. Reverse leads and again note reading.
3. Meter should indicate a high or infinite resistance
! CAUTION (no meter movement) when connected one way
DO NOT use a test instrument with more than a and a low reading when connected the other. If
12 volt source (in the following test), as rectifier both readings are high or infinite, rectifier is open.
may be damaged. If both readings are low, rectifier is shorted.
1. Connect one lead of an ohmmeter (set on R x1 4. Repeat Steps 1 through 3 for two other rectifiers
scale) to negative (-) rectifier heat sink and the in heat sink.
other lead to one of the rectifier terminals. Note
the reading.
2. Reverse leads and again note reading.
3. Meter should indicate a high or infinite resistance
(no meter movement) when connected one way
and a low reading when connected the other. If b
both readings are high or infinite, rectifier is open.
If both readings are low, rectifier is shorted.
4. Repeat Steps 1 through 3 for two other rectifiers
in heat sink. c
5. Replace assembly if any of the rectifiers is

shorted or open.
a 72834
a - Stud
b - Rectifier Terminal
b
c - Repeat Test between These Terminals and Stud
5. Replace assembly if any one of the rectifiers is

c shorted or open.
a
72147
a - Heat Sink
b - Rectifier Terminal
c - Test These Two Rectifiers in Same Manner
Positive (+) Rectifier and Diodes
! CAUTION
DO NOT use a test instrument with more than a

Index
6. Connect one lead of an ohmmeter (set on R x1) Reassembly
to the common side of the diode and the other
lead to the other side, of one of the three diodes. 1. Install new front bearing into front end frame
bearing bore using an arbor press. If necessary,
use a bearing driver that contacts outer race only.
b
a
72835
72148 Installing Front Bearing into Front End Frame
a - Common Side of Diode Circuit Board 2. Install front bearing retaining plate using three
b - Repeat Test for These Two Diodes Phillips head screws and lockwashers.
7. Reverse leads and again note reading.

8. Meter should indicate a high or infinite resistance a
(no meter movement) when connected one way
and a low reading when connected the other. If
both readings are high or infinite, diode is open.
If both readings are low, diode is shorted.
9. Repeat Steps 6 through 8 for the other two
diodes.
10. Replace rectifier assembly if any one of the
diodes is shorted or open.
b
CONDENSER 72829
1. Using magneto analyzer and accompanying a - Phillips Head Screws and Lockwashers
instructions, perform the following condenser b - Front Bearing Retaining Plate
tests:
a. Condenser Capacity Test (must be .5 mfd).
b. Condenser Short or Leakage Test. 3. Slide front end frame over rotor.
c. Condenser Series Resistance Test. IMPORTANT: DO NOT clamp vise on rotor pole
pieces when tightening pulley nut (in next step),
2. Replace condenser if test results are not within or pole pieces may be distorted.
specifications.
4. Slide fan spacer onto rotor shaft. Install fan,
pulley, lockwasher and nut on shaft. Clamp pulley
in a vise, using protective jaws or an old oversize
V-belt to protect pulley, and torque nut to specifi-
cations. Tighten vise only enough to allow tight-
ening of nut, as excessive tightening may distort
pulley.

Index
5. Assemble stator to rectifier by soldering the three 8. Position rear end frame and stator assembly over
leads to the three rectifier terminals. front end frame and rotor assembly and align
scribe marks on each (scribed during disassem-
bly). Hand-press end frames together, then
install four screws. Tighten screws securely.
a e
d
72826
a - Stator Lead Connections

c
NOTE: Be sure to connect leads to their original posi-
b 72561
tions.
6. Install assembled stator and rectifier assembly a - Rear End Frame
into rear end frame, aligning scribe marks on b - Stator
each (scribed during disassembly), and install c - Front End Frame
Phillips head screw and washer to retain. d - Scribe Marks
e - Insert Screws (4) (Two Hidden)
IMPORTANT: The insulating washers MUST BE
installed as shown or damage to the alternator
will result.
7. Position stator down with rear end frame up and
reinstall insulators, nuts and condenser.
b c
b
72561
a - Insulators (3)
b - Nuts (5) - ONE REMOVED
c - Condenser

Index
9. Depress brushes flush with top of brush holder 11. Install tie strap to rectifier stud and stud on brush/
and insert a #54 drill bit or smaller (.050 in.) into rectifier assembly. Tighten nuts securely.
hole in brush holder to hold brushes compressed
during reassembly.
a
72823
a
a - Studs
b - Tie Strap
72836
a - Drill Bit
12. Install cover with one Phillips head screw and two
nuts. Install two leads with nuts.
NOTE: Rubber gasket shown removed for clarity.
10. Install brush/regulator assembly in rear end
frame cavity and secure with two mounting
screws, as shown. Tighten screws securely. Re-
move drill bit to release brushes against slip
rings.
a
b
c
72963
a - Phillips Head Screw
b b - Nuts (4)
c - Leads
72837
a - Brush/Regulator Assembly
b - Mounting Screws

Index
13. Install insulator caps. 4. Position alternator drive belt on pulleys and ad-
just tension as explained under “Drive Belt Ten-
sion Adjustment”.
5. Torque fasteners to specifications. Securely
tighten all other fasteners.
6. Reconnect wiring harness to alternator. Coat ter-
minals with Quicksilver Liquid Neoprene.
7. Connect negative battery cable to battery.
a
72078 d
a - Insulator Caps
c
Installation
1. Install alternator in mounting bracket. DO NOT b
tighten fastener at this time.
2. Fasten alternator brace to alternator. DO NOT a
tighten screw at this time.
72838
3. Install support bracket fasteners.
a - Excitation Lead - PURPLE
b - Sensing Lead - RED/PURPLE
c - Ground Lead - BLACK
d - Output Lead - ORANGE
a 76117
b 76116

b - Alternator Tensioning Bolt

Index
ELECTRICAL SYSTEMS
4
D
73288
INSTRUMENTATION
Index
Table of Contents
Page
Wire Color Abbreviations . . . . . . . . . . . . . . . . . . 4D-1
Identification - Gauges . . . . . . . . . . . . . . . . . . . . 4D-2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-2
Special Information . . . . . . . . . . . . . . . . . . . . . . . 4D-3
Lighting Options . . . . . . . . . . . . . . . . . . . . . . . 4D-3
QSI Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-3
Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-4
Oil Pressure and Water Temperature . . . . . 4D-4
Volt Meter Gauge . . . . . . . . . . . . . . . . . . . . . . 4D-5
Cruiselog (Engine Hour Meter) . . . . . . . . . . 4D-5
Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-5
Gauge Replacement . . . . . . . . . . . . . . . . . . . 4D-6
Senders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-6
Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-6
Water Temperature . . . . . . . . . . . . . . . . . . . . 4D-7
Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-9
Ignition Key Switch . . . . . . . . . . . . . . . . . . . . 4D-9
Audio Warning Test and Panel (Dash)
Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-10
Audio Warning System . . . . . . . . . . . . . . . . . . . 4D-11
Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-11
Oil Pressure Switch . . . . . . . . . . . . . . . . . . . 4D-12
Water Temperature Switch . . . . . . . . . . . . . 4D-12
Primary Station Instrumentation . . . . . . . . . . . 4D-15
Parts Lists . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-15
Tools/Lubricants/Adhesives . . . . . . . . . . . . 4D-15
Preparation for Installation . . . . . . . . . . . . . 4D-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-17
Engine System Monitor Panel . . . . . . . . . . 4D-17
Instrumentation and Harness Wires . . . . . 4D-20
Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . 4D-22
Second Station Stop/Start . . . . . . . . . . . . . . . . 4D-27
Parts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-27
Tools/Lubricants/Adhesives . . . . . . . . . . . . 4D-27
Preparation for Installation . . . . . . . . . . . . . 4D-27
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-28
Engine System Monitor Panel . . . . . . . . . . 4D-29
Relay Assembly (At Primary Station) . . . . 4D-32
Harness Connections . . . . . . . . . . . . . . . . . 4D-33
After Installation . . . . . . . . . . . . . . . . . . . . . . 4D-33
Wire Color Codes . . . . . . . . . . . . . . . . . . . . . 4D-33
Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . 4D-34
Second Station Instrumentation . . . . . . . . 4D-36
Wiring Harness Connections . . . . . . . . . . . . . . 4D-38
4D-0 – INSTRUMENTATION Index 90-861784 998

Wire Color Abbreviations
BLK Black PUR or PPL Purple
BLU Blue RED Red
BRN Brown TAN Tan
GRY Gray WHT White
GRN Green YEL Yellow
ORN Orange LIT or LT Light
PNK Pink DRK Dark
90-861784 998 Index INSTRUMENTATION - 4D-1

Identification - Gauges General
IMPORTANT: If all instruments appear suspect,
an electrical overload may have occurred. A fuse
may be defective or a circuit breaker may be
tripped open. The cause must be found and cor-
rected before replacing fuse or resetting circuit
breaker.
If all instruments appear suspect, check the main
harness or electrical connector to ensure good
contact.
Before testing individual instruments, check the
following:
• All wires in circuit are connected.
• Plug in connectors are fully engaged.
• Battery is fully charged.
• All connections are tight and corrosion free.
72965
QSI Series Gauge

! CAUTION NOTE: For different lighting effects, colored sleeves
are available through the Quicksilver Accessories
Avoid short circuits. It may be necessary to re- and can be assembled to the bulb.
move instrument panel or Engine System Moni-
tor panel from dashboard to gain access to
instruments and switches. Do not allow wires to
come in contact with metal or other wires.
b
Special Information
a
Lighting Options
QSI SERIES 72969
These gauges are equipped with optional illumina- a - +12 V Power Supply from Ignition Switch
b - +12 V Power Supply from Panel Lights/Audio Test Switch
tion lighting. Light bulb socket can be removed and (BLUE Wire)
contacts can be aligned to be used with ignition
Separate Instrumentation Lighting Circuit Position
switch lighting circuit +12 V or separate instrumenta-
(Standard Position)
tion lighting circuit LT. Standard is positioned to the
separate Panel Lights/Audio Test switch.
IMPORTANT: Light socket must be removed from
gauge and turned when adjusting to desired set-
ting. Turning socket while still installed in gauge
could result in damage to gauge or socket.
72968
a - +12 V Power Supply from Ignition Switch (PURPLE Wire)
Ignition Switch Lighting Circuit Position

(Optional Position)

Gauges 5. Connect jumper wire from terminal G (GND) to
terminal S (SEND).
Oil Pressure and Water Temperature
IMPORTANT: If testing proves gauge to be defec-

tive, it must be replaced as there is no repair
available.
TESTING
1. Turn ignition switch to OFF.

2. Remove wire from terminal S (SEND).
72748
6. Turn ignition switch to RUN.

7. Indicator needle of gauge being tested must read
at position B.
72819
3. Turn ignition switch to RUN. Gauge being tested

must be at position A.
Position B 73289
Position A
73288
4. Turn ignition switch to OFF.

Volt Meter Gauge Cruiselog (Engine Hour Meter)
TESTING TESTING
1. Remove cables from battery and fully charge bat- 1. Remove cables from battery and fully charge bat-
tery. Remove wires from back of gauge. tery. Remove wires from back of gauge.
2. Connect negative (-) jumper lead from battery to 2. Connect negative (-) jumper lead from battery to
gauge terminal G (GND). gauge terminal GND (ground).
3. Connect positive (+) jumper lead from battery to 3. Connect positive (+) jumper lead from battery to
gauge terminal I or +12 V. gauge terminal + (12 V).
72750 72815
72750
4. Observe gauge run indicator on face of gauge. If
indicator is turning, the gauge is operable. If not
replace gauge.
4. Check gauge reading; if not indicating battery
voltage, as shown, replace gauge. Tachometer
TESTING
1. Connect a service tachometer to engine and

compare readings.
2. Replace if not within specifications.
Tachometer
Type Allowable Range
6000 RPM ± 150 RPM
8000 RPM ± 200 RPM

73290

Gauge Replacement Senders
Oil Pressure
2. Remove wires from back of gauge.
3. Disconnect light socket wiring if separate. REMOVAL
4. Remove holding strap and remove gauge.
1. Remove LIGHT BLUE wire from sender.
5. Position gauge assembly in appropriate mount-
2. Using a suitable wrench to hold the fitting, un-
ing hole.
screw the sender.
6. Install holding strap and nuts. Tighten nuts evenly
and securely.
IMPORTANT: Do not distort case or bracket by
over-tightening.
7. Connect ground (BLACK) wire to ground termi-
nal, if gauge is not mounted in metal panel.
8. Connect other wires to gauge as shown in SEC-
TION 4E - “Wiring Diagrams”.
9. Install gauge light socket. b
10. Coat all terminals with Quicksilver Liquid Neo- a
prene.
11. Reconnect battery cables to battery.
76157
a - Sender
b - LIGHT BLUE Wire
TESTING
IMPORTANT: Use following test procedure for

checking accuracy of oil pressure sender only. If
oil pressure gauge indicates zero oil pressure,
refer to Section 1C - “Troubleshooting”.
1. Remove LIGHT BLUE wire from sender. Insulate
to avoid possible short circuit.
2. Install a manual pressure gauge graduated in at
least 10 PSI (100 kPa or 1 bars) increments, us-
ing a suitable “T”-fitting arrangement with the ex-
isting sender and adaptor or fitting.

3. Connect an ohmmeter between sender terminal 4. Refer to chart. Check the resistance values of the
and sender case. appropriate sender at pressures as shown and
verified on manual gauge with engine running.
NOTE: Sender shown removed for visual clarity
Replace sender if values are not correct.
only.
SINGLE STATION SENDER - 805267
OIL PRESSURE OHMS
PSI (kPa) READING
0 (0) 240 ± 15 Ω
60 (413.7) 103 ± 15 Ω
DUAL STATION SENDER - 805268

Oil Pressure Ohms
PSI (kPa) Reading
70686 72936 0 (0) 120 ± 7 Ω
60 (413.7) 52 ± 7 Ω
5. When replacing sender, coat threads with Loctite

Pipe Sealant with Teflon and install. Tighten se-
curely.
Water Temperature
REMOVAL
b
IMPORTANT: Use the following test to determine
a the accuracy of the Water Temperature Sender
gauge circuit. If gauge indicates NO temperature
when running engine refer to the “TROUBLE-
76157 SHOOTING” section.
1. Following instructions in SECTION 6B, drain
coolant from closed cooling system.
a - Oil Pressure Sender
b - LIGHT BLUE (LT BLU) Wire 2. Remove TAN wire from temperature sender, located
beneath heat exchanger/closed coolant tank.
3. Remove temperature sender.

• Perform test only in a well ventilated area.
• Use a suitable container, such as metal, to hold
the sand. Avoid use of glass containers unless
the operator first confirms for himself/herself that
the glass container is an appropriate high-tem-
perature vessel.
• Because the components will reach high temper-
atures DO NOT handle materials or components
until COMPLETELY cooled.
! WARNING
Use only clean, dry sand such as used for general
sand blasting purposes. Use of sand containing
a contaminates could result in hazards such as
fire, short circuiting, hot-spots, or other hazards.
b 1. Follow these instructions:

a. With an ohmmeter connected as shown fol-
76156 lowing and using a suitable container, ther-
a - TAN Wire mometer and heat source, suspend sender
b - Water Temperature Sender with tip in sand.
TESTING b. Heat sand and observe temperature on ther-

mometer.
c. As the temperature rises ohmmeter readings
! WARNING must be within the ranges specified for each
temperature. Refer to the chart below for
The following test involves the use of intense specifications.
heat. Failure to follow appropriate procedures or
warnings can cause burns which can result in se-
rious personal injury. While performing the fol-
lowing test, observe these general precautions:
• Wear personal protective clothing such as rubber

gloves, a non-flammable apron, and eye protec-
tion - preferably full face shield or safety glasses.
• The appropriate heat source should only be elec-
tric. Heat source should be operated by a quali-
fied person. Be sure to follow all instructions of
the manufacturer of the heat source. The heat
source should be checked each time it is used to
be sure it is functioning properly.
• The thermometer used in the test should be a
high temperature thermometer with a maximum
reading of at least 300° F (150° C). Under no cir-
cumstances should the operator allow tempera-
tures to exceed test specifications.

INSTALLATION
1. Apply Loctite Pipe Sealant with Teflon to threads

of sender and install. Tighten securely.
2. Following instructions in SECTION 1B - Mainte-
nance, “Filling Closed Cooling Section”.
- +
Switches
Ignition Key Switch
TESTING
1. Before testing key switch, check all fuses and/or

circuit breakers in electrical circuit which could
prevent operation of starter.
70688 IMPORTANT: Disconnect battery cables from
battery before testing ignition key switch with
wires still connected to switch.
2. Disconnect battery cables from battery, if pro-
SINGLE STATION SENDER - 97257A1
ceeding to test switch with wires still connected.
Ohms With key switch in OFF position, there should be
Test Temperature
Reading no continuity between switch terminals.
100° F (38° C) 405 - 495 Ω 3. With key switch in RUN position, continuity will
160° F (71° C) 119 - 140 Ω exist between switch terminals “B” to “I”. There
220° F (113° C) 44 - 49 Ω should be no continuity between terminal “S” and
any other terminals.
DUAL STATION SENDER - 49734 4. With key switch in START, continuity will exist be-
tween terminals “B” to “I” and “B” to “S”.
Ohms
Test Temperature
Reading
100° F (38° C) 203 - 247 Ω
160° F (71° C) 59 - 70 Ω
220° F (71° C) 22 - 25 Ω
d. Turn heat source “OFF”. Allow sand and

component to cool.
NOTE: While sand cools you may recheck ohmmeter
readings.
2. Replace sender if ohmmeter readings are other
than as shown, for each temperature.

5. Terminals are to make contact at angles shown 2. With switch lever toggled to the panel light “ON”
and to stay in contact condition as switch is ro- position continuity should exist between terminal
tated toward START. numbers 4 and 5 (as indicated by decal). If no
continuity exists, replace switch.
6. If ignition key switch tests bad, unscrew or un-
solder wire connections and remove switch. Test
switch again, as in Steps 2-5, preceding. If switch INSTALLATION
tests good, wiring in harness is bad. There should
be no continuity between any switch harness 1. Using screws provided, connect the listed color
wires with key switch removed. coded wires to numbered switch terminals as
shown:
f
e d a
d e
c
É
É
87-805675
É
a
UP
2
a b
3
S c b
B
I
f 73369
b
Key View Back View 74103 6 1
a - Key 71886
b - Off 5 2
UP
c - Continuity, B to I Terminals
d - Run 4 3
e - Continuity, B to S Terminals
f - Start
a - Audio Test/Panel Light Switch
b - Spring-Loaded Audio Test Portion (Direction of Movement
DOWN When Installed)
c - Terminal Number(s)
Audio Warning Test and Panel (dash) d - Terminal(s)
Light e - Jamb Nut
f - Locking Washer
The switch provided for the audio warning test and
panel (dash) lights is a three-position toggle switch.
It must be wired and installed correctly to provide Harness Wire Connect To: Terminal
proper operation of the systems. (Color Code) Number
REMOVAL BLACK (BLK) " 2
TAN/BLACK " 1
1. Remove hex nut retaining switch to Engine Sys- (TAN/BLK)
tem Monitor Panel. BLUE (BLU) " 5
2. Remove wires from back of switch. PURPLE " 4
(PPL)
TESTING
2. Make sure that all connections are secure. Seal
1. With switch lever toggled to its spring loaded Au- terminals with Liquid Neoprene (92-25711).
dio Test position continuity should exist between 3. Install switch in Engine System Monitor panel.
terminal numbers 1 and 2 (as indicated by decal). Tighten hex nut securely to prevent switch from
If no continuity exists, replace switch. turning in its mounting hole.

Audio Warning System Buzzer
The Audio Warning System is divided into two sepa-
rate circuits. Both circuits have an individual audio ! WARNING
warning buzzer that does NOT include any time
delay. The following test involves the use of electricity.
Failure to follow appropriate procedures can
One circuit consists of the engine water temperature cause burns or shock which can result in severe
switch and related wiring. If this switch is activated personal injury or death.
(“closed”) during the operation of the engine, the
alarm buzzer will sound and the Engine System Mon-
itor panel light will be illuminated until the problem is TESTING
corrected or the electrical system is shut off (key
switched “OFF”). 1. If buzzer does not sound:
The other circuit consists of the engine oil pressure a. Disconnect bullet connectors from suspect
switch, the transmission temperature switch [MIE buzzer. Connect a 12 volt positive (+) jumper
(Inboard) models] or the gear lube monitor bottle wire to where the PURPLE or PURPLE/YEL-
switch [MCM (Stern Drive) models) and related wir- LOW wire (depending on which buzzer is be-
ing. These switches are connected to the audio ing tested) was connected. Connect the re-
warning buzzer through a control relay which is acti- maining wire (where the TAN/BLACK or
vated when the glow plug control system has com- TAN/WHITE was connected) to a clean, un-
pleted the “preheat cycle”. Likewise, the Engine Sys- painted ground or negative (-) connection us-
tem Monitor panel light is illuminated whenever the ing a jumper wire.
respective switch is activated (“closed”) until the
problem is corrected or the electrical system is shut b. If buzzer does not sound, replace it.
off (key switched “OFF”). 2. If the buzzer worked in Step 1, reconnect wires
The function of the audio warning buzzer can be and:
tested by holding the toggle lever of the Audio Test a. Remove wires at the switches involved and
switch (on the Engine System Monitor panel) DOWN briefly jumper the wire ends together. With
momentarily, with the key switch in the “RUN” posi- the key switch in the “RUN” position, the
tion. If the buzzer sounds the buzzer is operable. buzzer should sound.
b. If buzzer sounds, the problem is in the
switch(es). Refer to individual switches -
“Testing”, as follows, and test suspect switch.
Replace as instructed.
3. If the buzzer did not sound in Step 2: Refer to wir-
ing diagrams and check wires or connectors to
the individual switches. Repair as needed.

Oil Pressure Switch Water Temperature Switch
When engine is COLD audio warning circuit is nor-
TESTING mally open.
When the engine is OFF the switch is normally REMOVAL
closed.
1. Remove TAN/WHITE wire from sender. Insulate 1. Drain coolant from closed cooling system into a
to avoid possible short circuit. suitable container, as outlined in SECTION 6B.
2. Connect continuity meter between sender 2. Remove TAN wire from temperature switch.
terminal and sender case [negative (-)]. With
engine NOT running, meter should indicate full c
continuity.
NOTE: Sender shown removed for visual clarity
only.
72817
76209
a - TAN Wire
b - Water Temperature Switch
70686 c - Starboard Cylinder Head
Typical
3. Remove switch.
OIL PRESSURE SWITCH
PSI (kPa) CONDITION TESTING
0 (0) Closed 1. With engine COLD, connect an ohmmeter be-
4.5 - 7.5 (31 - 52) Open tween water temperature switch terminal (+) and
hex (case) for ground (-) as shown.
NOTE: Shown removed for visual clarity only.
3. When replacing switch, coat threads with Loctite
Pipe Sealant with Teflon and install. Tighten se-
curely.
b
a - Ohmmeter Leads
b - Water Temperature Switch 72768

2. Switch should read no continuity (open). Specifi- • The thermometer used in the test
cations are shown in the following chart. should be a high- temperature thermom-
SWITCH eter with a maximum reading of at least
TEST TEMPERATURE 300°F (150°C). Under no circumstances
CONDITION
Less than should the operator allow temperatures
Open
220° F (105° C) to exceed test specifications.
3. Replace switch, if continuity exists. • Perform test only in a well ventilated
area.
! WARNING
• Use a suitable container, such as metal,
The following test involves the use of intense
heat. Failure to follow appropriate procedures or to hold the sand. Avoid use of glass
warnings can cause burns which can result in se- containers unless the operator first con-
vere personal injury. While performing the fol- firms for himself/herself that the glass
lowing test, observe these general precautions: container is an appropriate high-temper-
• Wear personal protective clothing such ature vessel.
as rubber gloves, a non-flammable
• Because the components will reach
apron, and eye protection - preferably
high temperatures DO NOT handle ma-
full face shield or safety glasses.
terials or components until COMPLETE-
• The appropriate heat source should LY cooled.
only be electric. Heat source should be ! WARNING
operated by a qualified person. Be sure
Use only clean, dry sand such as used for general
to follow all instructions of the manufac-
sandblasting purposes. Use of sand containing
turer of the heat source. The heat contaminants could result in hazards such as
source should be checked each time it fire, short circuiting, hot-spots, or other hazards.
is used to be sure it is functioning prop-
erly.

4. Follow these instructions: 5. Replace switch if it does not close (sound buzzer)
as shown in the following chart.
a. With an ohmmeter connected as outlined and
using suitable container, thermometer and
SWITCH
heat source, suspend sender with tip in sand. TEST TEMPERATURE
CONDITION
b. Heat sand and observe temperature on 225 ± 5° F (108 ± 3° C) Closed
thermometer.
6. Turn heat source off. Allow sand to cool. Note

thermometer reading to ensure switch “opens”
up at specified temperature as shown previously.
INSTALLATION
e
d 1. Apply Loctite Pipe Sealant with Teflon to threads
b of water temperature switch.
2. Install switch in cylinder head and tighten
securely.
3. Connect TAN wire and coat connection with
Quicksilver Liquid Neoprene.
a
4. Refill closed cooling system with approved cool-
c ant as outlined in SECTION 6B.
72769
a - Suitable Container
b - Thermometer
c - Heat Source
d - Water Temperature Sender
e - Ohmmeter Leads
c. As temperature rises, switch will close and

ohmmeter will indicate continuity.

Primary Station 850766A3 - ADMIRAL KIT
Instrumentation PART NUMBER DESCRIPTION QTY.

Parts Lists 861014 Primary Station Panel 1
87-805678 Key Switch 1
850766A1 - QSI KIT
806546 Rain Cap 1
PART NUMBER DESCRIPTION QTY. Audio Warning/Panel
87-805675A1 1
861014 Panel -Primary Station 1 Lights Switch
87-805678 Key Switch 1 87-805676A1 Stop Switch 1
806546 Rain Cap 1 Tachometer - 5K Ad-

79-850756A1 1
miral
Audio Warning/Panel
87-805675A1 1 Oil Pressure Gauge -
Lights Switch 79-850760A1 1
8 bar Admiral
79-805289A1 Tachometer - 5K QSI 1
Temperature Gauge -
Oil Pressure Gauge - 79-850762A1 1
79-805287A1 1 120C Admiral
8 bar QSI
Battery Gauge - Admi-
Temperature Gauge - 79-832731A1 1
79-805288A1 1 ral
120C QSI
Cruiselog Gauge - Ad-
79-817032A1 Battery Gauge - QSI 1 79-833115A1 1
miral
79-818163A1 Cruiselog Gauge - QSI 1 90-806330 Template 1
90-806330 Template 1
850766A2 - FLAGSHIP KIT Tools/Lubricants/Adhesives

DESCRIPTION PART NUMBER
PART NUMBER DESCRIPTION QTY.
Liquid Neoprene 92-25711--2
861014 Primary Station Panel 1
Electrical Tape Obtain Locally
87-805678 Key Switch 1
806546 Rain Cap 1
Audio Warning/Panel
87-805675A1 1
Lights Switch
Tachometer - 5K Flag-
79-850755A1 1
ship
Oil Pressure Gauge -
79-850759A1 1
8 bar Flagship
Temperature Gauge -
79-850761A1 1
120C Flagship
Battery Gauge - Flag-
79-825291A1 1
ship
Cruiselog Gauge -
79-825737A1 1
Flagship
90-806330 Template 1

Preparation for Installation TACHOMETER
1. Determine desired location. Before drilling or cut-

! WARNING ting, make sure that wires will reach gauge.
Check area behind dashboard for obstructions
Always disconnect battery cables before work-
such as braces, cables, etc. Be sure to leave
ing around electrical system components to pre-
clearance between gauges for bezels.
vent injury and/or damage to electrical system.
2. Cut or drill a 3-7/16 in. (88 mm) size hole for the
the tachometer in dashboard (template on last
page).
! CAUTION
NOTE: If installing other gauges it would be appropri-
Before drilling or cutting any holes, check area ate to cut or drill holes for them also at this time. Refer
behind dashboard for obstructions (braces, to manufacturers instructions.
cables, etc.).
ENGINE SYSTEM MONITOR PANEL
IMPORTANT: Be certain to take into account the
space required to mount the Engine System 1. Determine desired location. Before drilling or cut-
Monitor panel when determining the location for ting, make sure that wires will reach panel. Check
the instrumentation. area behind dashboard for obstructions such as
NOTE: Observe the following, if appropriate: braces, cables, etc. Be sure to leave clearance
for bezels of gauges.
• If dashboard is fiberglass, apply masking 2. Cut hole in dashboard for Engine System Monitor
tape to area that is to be drilled or cut to panel using template 90-806330.
help prevent dashboard from cracking. 3. Drill four appropriate size holes (depending on
material and thickness of dashboard) for panel
• If dashboard is vinyl covered, remove vinyl,
retaining screws using centerlines on template.
with a razor blade, from area to be drilled
or cut, to keep vinyl from tearing. INSTRUMENTATION AND HARNESS WIRES
NOTE: Refer to Wiring Diagrams in the following.

1. See wire identification tags (white tags on individ-
ual or gathered wires) and route appropriate
wires from instrumentation harness through
gauge openings in dashboard.
2. Route appropriate wires from instrument harness
to Engine System Monitor panel through the
opening cut for the panel.

Installation f. Tighten nuts until gauge is secure. DO NOT
over-tighten.
TACHOMETER
NOTE: The gauge can be installed with round black

bezel already assembled on gauge, or without bezel. b
The bezel is made to snap on or off.
1. Set position of switch on back of tachometer to
“4=155 PUL/REV.”
2. Refer to appropriate wiring diagram and white tag
titled “TACHOMETER” on wires. With wires ex- a
tended through dashboard opening, install
tachometer as follows.
c 70083
! CAUTION
Typical
Avoid electrical short circuits. Position wires on a - Mounting Bracket
the back of tachometer (and all gauges) so that b - Mounting Studs and Hex Nuts
they will not rub or contact mounting bracket
when it is installed.
Engine System Monitor Panel
a. Remove hex nuts supplied with kit. Secure
wires to gauge terminals as shown using the INSTALLING AND WIRING SWITCHES
nuts:
Key Switch
Harness
Wire CKT Con- Connection 1. Install jamb nut, and then locking washer, on
(Color Num- nect Location On switch threaded portion. Position switch in panel.
ber To: Tachometer Install rain cap on switch threaded portion. Se-
Code)
cure to panel using hex nut. Tighten securely, to
BLACK " prevent switch from turning in hole. DO NOT
GND6 “GND” terminal
(BLK) overtighten.
PURPLE "
12G “+12V” terminal a
(PPL)
YELLOW d
101 " “SIG” terminal
(YEL)
BLUE c
LT3 " “LT” terminal
(BLU)
b. Make sure that all connections are secure.

Seal terminals with Liquid Neoprene
(92-25711). c
c. Place tachometer into dashboard.
b 74057
d. Install mounting bracket as shown.
a - Key Switch
e. Attach the two hex nuts to studs for bracket. b - Engine System Monitor Panel
c - Rain Cap
d - Hex Nut

2. Follow instructions “a” and “b”. Refer to appropri- 1. Hold the switch in your hand and press the switch
ate Wiring Diagram. toggle lever into its spring loaded momentary
position. You must install the switch so that the
a. Using screws provided, connect the listed
“spring loaded”, Audio Test end of the switch is
color coded wires to lettered switch terminals
oriented DOWN once the panel is installed in the
as shown:
boat.
Harness IMPORTANT: The decal on the side of the switch
Wire CKT Num- Connect Terminal with the arrow and the word “UP” refer to the
(Color ber To: Letter position of the switch when installed on the pan-
Code) el. The circled numbers refer to wire terminals.
RED " 2. Install jamb nut, and then locking washer, on
15C “B”
(RED) switch threaded portion. Secure to panel using
PURPLE " knurled nut. Tighten securely, to prevent switch
34DA “I”
(PPL) from turning in hole. DO NOT overtighten.
PURPLE "
12C “S”
(PUR)

(92-25711).
3. Connect neutral safety switch wiring to remote
control (MCM Models). Refer to appropriate Wir-
ing Diagram.
Audio Warning Test and Panel (Dash) Light
The switch provided for the audio warning test and
It must be wired and installed correctly to provide
proper operation of the systems.

a d a
e
ÉÉ
6 1
87-805675
ÉÉ 5 2
UP
ÉÉ
UP
2
4 3
3
b
c f
b c 73369
74057
a - Audio Test/Panel Light Switch WIRING THE INDICATOR LIGHTS

c - Terminal Number(s) 1. Follow instructions “a” – “d”. Refer to appropriate
d - Terminal(s) MCM or MIE Second Station Instrumentation
e - Jamb Nut Wiring Diagram.
f - Locking Washer
a. Locate wire identification white tag titled “IN-
DICATOR LAMPS”.
3. Follow instructions “a” and “b”. Refer to appropri-
ate Wiring Diagram. IMPORTANT: Be certain each bullet connection is
properly seated and seal is not deformed after
connecting.
color coded wires to numbered switch termi-
nals as shown: 2. Connect to individual lights as shown:
Harness Harness CKT Con-

Connection
Wire CKT Num- Connect Terminal Wire (Color Num- nect
Location
(Color ber To: Number Code) ber To:
Code) YELLOW Black Wire
40D "
BLACK (YEL) tagged “CHK”
16C " 2
(BLK) Black Wire
TAN (TAN) 118B "
YELLOW tagged “TEMP”
40A " 1
(YEL) LIGHT
" Black Wire
BLUE BLUE 117B
LT1 " 5 (LTBLU)
tagged “OIL”
(BLU)
PURPLE GREEN " Black Wire
12C " 4 109
(PPL) (GRN) tagged “BATT”
WHITE " Black Wire
b. Make sure that all connections are secure. 40BC
(WHT) tagged “GLOW”
(92-25711).

MOUNTING THE PANEL
1. Apply silicone sealing compound to contact sur-

faces on dashboard.
2. Install panel with the four screws provided, or
those selected previously based on material and
thickness of dashboard.
Instrumentation and Harness Wires

1. Mount gauges according to instructions provided
with individual gauges.
2. Connect extension harness to instrument har-
ness end. Connector collar must be fully en-
gaged and secure. Tighten threaded connector
collar.
3. Route extension harnesses back to engine. Fas-
ten harnesses to the boat at least every 18 in.
(460 mm), using appropriate fasteners.
IMPORTANT: When routing any wiring extension
harness back to the engine, make sure that the
harness does not rub or get pinched.
4. Connect extension harness to engine harness
end. Connector collars must be fully engaged.
Tighten threaded connector collar of extension
harness onto connector on side of electrical box.

THIS PAGE IS INTENTIONALLY BLANK

Wiring Diagram
BLK = Black
BLU = Blue 1
BRN = Brown
GRY = Gray
GRN = Green
ORN = Orange
PNK = Pink
16
PUR = Purple 2
RED = Red
TAN = Tan
WHT = White
YEL = Yellow
LIT = Light
DRK = Dark 3
15
14
6
a
c
d
13
12 10 7
See Note 2.
8
11 9
75927

1 - Voltmeter
2 - Tachometer
3 - Coolant Temperature
4 - Oil Pressure
5 - Trim Gauge
6 - Engine System Monitor
a - Check Engine Light
b - Engine Coolant High Temperature/
Low Gear Lube Monitor Light
c - Low Oil Pressure Warning Light
d - Charge Indicator Light
e - Preheat Indicator Light
7 - Panel Lights/Audio Warning Test Switch
8 - Key Switch
9 - Neutral Start Safety Circuit/Remote Control
10- Hour Meter Connection (Optional)
11- Audio Warning Horns
12- Diagnostic Tool Connection
13- Harness Connector
14- Wire Not Used (See Note 1)
15- Wait-to-Start Relay
16- Fuel gauge (Optional)
Note 1: Tape wire with at least two layers of electrical

tape.
Note 2: Connect wires together with screw and hex
nut. Apply Liquid Neoprene to connection and slide
rubber sleeve over connection.


Template
3-7/16 in. (88 mm)
Drilling Hole Template for Quicksilver Tachometer


Second Station Stop/Start 850769A3 - ADMIRAL KIT
Parts List PART NUM-

DESCRIPTION QTY.
BER
850769A1 - QSI KIT Engine System Monitor
861428 1
Panel (Second Station)
PART NUM- Audio Test / Panel Light
DESCRIPTION QTY. 87-805675A1 1
BER Switch
Engine System Monitor 87-805676A1 Start Switch 1
861428 1
Panel (Second Station) 87-805677A1 Stop Switch 1
Audio Test / Panel Light 853454 Relay Assembly 1
87-805675A1 1
Switch
Tachometer Kit , Admiral
87-805676A1 Start Switch 1 79-850756A1 1
(5K)
87-805677A1 Stop Switch 1 Engine System Monitor
90-806330 1
853454 Relay Assembly 1 Panel Template
79-805289A1 Tachometer Kit , QSI (5K) 1
Engine System Monitor
90-806330 1 Tools/Lubricants/Adhesives
Panel Template
DESCRIPTION PART NUMBER
850769A2 - FLAGSHIP KIT
Liquid Neoprene 92-25711--2
Electrical Tape Obtain Locally
PART NUM-
DESCRIPTION QTY.
BER
Engine System Monitor
861428 1 Preparation for Installation
Panel (Second Station)
Audio Test / Panel Light
87-805675A1 1
Switch ! WARNING
87-805676A1 Start Switch 1
Always disconnect battery cables before work-
87-805677A1 Stop Switch 1 ing around electrical system components to pre-
853454 Relay Assembly 1 vent injury and/or damage to electrical system.
Tachometer Kit , Flagship
79-850755A1 1
(5K)
Engine System Monitor ! CAUTION
90-806330 1
Panel Template Before drilling or cutting any holes, check area
behind dashboard for obstructions (braces,
cables, etc.).
! CAUTION
Avoid electrical system or component malfunc-
tion. DO NOT install STARTER switch in place of
STOP switch (or vice versa) while following
instructions for “Installation, - Engine System
Monitor Panel, Switches”.

IMPORTANT: Be certain to take into account the Installation
space required to mount the Engine System
Monitor panel when determining the location for TACHOMETER
the instrumentation.
NOTE: Observe the following, if appropriate: NOTE: The gauge can be installed with round black
• If dashboard is fiberglass, apply masking bezel already assembled on gauge, or without bezel.
The bezel is made to snap on or off.
tape to area that is to be drilled or cut to
help prevent dashboard from cracking. 1. Set position of switch on back of tachometer to
“4=155 PUL/REV.”.
• If dashboard is vinyl covered, remove vinyl, 2. Refer to appropriate wiring diagram and white tag
with a razor blade, from area to be drilled titled “TACHOMETER” on wires. With wires ex-
or cut, to keep vinyl from tearing. tended through dashboard opening, install
tachometer as follows.
TACHOMETER
! CAUTION
1. Determine desired location. Before drilling or cut-
Avoid electrical short circuits. Position wires on
ting, make sure that wires will reach gauge.
the back of tachometer (and all gauges) so that
Check area behind dashboard for obstructions
they will not rub or contact mounting bracket
such as braces, cables, etc. Be sure to leave
when it is installed.
clearance between gauges for bezels.
2. Cut or drill a 3-7/16 in. (88 mm) size hole for the a. Remove hex nuts supplied with kit. Secure
the tachometer in dashboard (template on last wires to gauge terminals as shown using the
page). nuts:
NOTE: If installing other gauges it would be appropri-
ate to cut or drill holes for them at this time. Refer to Harness
Wire CKT Con- Connection
manufacturers instructions. Num- nect Location On
(Color
ber To: Tachometer
ENGINE SYSTEM MONITOR PANEL Code)
BLACK "
GND6 “GND” terminal
1. Determine desired location. Before drilling or cut- (BLK)
ting, make sure that wires will reach panel. Check PURPLE
area behind dashboard for obstructions such as 12G " “+12V” terminal
(PPL)
braces, cables, etc. Be sure to leave clearance
YELLOW "
for bezels of gauges. 101 “SIG” terminal
(YEL)
2. Cut hole in dashboard for Engine System Monitor BLUE
panel using template 90-806330. LT3 " “LT” terminal
(BLU)
3. Drill four appropriate size holes (depending on
material and thickness of dashboard) for panel
retaining screws using centerlines on template.
Instrumentation and Harness - Wires

NOTE: Refer to Wiring Diagrams in the following.
1. See wire identification tags (white tags on indi-
vidual or gathered wires) and route appropriate
wires from instrumentation harness through
gauge openings in dashboard.
2. Route appropriate wires from instrument harness
to Engine System Monitor panel through the
opening cut for the panel.

b. Make sure that all connections are secure. Engine System Monitor Panel
(92-25711). INSTALLING AND WIRING SWITCHES
c. Place tachometer into dashboard.
d. Install mounting bracket as shown. Audio Warning Test and Panel (Dash) Light
e. Attach the two hex nuts to studs for bracket. The switch provided for the audio warning test and
f. Tighten nuts until gauge is secure. DO NOT It must be wired and installed correctly to provide
over-tighten. proper operation of the systems.
1. Hold the switch in your hand and press the switch
toggle lever into its spring loaded momentary
position. You must install the switch so that the
b “spring loaded”, Audio Test end of the switch is
oriented DOWN once the panel is installed in the
boat.
IMPORTANT: The decal on the side of the switch
with the arrow and the word “UP” refer to the
a position of the switch when installed on the pan-
el. The circled numbers refer to wire terminals.
2. Install jamb nut, and then locking washer, on
switch threaded portion. Secure to panel using
b 70083
knurled nut. Tighten securely, to prevent switch
Typical from turning in hole. DO NOT overtighten.
a - Mounting Bracket
b - Mounting Studs and Hex Nuts
d a
e
6 1
a
É
1
87-805675
É
5 2
UP
UP
É
2
4 3
3
b
b cc f
73369
74057
a - Audio Test/Panel Light Switch

d - Terminal(s)
e - Jamb Nut
f - Locking Washer

3. Follow instructions “a” and “b”. Refer to appropri- b. Make sure that all connections are secure.
ate Wiring Diagram. Seal terminals with Liquid Neoprene
(92-25711).
color coded wires to numbered switch termi- Stop Switch
nals as shown:
The “STOP” switch, provided for stopping the engine
at this second station, is a single-pole, momentarily
Harness
Wire “open” switch.
CKT Num- Connect Terminal
(Color ber To: Number 1. Hold the switch in your hand and press the switch
Code) toggle lever into its spring loaded momentary
BLACK position. You must install the switch so that the
16C " 2 “spring loaded” end of the switch is oriented
(BLK)
DOWN once the panel is installed in the boat.
YELLOW "
40A 1
(YEL) IMPORTANT: The decal on the side of the switch
BLUE with the arrow and the word “UP” refers to the
LT1 " 5 position of the switch when installed on the pan-
(BLU)
el. The circled numbers refer to wire terminals.
PURPLE "
12C 4 2. Install jamb nut, and then locking washer, on
(PPL)
switch threaded portion. Secure to panel using
from turning in hole. DO NOT overtighten.
c e
f
É
É
87-805677
É
2
É
UP
1
d
b
b 74057
a 73369
a - Stop Switch
b - Toggle Lever Spring Loaded Position (Direction of Move-
ment DOWN When Installed)
d - Terminal(s)
e - Jamb Nut
f - Locking Washer

3. Follow instructions “a” and “b”. Refer to appropri- Note 1.: Wire may be sta-strapped to instrument har-
ate Wiring Diagram. ness near connector collar.
a. Using screws provided, install wires to ap- b. Make sure that all connections are secure.
propriate switch and gauge terminals as Seal terminals with Liquid Neoprene
shown: (92-25711).
Start Switch
Harness 0r Terminal Num-
Jumper CKT Con- ber and/or Con- The “START” switch, provided for starting the engine
Wire (Color Num- nect nection Loca- at this second station, is a single-pole, momentarily
ber To:
Code) tion “closed” switch.
BLACK 1 1. Hold the switch in your hand and press the switch
(BLK) toggle lever into its spring loaded momentary
(jumper “GRD” terminal position. You must install the switch so that the
16G " on a gauge
wire in kit, “spring loaded” end of the switch is oriented
taped to mounted near-
DOWN once the panel is installed in the boat.
relay wires) est the panel
IMPORTANT: The decal on the side of the switch
GREEN
with the arrow and the word “UP” refer to the
(GRN)
[tagged position of the switch when installed on the pan-
110 " 2 el.
“SPARE”]
(See Note 2. Install jamb nut, and then locking washer, on
1.) switch threaded portion. Secure to panel using
from turning in hole. DO NOT overtighten.
e c
f
É
É
2
87-805676
É
É
UP
1
b d
b 74057 a 73369
a - Start Switch
b - Toggle Lever Spring Loaded Position (Direction of Move-
ment DOWN When Installed)
d - Terminal(s)
e - Jamb Nut
f - Locking Washer

3. Follow instructions “a” and “b”. Refer to appropri- Relay Assembly (At Primary Station)
ate Wiring Diagram.
NOTE: It may be necessary to remove Primary Sta-
a. Using screws provided, install wires to ap- tion Engine System Monitor Panel to install the Relay
propriate switch terminals as shown: Assembly, depending on boat configuration.
Harness 1. Follow instructions “a” - “d”. Refer to appropriate
Wire CKT Num- Connect Terminal Wiring Diagram.
(Color ber To: Number a. Disconnect existing PURPLE [ PPL (CKT
Code)
34DA) ] wire from the “I” terminal on key
PURPLE " switch.
36BC1 2
(PPL)
b. Connect individual instrument harness wires
PURPLE " and relay assembly wires as shown:
34DA 1
(PPL)
Relay
Assem-
Seal terminals with Liquid Neoprene CKT Connection CKT
bly Wire Connect
(92-25711). Num- Num-
To:
ber Location ber
(Color
WIRING THE INDICATOR LIGHTS Code)
PUR-
1. Follow instructions “a” - “d”. Refer to appropriate PLE/
Wiring Diagram. “I” terminal
YEL-
34D " on key
a. Locate wire identification white tag titled “IN- LOW
switch Not
DICATOR LAMPS”. (PPL/
YEL) Ap-
IMPORTANT: Be certain each bullet connection is plica-
properly seated and seal is not deformed after YEL- ble
connecting. LOW/ “I” terminal
RED 12BA " on key
2. Connect to individual lights as shown: (YEL/ switch
RED)
Harness CKT Con- PURPLE
Connection
Wire (Color Num- nect (PPL) wire
Location
Code) ber To: (previously
YELLOW Black Wire PURPLE " 34D
40D " 12BB at “I” termi-
(YEL) tagged “CHK” (PPL) A
nal of key
Black Wire switch (See
TAN (TAN) 118B " Note 1.)
tagged “TEMP”
LIGHT GREEN
" Black Wire (GRN)
BLUE 117B
tagged “OIL” [tagged
(LTBLU) BLACK 16H " 110
“SPARE”]
GREEN " Black Wire
109 (See Note 1
(GRN) tagged “BATT”
and 2.)
WHITE " Black Wire
40BC
(WHT) tagged “GLOW” Note 1.: Connect these wires together with screw and
nut. Coat with Liquid Neoprene and slide rubber
MOUNTING THE PANEL sleeve over connection.
Note 2.: Wire is sta-strapped to instrument harness
1. Apply silicone sealing compound to contact sur- near connector collar.
faces on dashboard.
2. Install panel with the four screws provided, or
those selected previously based on material and
thickness of dashboard.

! CAUTION After Installation
Avoid instrument malfunction and/or short cir- 1. Connect POSITIVE (+) battery cable (usually
cuits. Wires and wiring harnesses must not pull RED) to POSITIVE (+) battery terminal. Tighten
or hang on components to which they are con- clamp securely.
nected. This could cause damage to the compo- 2. Connect NEGATIVE (–) battery cable (usually
nents and create a potential hazard. BLACK) to NEGATIVE (–) battery terminal. Tight-
en clamp securely.
c. Secure Primary Station Instrument Harness
3. Spray terminals with a battery connection sea-
to bulkhead with cable clamps or wiring clips
lant to help retard corrosion.
(not provided) as necessary to prevent har-
ness(es) from pulling or hanging on compo- 4. Upon first starting engine, check all indicator
nents. lights, instrument lights and instrumentation for
proper function, at both primary and secondary
d. Secure relay assembly to bulkhead using
stations.
suitable fastener or sta-strap relay assembly
to harness.
Wire Color Codes
The following color codes for wires are referenced in
Harness Connections the Wiring Diagrams:
1. Follow instructions “a” – “d”. Refer to appropriate
Wiring Diagram. BLK = BLACK
BLU = BLUE
IMPORTANT: Connectors must be fully engaged BRN = BROWN
and secure. GRY = GRAY
GRN = GREEN
a. Connect “Y” Harness to Second Station ORN = ORANGE
instrument harness or extension harness. PNK = PINK
b. Connect “Y” Harness to Primary Station PPL = PURPLE
RED = RED
instrument harness or extension harness.
TAN = TAN
c. Connect extension harness from engine to WHT = WHITE
“Y” harness connector. YEL = YELLOW
LT = LIGHT
d. Secure harness(es) to boat at least every 18 DRK = DARK
in. (460 mm), using appropriate fasteners.

Wiring Diagrams
PRIMARY STATION INSTRUMENTATION (WITH RELAY FOR SECOND STATION INSTALLED)
21
3
20
8
9
10
11
19 14
18 16 12
See Note 1.
S
B I 13
17
12BB – PPL
16H – BLK
85 86
15 30
12BA – YEL/RED
34D – PPL/YEL
87
75918

1 - Voltmeter Gauge
2 - Tachometer Gauge
3 - Water Temperature Gauge
4 - Oil Pressure Gauge
5 - Trim Gauge
6 - Engine System Monitor Panel
7 - Check Engine Light
8 - Engine Coolant High Temperature/
9 - Oil Pressure Warning Light
10- Charge Indicator Light
11- Preheat Indicator Light
12- Panel Lights/Audio Warning Test Switch
13- Key Switch
14- Neutral Start Safety Circuit/Remote Control
15- Second Station Relay (From Kit)
16- Hour Meter Gauge (Optional)
19- Instrument Harness Connector
20- Wait-To-Start Relay
21- Fuel Gauge (Optional)
Note 1: Connect these wires together with a screw and nut.
Coat with Liquid Neoprene and slide rubber sleeve over
connection.

Second Station Instrumentation
21
3
20
8
9
10
11
16G – BLK
19 12
18 16 See Note 1.
34DA – PUR
13
17 15 14
110 – GRN
See Note 2.
75919

1 - Voltmeter Gauge
5 - Trim Gauge
13- Stop Switch
14- Start Switch
Note 1: Connect these wires together with a screw

and nut. Coat with Liquid Neoprene and slide rubber
sleeve over connection.
Note 2: Wire not used. Tape wire end with at least two
layers of electrical tape and tape back.

Wiring Harness Connections
b c
a
d
75918 75919
f
g
75920
a - Primary Station Instrument Harness

b - Primary Station Instrumentation
c - Second Station Instrumentation
d - Second Station Instrument Harness
e - “Y”- Harness
f - Extension Harness
g - To Engine

Template
3-7/16 in. (88 mm)
Drilling Hole Template for Quicksilver Tachometer


ELECTRICAL SYSTEMS
4
(–) (+)
BATTERY STARTER
150 AMP
CIRCUIT
30 AMP
CIRCUIT
E
BREAKER BREAKER
TO VBAT (+)
ON ECM
HARNESS
ALTERNATOR
GLOW
PLUG
RELAY
76190
WIRING DIAGRAMS
Index
Table of Contents
Page
Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . 4E-1
ECM System Harness . . . . . . . . . . . . . . . . . . 4E-1
Engine Harness . . . . . . . . . . . . . . . . . . . . . . . 4E-2
Instrument Harness . . . . . . . . . . . . . . . . . . . . 4E-3
Circuit Breakers and Power Circuits . . . . . . 4E-4
Circuit Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . 4E-5
Relay and Power Circuits . . . . . . . . . . . . . . . 4E-5
APS/IVS Circuits . . . . . . . . . . . . . . . . . . . . . . 4E-6
BARO Circuit . . . . . . . . . . . . . . . . . . . . . . . . . 4E-7
MAP Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E-8
IAT Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E-9
ECT Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . 4E-10
IPR Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E-11
ICP Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E-12
Gauge Circuits . . . . . . . . . . . . . . . . . . . . . . . 4E-13
Alarm Circuits . . . . . . . . . . . . . . . . . . . . . . . . 4E-14
Instrument Panel Wiring Diagrams . . . . . . . . 4E-15
Primary Station Instrumentation
(With Relay for Second Station
Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E-15
Second Station Instrumentation . . . . . . . . 4E-17
4E-0 - WIRING DIAGRAMS 90-861784 998

Index
Wiring Diagrams
ECM System Harness
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
31
30
28
27
26
25
24
22
21
20
19
15
13
11
10
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
20G–PPL
20E–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1 BARO
RESERVOIR A 102–PPL 41LA–BLU 2
GEAR LUBE B GND2–BLK 3 SENSOR
40Z–PPL
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
VBAT(–) A 40AD–RED 1
16–BLK 40Z–PPL 5
40Q–PPL 7
ALT L2 A 109–PPL 40E–PPL 8
10G–PPL 9
MEMORY A 40AD–RED 40B–PPL 13
40M–PPL 14
40D–PPL 17
TRIM A 107–PPL 40AB–BLK 20
SENDER B GND3–BLK 40N–PPL 21
85 40AA–PPL 20B–PPL 22
IDM 87 20H–PPL 20C–PPL 24
RELAY 30 33A–RED 97AX–PPL 25
86 33B–GRN 41K–BLU 26
40P–PPL 27
85 34B–BLK 10H–PPL 28 TO
ECM 87 34A–GRN 40T–PPL 31 ECM
RELAY 30 34C–RED 40AA–PPL 33
86 34E–WHT 20I–PPL 34
6–GRN 10I–PPL 36
A 40V–GRN 37
STARTER A GND4–BLK
B 36BC–PPL 40AC–BLK 40
RELAY 40J–PPL 45
A 21–PPL
41L–YEL 46
A 40F–PPL 40F–PPL 47
B 31B–YEL 40A–PPL 48
APS / IVS C 31C–BLU 40S–PPL 56
SENSOR D 40E–PPL 40H–GRN 57
F 31E–WHT 58
40R–PPL
2 40C–PPL 59
20A–YEL
3 20B–PPL 40U–BLK 60
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
9 20G–PPL 10P–PPL 1
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
18 97DW–PPL(DRAIN) 10N–PPL 5
19 20K–PPL 10D–RED 8
20 20L–PPL 10A–WHT 10 TO
21 20M–PPL 10B–PPL 11 VPM
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
G
M HARNESS
R
D
C
B
A
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76101
90-861784 998 WIRING DIAGRAMS - 4E-1

Index
Engine Harness
97NC–RED 97NB–RED
97CH–GRN
A B
GLOW
PLUG
RELAY
TO FUSE
E A
97BN–PPL D B 97BB–PPL
C 97MM–PPL 97MY–PPL C
97AP–PPL B D 97BP–PPL
A E
97MV–PPL
E A
97AD–PPL D B 97BR–PPL
C 97MS–PPL C
97BS–PPL B D
A E
97AN–PPL
97GR–BLK A CAM
97AA–BLU B POSITION
97BE–GRN C
SENSOR
97X–BLK A
INJECTION
97AA–BLU B CONTROL
97BG–GRN C PRESSURE
97X–BLK A ENGINE OIL

97CE–GRN B TEMP
SENSOR
INJECTION 97NC–RED
PRESSURE ENGINE
97X–BLK A COOLANT
REGULATOR 97BH–RED
97BF–PPL B TEMP
SENSOR
97BP–PPL
97BS–PPL
97AP–PPL
97BG–GRN
97BE–GRN
97GR–BLK
97BH–RED
97AA–BLU
97AD–PPL
97MM–PPL
97MY–PPL
97AN–PPL
97CH–GRN
97BF–PPL
97X–BLK
97NB–RED
97MS–PPL
97BN–PPL
97BR–PPL
97CE–GRN
97MV–PPL
97BB–PPL
27
31
30
28
26
25
24
22
21
20
19
17
16
15
13
10
11
9
8
6
5
3
2
TO ECM
HARNESS
76188

Index
Instrument Harness
TO ECM
HARNESS
M
U
X
S
R
P
N
L
K
J
H
G
F
E
D
C
B
A
T
117–LT BLU
97CR–PPL
36BC–PPL
40B–WHT
7–LT BLU
15A–RED
109–GRN
16A–BLK
110–GRN
10N–YEL
10C–PPL
10B–PPL
40A–YEL
40D–YEL
34D–PPL
107–YEL
102–YEL
108–YEL
101–YEL
118–TAN
8–TAN
12M–PPL 85
40BA–WHT 86 POWER
12L–PPL 30 RELAY
116–PPL 87A
TEMP 1 12N–PPL
HORN 2 118A–TAN
12K–PPL 1
GND9–BLK 2 TRIM
LT6–BLU 3 INDICATOR
107–YEL 4
OIL 1 117A–LT BLU

12J–PPL 1
HORN 2 116–PPL
OIL
GND7–BLK 2
PRESSURE
LT5–BLU 3
GAUGE
7–LT BLU 4
1 10N–YEL
TACH #2 12H–PPL 1
GND8–BLK 2 WATER
LT4–BLU 3
TEMP
GAUGE
8–TAN 4
CRUISE 1 16D–BLK
LOG 2 12E–PPL
12G–PPL 1
GND6–BLK 2
A 10B–PPL TACHOMETER
LT3–BLU 3
ATA B 10C–PPL 101–YEL 4
DATA LINK C 15B–RED
E 16B–BLK
1 15C–RED
KEY 2 34DA–PPL 12F–PPL 1
SWITCH
3 36BC–PPL
GND5–BLK 2 VOLTMETER
LT2–BLU 3
12C–PPL
LT1–BLU
40A–YEL
16C–BLK
40D–YEL
40BC–WHT
117B–LT BLU
118B–TAN
109–GRN
12D–PPL
110–GRN
102–YEL
12P–PPL
108–YEL
LT7–BLU
16E–BLK
12R–PPL
4
3
2
1
6
5
4
3
2
1
2
1
4
3
2
1
INDICATOR
OIL LAMP
SWITCH
GUAGE
LAMPS
SPARE
AUDIO
FUEL
TEST
76189

Index
Circuit Breakers and Power Circuits
(–) (+)
150 AMP 30 AMP

BATTERY STARTER CIRCUIT CIRCUIT
BREAKER BREAKER
TO VBAT (+)
ON ECM
HARNESS
ALTERNATOR
GLOW
PLUG
RELAY
76190

Index
Circuit Diagrams
Relay and Power Circuits
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
28
27
26
25
24
22
21
20
19
15
13
11
10
31
30
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
20G–PPL
20E–PPL
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1 BARO
40Z–PPL
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15-RED
60B–BLU B SENSOR
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
85 40AA-PPL 20B–PPL 22
IDM 87 20H-PPL 20C–PPL 24
RELAY 30 33A-RED 97AX–PPL 25
86 33B-GRN 41K–BLU 26
40P–PPL 27
85 34B-BLK 10H–PPL 28 TO
ECM 87 34A-GRN 40T–PPL 31 ECM
RELAY 30 34C-RED 40AA-PPL 33
86 34E-WHT 20I–PPL 34
6-GRN 10I–PPL 36
A 40V–GRN
STARTER A GND4-BLK 37
36BC-PPL 40AC–BLK 40
RELAY B
40J–PPL
A 21-PPL 45
41L–YEL 46
F 31E–WHT 40R–PPL 58
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H-PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
19 20K–PPL 10D-RED 8
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR-GRN
16A-BLK
118A–PPL
15A-RED
36BC-PPL
118–TAN
24-YEL
21-PPL
110–GRN
8–TAN
34CC–YEL
W
D
C
B
A
M HARNESS
R
E
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76200

Index
APS/IVS Circuits
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
31
30
28
27
26
25
24
22
21
20
19
15
13
11
10
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
20G–PPL
20E–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1 BARO
40Z–PPL
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
16–BLK
40Z–PPL 5
40Q–PPL 7
ALT L2 A 109–PPL 40E-PPL 8
10G–PPL 9
40M–PPL 14
40D–PPL 17
86 33B–GRN 41K-BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J–PPL 45
A 21–PPL
41L-YEL 46
A 40F-PPL 40F-PPL 47
B 31B-YEL
APS / IVS C 31C-BLU
40A–PPL 48
40S–PPL
SENSOR D 40E-PPL 40H–GRN
56
57
F 31E-WHT 58
40R–PPL
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
G
M HARNESS
R
D
C
B
A
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76191

Index
BARO Circuit
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
31
30
28
27
26
25
24
22
21
20
19
15
13
11
10
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
20G–PPL
20E–PPL
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA-YEL 1 BARO
RESERVOIR A 102–PPL 41LA-BLU 2
GEAR LUBE B GND2–BLK 40Z-PPL 3 SENSOR
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
16–BLK
40Z-PPL 5
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
86 33B–GRN 41K-BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J–PPL 45
A 21–PPL
41L-YEL 46
F 31E–WHT 58
40R–PPL
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
G
M HARNESS
R
D
C
B
A
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76192

Index
MAP Circuit
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
28
27
26
25
24
22
21
20
19
15
13
11
10
31
30
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
20G–PPL
20E–PPL
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1 BARO
40Z–PPL
ALARM
60A-YEL A
40J-PPL C MAP
B SENSOR
VBAT(+) A 15–RED
60B-BLU
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
86 33B–GRN 41K-BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J-PPL 45
A 21–PPL
41L-YEL 46
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
G
M HARNESS
R
D
C
B
A
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76199

Index
IAT Circuit
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
28
27
26
25
24
22
21
20
19
15
13
11
10
31
30
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
20G–PPL
20E–PPL
GND1–BLK
101–PPL
97AX-PPL
50DB-YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1 BARO
40Z–PPL
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
RELAY 30 33A–RED 97AX-PPL 25
86 33B–GRN 41K–BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J–PPL 45
A 21–PPL
41L-YEL 46
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
G
M HARNESS
R
D
C
B
A
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76196

Index
ECT Circuit
97CH–GRN
A B
GLOW
PLUG
RELAY
TO FUSE
E A
A E
97MV–PPL
E A
C 97MS–PPL C
97BS–PPL B D
A E
97AN–PPL
97GR–BLK A CAM
97BE–GRN C
SENSOR
97X–BLK A
INJECTION

97CE–GRN B TEMP
SENSOR
PRESSURE ENGINE
97X-BLK A COOLANT
97BF-PPL B TEMP
SENSOR
97BP–PPL
97BS–PPL
97AP–PPL
97BG–GRN
97BE–GRN
97GR–BLK
97BH–RED
97AA–BLU
97AD–PPL
97MM–PPL
97MY–PPL
97AN–PPL
97CH–GRN
97BF-PPL
97X-BLK
97NB–RED
97MS–PPL
97BN–PPL
97BR–PPL
97CE–GRN
97MV–PPL
97BB–PPL
27
31
30
28
26
25
24
22
21
20
19
17
13
10
11
15
16
9
8
6
5
3
2
TO ECM
HARNESS
76193

Index
IPR Circuit
97NC-RED 97NB-RED
97CH–GRN
A B
GLOW
PLUG
RELAY
TO FUSE
E A
A E
97MV–PPL
E A
C 97MS–PPL C
97BS–PPL B D
A E
97AN–PPL
97GR–BLK A CAM
97BE–GRN C
SENSOR
97X–BLK A
INJECTION

97CE–GRN B TEMP
SENSOR
INJECTION 97NC-RED
PRESSURE ENGINE
97X–BLK A COOLANT
REGULATOR 97BH-RED
97BF–PPL B TEMP
SENSOR
97BP–PPL
97BS–PPL
97AP–PPL
97BG–GRN
97BE–GRN 27
97GR–BLK
97BH-RED 25
97AA–BLU
97AD–PPL
97MM–PPL
97MY–PPL
97AN–PPL
97CH–GRN 17
97BF–PPL
97X–BLK
97NB-RED 13
97MS–PPL
97BN–PPL
97BR–PPL
97CE–GRN
97MV–PPL
97BB–PPL
15
31
30
28
26
24
22
21
20
19
16
10
11
9
8
6
5
3
2
TO ECM
HARNESS
76194

Index
ICP Circuit
97CH–GRN
A B
GLOW
PLUG
RELAY
TO FUSE
E A
A E
97MV–PPL
E A
C 97MS–PPL C
97BS–PPL B D
A E
97AN–PPL
97GR–BLK A CAM
97BE–GRN C
SENSOR
97X-BLK A
INJECTION
97AA-BLU B CONTROL
97BG-GRN C PRESSURE

97CE–GRN B TEMP
SENSOR
PRESSURE ENGINE
97X–BLK A COOLANT
97BF–PPL B TEMP
SENSOR
97BP–PPL
97BS–PPL
97AP–PPL
97BG-GRN 28
97BE–GRN 27
97GR–BLK
97BH–RED
97AA-BLU
97AD–PPL
97MM–PPL
97MY–PPL
97AN–PPL
97CH–GRN
97BF–PPL
97X-BLK
97NB–RED
97MS–PPL
97BN–PPL
97BR–PPL
97CE–GRN
97MV–PPL
97BB–PPL
15
31
30
26
25
22
21
20
19
17
16
13
10
11
24
9
8
6
5
3
2
TO ECM
HARNESS
76195

Index
Gauge Circuits
HARNESS 17
SENDER A
SENSOR 2
ENGINE 16
GUAGE A
PICKUP B
ALT E
TACH A
FUEL
EOP
TO
IAT
31
30
28
27
26
25
24
22
21
20
19
15
13
11
10
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
20G–PPL
20E–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108-PPL
7-LT BLU
DRIVE
41KA–YEL 1 BARO
40Z–PPL
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
TRIM A 107-PPL 40AB–BLK 20
SENDER B GND3-BLK 40N–PPL 21
86 33B–GRN 41K–BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J–PPL 45
A 21–PPL
41L–YEL 46
F 31E–WHT 58
40R–PPL
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107-PPL
102–PPL
108-PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7-LT BLU
8-TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8-TAN
34CC–YEL
H
W
G
M HARNESS
T
D
C
B
A
U
A ALTERNATOR
B
A
X
A
L
ECT SENDER
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76197

Index
Alarm Circuits
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
31
30
28
27
26
25
24
22
21
20
19
15
13
11
10
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
20G–PPL
20E–PPL
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1
RESERVOIR A 102-PPL 41LA–BLU 2
BARO
GEAR LUBE B GND2-BLK 40Z–PPL 3 SENSOR
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
VBAT(-) A 40AD–RED 1
16-BLK
40Z–PPL 5
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
86 33B–GRN 41K–BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J–PPL 45
A 21–PPL
41L–YEL 46
F 31E–WHT 58
40R–PPL
2 40C-PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117-LT BLU
117-LT BLU
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102-PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A-PPL
15A–RED
36BC–PPL
118-TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
C
S
R
B
A
M HARNESS
U
A ALTERNATOR
A COOLANT
B
A
X
F
E
A OIL ALARM
A ECT SENDER
T
J
INSTRUMENT
ALARM
SWITCH
SAFETY
SPARE
TO
76198

Index

Index
Instrument Panel Wiring Diagrams
Primary Station Instrumentation (With Relay for Second Station Installed)
1
21
3
20
8
9
10
11
19 14
18 16 12
See Note 1.
S
B I 13
17
12BB – PPL
16H – BLK
85 86
15 30
12BA – YEL/RED
34D – PPL/YEL
87
75918

Index
1 - Voltmeter Gauge
5 - Trim Gauge
13- Key Switch
15- Second Station Relay (From Kit)
Note 1: Connect these wires together with a screw and nut.
Coat with Liquid Neoprene and slide rubber sleeve over
connection.

Index
Second Station Instrumentation
21
3
20
8
9
10
11
16G – BLK
19 12
18 16 See Note 1.
34DA – PUR
13
17 15 14
110 – GRN
See Note 2.
75919

Index
1 - Voltmeter Gauge
5 - Trim Gauge
13- Stop Switch
14- Start Switch
Note 1: Connect these wires together with a screw

and nut. Coat with Liquid Neoprene and slide rubber
sleeve over connection.
Note 2: Wire not used. Tape wire end with at least two
layers of electrical tape and tape back.

Index
FUEL SYSTEM
5
A
ENGINE CONTROL SYSTEM OVERVIEW
Index
Table of Contents
Page Page
Fuel Supply System . . . . . . . . . . . . . . . . . . . . . . 5A-1 Diagnostic Software Self Test Operation . . . . 5A-25
Fuel System Description . . . . . . . . . . . . . . . . 5A-1 Test Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-25
Fuel Supply Pump . . . . . . . . . . . . . . . . . . . . . 5A-1 Continuous Monitor . . . . . . . . . . . . . . . . . . . 5A-26
Fuel System Operation . . . . . . . . . . . . . . . . . 5A-1 Operator “On Demand” Tests
Injection Control Pressure System . . . . . . . . . . 5A-3 (Engine Off) . . . . . . . . . . . . . . . . . . . . . . . . . 5A-26
Pressure System Operation . . . . . . . . . . . . . 5A-3 Injector Buzz Test . . . . . . . . . . . . . . . . . . 5A-27
Injection Pressure Control . . . . . . . . . . . . . . 5A-4 Output State Test . . . . . . . . . . . . . . . . . . 5A-27
IPR Valve Operation . . . . . . . . . . . . . . . . . . . 5A-5 Operator “On Demand” Tests
Injector Operation . . . . . . . . . . . . . . . . . . . . . . . . 5A-7 (Engine Running): . . . . . . . . . . . . . . . . . . . 5A-28
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-7 Standard Test . . . . . . . . . . . . . . . . . . . . . 5A-28
Electronic Control Module . . . . . . . . . . . . . . . . . 5A-8 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-28
Operation and Function . . . . . . . . . . . . . . . . 5A-8 Injector Test “Cylinder Contribution” . . 5A-28
Voltage Reference . . . . . . . . . . . . . . . . . . . . . 5A-9 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-28
Signal Conditioner . . . . . . . . . . . . . . . . . . . . 5A-10 Operator “On Demand” Tests: . . . . . . . . . . 5A-29
Microprocessor . . . . . . . . . . . . . . . . . . . . . . . 5A-10 Wiggle Test . . . . . . . . . . . . . . . . . . . . . . . 5A-29
ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-11 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-29
RAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-11 Sensor/Sender Locations . . . . . . . . . . . . . . . . . 5A-30
KAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-11 Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-30
Actuator Control . . . . . . . . . . . . . . . . . . . . . . 5A-12 MerCathode Controller And Fuse . . . . . . . 5A-30
Injector Driver Module . . . . . . . . . . . . . . . . . . . 5A-13 Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . 5A-30
Module Functions . . . . . . . . . . . . . . . . . . . . . 5A-13 Injector Demand Module (IDM) . . . . . . . . . 5A-30
Electronic Distributor For The Injectors 5A-13 Cam Position Sensor (CMP) . . . . . . . . . . . 5A-31
Power Source For The Injectors . . . . . 5A-14 Accellerator Position Switch / Idle
Output Driver For The Injectors . . . . . . 5A-15 Validation Switch (APS/IVS) . . . . . . . . . . . 5A-31
Self Diagnostics . . . . . . . . . . . . . . . . . . . 5A-16 Manifold Absolute Pressure (MAP)
Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-31
Sensor Operation . . . . . . . . . . . . . . . . . . . . . . . 5A-17
Barometric Pressure (BARO) Sensor . . . . 5A-31
Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . 5A-17
Intake Air Temperature (IAT) Sensor . . . . 5A-32
Reference Voltage Sensors . . . . . . . . . . . . 5A-17
Coolant Temperature (CTS) Sensor . . . . . 5A-32
Thermistor . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-18
Engine Oil Temperature (EOT)
Potentiometer . . . . . . . . . . . . . . . . . . . . . . . . 5A-19 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-32
Variable Capacitance Sensor . . . . . . . . . . . 5A-20 Coolant Temperature Sender
Hall Effect Sensor . . . . . . . . . . . . . . . . . . . . 5A-21 (To Gauge) . . . . . . . . . . . . . . . . . . . . . . . . . 5A-32
Switch Sensors . . . . . . . . . . . . . . . . . . . . . . . 5A-22 Oil Temperature Sender (To Gauge) . . . . . 5A-33
Standard Features . . . . . . . . . . . . . . . . . . . . . . 5A-23 Coolant Temperature Switch
Electronic Governor Control . . . . . . . . . . . . 5A-23 (To Alarm) . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-33
Cold Idle Advance . . . . . . . . . . . . . . . . . . . . 5A-23 Oil Temperature Switch (To Alarm) . . . . . . 5A-33
Glow Plug Assisted Start . . . . . . . . . . . . . . 5A-23 Tachometer Pickup . . . . . . . . . . . . . . . . . . . 5A-33
ATA Data Link . . . . . . . . . . . . . . . . . . . . . . . . 5A-23 Injection Control
Service Diagnostics . . . . . . . . . . . . . . . . . . . 5A-23 Pressure Sensor(ICP) . . . . . . . . . . . . . . . . . 5A-34
Engine Over-Temperature Protection . . . . 5A-23 Glow Plug Solenoid . . . . . . . . . . . . . . . . . . . 5A-34
Event Logging System . . . . . . . . . . . . . . . . 5A-24 Electronic Control Module (ECM) . . . . . . . 5A-34
Electronic Throttle Position . . . . . . . . . . . . . 5A-24 Vessel Personality Module(VPM) . . . . . . . 5A-34
5A-0 - ENGINE CONTROL SYSTEM OVERVIEW 90-861784 998

Index
Fuel Supply System Fuel Supply Pump
The fuel transfer pump on the engine is a camshaft
Fuel System Description driven two stage diaphragm/piston pump mounted in
The fuel system consists of three major sub-systems: the engine “V”.
• Fuel Supply System.
Low Pressure Fuel Out
• Injection Control Pressure System.
Outlet Check Valve Fuel Inlet
• Fuel Injector. Inlet Check Valve
Spring
Diaphragm Stage Diaphragm
These subsystems work together to inject pressur- Spring
ized fuel into the combustion chambers. The function
of the fuel supply system is to deliver fuel to the injec- Piston Stage
tors. The injection control pressure system supplies Piston
the injectors with high pressure lube oil. The fuel in- High Pressure Inlet
jectors use the pressure from the lube oil to pressur- Outlet
ize the fuel and inject the fuel into the combustion Inlet Check Valve
Outlet Check Valve
chambers. O-Ring
Tappet
Fuel Seal
The function of the fuel supply system is to deliver
fuel from the fuel tank(s) to the injectors. The compo- Oil Seal
Camshaft Lobe
nents involved in this task are:
• Fuel Lines
• Fuel Strainer
• Transfer Fuel Pump Fuel System Operation
The diaphragm stage of the tandem lift pump draws
• Fuel Filter/Water Separator fuel from the tank. Pressurized fuel 4 to 6 psi (28 to
• Fuel Pressure Regulator Valve 41 kPa) from the diaphragm stage is supplied to the
fuel filter.
Fuel in the filter housing passes through the filter ele-
ment to a standpipe in the center of the filter assem-
bly. Clean fuel is then routed to the inlet of the piston
stage of the tandem pump.
The piston stage of the tandem pump raises fuel
pressure from 4 psi to 40 psi (28 to 276 kPa) to insure
proper filling of the injectors. Fuel from this stage is
divided through steel lines to the back of each cylin-
der head. These lines supply fuel to a gallery drilled
in each cylinder head which intersects each injector
bore in the cylinder head.
Return fuel from the two fuel galleries is routed
through hoses, of a special rubber compound, from
the front of each head to the pressure regulator.
These hoses provide flexibility in the fuel system by
absorbing and smoothing pressure pulses from the
piston stage of the pump.
90-861784 998 ENGINE CONTROL SYSTEM OVERVIEW - 5A-1

Index
The pressure regulator contains a spring loaded valve to control pressure in the fuel galleries to 40 psi (276 kPa).
Return fuel flows through the regulator and is routed to the fuel tank(s).
EG-1090
Fuel Supply Passage
To Injector

Index
Injection Control Pressure The reservoir makes available a constant supply of
oil to a high pressure hydraulic pump mounted in the
System engine “V“. The high pressure pump is a gear driven
seven plunger swash plate pump. High pressure oil
Pressure System Operation is delivered by the high pressure pump to oil galleries
machined into the cylinder heads, drilled intersecting
The system utilizes a hydraulically actuated injector passages supply high pressure oil to the injector.
to pressurize fuel inside the injector. The hydraulic
fluid used to actuate the injector is engine oil.
Oil is drawn from the oil pan thru the pickup tube by
the engine oil pump. The engine oil pump is a gerotor
type pump driven by the crankshaft. Oil is fed through
passages in the front cover to an oil reservoir
mounted on top of the front cover.
5 6
3 4
2 7
11 8
10
EG-1206
1
1 - Oil Pump
2 - Reservoir (Located On Top of Front Cover)
3 - High Pressure Pump
4 - High Pressure Hoses
5 - Injection Control Pressure Sensor
6 - Cylinder Head High Pressure Rail
7 - Injector (8)
8 - Gallery (Crankcase)
9 - Oil Filter
10- Oil Cooler
11- Injection Control Pressure Regulator

Index
Injection Pressure Control The ECM is programmed with an injection pressure
control strategy which determines the correct injec-
The injection control pressure system is a closed tion control pressure at each engine operating condi-
loop operating system. The system consists of the tion. The ECM receives a 0-5 volt d.c. analog feed-
(ECM) Electronic Control Module, (ICP) Injection back signal from the ICP sensor located in the high
Control Pressure Sensor and the (IPR) Injection pressure oil supply gallery on the left cylinder head
Pressure Regulator valve. that indicates Injection Control Pressure information.
The ECM processes this signal and controls Injection
Control Pressure by controlling the ground to the IPR
regulating valve.
INJECTOR
ECM IDM
ICP IPR
EG-1091

Index
IPR Valve Operation
The Injection Pressure Regulator valve is a pulse width modulated valve operating at 400 Hz. The pulse width
is modulated from a duty cycle of 0 to 50% to control ICP pressure from 500 to 3000 psi (3.4 to 20 mPa). The
regulator valve is mounted in the high pressure pump and achieves injection control pressure regulation by
dumping excess oil through a (shuttle) spool valve into the front cover and back to sump.
The following diagram illustrates the IPR valve in the Engine Off state. The spool valve is held closed (to the
right) by the return spring and the drain ports are closed.
ENGINE OFF
SPOOL VALVE
DRAIN PORT
RETURN SPRING
DRAIN DRAIN PORT
EG-1092
The following diagram illustrates the IPR valve in the Engine Cranking state. The ECM signals the IPR valve
to close which directs all the oil to flow into the oil supply galleries to build oil pressure as quickly as possible to
start the engine.
ENGINE CRANKING
DRAIN
EG-1093
PUMP OUTLET PRESSURE

Index
The following diagram illustrates the IPR valve in the Engine Running state. The ECM pressure regulating signal
determines the magnetic field strength of the IPR valve solenoid. The magnetic field pulls the poppet to the left
as shown. This action allows the pump outlet pressure that is on the spool valve to move the spool valve to the
new position of the poppet. Poppet movement allows a small amount of oil to enter the spool chamber through
the spool valve control orifice and filter.
ENGINE RUNNING
POPPET MOVEMENT
ECM PRESSURE
REGULATING
SIGNAL CONTROL ORIFICE
AND FILTER
PUMP OUTLET
SOLENOID SPOOL VALVE DRAIN PORT
WINDING POPPET
EG-1094
DRAIN
SPOOL CHAMBER PRESSURE
PUMP OUTLET PRESSURE

Index
Injector Operation
Description
When an injector is energized, the poppet valve is opened by an electronic solenoid mounted on the injector.
Oil pressure is allowed to flow into the injector and act on the amplifier piston. When injection is ended the pres-
sure on top of the amplifier piston is vented by the poppet valve thru the top portion of the injector and directed
by the oil troughs mounted on the injector to a push tube hole for return to the oil sump.
ELECTRONIC
SOLENOID
POPPET
VALVE
AMPLIFIER
PISTON
EG-1095
ENERGIZED INJECTOR DE-ENERGIZED INJECTOR

ATMOSPHERIC PRESSURE
ATMOSPHERIC PRESSURE
RAIL PRESSURE RAIL PRESSURE
FUEL SUPPLY PRESSURE FUEL SUPPLY PRESSURE
INJECTION PRESSURE

Index
Electronic Control Module
Operation and Function
The Electronic Control Module (ECM) monitors and controls engine performance to ensure maximum perfor-
mance.
To understand how the ECM functions and how it can monitor input signals and exert control over the actuators
it is necessary to view the four primary functions of the ECM.
ECM Functions
• Reference Voltage Regulator
• Input Conditioners
•• AMP
•• A/D Converter
• Microcomputer
•• Processor
•• Memory
• Actuator Controller Through Output Drivers
•• Grounding Transistors
Reference Voltage
Regulator
Output
Input Conditioner Microcomputer Drivers
Amplifiers
Microprocessor
Analog
to
M M M
E E E
Digital M M M
Converter O O O
R R R
Y Y Y
EG-1098

Index
Voltage Reference
The ECM supplies a 5 volt reference signal to many of the input sensors in the control system. On most circuits
the ECM compares the regulated 5 volts sent to the sensors by the modified returned signal and is able to deter-
mine temperature, pressure, speed, position and many other variables that are important to engine and vehicle
functions. This 5 volt signal is current limited by a current limiting resistor in the event of an external dead short
to ground.
For some sensors, like CMP (Camshaft Position), the 5 volts signal is a power source that powers up the circuitry
in the sensor.
Input Sensors
5 Volt V Ref.
Reference Voltage
Regulator
Output
Amplifiers
Microprocessor
Analog
to
M M M
E E E
Digital M M M
Converter O O O
R R R
Y Y Y
EG-1099

Index
Signal Conditioner
It conditions the input signals for the internal microprocessor. This enables the microprocessor to interpret the
signals. Signal conditioning usually consists of converting analog signals to digital signals, squaring up sine
wave signals or amplifying low intensity signals to a level the ECM microprocessor can process.
5 volt VREF
Analog Signal
5v
0v
EG-1100
Microprocessor Diagnostic strategies (instructions) are also pro-

grammed into the ECM. Some instructions cause in-
The ECM contains an internal microprocessor. The puts or outputs to be monitored on a continuous basis
processor stores operating instructions (control and will flag a code that will be set, other strategies
strategies) and tables of values (calibration parame- will instruct the ECM to perform certain tests upon op-
ters). It compares these stored instructions and val- erator demand.
ues to sensed input values to determine the correct
operating strategy for any given engine condition. The ECM’s microprocessor is equipped with three
Calculations in the ECM occur at two different levels types of memory Random Access Memory (RAM),
or speeds referred to as the foreground and the back- Read Only Memory (ROM) and Keep Alive Memory
ground calculations. These calculations are per- (KAM). They allow the processor to store the neces-
formed on a continuous closed loop basis. sary instructions, calibration tables and input values
to control the engine.
The foreground calculations occur at a much faster
rate than the background calculations. These are
normally the more critical functions to engine opera-
tion or they occur at a faster rate. Such as engine
speed control. Background calculations are normally
things that occur at a slower pace such as engine
temperature.

Index
ROM KAM
Read Only Memory is the memory where calibration Keep Alive Memory is a permanent memory. It is
tables and operating strategies are stored. Informa- used to store diagnostic faults (codes). Adaptive
tion in the ROM is permanent. It can not be changed strategies (temporary operating instructions) can
or lost by turning the engine off or disconnecting the also be written to it in event of a system failure or as
batteries. a compensation for component wear. Uninterrupted
power must be supplied from the battery to the ECM
RAM on a continuous basis to keep KAM memory alive.
All information in KAM is lost if the ECM has a total
Random Access Memory is a temporary storage power loss such as when the batteries are discon-
memory for current events such as current engine nected.
temperature or current speed, pedal position etc. It
is the memory to which information is temporarily
stored so that it can be compared to the information
in the ROM. Unlike the Rom memory, the RAM is lost
every time the key is turned off or when power is inter-
rupted to the ECM.
Reference Voltage
Regulator
Output
Amplifiers
Microprocessor
Analog
to
Digital R R K
O A A
Converter M M M
EG-1101

Index
Actuator Control
The ECM controls the actuators by applying a (low level) signal to the base of the transistor output drivers. These
drivers, when switched on, will complete the ground circuit of each actuator. The actuators are controlled either
thru a duty cycle (% time on/off), or controlled thru a controlled pulse width or simply just switched on or off as
determined by the type of actuator being controlled.
Reference Voltage
Regulator
Output
Amplifiers
Microprocessor
Analog
to
M M M
E E E
Digital M M M
Converter O O O
R R R
Y Y Y
EG-1102
ECM (Low Level) Actuator Control (Signal In)

Index
Injector Driver Module
Module Functions
The Injection Driver Module (IDM) is a device that performs four major functions.
ELECTRONIC DISTRIBUTOR FOR THE INJECTORS
Electronic Distributor for the injectors.The Electronic Control Module (ECM) senses the piston position of
cylinder #1 from the output signal of the Camshaft Position Sensor (CMP) which is located on the engine front
cover. The CMP sensor is a Hall effect sensor which looks for a narrow vane on the timing sensor disk. The
disk is precisely mounted and indexed on the camshaft gear in a relationship that identifies the position of #1
piston.
The ECM uses this signal to determine the correct injector firing sequence. The Cylinder Identification (CI) line
carries the injector firing sequence information to the IDM.
The IDM receives a Fuel Demand Command Signal (FDCS) signal from the ECM to control injector timing and
the quantity of fuel that is delivered by each injector.
Timing Sensor Disk

Narrow
Window
IDM ECM
CMP
Sensor
Cylinder Identification
FDCS Fuel Demand Command Signal
EG-1103

Index
POWER SOURCE FOR THE INJECTORS
Power Source for the injectors. The IDM supplies a constant 115 + volt d.c. supply to all injectors. The 115
volt d.c. supply is created in the IDM by making and breaking a 12 volt source across a coil internal to the IDM,
the same principle is used on automotive coils. The resultant 115 + volts created by variations of the magnetic
field, is stored in capacitors until used by the injectors.
Capacitors
IDM
Microprocessor
WHEN THE DRIVER IS ON,
THE CIRCUIT IS GROUNDED
AND THE INJECTOR IS ON.
Driver Injection
Timing
FDCS Signal
Beginning End of
of Injection Injection
12 volts
FDCS Pulse
Injector Power from ECM to IDM
Supply Voltage
115V To ECM

Index
OUTPUT DRIVER FOR THE INJECTORS
Output Driver for the injectors. The IDM controls when the injector is turned on and how long the injector is
turned on by closing the circuit to ground by the use of output driver transistors. Each injector has an individual
output driver in the IDM. The processor in the IDM selects the correct firing sequence, the ECM through the
FDCS signal controls the timing of when the injection starts and the duration of how long the injector is open.
Capacitors
IDM
Microprocessor
WHEN THE DRIVER IS ON,
THE CIRCUIT IS GROUNDED
AND THE INJECTOR IS ON.
Driver Injection
Timing
FDCS Signal
Beginning End of
of Injection Injection
12 volts
FDCS Pulse
Injector Power from ECM to IDM
Supply Voltage
115V To ECM

Index
SELF DIAGNOSTICS
Performs diagnostics for itself and the injectors. The IDM is capable of identifying if an injector is drawing
too much current or too little current and sends a fault code to the ECM that can be accessed by the technician.
This code can be used to identify potential problems in either the wiring harness or injector. The IDM also per-
forms self diagnostic checks that can set a code to indicate that the IDM has failed and needs to be replaced.
IDM ECM
EG-1106
IDM Communication Line

Index
Sensor Operation Reference Voltage Sensors
Reference voltage sensors are supplied with a con-
Input Signals stant 5 volts regulated supplied by the ECM. A volt-
Engine and vehicle sensors transmit input signals to age regulator supplies the reference voltage (Vref) to
the Electronic Control Module (ECM) by either: these sensors. This voltage is changed by the sen-
sor and the signal is relayed back to the ECM. The
• Controlling a reference voltage to produce
ECM, by comparing the Vref to the returned signal
an analog or digital signal. can check it’s internal programmed tables to deter-
mine the value of the variable being measured.
• Generating a signal voltage.
• Switching a 12 volt signal.
REFERENCE VOLTAGE
(5 VOLTS) FROM
VOLTAGE REGULATOR
Reference Voltage
SIGNAL LINES
Regulator
Output
Input Conditioners Microcomputer Drivers
•
Microprocessor
AMP
•
M M M
Analog E E E
to
• • • Digital M M M
Switch Converter O O O
Voltage R R R
Generator Y Y Y
Ground
EG-1107
Magnetic Pickup
•
Signal Return Provided Through Processor

Index
Thermistor The top half of the voltage divider is the current limit-
ing resistor internal to the ECM. A thermistor sensor
A thermistor is a type of sensor which changes it’s has two electrical connections, signal return and
electrical resistance with temperature. The electrical ground. The output of a thermistor sensor is not lin-
resistance of the thermistor decreases as tempera- ear.
ture increases and increases as temperature de-
creases. The thermistor in conjunction with a current Examples:
limiting resistor in the ECM forms a voltage divider EOT Engine Oil Temperature
network that provides a voltage signal that indicates ECT Engine Coolant Temperature Sensor
temperature. IAT Intake Temperature Sensor
Current
5 VREF Limiting
Resistor
• VREF CONNECTION
• GROUND CONNECTION
2 TERMINALS Reference Voltage
Regulator
Output
Input Conditioners Microcomputer Drivers
• Microprocessor
AMP
M M M
Analog E E E
to
Digital M M M
Converter O O O
R R R
Y Y Y
ECT
EG-1108
R 100 KΩ
E
S 10 KΩ
I Signal Return Provided Through Processor
S
T 1 KΩ
A
N 100 Ω
C
E 0Ω
0° 50° 100° 150° 200°
TEMPERATURE
The chart indicates resistance of a thermistor decreases as

temperature increases. Output of thermistor is not linear.

Index
Potentiometer The voltage on the wiper changes at each point along
the resistive material. This voltage is proportional to
A potentiometer is a variable voltage divider used to the amount of mechanical movement.
sense the position of a mechanical component. A
reference voltage is applied to one end of the poten- Example:
tiometer. Mechanical motion connected to the wiper APS Accelerator Position Sensor
causes it to move along the resistance material in a
rotary fashion.
Current
5 VREF Limiting
Resistor
Reference Voltage
Regulator
Output
SIGNAL Input Conditioners Microcomputer Drivers
VOLTAGE
Microprocessor
Movable AMP
Wiper
M M M
Analog E E E
to
Digital M M M
Converter O O O
R R R
Y Y Y
RESISTIVE EG-1109
MATERIAL GND

Index
Variable Capacitance Sensor The internal circuitry of the sensor converts that fre-
quency into a linear analog voltage that indicates
Variable capacitance sensors are used to measure pressure. The thicker the ceramic disk the more
pressure. The pressure which is to be measured is pressure that sensor can measure. A variable ca-
applied to a ceramic material. The pressure forces pacitance sensor has three connections: Vref, signal
the ceramic to move closer to a thin metal disk. This and ground.
action causes the capacitance of the sensor to
change which creates a frequency that corresponds Examples:
to a pressure. EOP Engine Oil Pressure Sensor
ICP Injection Control Pressure Sensor
Reference Voltage
SIGNAL Regulator
VOLTAGE
VREF Input Conditioners Microcomputer Output Drivers
Microprocessor
AMP
M M M
Analog E E E
to
Digital M M M
Converter O O O
R R R
Y Y Y
EG-1110
GND
EOP

Index
Hall Effect Sensor A voltage signal is generated by the Hall Effect de-
vice each time a window passes the device. The sig-
The Hall Effect sensor is an electronic device which nal is filtered and conditioned by the signal condition-
generates a voltage signal controlled by the pres- er. The conditioned signal is applied to the switching
ence, absence or strength of a magnetic field. transistor’s base which causes the transistor to
The Camshaft Position sensor is an example of a Hall switch on and ground the 12 volt line from the ECM.
Effect device. It contains a transducer, permanent The ECM no longer senses the 12 volt reference sig-
magnet, signal conditioner and a switching transistor. nal.
The sensor’s permanent magnet applies a magnetic Each time a vane passes the Hall Effect device no
field around the transducer as shown. The sensor’s signal is generated. This action causes the transistor
transducer senses the strength of the magnetic field to shut off and causes the ECM to see its 12 volt refer-
which is controlled by the vanes and windows (lo- ence signal.
cated on the rotating timing sensor disk) as they pass
the sensor. This switching action allows the ECM to determine
crankshaft position and engine speed which is re-
quired by the ECM to control engine operating pa-
rameters such as injector timing and injection dura-
tion.
Air Timing Sensor

Gap Disk (Located on
Face of Camshaft
Hall Effect Sensor Gear)
(Camshaft Position Sensor)
Power Supply
For Sensor. Permanent
5 Volt Magnet
Reference
From
ECM
Transducer
SIGNAL Window
12 Volts Vane
CONDITIONER
From
ECM
EG-1111
• •
CMP
Grd.
Internal
Pull Up
Resistor
ECM

Index
Switch Sensors A voltage input style switch will supply the ECM with
a voltage when closed. A grounding type switch is
Switch sensors are used to indicate position or pres- wired in series with a current limiting resistor in the
sures. The signal of a switch sensor is a digital signal ECM and will cause a zero voltage signal when
created by either opening or closing a switch. The on closed (grounding the circuit). A switch sensor nor-
or off signal can indicate position as in the case of an mally has two connectors signal return (Grd) and the
idle validation switch or pressure as in the case of a signal. A switch sensor is considered a low speed
low oil pressure switch. A switch sensor can be either digital input.
a voltage input type switch or a grounding type
switch. Example:
IVS Idle Validation Switch
SWITCH
OPEN
SWITCH
CLOSED
EG-1112

Index
Standard Features Service Diagnostics
The electronic service tool provides means for ob-
Electronic Governor Control taining diagnostic information using the ATA data
The D7.3L D-Tronic engine is electronically gov- link. The recommended electronic service tool is the
erned over all operating ranges. Pro-Link 9000 with an International cartridge. Sen-
sor, actuator, electronic component and engine sys-
Glow Plug Assisted Start tem faults can be detected by the ECM and be diag-
nosed by the EST.
This feature increases engine startability in cold
weather. The glow plugs are controlled by the Elec- The engine control system also provides service
tronic Control Module which monitors engine tem- diagnostic information via flash codes emitted using
perature. “A WAIT TO START“ lamp is included to in- the engine warning lamp. The service literature is in-
form the operator when the engine is ready for dexed according to the flash codes.
cranking.
Engine Over-Temperature Protection
ATA Data Link This system reduces fuel delivery when the engine
The engine is equipped with an American Trucking coolant temperature is above the cooling system de-
Association (ATA) data link connector that allows sign target value. Fueling is reduced proportionally
communication between the electronic engine con- to the extent the design limit is exceeded. The reduc-
trol system and the Pro-Link 9000 Electronic Ser- tion is calibrated to a maximum of 20% before stan-
vice Tool (EST). dard engine warning and/or optional warning/shut-
down systems engage. If this feature is activated, a
The data link provides communication capabilities fault code is stored in the Electronic Control Module’s
for: memory to explain low power complaints.
• Engine parameter data transmission.
• Diagnostics and troubleshooting.
• Production line programming of vehicle fea-
tures.

Index
Event Logging System Electronic Throttle Position
This system records if the engine was operated be- An accelerator position sensor provides the ECM
yond maximum rpm, over heated (coolant tempera- with a signal representing the driver’s demand for
ture), low on coolant and/or experienced low oil pres- power.
sure. This information is stored in the ECM memory
and may be accessed through the use of the EST.
Input
Accelerator Position Sensor
Processing
Electronic Control Module
Injector Drive Module

Outputs
IPR
Injection Pressure Regulator Fuel Injector

Index
90-861784
Test Chart
Diagnostic Software Self Test Operation
998
DIAGNOSTIC FAULT CODE DETECTION
DIAGNOSTIC TESTS
STANDARD TEST STANDARD TEST

Tests output circuits Performs ”STEP” tests on
electrically IPR and EPR system
ENGINE CONTROL SYSTEM OVERVIEW - 5A-25
EVENT LOG
Records engine
operation exceeding
programmed parameters.
Continuous Monitor To use the EST, access the Engine menu and select
Diagnostic Tests. Then select Engine Off Tests. De-
Diagnostics are performed by the Electronic Control pressing the Enter key will initiate the test.
Module (ECM) continuously to detect out of range,
rationality and system faults. To use the STI diagnostic push-button switch, de-
press the switch and hold in, while turning the ignition
During the time that the key is “ON”, if an input signal switch to the “ON” position. Release the STI button
is “Out of Range” meaning the signal is either greater after the key is in the “ON” position. Do not start the
or lesser than what the signal range should be during engine.
normal operation, the ECM will record a “Fault”. It will
also monitor the operation of systems and will deter- When the operator signals the test to begin, the ECM
mine if the system is working within a normal range. will perform internal tests of its processing compo-
If the ECM detects that a system falls outside a pre- nents and internal memory.
determined range, it will record and flag a fault. It will automatically proceed to Output Circuit Check
During normal engine operation, the ECM automati- (OCC). This will operate the ECM output circuits. It
cally performs several tests to detect faults. When it will measure each individual circuit’s response. The
has detected a fault, the ECM often invokes a fault following circuits are checked by the ECM during the
management strategy to allow continued, though test:
sometimes degraded, engine operation. • Cylinder identification
A “Fault” is an indication of a malfunction measured • Glow Plug Control (relay)
or monitored electronically. Sometimes “Faults” are
referred to as “Codes.” • Injector Driver Module (relay)
“Codes” are three digit numbers assigned to Faults • Glow Plug Light
to indicate the source of the malfunction. Most
Codes will indicate the source and the “Mode” of fail- • Fuel Demand Command Signal
ure. The “Failure Mode” will indicate the signal read-
ing, i.e.; “Out of Range High”, “Out of Range Low” or • Injection Pressure Regulator
in Range fault.
The ECM will monitor the outputs and test the opera-
During operation with the engine running, the Vessel tion of the output signals and actuators. If a circuit
Personality Module (VPM) memory will record fails the test, a fault code will be logged.
“EVENT ENGINE HOURS”. This is the monitoring of
engine operation exceeding programmed parame- When the test is complete, the EST will display any
ters. The standard Engine Event is Overspeed of the faults that were found during the test. If the STI diag-
engine, referred to as Over RPM and excess coolant nostic switch was used, the faults will be transmitted
temperature. To retrieve information on Engine as “Flash Codes,” using the Oil Warning and Engine
Events, it will be necessary to access them with the Warning lights.
Electronic Service Tool. The fault codes are read by counting the number of
If the engine is equipped with the optional engine light flashes. The following sequence occurs:
warning/shutdown system, low oil pressure, will also 1. The “OIL/WATER” light will flash one time. This
be monitored and recorded as “EVENT ENGINE indicates the beginning of Active Fault Codes.
HOURS”.
2. The “WARN ENGINE” light will flash repeatedly
Operator “On Demand” Tests signaling the active fault codes. All codes are
three digits. The number of flashes should be
(Engine Off) counted in sequence.
“Engine Off Tests” are “Standard Tests” performed by
the ECM. These tests are commanded by the opera-
tor using the Electronic Service Tool (EST) or using
the Self Test Input (STI) push-button switch. Since
Injector Driver Module (IDM) faults are not stored in
the ECM, it will be necessary to perform a self test to
transmit faults from the IDM to the ECM.

Index
3. At the end of each digit of the code there will be If the faults were not erased before this test, the faults
a short pause. Three flashes and a pause indi- found during this test will be displayed as “INACTIVE
cates the number 3. The code 232 will be sent as CODES”.
two flashes, (a pause), three flashes, (a pause),
To read these fault codes, access the “Diagnostic
and two flashes.
Codes” menu and read both Active and Inactive
If there is more than one code being sent, the “OIL/ codes.
WATER” light will flash once indicating the beginning
of another active fault code. The code 111 indicates OUTPUT STATE TEST
“NO FAULTS”.
If no further Active Fault Codes exist, the “OIL/WA- The purpose of the Output State Test is to diagnose
TER” light will flash twice, indicating the beginning of the operation of the output signals and actuators.
“INACTIVE CODES”. The “WARN ENGINE” light This test can only be performed by using the Elec-
will then flash the “INACTIVE CODE(s)” present. If tronic Service Tool.
several “INACTIVE CODES” are present, the “OIL/ To run this test, select the Output State Test from the
WATER” light will flash once between each of the EST Engine Off Test menu. The test consists of two
fault codes. modes of operation:
When all of the stored fault codes have been sent, the 1. Toggling outputs from high to low.
“OIL/WATER” light will flash three times indicating
“END OF MESSAGE”. 2. Toggling outputs from low to high.
If it is necessary to repeat transmission of fault codes, When in the “OUTPUTS ARE LOW” mode the ECM
press the STI button and all stored codes will be re- will pull down the output voltage to their low state.
transmitted as described previously. This will actuate the output components that are con-
trolled by the ECM grounding the circuits. During this
test “OUTPUTS ARE LOW” will be displayed on the
INJECTOR BUZZ TEST
screen.
The purpose of the Engine Off Injector “BUZZ” Test When in the “OUTPUTS ARE HIGH” mode the ECM
is to diagnose electrical problems with the fuel deliv- will pull up the output voltage to their high state. This
ery components. This test can only be accessed with will actuate the output components that are con-
the EST and only after an “Engine Off Test” or Self trolled by the ECM energizing the control circuits.
Test has been performed. During this test “OUTPUTS ARE HIGH” will be dis-
played on the screen.
NOTE:Before running this test, fault codes should be
accessed, noted and erased. This will allow the During this test, the output of the circuit in question
faults found in this test to be displayed as “ACTIVE can be monitored with a DVOM. The DVOM will
CODES”. measure a “High or Low” voltage state condition as
the outputs are toggled. The actual voltage will vary
During the test, the ECM will signal the IDM to acti-
with the circuit tested.
vate the injectors in numerical order 1 thru 8. The
IDM will monitor each injector’s electrical circuit op-
eration. The IDM will send feedback signals to the
ECM which indicate the status of injector perfor-
mance and electrical circuit operation. If an electron-
ic component in the fuel system fails the parameters
of the test, an inactive fault code will be logged and
transmitted to the EST at the end of the test.
NOTE:The technician can monitor injector operation
by listening to the sound each injector produces as
it is activated by the idm, however, in a hard start/no
start condition where the oil may be very cold/thick,
injectors may not be audible.

Index
NOTE:The EST will only display “outputs are high” or Procedure
“outputs are low”. It will not display any voltages etc.
A DVOM is required to monitor the suspected prob- NOTE:Engine coolant temperature must be 160°f ,
lem circuit or actuator. battery voltage must be higher than 12.5 volts. If Ac-
tive Fault Codes are present, they must be repaired
NOTE:Faults will not be set during this test. and cleared prior to running this test.
This following actuators and signals are toggled high
1. Select “Engine Running Test” from the “Diag-
and low during the test:
nostic Test” menu in the EST.
• Injector Driver Module Enable Relay
2. Press “ENTER” to begin test. The ECM will be-
• Cylinder Identification gin to raise the engine idle speed to a predeter-
mined value. It will then command the IPR valve
• Fuel Demand Command Signal (FDCS) to set the injection control pressure to rated
speed pressure. If the performance of the IPR is
• Injection Pressure Regulator acceptable,the ECM will control the IPR valve to
reduce the pressure in steps while continuing to
• Engine Data Link (EDL) Relay monitor the performance of the injection control
• Oil Warning Light pressure system.
When testing is completed, normal engine operation
• Warm Engine Light is restored and fault codes will be transmitted as de-
scribed previously.
• Glow Plug Lamp
• Glow Plug Relay INJECTOR TEST “CYLINDER CONTRIBUTION”
The Injector Test is designed to detect problems with

Operator “On Demand” Tests injection and combustion events. During the test the
(Engine Running): ECM will control fuel delivery and determine each
cylinder’s power contribution. If a cylinder is not per-
STANDARD TEST forming satisfactorily, a fault code will be set.
This test can only be performed by using the Elec-
The Self Test (Engine Running) checks the operation tronic Service Tool.
of the Injection Pressure Regulator (IPR)
During the test, the ECM commands the IPR actuator Procedure
through a preprogrammed testing sequence to de- NOTE:The engine running self test must be per-
termine if the actuators are performing as expected. formed first in order to gain access to the injector (en-
The ECM monitors the feedback signal values from gine running) test in the EST.
the injection control pressure sensor and compares
that value to the expected value. At the end of the 1. Select Injector Test from the Engine Running Test
test, the ECM will return the engine to the normal op- menu.
erating mode and transmit any fault codes which may 2. The ECM will increase the normal amount of fuel
have been set during the test. delivery (overfuel) to the injector/cylinder being
This test can only be performed by using the Elec- tested and monitor the reduction of fuel required
tronic Service Tool. to operate the remaining injectors to maintain en-
gine speed. If there is no reduction in fuel delivery
to the other cylinders the ECM will set a fault code
identifying the non-contributing cylinder.
When testing is completed, normal engine operation
is restored and fault codes will be transmitted.

Index
Operator “On Demand” Tests:
WIGGLE TEST
The purpose of the Wiggle Test is to troubleshoot in-

termittent connections at sensors and actuators. It
may be performed with the engine off or running. The
Electronic Service Tool is used to monitor the follow-
ing circuits during the Wiggle Test:
• Accelerator Position Sensor (APS)
• Intake Air Temperature Sensor (IAT)
• Camshaft Position Sensor (CMP)
• Data Communication Link
• Engine Coolant Temperature
• Engine Oil Pressure
• Injection Control Pressure
• Manifold Absolute Pressure
• Engine Oil Temperature
Procedure
1. Select the Wiggle Test from the “Diagnostic Test”
menu in the EST. Press the “ENTER” key to be-
gin test.
2. The technician should wiggle connectors and
wires at all suspected problem points. The EST
will “BEEP” if circuit continuity is broken. It will
display all faults found during the test.

Index
Sensor/Sender Locations Circuit Breakers
Relays
150 30
76130
76103
Injector Demand Module (IDM)
MerCathode Controller And Fuse
76171
76134

Index
Cam Position Sensor (CMP) Manifold Absolute Pressure (MAP)
Sensor
76117
76129
Accelerator Position Switch / Idle

Validation Switch (APS/IVS) Barometric Pressure (BARO) Sensor
76129 76135

Index
Intake Air Temperature (IAT) Sensor Engine Oil Temperature (EOT)
Sensor
76149
76152
Coolant Temperature (CTS) Sensor

Coolant Temperature Sender
(To Gauge)
76141
76156

Index
Oil Temperature Sender (To Gauge) Oil Temperature Switch (To Alarm)
76157 76143
Coolant Temperature Switch Tachometer Pickup

(To Alarm)
76148
76209

Index
Injection Control Electronic Control Module (ECM)
Pressure Sensor(ICP)
76171
76152
Vessel Personality Module(VPM)

Glow Plug Solenoid
76171
76152

Index
FUEL SYSTEM
5
B
76183
MECHANICAL DIAGNOSTICS
Index
Table of Contents
Page
Hard Start/No Start Diagnostics . . . . . . . . . . . . 5B-1
Sufficient Clean Fuel . . . . . . . . . . . . . . . . . . . 5B-1
Visual Inspection . . . . . . . . . . . . . . . . . . . . . . 5B-3
Checking Engine Oil Level . . . . . . . . . . . . . . 5B-4
Intake/Exhaust Restriction . . . . . . . . . . . . . . 5B-5
EST Tool Fault Codes . . . . . . . . . . . . . . . . . . 5B-6
EST Tool - Engine Off Tests . . . . . . . . . . . . . 5B-9
EST Tool - Injector Buzz Test . . . . . . . . . . . 5B-10
STI Switch - Flash Codes . . . . . . . . . . . . . . 5B-11
EST Tool - Data List . . . . . . . . . . . . . . . . . . . 5B-12
ECM Voltage . . . . . . . . . . . . . . . . . . . . . . . . . 5B-14
Engine Cranking RPM . . . . . . . . . . . . . . . . . 5B-16
Injection Control Pressure . . . . . . . . . . . . . 5B-17
High Pressure Leakage Tests . . . . . . . . . . 5B-19
Fuel Pump Pressure . . . . . . . . . . . . . . . . . . 5B-23
Glow Plug System . . . . . . . . . . . . . . . . . . . . 5B-24
Performance Diagnostics . . . . . . . . . . . . . . . . . 5B-28
Check Engine Oil Level . . . . . . . . . . . . . . . . 5B-28
Sufficient Clean Fuel . . . . . . . . . . . . . . . . . . 5B-29
EST Tool Fault Codes . . . . . . . . . . . . . . . . . 5B-31
EST Tool - Engine Off Tests . . . . . . . . . . . . 5B-34
EST Tool - Injector Buzz Test . . . . . . . . . . . 5B-35
STI Switch - Flash Codes . . . . . . . . . . . . . . 5B-36
Fuel Pressure High Idle . . . . . . . . . . . . . . . 5B-37
EST - Engine Running Test . . . . . . . . . . . . 5B-39
EST Tool - Injector Test . . . . . . . . . . . . . . . . 5B-40
Fuel Pressure - Full Load . . . . . . . . . . . . . . 5B-41
Transfer Pump Restriction Test . . . . . . . . . 5B-43
Fuel Regulator Valve . . . . . . . . . . . . . . . . . . 5B-44
Injection Control Pressure Test . . . . . . . . . 5B-45
5B-0 - MECHANICAL DIAGNOSTICS Index 90-861784 998

Hard Start/No Start Diagnostics
Sufficient Clean Fuel
SUFFICIENT CLEAN FUEL

• Check at tank(s), drain sample from
fuel filter while cranking engine.
Method Check
Visual
PURPOSE LOW OR NO FUEL - POSSIBLE CAUSES
To determine if the fuel system is getting sufficient • No fuel in tank.

clean fuel to start and operate the engine.
• If equipped with an in line fuel valve, it
TEST PROCEDURE could be shut off.
• Fuel supply line from tank(s) could be bro-
1. Route a hose from the fuel drain tube to a clear
container and open the drain. ken or crimped.
2. Crank the engine and observe the fuel flowing • Fuel could be waxed or jelled (most likely in
into the container. Stop cranking the engine cold weather with #2 fuel), the pickup tube
when the container is half full.
in tank could be clogged or cracked. If
Fuel flow out of the drain tube should be a steady there is excessive water in the tank, it could
stream. Insufficient flow could indicate fuel supply or
freeze preventing the fuel from being drawn
fuel system problem.
to the engine.
3. Inspect fuel in container. It must be clean and
free of air, contaminants, water, icing or clouding. • If the vessel is equipped with supplemental
The fuel should be straw colored. filters or water separators, check for
4. Check fuel odor for the presence of other fuels plugged filters or leakage that could allow
such as gasoline or kerosene. the fuel system to draw air.
If engine oil is present in the fuel, it may indicate an
injector ”O-ring leak and subsequent loss of injection • Cloudy fuel indicates that the fuel may not
control pressure. If that is suspected, check the in- be a suitable grade for cold temperatures.
jection control pressure during engine cranking. Use Excessive water or contaminants in the fuel
the Electronic Service Tool (EST) or follow the proce- may indicate that the tank and fuel system
dure outlined later in this section.
may need to be flushed and cleaned.
NOTE: Some sediment and water may be present in
the fuel sample if the fuel filter has not been serviced
or drained for a prolonged period of time. A second TOOLS REQUIRED
sample may be required to determine fuel quality.
Clear container (approximately 1 quart).
90-861784 998 Index MECHANICAL DIAGNOSTICS - 5B-1

Sufficient Clean Fuel (Cont.)
76102

Visual Inspection
VISUAL INSPECTION
Fuel Oil Coolant Electrical Air
Method Check
Visual
PURPOSE POSSIBLE CAUSES
Visual inspection to check the general condition of • Loose or leaking fuel supply lines could
the engine and to look for obvious causes of hard or cause fuel system to lose prime.
no start conditions.
• Kinked or blocked fuel supply lines will
TEST PROCEDURE create restriction to fuel flow.
1. Inspect entire fuel system for leaks including tank • Massive fuel or oil leaks may contribute to
and lines. Inspect fuel lines for damage (kinks no start conditions.
and bends).
• Coolant leaks could indicate serious engine
2. Check high pressure oil lines and high pressure
problems.
pump in engine “V” for major oil leaks.
3. Inspect entire cooling system, (coolant level in • Electronic connectors may be damaged or
reservoir, hoses, water pump and and heat ex- not installed properly causing a no start
change) for coolant leaks. Check for residue condition.
which may have been caused from prior leakage.
4. Inspect engine wiring harness for correct routing NOTE: The Camshaft Position (CMP) sensor and the
and insure that no rubbing or chaffing has oc- Injection Pressure Regulator (IPR) valve are the two
curred. Inspect the 31 pin connector on the en- most critical electronic components to inspect when
gine. Check connections to sensors, relays, ac- the engine fails to start.
tuators and control modules. Inspect battery
cable connections for corrosion. Check the TOOLS REQUIRED
fuses. All connections should be seated and in
good condition, free from damage and corrosion. Inspection light.

Checking Engine Oil Level
CHECK ENGINE OIL LEVEL

• Check for contaminants (fuel, coolant)
• Correct grade/Viscosity
• Miles/Hours on oil, correct level
• Check level in reservoir
Method Check
Visual
PURPOSE If the oil level in the reservoir becomes low while the
engine is off for a short period of time, it is due to a
To determine if the crankcase and oil reservoir con- leaking check valve in the high pressure pump.
tain engine oil of sufficient quantity and quality to en- If oil level in the reservoir drops while cranking the en-
able the injection control pressure system to function gine, it indicates that no oil is being pumped to the
properly. reservoir.
TEST PROCEDURE POSSIBLE CAUSES
1. Check oil level with oil level gauge. If there is no • Oil Level Low - Oil leak, oil consumption,
oil or very little oil in the crankcase, the fuel injec- incorrect servicing.
tors will not operate.
If the oil level on the gauge is over full, it is possible • Oil Level High - Incorrect servicing, fuel di-
the engine was incorrectly serviced or fuel is diluting lution from lift pump or defective injector
the oil and filling the crankcase. If a substantial ”O” rings.
amount of fuel is in the oil, it will have a fuel odor.
2. Inspect oil for color. A milky white oil indicates
• Oil Contamination With Coolant - Oil Cool-
possible coolant contamination and will have an er, head gasket, porosity.
ethylene glycol odor.
• Low Reservoir Level - Engine built dry (not
3. Check service records for correct oil type and vis- pressured lubed), prolonged period of not
cosity. Single weight or 15W-40 oil is not recom-
mended for cold ambient temperatures. Oil that
running, leaking check valve in high pres-
has had extended drain intervals will have insure pump.
creased viscosity (become thicker) and will make
engine cranking more difficult and starting less TOOLS REQUIRED
reliable at temperatures below freezing. Refer to
the lube oil chart in the operator’s or service 1/4” drive ratchet or breaker bar to remove inspection
manual (section 1B) for the correct oil selection
plug.
for temperature conditions.
4. The oil level in the oil reservoir should be
checked. Remove the inspection plug in top of
reservoir to check oil level. Normal oil level is
within 1/2 inch below the top of the reservoir. (If
the engine has not been operated for some time,
oil in the reservoir may drain into the crankcase.
The engine may start hard or start and not contin-
ue to run.) Filling the reservoir will allow the sys-
tem to prime faster, facilitating starting.
00000

Intake/Exhaust Restriction
INTAKE/EXHAUST RESTRICTION
• Inspect air filter and ducts
• Inspect exhaust system
• Inspect exhaust back pressure device
Method Check
Visual
Visual inspection to determine if an intake or exhaust • Foreign material may restrict air flow at the
restriction is contributing to a “no start” or “hard start” air cleaner inlet. On engines recently re-
condition. paired, rags or cap plugs may have been
NOTE: A high intake or exhaust restriction may inadvertently left in the intake system.
cause a considerable amount of black or blue smoke
when starting the engine. • The exhaust pipe may have been damaged
or restricted.
VISUALLY INSPECT:
TOOLS REQUIRED
1. Air cleaner inlet to assure that it is not restricted.
2. Air cleaner housing, filter element and gaskets None.
for proper installation.
NOTE: Refer to performance diagnostics for detailed
air cleaner restriction information.
3. Exhaust system for damaged or restricted pipes.

EST Tool Fault Codes
EST TOOL-FAULT CODES

• Install Electronic Service Tool
Active
Inactive
PURPOSE
To determine if the Electronic Control Module (ECM)

has detected any fault conditions that would cause a
hard or no start condition.
TEST PROCEDURE
NOTE: Turn all accessories and the ignition off, be-

fore connecting EST tool to ATA diagnostic connec-
tor.
Connect the Electronic Service Tool (EST) to the
American Trucking Association (ATA) diagnostic
connector. The connector is located at instrument 00000
panel.
The screen of the reader should light up as soon as Turn the ignition switch to the ”ON” position, but do
the tool is plugged in. not start the engine. This will allow the EST to re-
ceive data from the electronic control components.
NOTE: The ATA connector supplies power to oper- If no data is received, press ”ENTER” to retry. The
ate the EST. The EST will automatically power up as information received will be data showing the current
soon as it is plugged into the ata connector. The pow- status of the engine.
er cord is not required and is for use only when read-
ing non-volatile memory. To access the fault codes press the ”FUNC” key to
switch to the main menu.
NAVISTAR MRD
SELECT DESIRED
MENU
[ENGINE] ↔ PRO-LINK
From the main menu select ”ENGINE” by pressing

the “←” key. This will cause the brackets to be placed
around the “ENGINE” selection. Then press “EN-
TER”.

EST Tool Fault Codes (Cont.) To access “Inactive Codes” press the “FUNC” key.
This will access the last prior menu selection. Then
From the next menu select “DIAGNOSTIC CODES”. press the “↓” key to select “INACTIVE CODES”.
The selection will have the “↑ ↓” symbol on the Press the “ENTER” key.
screen. This means there are other selections avail-
able. By pressing the “↓” key the other selections will NAVISTAR MRD
display on the screen. Press “↓” key until “DIAG- DIAGNOSTIC CODES
NOSTIC CODES” appears on the screen.
↑ INACTIVE CODES ↓
NAVISTAR MRD
ENGINE MENU
Inactive codes are faults that have occurred prior to
↑ DIAGNOSTIC CODES ↓ the last key off cycle and are now stored in memory.
An “Active Code” will become an “Inactive” code if the
key is shut off.
Next press “ENTER”. This causes the EST to enter
the diagnostic codes section. From this point, diag- Record all fault codes that are found. If there are any
nostic codes can be accessed. fault codes found, refer to Electronic Control System
Diagnostics.
The first option that will appear is “ACTIVE CODES”.
By selecting this option, the fault codes that are cur- NOTE: All current fault codes must be repaired and
rently occurring or that have occurred since the last (cleared), before proceeding with further diagnostic
key off cycle will be displayed. testing.
NAVISTAR MRD POSSIBLE CAUSES

DIAGNOSTIC CODES
Electronic Control Module (ECM) detectable faults
↑ ACTIVE CODES ↓ which will cause a hard or no start condition are:
• Camshaft Position (CMP) sensor faults.
Press “ENTER”. If there are any “Active Codes”, the • Injection Pressure Regulator (IPR) output
first one will appear on the screen along with a de- circuit check fault.
scription of the code. If there are any additional
codes “Active” the “↑↓” symbol will appear on the • Fuel Demand Command Signal (FDCS)
screen. Press “↓” key to access additional codes. If and Cylinder Identification (CI) output cir-
there are not any codes “Active”, “NO ACTIVE
CODES” will appear on the screen. cuit check faults.
TOOLS REQUIRED
PRO-LINK 9000 (ZTSE-43661).
SUPPLEMENTAL DIAGNOSTICS
If fault codes are set, refer to Electronic Diagnostic

form EGED-135-1 and fault code diagnosis.

EST Tool Fault Codes (Cont.)
MPSI PROĆLINK
NAVISTAR DATA
FUNCTION
ENGINE PROĆLINK
DIAGNOSTIC DIAGNOSTIC CALIBRATION MID'S SERVICE

CODES TESTS DATA RECEIVED PROGRAMMING
GET PARMS
ACTIVE FROM ENG
CODES
DIAGNOSTIC ACTIVE ENGINE ENGINE WIGGLE
CODES CODES OFF TEST RUNNING TEST TEST SEND PARMS
INACTIVE TO SYS
CODES
ACTIVE CODES ACTIVE CODES GET PARMS
REFRESH FROM SYS
CODES
PROGRAM
CLEAR ENG PARMS
CODES INJECTOR TEST INJECTOR TEST
DESCRIPTION OUTPUTS ARE

LOW OUTPUT STATE TACH BUFFER
OPTION TEST TEST
OUTPUTS ARE
HIGH VSS TEST

EST Tool - Engine Off Tests
EST TOOL-ENGINE OFF TESTS

• Select “Engine Off” test from diagnostic test menu
Faults
Found
Repair fault codes before continuing
PURPOSE After the “ENTER” key is pressed, the EST will com-
mand the ECM to perform a [ (OCC) Output Circuit
To determine if there are any electrical malfunctions Check] self test. During this test, the ECM will test the
that can be detected by the Electronic Control Mod- electrical continuity of the output circuits.
ule (ECM) during an on demand self test. When the test is complete, the screen will display the
number of faults found in the self test. If there are any
TEST PROCEDURE additional faults found, press “ENTER” and the
faults will be displayed. If there is more than one fault
NOTE: Access “diagnostic codes” menu in est and that was found during the test, the “↑↓” symbol will
clear all fault codes before performing engine off be shown on the screen. Press the “↓” key to access
tests. any additional faults.
Access the “ENGINE OFF TESTS” in the “DIAG- NOTE: If fault codes were not cleared before running
NOSTIC TESTS” section of the Electronic Service engine off tests, all IDM faults and associated codes
Tool (EST). recorded during the test will be stored as “Inactive”
Press the “FUNC” key repeatedly, until the main codes by the est. to read the codes, access the “inac-
menu appears on the screen. tive” code menu.
NAVISTAR MRD NOTE: The program in the EST will only allow the en-
SELECT DESIRED
gine off tests menu to be accessed once. To repeat
engine off tests, select “standard test” to rerun the en-
MENU
gine off tests.
[ENGINE] ↔ PRO-LINK
POSSIBLE CAUSES
Move the brackets to engine selection by pressing
the “←” key, then press “ENTER” • Defective electrical components or circuitry.
Next select the “DIAGNOSTIC TESTS” menu by • Injection Pressure Regulator (IPR) output
pressing the “↓” key, until “DIAGNOSTIC TESTS” is circuit check fault.
shown on the screen. Press “ENTER” to make this
selection. • Fuel Demand Command Signal (FDCS)
NAVISTAR MRD and Cylinder Identification (CI) output cir-
ENGINE MENU cuit check faults.
↑ DIAGNOSTIC TESTS ↓ TOOLS REQUIRED
Press the “↓” key, until the “ENGINE OFF TESTS” PRO-LINK 9000 (ZTSE-43661).
is shown on the screen. At this point, press “EN-
TER” SUPPLEMENTAL DIAGNOSTICS
NAVISTAR MRD If fault codes are set, refer to fault code diagnosis.
DIAGNOSTIC TESTS
↑ ENGINE OFF TESTS ↓

EST Tool - Injector Buzz Test
EST-INJECTOR “BUZZ TEST”

NOTE: “Engine Off Test” must be
performed first, in order to gain access to
the Injector “BUZZ TEST”
• Select “Injector Test” from “The Engine Off Tests”Menu
Faults
Found
PURPOSE NOTE: If fault codes were cleared before the injector

“buzz” test, fault codes displayed will be actual faults
To determine if the injectors are electronically func- found during the test. If codes were not cleared be-
tioning correctly, by energizing each injector in a pro- fore testing, access “inactive” fault codes from diag-
grammed sequence. The Electronic Control Module nostic codes menu to retrieve faults found during this
(ECM) and Injector Drive Module (IDM) will monitor test.
this test and transmit fault codes if any injector(s) or At the completion of the Injector Test, any faults that
electrical circuitry are not functioning properly. have been detected will be displayed. If there is more
than one fault the “↑↓” symbol will be displayed.
TEST PROCEDURE These additional faults can be accessed by pressing
the “↓” key.
NOTE: Access “diagnostic codes” menu in EST and
clear all fault codes. Record any faults found and refer to the Electronic
Control System Diagnostics.
NOTE: Engine off test must be performed first in or-
der to access the injector “buzz” test. POSSIBLE CAUSES
After the “Engine Off Test” has been completed,
press the “↓” key to access the “INJECTOR TEST”. • Bad wiring harness connection at injector
If the tool is not on a menu screen, i.e. displaying of solenoid.
fault codes etc., press the “FUNC” key. This will ac-
cess the “DIAGNOSTIC TESTS” menu. Press “EN- • Open or shorted engine wiring harness to
TER” to begin the test. injector(s).
NAVISTAR MRD • Defective injector solenoid(s).
DIAGNOSTIC TESTS
• Defective IDM.
↑ INJECTOR TEST ↓
TOOLS REQUIRED
During this test, the injector solenoids will produce an PRO-LINK 9000 (ZTSE-43661).
audible clicking sound when actuated. It is possible
to detect a malfunctioning injector(s) by listening for
the absence of the solenoid clicking sound. SUPPLEMENTAL DIAGNOSTICS
If fault codes are set, refer to fault code diagnosis.

STI Switch - Flash Codes
FLASH CODES
• Depress and hold “Engine Diagnostics” switch, then
turn the ignition switch to the ”ON” position.
Faults
Found
PURPOSE NOTE: All fault codes are three digits and code 111
indicates “no faults” have been detected.
To read faults detected by the Electronic Control 3. Count the number of flashes in sequence. At the
Module (ECM), if the Electronic Service Tool (EST) is end of each digit of the code there will be a short
not available or the EST cannot receive “Self Test In- pause. Three flashes and a pause would indicate
put” data due to communications or component fail- the number 3. Therefore, two flashes, a pause,
ures. three flashes a pause, and two flashes a pause
The Self Test Input (STI) switch is located on the would indicate the code 232. If there is more than
instrument panel labeled “ENGINE DIAGNOSTICS”. one fault code, the “OIL/WATER” light will flash
Depressing the STI switch on the dash while turning once indicating the beginning of another active
the ignition switch to the “ON” position, will signal the fault code.
ECM to start the Self Test Input diagnostics to check After all the active codes have been flashed, the
output circuits. If any faults are detected, the ECM “OIL/WATER” light will flash twice to indicate the be-
will flash the “WARN ENGINE” light to indicate which ginning of INACTIVE codes. Count the number of
faults have been detected. flashes from the “WARN ENGINE” light. If there is
NOTE: Self test input diagnostics will not flash VPM more than one inactive code, the “OIL/WATER” light
FAULT CODES. will flash once in-between each fault code.
After all codes have been sent, the “OIL/WATER”
TEST PROCEDURE light will flash three times indicating “END OF MES-
SAGE”.
Depress and hold the STI switch. Turn the ignition
switch to the “ON” position. Do Not Start The En- To repeat transmission of fault codes, depress the
gine. The ECM will begin to perform the self test to “ENGINE DIAGNOSTICS” switch which will signal
check the output circuits. the ECM to resend all stored fault codes.
When the test is completed, the ECM will flash the If fault codes are set, refer to fault code diagnosis.
red “OIL/WATER” light and amber “WARN EN-
GINE” light to signal the fault codes. POSSIBLE CAUSES
NOTE: Fault codes can be accessed at anytime by • Electronic component or circuitry failures.
turning the ignition switch to the “on” position (DO
NOT START ENGINE) and depressing the STI
switch. TOOLS REQUIRED
To read the fault codes it will be necessary to count
None.
the number of times the “ENGINE WARN” light
flashes. The following sequence of events occur
each time the STI switch is depressed to obtain the
fault codes:
1. The “OIL/WATER” light will flash one time to indi-
cate the beginning of Active fault codes.
2. The “WARN ENGINE” light will flash repeatedly
signaling the active fault codes.
EST Tool - Data List
EST TOOL-DATA LIST

• Select and enter the following data
as the first three lines in a custom data list
• Monitor the data while cranking the engine
for 20 seconds minimum
Data Spec. Actual
Bat. voltage 7 volts min.
Eng. RPM 130 RPM min.
ICP pressure 800 PSI min.
If voltage is low, proceed to Sec 5C.
If no RPM is noted, recheck fault codes
and proceed to Test 9b.
If ICP pressure is low, refer to system leak tests.
PURPOSE If no data is received press “ENTER” to retry. The

information received will be data indicating the cur-
To determine if the components needed for starting rent status of the engine.
are operating within specifications.
RATED HP 300
TEST PROCEDURE RATED RPM 3800
ACTIVE CODES NO
IMPORTANT: Test must be performed with Fully INACTIVE CODES NO
Charged Batteries.
To measure engine cranking speed, battery voltage, Press the “↓” key until “BATT VOLTS” appears on the
and Injection Control Pressure (ICP), it may be pos- screen. Continue to press the “↓” key until “BATT
sible to read the data on the Electronic Service Tool VOLTS”, is at the top of the screen. Pressing the
(EST), “DATA LIST”, while the engine is cranking. If number “1” key, a block dot will appear on line num-
the voltage drops below 7 volts while cranking, the ber one.( ).
EST tool will “RESET” back to start-up. If this hap-
BATT VOLTS 12.5
pens, the tool cannot be used to perform this test.
Refer to Test 9, “Testing Voltage, RPM and ICP indi- ENG. OIL TEMP 75 F
vidually”. AMBIENT AIR 75 F
COOLANT TEMP 75 F
fore connecting EST tool to ATA diagnostic connec-
tor. This will “Freeze” the “BATT VOLTS” on line one.
Now press the “↓” key until “ENGINE RPM” appears
Connect the EST tool to the American Trucking on the second line of the screen. Press the number
Association (ATA) diagnostic connector. The screen “2” key to freeze “ENGINE RPM” on line two of the
of the reader should light up as soon as the tool is screen.
plugged in.
BATT VOLTS 12.5
Turn the ignition switch to the “ON” position. Do not
ENGINE RPM 0
start the engine. This will allow the EST to receive
data from the electronic control components. BOOST PSI 0
BARO IN Hg. 14.4
Continue to press the“↓” key until “INJ CNTL PSI” is

on the third line. Then press the number “3” key to
freeze “INJ CNTL PSI” on line three.

EST Tool - Data List (Cont.) • Blown 15A inline fuse which supplies bat-
tery power (voltage) to ECM.
BATT VOLTS 12.5
ENGINE RPM 0 • Blown fuse.
INJ CNTL PSI 0 • Low cranking RPM. May be caused by
FUEL GAL/HR 0.3 electrical system malfunctions, incorrect oil
or extended oil change intervals in cold am-
The EST is now ready to read the data needed. bient temperatures.
Crank the engine while observing the data on the • No engine RPM indication on EST while
screen. If the EST recycles to the entry screen or
shuts down, it will be necessary to measure the val- cranking the engine. CMP sensor or faulty
ues separately. If this is required, continue on ECM circuitry to the ECM may cause this condi-
voltage check. tion. Recheck for fault codes after cranking
The battery voltage must be 7 or more volts. If the engine.
voltage to the Electronic Control Module (ECM)
drops below 7 volts, the ECM will not remain powered • A defective high pressure oil pump or pump
up. If the ECM is not receiving power via the ECM drive will prevent proper injection control
relay, the engine cannot be started. pressure. A defective Injection Pressure
Engine cranking RPM must be sufficient to generate Regulator (IPR), or electronic controls for
the required Injection Control Pressure to operate the the regulator will cause low injection control
fuel injectors and to create enough compression heat pressure.
to ignite the fuel.
A “0” RPM indication on the Electronic Service Tool TOOLS REQUIRED
(EST) during engine cranking, indicates the ECM PRO-LINK 9000 (ZTSE-43661).
may not be receiving a signal from the Camshaft
Position (CMP) sensor. Refer to CMP sensor diag- SUPPLEMENTAL DIAGNOSTICS
nostics. • Starting system diagnostics. Refer to Elec-
If the CMP sensor is inoperative, it must be repaired trical section.
before continuing. The ECM will not allow the Injec-
tor Pressure Regulator (IPR) valve to fully activate • Low voltage at ECM. Refer to Electronic
without a CMP signal. Control Module Power Supply (ECM PWR).
If injection control pressure is low, remove the in-
spection plug in top of the oil reservoir and recheck
• No Engine RPM indication during engine
the oil level. (If the engine has not been operated for cranking. Refer to CMP sensor diagnos-
some time, the oil may have drained into the crank- tics.
case.) If oil level is low, fill the reservoir. If the oil level
in the reservoir continues to decline, the engine may • No Injection Control Pressure. Refer to In-
not be pumping oil to the reservoir. jection Control Pressure (ICP) sensor, IPR
IMPORTANT: Test must be performed with Fully valve diagnostics.
Charged Batteries.
• No injection control pressure and no elec-
POSSIBLE CAUSES tronic faults. Refer to Injection Control
Pressure Test.
• Low battery voltage. Due to “faulty” batter-
ies, high resistance at battery cable con- • If ICP pressure is low, refer to High Pres-
nections or in the wiring to the ECM. sure Leakage Tests.
• Defective ECM power relay.

ECM Voltage
ECM VOLTAGE
• Check while cranking engine
• Measure with DVOM
• Breakout box pins 57+ & 40-
Instrument Spec. Actual
DVOM 7 volts
57+ & 40- minimum
If voltage is low, refer to ECM diagnostics
PURPOSE Voltage measurement at the ECM relay:

The ECM power relay is located on the engine cowl
To determine if there is sufficient voltage and current and mounted on a bracket over the IDM.
to operate the Electronic Control Module (ECM) and
Injector Drive Module (IDM). The ECM and IDM re- 1. Connect a DVOM (+ lead) to terminal 87(wire
quire 7 volts minimum to operate and drive the injec- 97AR) of the ECM relay and the (- lead) to battery
tors. This is an alternate method to be used if the ground.
Electronic Service Tool (EST) is unavailable or fails 2. Turn all accessories off and turn the ignition
to function properly. Insufficient electrical power from switch to the “ON” position.
the batteries or an electronic failure may inhibit the
EST from receiving diagnostic data. 3. Wait for the glow plug system to cycle, then crank
the engine.
TEST PROCEDURE 4. Observe and record voltage while engine is
cranking.
IMPORTANT: Tests must be performed with Fully
If no voltage is present at terminal 87(wire 97AR), re-
Charged Batteries.
fer to Electronic Control Module Power Supply (ECM
Voltage measurement at battery: PWR). If voltage is 7 or more volts, proceed with volt-
1. Connect a DVOM (Digital Volt Ohm Meter) age check using the breakout box.
across the battery terminals.
2. Turn all accessories off and turn the ignition
switch to the “ON” position.
3. Wait for the glow plug system to cycle, then crank
the engine.
Record the lowest voltage obtained during engine
cranking. If the voltage is below 7 volts, the IDM and
ECM power relays may be resetting due to the lack
of voltage and current from the batteries or a problem
exists in the starting system.
If voltage is within specification, perform Voltage
Measurement At The ECM Relay.

ECM Voltage (Cont.)
Voltage measurement at ECM with breakout box: POSSIBLE CAUSES

1. Remove the 60 way connector from the ECM. At-
• Low battery voltage. Due to “faulty” batter-
tach the adapter of the breakout box to the ECM
and secure the bolt in the center of the adapter. ies, high resistance at battery cable con-
nections or defective starter.
2. Reattach the 60 way connector to the adapter • Low or no battery voltage to the ECM. May
and secure the bolt in the center of the plug to the
be due to high resistance or an open circuit
adapter.
in the power feed circuit to the ECM or it’s
3. Connect the positive lead of the voltmeter to ter-
power relay. The ECM power circuit fuse,
minal 57 and the negative lead to terminal 40 on
the breakout box. may be open or the ECM power relay may
be defective.
4. Turn the ignition switch to the “ON” position. Wait
for the glow plug system to cycle, then crank the
engine. Record the lowest voltage observed TOOLS REQUIRED
while cranking engine.
5. If voltage is lower than 7 volts, repair the ECM DVOM and breakout box.
power feed circuit. Refer to Electronic Control
Module Power Supply (ECM PWR). SUPPLEMENTAL DIAGNOSTICS
• Refer to Electronic Control Module Power

Supply (ECM PWR).

Engine Cranking RPM
ENGINE CRANKING RPM

• Minimum 130 RPM engine cranking speed for 20 seconds.
• Breakout box pins 34+ & 46- with Fluke 88
Fluke 88 130 RPM
34+ & 46- minimum
If no RPM is noted, recheck fault codes
PURPOSE 4. Crank the engine while observing the DVOM. A

minimum of 130 RPM is necessary to start the en-
To determine if engine cranking speed is high enough gine.
to start the engine. This is an alternate method to be
used if the Electronic Service Tool (EST) is unavail- 5. Record cranking engine RPM on diagnostic form.
able or fails to function properly. Insufficient electrical NOTE: If no engine RPM is measured with the Fluke
power from the batteries or an electronic failure may 88, check for additional fault codes. Refer to tests 5
inhibit the EST from receiving diagnostic data. & 7 and electronic control system diagnostics sec-
tion, for Camshaft Position (CMP) sensor diagnos-
tics.
TEST PROCEDURE
IMPORTANT: Test must be performed with Fully

Charged Batteries. POSSIBLE CAUSES
Engine cranking RPM must be sufficient to generate • Low cranking RPM. Starting system elec-
the required Injection Control Pressure to operate the trical malfunctions. Incorrect oil type or ex-
fuel injectors and to create enough compression heat
to ignite the fuel. tended oil change intervals in cold ambient
temperature conditions.
A “0” RPM indication on the Electronic Service Tool
(EST) during engine cranking, may indicate the ECM • No engine RPM. Poor connection at CMP
is not receiving a signal from the Camshaft Position sensor wiring harness connector, wiring
(CMP) sensor. Refer to CMP sensor diagnostics, in
Electronic Control System Diagnostics, Section 3.5. harness to sensor open or shorted or CMP
sensor is defective.
If the CMP sensor is inoperative, it must be repaired
before continuing. The ECM will not allow the Injec-
tor Pressure Regulator (IPR) valve to fully activate TOOLS REQUIRED
without a CMP signal.
Checking cranking RPM with breakout box: Size DVOM and breakout box (ZTSE-4346).
1. Remove the 60 way connector from the Electron- SUPPLEMENTAL DIAGNOSTICS

ic Control Module (ECM). Attach the adapter of
the breakout box to the ECM and secure the bolt • Refer to CMP sensor diagnostics, in Elec-
in the center of the adapter. tronic Control System Diagnostics.
2. Reattach the 60 way connector to the adapter
adapter.
3. Connect the (+ lead) of DVOM to terminal 34 and
the (- lead) to terminal 46. Select the DC voltage
scale and press the “RPM” button.

Injection Control Pressure
INJECTION CONTROL PRESSURE

• Check during engine cranking. (min. 130 RPM)
• Measure with w/breakout box pins 27+ and 46- or
breakout “tee” signal (green) & ground (black)
DVOM 1 to 4
27+ & 46- volts
If less than 1 volt, recheck oil level in reservoir.
If ICP pressure is low, refer to system leakage tests.
PURPOSE 2. Reattach the 60 way connector to the adapter

To determine if the injection control pressure system adapter.
is supplying sufficient oil pressure to start and oper- 3. Connect the positive lead of the DVOM to termi-
ate the engine. This is an alternate method to be nal 27 and the negative lead to terminal 46.
used if the Electronic Service Tool (EST) is unavail-
able or fails to function properly. Insufficient electrical 4. Crank the engine while observing the DVOM and
power from the batteries or an electronic failure may record the injection control pressure voltage sig-
inhibit the EST from receiving diagnostic data. nal on diagnostic form. If Injection Control
Pressure (ICP) is low, refer to High Pressure
TEST PROCEDURE Leakage Tests.
Measuring Injection Control Pressure using

breakout box:
1. Remove the 60 way connector from the ECM. At-
and secure the bolt in the center of the adapter.
00000

Injection Control Pressure (Cont.)
BREAKOUT
“TEE”
ZTSE-4347
ALTERNATE METHOD OF MEASURING

INJECTION CONTROL PRESSURE USING
(BREAKOUT “TEE”)
1. Remove engine harness connector at ICP

sensor.
2. Connect the breakout “TEE” to the removed en-
gine harness connector and the ICP sensor.
3. Connect DVOM leads (+Green, -Black) to the
breakout “TEE” as shown.
4. Crank engine and observe DVOM voltage read-
ing. Record reading on diagnostic form. If volt-
age is low, recheck oil level in reservoir to confirm
the reservoir contains a sufficient supply of oil to
enable the injection control system to function
properly. If oil level is OK, proceed to High
Pressure Leakage tests.

High Pressure Leakage Tests ISOLATE LEFT CYLINDER HEAD
ISOLATE RIGHT CYLINDER HEAD Remove the plug (from previous step) in the right cyl-
inder head high pressure hose and reconnect hose
Remove high pressure hose from the right cylinder to cylinder head. Remove the high pressure hose
head. Use an Aero Equip size 6 flare plug and install from the left cylinder head. Remove the ICP sensor
into the high pressure hose to block it off. Crank the and assemble it to the ICP adapter. Install the ICP
engine and monitor the Injection Control Pressure sensor/adapter onto the high pressure hose. Crank
(ICP) signal. the engine and monitor the ICP signal.
NOTE: If the ICP pressure is not within specification,
proceed to IPR and High Pressure Pump Test page.
! CAUTION
If the engine starts, or the ICP pressure is now within
The Engine May Start! specifications, the injection control pressure leak has
been isolated to the left cylinder head. Reattach the
If the engine fails to start, refer to procedure on Isolat- left side high pressure hose. Remove left valve cover
ing Left Cylinder Head. If the engine starts or the ICP and crank the engine. Inspect the injector body and
pressure is now within specifications, the injection bore area for oil leakage. If no leakage is detected,
control pressure leak has been isolated to the right perform ICP Leakage Test page.
cylinder head.
1. Remove flare plug from the high pressure supply
hose and reconnect hose to right cylinder head.
2. Remove valve cover on right cylinder head.
3. Crank the engine and inspect the injector body
and bore area for leakage. If no leakage is de-
tected, perform ICP Leakage Test page.
! CAUTION
Oil is under high pressure.
00000
00000

High Pressure Leakage Tests (Cont.)
IPR AND HIGH PRESSURE PUMP TEST
If injection control pressure is still low after isolating

both cylinder heads, leave the ICP sensor adapter in
the left hose and reinstall the flare plug to block the
right high pressure hose and crank the engine. This
has effectively deadheaded the high pressure pump.
If pressure is still not developed, inspect the IPR (In-
jection Pressure Regulator) valve for debris and/or
replace with a known good valve and retest. If pres-
sure is still low, check the high pressure pump and
drive gear. The gear may be loose or the pump may
be defective.

ICP Leakage Test
1. Reconnect all high pressure oil lines discon- If no leakage is present, perform Injector “Buzz” test
nected in the process of isolating the cylinder with air pressure still applied. Observe oil discharge
head which is causing a loss of ICP pressure. from each of the injectors. Oil discharge should be
equal from all injectors. If excess oil is discharged-
2. Remove the high pressure supply line of the sus-
from an injector(s), the injector(s) may be defective.
pect leaking cylinder head at the high pressure
pump. 6. If it is difficult to determine which injector(s) are
leaking remove air supply and regulator from the
3. Connect a regulated air supply to the high pres-
high pressure oil supply hose and:
sure supply oil line removed in the previous step.
a Connect an automotive cylinder leak tes-
4. Apply 100 psi of pressure from the regulated air
ter to the high pressure supply hose and ap-
source and inspect for leakage around the injec-
ply air pressure via the cylinder leak tester.
tors.
b Conduct an Injector “Buzz” test and observe
5. With the fuel lines removed from the fuel regula-
the percent cylinder leakage while each injec-
tor block, inspect for oil leakage out of each of the
tor is activated. Remove and inspect injec-
disconnected fuel lines. If oil is seeping out of the
tors which exhibit a greater amount of leak-
disconnected fuel lines remove all injectors in the
age compared to the others.
cylinder head being tested and inspect injectors
for worn O-rings or obvious damage. c If none of the injectors indicate an excessive
amount of leakage, remove all injectors. In-
If leakage is observed at an injector, remove and in-
spect all O-rings for wear and damage. All O-
spect injector for obvious damage or worn O-rings.
rings should be replaced.
If oil was entering the fuel system, drain fuel tanks
and dispose of the contaminated fuel properly.

ICP Leakage Test (Cont.)
POSSIBLE CAUSES: TOOLS REQUIRED:
• No oil in engine. DVOM, ICP sensor breakout “T” (ZTSE-4347), ICP

adapter and an Aero Equip size 6 flare plug.
• Oil reservoir leak down (possibly through
high pressure pump check valve. SUPPLEMENTAL DIAGNOSTICS
• Defective high pressure pump • Camshaft Position (CMP) sensor diagnos-
• Injector “O” ring leak. tics, in Electronic Control System Diagnos-
tics.
• Injector body leak.
• IPR valve stuck open.
• Pump drive gear loose or damaged.

Fuel Pump Pressure
FUEL PUMP PRESSURE

• Measure at regulator block
• Minimum 130 RPM cranking speed for 20 seconds
0 - 160 PSI 20 PSI
Gauge minimum
If pressure is low, replace fuel filter and retest.
To determine if fuel pressure is sufficient to start and • A fuel filter could cause high restriction and
operate the engine. low fuel pressure because of dirt or fuel jel-
NOTE: If the fuel filter is equipped with a water-in-fuel ling in cold ambient temperatures. Change
probe, check to determine if the water- in- fuel lamp filter and retest.
has been illuminated during operation.
• A kinked or severely bent fuel supply line or
TEST PROCEDURE blockage at the pickup tube could cause
restriction and therefore low fuel pressure.
1. Remove 1/8” pipe plug located on the fuel regula-
tor block. Install 1/8 inch (3 mm) pipe fitting in • A loose fuel line on the suction side of the
place of the pipe plug. fuel system could cause air to be ingested
PIPE PLUG
into the system and cause low fuel pres-
sure.
• The fuel pump could have internal damage,
e.g. ruptured diaphragm, seized plunger or
leaking check valves.
TOOLS REQUIRED
Model D-200 Pressure Test Kit (ZTSE-2239) (0 to

160 PSI fuel pressure gauge), appropriate line with
1/8” NPT fitting.
76159
2. Connect a line from the fitting to the 0-160 PSI

gauge of the Model D-200 Pressure Test Kit.
3. Measure fuel pressure by cranking engine for 20
seconds and observing maximum pressure. Re-
cord pressure on diagnostic form and compare to
specifications. If fuel pressure is low, change
the fuel filter and retest.
NOTE: It may take a number of crank cycles to purge
the air out of the fuel system.

Glow Plug System
GLOW PLUG SYSTEM

Relay Operation
• Install a voltmeter to the glow plug feed
terminal (terminal w/2 wires)
• Turn key to “ON” position, measure “ON” time.
• Verify sufficient glow plug “ON” time using voltmeter
to verify glow plugs are receiving the required voltage
within the specified time.
(Dependent upon coolant temperature, battery voltage
and altitude)
Spec. Actual
Relay On
Time 10 - 120
seconds
Voltage 9 - 12 Volts
(Relay may not cycle on, if engine is

at operating temperature)
GLOW PLUG OPERATION
• Remove all glow plug/injector connectors.
• Measure glow plug resistance to ground (-).
• Measure GP harness resistance to relay.
Plug to Harness
to
Glow Plug Ground Relay
Number
.1 to 6 Ohms < 1 Ohm
#1
#3
#5
#7
#2
#4
#6
#8
PURPOSE DO NOT ATTEMPT TO START ENGINE. Note the

time in seconds from when the ignition key is turned
To determine if the glow plug system is operating suf- “ON” until the glow plug relay de-engergizes (0 volts
ficiently to start a cold engine. indication on the DVOM).
NOTE: Glow plug “ON” time will be affected by en-
TEST PROCEDURE: gine coolant temperature, battery condition and alti-
Glow Plug “ON” Time: tude.
Connect a DVOM to the glow plug feed terminal (ter-
minal with 2 wires) on the glow plug relay. The DVOM
will verify that the glow plugs are receiving the re-
quired voltage (9-12v) for the specified amount of
time. Turn the ignition key to the “ON” position.

Glow Plug System (Cont.)
If no voltage is present, check for voltage at the other • Faulty wire harness connection.
large terminal of the glow plug relay. If no voltage
present, refer to glow plug system diagnostics in • Poor ground connection.
Electronic Control System Diagnostics.
• Defective glow plug relay.
POSSIBLE CAUSES • ECM in default
Insufficient glow plug on time will not allow enough • ECM defective.
heat to accumulate in the combustion chamber to
easily facilitate starting. If the glow plug system “ON”
time does not meet specifications the problem may
be:

GLOW PLUG/
INJECTOR
BREAKOUT
TOOL
(ZTSE-4345)
TEST PROCEDURE: Connect pigtail tool to each valve cover harness con-
nector to measure glow plug resistance to (ground)
Glow Plug Resistance To (Battery Ground (-) Ter- battery negative terminal. Record resistance mea-
minal)4. surements on diagnostic form. A resistance mea-
surement of .1 to 6 ohms indicates a good glow plug.
Disconnect the (4) glow plug/injector harness con-
nectors from the valve cover gasket (harness). If the glow plug resistance to ground is high the most
likely causes are:
NOTE: Incorrect measurements will result, if all glow
plug/injector harness connectors are not discon- • Open UVC (under valve cover) harness.
nected.
• Open glow plug.

TEST PROCEDURE:
Glow Plug Harness Resistance To Relay:

Measure resistance from the engine harness con-
nector to the glow plug feed terminal on the glow plug
relay.
NOTE: Incorrect measurements will result, if all glow
plug/injector harness connectors are not discon-
nected.
TOOLS REQUIRED
DVOM, Glow Plug/Injector Breakout Tool

(ZTSE-4345) and Stop Watch or equivalent.

Performance Diagnostics
Check Engine Oil Level
CHECK ENGINE OIL LEVEL

• Check for contaminants (fuel, coolant)
• Correct grade/Viscosity
Method Check
Visual
If idle quality is poor after extended running,
refer to “Injection Control Pressure Test”.
PURPOSE 4. Check oil level in reservoir.
To determine if the crankcase and oil reservoir con-

tain engine oil of sufficient quantity and quality to en-
able the injection control pressure system to function
properly.
TEST PROCEDURE
1. Check oil level with oil level gauge. If there is no

oil or very little oil in the crankcase the fuel injec-
tors will not operate. 00000
If the oil level on the gauge is over full, it is possible

the engine was incorrectly serviced or fuel is diluting POSSIBLE CAUSES
the oil and filling the crankcase. If a substantial
amount of fuel is in the oil, it will have a fuel odor. • Oil level low - Oil leak, oil consumption, in-
2. Inspect oil for color. A milky white oil indicates
correct servicing.
possible coolant contamination and will have an • Oil level high - Incorrect servicing, fuel dilu-
ethylene glycol odor.
tion from lift pump or defective injector “O”
3. Check service records for correct oil type and vis- rings.
cosity, for the temperature (environment) that en-
gine is operating in. Single weight or 15W 40 oil • Oil Contamination with Coolant Oil Cooler,
is not recommended for cold ambient tempera- head gasket, porosity.
tures. Oil that has had extended drain intervals
will have increased viscosity (become thicker) • Low reservoir level - Engine built dry (not
and will make engine cranking more difficult and pressured lubed), prolonged period of not
starting less reliable at temperatures below
freezing. Refer to lube oil chart in the operator’s
running, leaking check valve in high pres-
manual or service manual section 1B for the cor- sure pump.
rect oil selection for temperature conditions.
TOOLS REQUIRED
1/4” drive ratchet or breaker bar to remove inspection

plug.

Sufficient Clean Fuel
SUFFICIENT CLEAN FUEL

• Check at tank(s), drain sample from
fuel filter while cranking engine.
Method Check
Visual
PURPOSE LOW OR NO FUEL

POSSIBLE CAUSES
To determine if the fuel system is getting sufficient
clean fuel to start and operate the engine. • No fuel in tank.
TEST PROCEDURE
• If equipped with a inline fuel valve, it could
be shut off.
1. Route a hose from the fuel drain tube to a clear
• Fuel supply line from tank(s) could be bro-
container and open the drain.
ken or crimped.
2. Crank the engine and observe the fuel flowing
into the container. Stop cranking the engine • Fuel could be waxed or jelled (most likely in
when the container is half full. cold weather with #2 fuel), the pickup tube
Fuel flow out of the drain tube should be a steady in tank could be clogged or cracked. If
stream. Insufficient flow could indicate fuel supply or there is excessive water in the tank, it could
fuel system problem.
freeze preventing the fuel from being drawn
3. Inspect fuel in container. It must be clean and to the engine.
free of air, contaminants, water, icing or clouding.
The fuel should be straw colored. Fuel dyed red If the vessel is equipped with supplemental filters or
or blue indicates an off highway fuel. water separators, check for plugged filters or leakage
4. Check fuel odor for the presence of other fuels that could allow the engine to draw air.
such as gasoline or kerosene. Cloudy fuel indicates that the fuel may not be a suit-
If engine oil is present in the fuel, it may indicate an able grade for cold temperatures. Excessive water
injector O-ring leak and subsequent loss of injection or contaminants in fuel may indicate that the tank and
control pressure. If that is suspected, check injection fuel system may need to be flushed and cleaned.
control pressure during engine cranking. Use the
Electronic Service Tool (EST) or follow procedure TOOLS REQUIRED
outlined in this section.
Clear container (approximately 1 quart).
NOTE: Some sediment and water may be present in
the fuel sample if the fuel filter has not been serviced
or drained for a prolonged period of time. A second
sample may be required to determine fuel quality.

Sufficient Clean Fuel (Cont.)
76102

EST Tool Fault Codes
EST TOOL-FAULT CODES

• Install Electronic Service Tool
Active
Inactive
PURPOSE Turn the ignition switch to the “ON” position, but do

not start the engine. This will allow the EST to re-
To determine if the Electronic Control Module (ECM) ceive data from the electronic control components on
has detected any fault conditions that would cause a the truck. If no data is received, press “ENTER” to
hard or no start condition. retry. The information received will be data showing
the current status of the engine.
TEST PROCEDURE To access the fault codes press the “FUNC” key to
fore connecting EST tool to ata diagnostic connector.
NAVISTAR MRD
Connect the Electronic Service Tool (EST) to the SELECT DESIRED
American Trucking Association (ATA) diagnostic MENU
connector. The connector is located at instrument [ENGINE] ↔ PRO-LINK
panel.
The screen of the reader should light up as soon as From the main menu select “ENGINE” by pressing
the tool is plugged in. the “←” key. This will cause the brackets to be placed
NOTE: The ATA connector supplies power to oper- around the “ENGINE” selection. Then press
ate the est. The EST will automatically power up as “ENTER”.
soon as it is plugged into the ATA connector. The
power cord is not required and is for use only when
reading non-volatile memory.
00000

EST Tool Fault Codes (Cont.) To access “Inactive Codes” press the “FUNC” key.
This will access the last prior menu selection. Then
From the next menu select “DIAGNOSTIC CODES”. press the “↓” key to select “INACTIVE CODES”.
The selection will have the “↑ ↓” symbol on the Press the “ENTER” key.
screen. This means there are other selections avail-
able. By pressing the “↓” key the other selections will NAVISTAR MRD
display on the screen. Press “↓” key until “DIAG- DIAGNOSTIC CODES
NOSTIC CODES” appears on the screen.
↑ INACTIVE CODES ↓
NAVISTAR MRD
ENGINE MENU
Inactive codes are faults that have occurred prior to
↑ DIAGNOSTIC CODES ↓ the last key off cycle and are now stored in memory.
An “Active Code“ will become an “Inactive” code if the
key is shut off.
Next press “ENTER”. This causes the EST to enter
the diagnostic codes section. From this point, diag- Record all fault codes that are found. If there are any
nostic codes can be accessed. fault codes found, refer to Electronic Control System
Diagnostics.
The first option that will appear is “ACTIVE CODES”.
By selecting this option, the fault codes that are cur- NOTE: All current fault codes must be repaired and
rently occurring or that have occurred since the last (cleared), before proceeding with further diagnostic
key off cycle will be displayed. testing.
NAVISTAR MRD POSSIBLE CAUSES

DIAGNOSTIC CODES
Electronic Control Module (ECM) detectable faults
↑ ACTIVE CODES ↓ which will cause a hard or no start condition are:
• Camshaft Position (CMP) sensor faults.
Press “ENTER”. If there are any “Active Codes”, the • Injection Pressure Regulator (IPR) output
first one will appear on the screen along with a de- circuit check fault.
scription of the code. If there are any additional
codes “Active” the “↑↓” symbol will appear on the • Fuel Demand Command Signal (FDCS)
screen. Press “↓” key to access additional codes. If and Cylinder Identification (CI) output cir-
there are not any codes “Active”, “NO ACTIVE
CODES” will appear on the screen. cuit check faults.
TOOLS REQUIRED
PRO-LINK 9000 (ZTSE-43661).
SUPPLEMENTAL DIAGNOSTICS

EST Tool Fault Codes (Cont.)
MPSI PROĆLINK
NAVISTAR DATA
FUNCTION
ENGINE PROĆLINK
DIAGNOSTIC DIAGNOSTIC CALIBRATION MID'S SERVICE

CODES TESTS DATA RECEIVED PROGRAMMING
GET PARMS
ACTIVE FROM ENG
CODES
DIAGNOSTIC ACTIVE ENGINE ENGINE WIGGLE
CODES CODES OFF TEST RUNNING TEST TEST SEND PARMS
INACTIVE TO SYS
CODES
ACTIVE CODES ACTIVE CODES GET PARMS
REFRESH FROM SYS
CODES
PROGRAM
CLEAR ENG PARMS
CODES INJECTOR TEST INJECTOR TEST
DESCRIPTION OUTPUTS ARE

LOW OUTPUT STATE TACH BUFFER
OPTION TEST TEST
OUTPUTS ARE
HIGH VSS TEST

EST Tool - Engine Off Tests
EST TOOL - ENGINE OFF TESTS

• Select ”Engine Off” test from diagnostic test menu
Faults
Found
Repair fault codes before continuing
PURPOSE After the “ENTER” key is pressed, the EST will com-
mand the ECM to perform a [ (OCC) Output Circuit
To determine if there are any electrical malfunctions Check] self test. During this test, the ECM will test the
that can be detected by the Electronic Control Mod- electrical continuity of the output circuits.
ule (ECM) during an on demand self test. When the test is complete, the screen will display the
number of faults found in the self test. If there are any
TEST PROCEDURE additional faults found, press “ENTER” and the
NOTE: Access “Diagnostic Codes” menu in EST and that was found during the test, the “↑↓” symbol will
clear all fault codes before performing engine off be shown on the screen. Press the “↓” key to access
tests. any additional faults.
Access the “ENGINE OFF TESTS” in the “DIAG- NOTE: If fault codes were not cleared before running
NOSTIC TESTS” section of the Electronic Service engine off tests, all IDM faults and associated codes
Tool (EST). recorded during the test will be stored as “inactive”
Press the “FUNC” key repeatedly, until the main codes by the EST. to read the codes, access the “in-
menu appears on the screen. active” code menu.
NAVISTAR MRD NOTE: The program in the EST will only allow the en-
SELECT DESIRED
gine off tests menu to be accessed once. To repeat
engine off tests, select “standard test” to rerun the en-
MENU
gine off tests.
[ENGINE] ↔ PRO-LINK
POSSIBLE CAUSES
Move the brackets to engine selection by pressing
the “←” key, then press “ENTER” • Defective electrical components or circuitry.
Next select the “DIAGNOSTIC TESTS” menu by • Injection Pressure Regulator (IPR) output
pressing the “↓” key, until “DIAGNOSTIC TESTS” is circuit check fault.
shown on the screen. Press “ENTER” to make this
selection. • Fuel Demand Command Signal (FDCS)
NAVISTAR MRD and Cylinder Identification (CI) output cir-
ENGINE MENU cuit check faults.
↑ DIAGNOSTIC TESTS ↓ TOOLS REQUIRED
Press the “↓” key, until the “ENGINE OFF TESTS” PRO-LINK 9000 (ZTSE-43661).
is shown on the screen. At this point, press “EN-
TER” SUPPLEMENTAL DIAGNOSTICS
NAVISTAR MRD If fault codes are set, refer to fault code diagnosis.
DIAGNOSTIC TESTS
↑ ENGINE OFF TESTS ↓

EST Tool - Injector Buzz Test
EST - INJECTOR “BUZZ TEST”

NOTE: “Engine Off Test” must be
performed first, in order to gain access to
the Injector “BUZZ TEST”
• Select “Injector Test” from “The Engine Off Tests” menu
Faults
Found
PURPOSE NOTE: If fault codes were cleared before the injector

“Buzz” test, fault codes displayed will be actual faults
To determine if the injectors are electronically func- found during the test. If codes were not cleared be-
tioning correctly, by energizing each injector in a pro- fore testing, access “inactive” fault codes from diag-
grammed sequence. The Electronic Control Module nostic codes menu to retrieve faults found during this
(ECM) and Injector Drive Module (IDM) will monitor test.
this test and transmit fault codes if any injector(s) or At the completion of the Injector Test, any faults that
electrical circuitry are not functioning properly. have been detected will be displayed. If there is
more than one fault the “↑↓” symbol will be displayed.
TEST PROCEDURE These additional faults can be accessed by pressing
the “↓” key.
NOTE: Access “Diagnostic Codes” menu in EST and
clear all fault codes. Record any faults found and refer to the Electronic
Control System Diagnostics.
NOTE: Engine off test must be performed first in or-
der to access the injector “Buzz” test. POSSIBLE CAUSES
After the “Engine Off Test” has been completed,
press the “↓” key to access the “INJECTOR TEST”. • Bad wiring harness connection at injector
If the tool is not on a menu screen, i.e. displaying of solenoid.
fault codes etc., press the “FUNC” key. This will ac-
cess the “DIAGNOSTIC TESTS” menu. Press “EN- • Open or shorted engine wiring harness to
TER” to begin the test. injector(s).
NAVISTAR MRD • Defective injector solenoid(s).
DIAGNOSTIC TESTS
• Defective IDM.
TOOLS REQUIRED
During this test, the injector solenoids will produce an PRO-LINK 9000 (ZTSE-43661).
audible clicking sound when actuated. It is possible
to detect a malfunctioning injector(s) by listening for
the absence of the solenoid clicking sound. SUPPLEMENTAL DIAGNOSTICS

STI Switch - Flash Codes
STI BUTTON - FLASH CODES

• Depress and hold “Engine Diagnostics” switch, then
turn the ignition switch to the “ON” position.
Faults
Found
PURPOSE NOTE: All fault codes are three digits and code 111
indicates “No Faults” have been detected.
To read faults detected by the Electronic Control 3. Count the number of flashes in sequence. At the
Module (ECM), if the Electronic Service Tool (EST) is end of each digit of the code there will be a short
not available or the EST cannot receive “Self Test In- pause. Three flashes and a pause would indicate
put” data due to communications or component fail- the number 3. Therefore, two flashes, a pause,
ures. three flashes a pause, and two flashes a pause
The Self Test Input (STI) switch is located at the would indicate the code 232. If there is more than
instrument panel. Depressing the STI switch on the one fault code, the “OIL/WATER” light will flash
dash while turning the ignition switch to the “ON” once indicating the beginning of another active
position, will signal the ECM to start the Self Test In- fault code.
put diagnostics to check output circuits. If any faults After all the active codes have been flashed, the
are detected, the ECM will flash the “WARN EN- “OIL/WATER” light will flash twice to indicate the be-
GINE” light to indicate which faults have been de- ginning of INACTIVE codes. Count the number of
tected. flashes from the “WARN ENGINE” light. If there is
NOTE: Self test input diagnostics will not flash VPM more than one inactive code, the “OIL/WATER” light
Fault Codes. will flash once in-between each fault code.
After all codes have been sent, the “OIL/WATER”
TEST PROCEDURE light will flash three times indicating “END OF
MESSAGE”.
Depress and hold the STI switch (located on vehicle
dash). Turn the ignition switch to the “ON” position. To repeat transmission of fault codes, depress the
Do Not Start The Engine. The ECM will begin to “ENGINE DIAGNOSTICS“ switch which will signal
perform the self test to check the output circuits. the ECM to resend all stored fault codes.
When the test is completed, the ECM will flash the If fault codes are set, refer to Electronic Diagnostic
red “OIL/WATER” light and amber “WARN EN- Form EGED-135-1 and fault code diagnosis.
GINE” light to signal the fault codes.
POSSIBLE CAUSES
NOTE: Fault codes can be accessed at anytime by
turning the ignition switch to the “ON” position (do not • Electronic component or circuitry failures.
start engine) and depressing the STI switch.
To read the fault codes it will be necessary to count
TOOLS REQUIRED
the number of times the “ENGINE WARN” light
flashes. The following sequence of events occur
None.
each time the STI switch is depressed to obtain the
fault codes:
1. The “OIL/WATER” light will flash one time to indi-
cate the beginning of Active fault codes.
2. The “WARN ENGINE“ light will flash repeatedly
signaling the active fault codes.

Fuel Pressure High Idle
FUEL PRESSURE HIGH IDLE

• Measure at regulator block.

30-65
0 - 160 PSI PSI
Gauge @
High idle
If pressure is low, replace filter and retest.
If pressure still low, perform “Transfer Pump Restriction Test”.
PURPOSE 2. Connect a line from the fitting to the 0-160 PSI

gauge of the Model D-200 Pressure Test Kit
To determine if fuel pressure is sufficient to correctly (ZTSE-2239). Start engine and run at low idle to
operate the engine. check for fuel leaks in line to pressure gauge.
TEST PROCEDURE NOTE: Bleed air from the fuel line to insure an accu-
rate reading.
NOTE: If fuel filter is equipped with a water-in-fuel
probe, check with vehicle operator to determine if the 3. Measure fuel pressure at high idle. If pressure
water- in- fuel lamp has been illuminated during op- is not within specifications, replace fuel filter
eration. and re-check fuel pressure at high idle.
1. Remove 1/8” pipe plug located on the fuel regula- NOTE: It may take a number of crank cycles to purge
tor block. Install 1/8 inch (3 mm) pipe fitting in the air out of the fuel system after replacing the fuel
place of the pipe plug. filter.
PIPE PLUG If fuel pressure remains low after replacing the fil-
ter, perform Transfer Pump Restriction Test.
76159

Fuel Pressure High Idle (Cont.)
POSSIBLE CAUSES
• A fuel filter could cause high restriction and

low fuel pressure because of dirt or fuel jel-
ling in cold ambient temperatures. Replace
filter and retest.
• A kinked or severely bent fuel supply line or
blockage at the pickup tube could cause
• A loose fuel line on the suction side of the
fuel system could cause air to be ingested
sure.
TOOLS REQUIRED

1/8” NPT fitting.

EST - Engine Running Test
EST-ENGINE RUNNING TEST

• Select “Engine Running” test from
the diagnostic test menu.
NOTE: Engine will run rough during this test.
Faults
Found
Refer to Electronic Diagnostics (Sec. 5C) if
fault code(s) set
PURPOSE The ECM will then conduct the “Engine Running

Test”. It will command the engine to accelerate to a
To verify the engine’s electronic sensors and actua- pre-determined engine RPM and operate the Injec-
tors are operating properly within their specified option Pressure Regulator (IPR) valve.
erating ranges. The Electronic Service Tool (EST) is The ECM will measure the effects of actuator move-
used to signal the Electronic Control Module (ECM) ment via the sensors. At the completion of the test,
to perform the “Engine Running Test”. The ECM will the EST screen will display “00 FAULTS”, if no faults
exercise the actuators and monitor sensor feedback were detected. If EST indicates faults have been de-
signals. If a sensor or actuator problem exists, the tected, press the “ENTER” key to display the fault
ECM will transmit fault code(s) to the EST. codes.
TEST PROCEDURE POSSIBLE CAUSES
1. Start and run engine until it reaches 160° F mini- • Defective or inoperative sensors or actua-
mum. tors.
NOTE: Engine must be at least 160° F to allow the
ECM to perform an accurate test of the engine sen- • Open or shorted wiring harness to sensors
sors and actuators. If engine coolant temperature is or actuators.
below self test range, the EST tool will display an
“ECT Out Of Self Test Range” message. • Loose or corroded engine wiring harness
2. Access the “Engine Running Test” from the
connections at sensor or actuators.
“DIAGNOSTIC TESTS” menu by pressing the
“↓” key, until “ENGINE RUNNING TEST” ap-
pears on the screen. Then press the “ENTER”
key.
NAVISTAR MRD
DIAGNOSTIC TESTS
↑ ENGINE RUNNING TEST ↓

EST Tool - Injector Test
EST TOOL-INJECTOR TEST

(CYLINDER CONTRIBUTION)
NOTE: “Engine RUNNING Test” must

be performed first, in order to gain ac-
cess to the “INJECTOR TEST”
• Select “Injector Test” from “Engine Running”
test menu
NOTE: Engine will run rough during this test.
Faults
Found
PURPOSE At the completion of the test, the EST screen will dis-
play “00 FAULTS”, if no injector faults occurred. If
To verify that all power cylinders are contributing EST indicates faults have been detected, press the
equally. “ENTER” key to display the fault codes. Record
fault codes.
TEST PROCEDURE
POSSIBLE CAUSES
NOTE: The “Engine Running Test” must be per-
formed first to access the injector test. • Broken compression rings, leaking or bent
valves, bent push rods or connecting rods.
After the “Engine Running Test” has been com-
pleted, press the “↓” key from the “ENGINE RUN- • Open or shorted engine wiring harness to
NING TEST” screen to access the “INJECTOR
TEST”. Then press the “ENTER” key.
injector(s).
DIAGNOSTIC TESTS • Defective injector solenoid(s)

ENGINE RUNNING TESTS
TOOLS REQUIRED
PRO-LINK 9000 (ZTSE-43661).
NOTE: The engine will run rough during the test. SUPPLEMENTAL DIAGNOSTICS
The Electronic Service Tool (EST) will signal the
Electronic Control Module (ECM) to actuate each in- Refer to Electronic Control System Diagnostics.
jector in a programmed sequence and then measure
power cylinder performance.

Fuel Pressure - Full Load
FUEL PRESSURE - FULL LOAD

• Measure at regulator block.
• Measure at full load rated speed.
30-65
0-160 PSI PSI
Gauge @
Full load
If pressure is low, replace fuel filter and retest.
If pressure still low, perform transfer pump
restriction test.
NOTE: FUEL PRESSURE (FULL LOAD) test is an “ON WATER TEST”.
PURPOSE 2. Connect a line from the fitting to the 0-160 PSI

gauge of the Model D-200 Pressure Test Kit
To determine if fuel pressure is sufficient to correctly (ZTSE-2239). Start engine and run at low idle to
operate the engine at full load operating condition. check for fuel leaks in line to pressure gauge.
NOTE: Bleed air from the fuel line to insure an accu-
TEST PROCEDURE rate reading.
NOTE: Fuel pressure must be taken at full load. Fuel 3. Measure fuel pressure at full load. If pressure is
pressure may be sufficient at high idle, but may be not within specifications, replace fuel filter
unsatisfactory at full load operating conditions. and re-check fuel pressure.
1. Remove 1/8” pipe plug located on the fuel regula-

tor block. Install 1/8 inch (3 mm) pipe fitting in
place of the pipe plug.

Fuel Pressure - Full Load (Cont.) POSSIBLE CAUSES
NOTE: It may take a number of crank cycles to purge • A fuel filter could cause high restriction and
the air out of the fuel system after replacing the fuel low fuel pressure because of dirt or fuel jel-
filter.
If fuel pressure remains low after replacing the fil- filter and retest.
ter, perform Transfer Pump Restriction Test.
PIPE PLUG • A kinked or severely bent fuel supply line or
blockage at the pickup tube could cause
sure.
76159
TOOLS REQUIRED

1/8” NPT fitting.

Transfer Pump Restriction Test
TRANSFER PUMP RESTRICTION

• Measure at fuel pump inlet
• Measure at High idle
0-30” Hg. < 6” Hg.
Vacuum Gauge
If restriction is high, check for blockage

between pump and fuel tank.
If restriction is within spec., check for sticking
regulator valve or debris.
To determine if excessive restriction to fuel flow ex- • A fuel filter could cause high restriction and
ists from the engine fuel inlet line to the fuel tank(s). low fuel pressure because of dirt or fuel jel-
TEST PROCEDURE filter and retest.
1. Connect a tee between the fuel inlet line from • A kinked or severely bent fuel supply line or
tank and fuel supply line fitting. Connect a line blockage at the pickup tube could cause
from the tee to the 0-30” Hg. vacuum gauge of the
D-200 Pressure Test Kit (ZTSE-2239). restriction and therefore low fuel pressure.
sure.
TOOLS REQUIRED
Model D-200 Pressure Test Kit (ZTSE-2239) (0 to 30”

Hg. vacuum gauge), “T” fitting, and appropriate fuel
lines.
76203
2. Measure fuel inlet restriction at high idle.

3. If restriction exceeds 6 in. Hg., locate the restric-
tion on the suction side of the fuel system and cor-
rect.
NOTE: If fuel inlet restriction is within specifications,
refer to fuel regulator valve removal and inspection.

Fuel Regulator Valve
REMOVAL AND INSPECTION
1. Remove fuel return line from adapter fitting on

fuel regulator block.
2. Use needle nose pliers to remove the fuel regula-
tor spring and valve from the regulator.
3. Inspect fuel regulator valve seating surface for
damage and insure spring is not broken.
4. Inspect inside of regulator block for dirt or debris
that could restrict the flow of fuel past the regula-
tor valve.

Injection Control Pressure Test
INJECTION CONTROL PRESSURE

(Oil Aeration-Poor idle quality)
NOTE: Test should be performed after
engine has been run under load.
• Hold engine speed at high idle for 60 seconds.

• Monitor ICP pressure with EST data list or
• Measure at breakout box pins 27+ & 46–
or Breakout “Tee” green and black -

EST PSI
DVOM Volts
(27+ , 46-) @ High Idle
If ICP signal increases above 1040 PSI or 1.6 volts,

change oil and retest.
PURPOSE 4. Operate engine at high idle and monitor (ICP) In-

jection Control Pressure for 60 seconds on the
To determine if engine lube oil is being aerated and EST.
causing poor idle quality. Normal ICP pressure is 1000-1040 PSI. If ICP pres-
sure does not stabilize below 1100 PSI and continues
TEST PROCEDURE to rise while high idle speed is maintained, engine
lube oil may be aerated. If this condition occurs,
IMPORTANT: If engine oil is aerating, it may change oil and filter, then repeat ICP test.
cause the engine to idle erratically. To determine
if oil is being aerated, perform this test after en-
gine has been run under a load.
fore connecting est tool to ata diagnostic connector.
1. Connect the Electronic Service Tool (EST) to the
American Trucking Association (ATA) data link
connector.
2. Start the engine and bring it to operating temper-
ature.
NOTE: Ensure the remote control is in neutral.
3. Press the “↓” key on the EST until “INJ CNTL
PSI” appears on the screen.
BATT VOLTS 12.5
ENGINE RPM 0
INJ CNTL PSI 0
FUEL GAL/HR 0.3

Injection Control Pressure Test (Cont.)
BREAKOUT TEE
(ZTSE-4347)

BREAKOUT “TEE”
1. Remove engine harness connector at ICP sen-

sor.
2. Connect the breakout “TEE” to the removed en-
gine harness connector and the ICP sensor.
3. Connect DVOM leads (+Green, -Black) to the
breakout “TEE” as shown.
ature.
5. Operate engine at high idle and monitor (ICP)
voltage for 60 seconds. Normal ICP voltage is
between 1.2 to 1.6 volts. If the ICP signal voltage
continues to rise as high idle speed is main-
tained, the engine lube oil may be aerated.
Change oil and filter, then repeat ICP test at high
idle.
TOOLS REQUIRED
DVOM and breakout sensor “T” (ZTSE-4347).

Injection Control Pressure Test (Cont.)

BREAKOUT BOX
1. Connect breakout box at ECM.

2. Connect DVOM to breakout box terminal #s (+27,
-46).
ature.
4. Operate engine at high idle and monitor (ICP)
voltage for 60 seconds. Normal ICP voltage is
between 1.2 to 1.6 volts. If the ICP signal voltage
continues to rise, as high idle speed is main-
tained, the engine lube oil may be aerated.
Change oil and filter, then repeat ICP test at high
idle.
TOOLS REQUIRED
DVOM and breakout box (ZTSE-4346).
POSSIBLE CAUSES
• Extended oil drain intervals. The anti-foam

additives in the oil may be depleted from
severe use or extended oil drain intervals.

FUEL SYSTEM
5
C
ELECTRONIC CONTROL
SYSTEM DIAGNOSTICS
Index
Table of Contents Page
ECM Diagnostics . . . . . . . . . . . . . . . . . . 5C-52
Page Troubleshooting . . . . . . . . . . . . . . . . . . . 5C-52
Flash Code Circuit Index . . . . . . . . . . . . . . . . . . 5C-1 Before Performing Any Tests . . . . . . . . 5C-52
Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . 5C-6 Testing ECM Power Supply Circuit . . . 5C-53
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-6 Engine Coolant Temperature (ECT)
Connector Checks To Ground (-) . . . . . . . . 5C-6 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-56
Connector Voltage Checks . . . . . . . . . . . . . . 5C-6 Signal Function . . . . . . . . . . . . . . . . . . . . 5C-56
Harness Resistance Checks . . . . . . . . . . . . 5C-7 Fault Detection/Management . . . . . . . . 5C-56
Operational Signal Checks . . . . . . . . . . . . . . 5C-7 Function . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-58
Circuit Function And Diagnostics . . . . . . . . . . . 5C-8 Operation . . . . . . . . . . . . . . . . . . . . . . . . . 5C-58
APS/IVS - Accelerator Position Ecm Diagnostics . . . . . . . . . . . . . . . . . . . 5C-58
Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-8 Sensor Diagnostics . . . . . . . . . . . . . . . . . 5C-60
BARO - Barometric Pressure Sensor . . . . 5C-16 Engine Oil Temperature (EOT) Sensor . . 5C-62
Camshaft Position (CMP) Sensor . . . . . . . 5C-22 Signal Functions . . . . . . . . . . . . . . . . . . . 5C-62
DCL/ATA Communication Link Fault Detection/Management . . . . . . . . 5C-62
(DCL/ATA) . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-28 Function . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-64
Testing The ATA Data Link Operation . . . . . . . . . . . . . . . . . . . . . . . . . 5C-64
Circuits (Continued) . . . . . . . . . . . . . . . . 5C-36 ECM Diagnostics . . . . . . . . . . . . . . . . . . 5C-64
Testing The DCL Data Link Circuits . . . 5C-38 Sensor Diagnostics . . . . . . . . . . . . . . . . . 5C-65
Electronic Control Module (ECM) Glow Plug Controller (GPC) . . . . . . . . . . . . 5C-66
Self-diagnostics . . . . . . . . . . . . . . . . . . . . . 5C-40 Output Functions . . . . . . . . . . . . . . . . . . . 5C-66
Signal Function . . . . . . . . . . . . . . . . . . . . 5C-40 Fault Detection/Management . . . . . . . . 5C-66
Fault Detection/Management . . . . . . . . 5C-40 Function . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-68
Normal Operation Diagnostics . . . . . . . 5C-41 Operation . . . . . . . . . . . . . . . . . . . . . . . . . 5C-68
Start-up KAM Test . . . . . . . . . . . . . . . . . . 5C-41 Ecm Diagnostics . . . . . . . . . . . . . . . . . . . 5C-68
Continuous Diagnostics . . . . . . . . . . . . . 5C-41 Intake Air Temperature (IAT) Sensor . . . . 5C-70
On Demand Diagnostics (Service Signal Functions . . . . . . . . . . . . . . . . . . . 5C-70
Diagnostics) . . . . . . . . . . . . . . . . . . . . . 5C-41 Fault Detection/Management . . . . . . . . 5C-70
ECM Internal Self-tests . . . . . . . . . . . . . 5C-41 Function . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-72
ECM Output Circuit Checks (OCC) . . . 5C-41 Operation . . . . . . . . . . . . . . . . . . . . . . . . . 5C-72
ECM/IDM Communications ECM Diagnostics . . . . . . . . . . . . . . . . . . 5C-72
(ECM/IDM) . . . . . . . . . . . . . . . . . . . . . . . . . 5C-42 Sensor Diagnostics . . . . . . . . . . . . . . . . . 5C-73
Signal Function . . . . . . . . . . . . . . . . . . . . 5C-42 Injection Control Pressure (ICP)
Fault Detection/Management . . . . . . . . 5C-42 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-74
Extended System Description - Signal Functions . . . . . . . . . . . . . . . . . . . 5C-74
Function . . . . . . . . . . . . . . . . . . . . . . . . 5C-44 Fault Detection/Management . . . . . . . . 5C-74
Operation . . . . . . . . . . . . . . . . . . . . . . . . . 5C-44 Function . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-76
Cylinder Identification (CI) . . . . . . . . . . 5C-44 Operation . . . . . . . . . . . . . . . . . . . . . . . . . 5C-76
Fuel Demand Command Signal Ecm Diagnostics . . . . . . . . . . . . . . . . . . . 5C-76
(FDCS) . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-44
Sensor Diagnostics . . . . . . . . . . . . . . . . . 5C-77
Electronic Feedback (EF) . . . . . . . . . . . 5C-44
IDM Diagnostics . . . . . . . . . . . . . . . . . . . 5C-45
Injector Driver Module Power Circuits
ECM Diagnostics . . . . . . . . . . . . . . . . . . 5C-45 (IDM PWR) . . . . . . . . . . . . . . . . . . . . . . . . . 5C-80
Injector Drive Circuit . . . . . . . . . . . . . . . . 5C-47 Circuit Functions . . . . . . . . . . . . . . . . . . . 5C-80
ECM IDM Communications (Cont.) . . 5C-48 Idm Switched Power . . . . . . . . . . . . . . . . 5C-80
Electronic Control Module (ECM) Fault Detection Management . . . . . . . . 5C-80
Power Supply . . . . . . . . . . . . . . . . . . . . . . . 5C-50
Extended System Description . . . . . . . 5C-82
Circuit Function . . . . . . . . . . . . . . . . . . . . 5C-50
ECM Diagnostics . . . . . . . . . . . . . . . . . . 5C-82
ECM Switched Power . . . . . . . . . . . . . . 5C-50
Troubleshooting . . . . . . . . . . . . . . . . . . . 5C-83
ECM Keep Alive Memory Power . . . . . 5C-50
Before Troubleshooting . . . . . . . . . . . . . 5C-83
ECM Power Ground . . . . . . . . . . . . . . . . 5C-50
Fault Detection Management . . . . . . . . 5C-50
Extended Description . . . . . . . . . . . . . . . 5C-52
5C-–2 - ELECTRONIC CONTROL SYSTEM DIAGNOSTICS Index 90-861784 998

Page Page
Testing IDM PWR Relay And Troubleshooting Self Test
Related Circuits . . . . . . . . . . . . . . . . . . . 5C-85 Input (STI) Switch . . . . . . . . . . . . . . . . 5C-114
Testing IDM PWR Relay And Engine Warning Light (EWL) . . . . . . . 5C-114
Related Circuits . . . . . . . . . . . . . . . . . . . 5C-86 Before Troubleshooting . . . . . . . . . . . . 5C-114
Injector Drive Circuit Operation . . . . . . . . . 5C-88 Testing The Self Test Input (STI)
Signal Functions . . . . . . . . . . . . . . . . . . . 5C-88 Circuit . . . . . . . . . . . . . . . . . . . . . . . . . 5C-115
Fault Detection/Management . . . . . . . . 5C-88 Engine Warn Light Does Not
System Description . . . . . . . . . . . . . . . . . 5C-90 Come On During Startup . . . . . . . . . 5C-116
Operation . . . . . . . . . . . . . . . . . . . . . . . . . 5C-90 Engine Warn Light Stays On . . . . . . . . 5C-117
IDM Diagnostics . . . . . . . . . . . . . . . . . . . 5C-90 Voltage Reference Circuits (VREF) . . . . 5C-118
Injector Circuit Diagram . . . . . . . . . . . . . 5C-93 Circuit Functions . . . . . . . . . . . . . . . . . . 5C-118
Injector Circuit Testing . . . . . . . . . . . . . . 5C-94 Fault Detection/Management . . . . . . . 5C-118
Injector Circuit Testing . . . . . . . . . . . . . . 5C-95 Function . . . . . . . . . . . . . . . . . . . . . . . . 5C-120
Injection Pressure Regulator (IPR) . . . . . . 5C-96 Operation . . . . . . . . . . . . . . . . . . . . . . . 5C-120
Output Functions . . . . . . . . . . . . . . . . . . . 5C-96 ECM Voltage Reference Diagnostics 5C-120
Fault Detection/Management . . . . . . . . 5C-96 Testing VREF Circuits . . . . . . . . . . . . 5C-121
Function . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-98 Vessel Personality Module (VPM) . . . . . 5C-122
Operation . . . . . . . . . . . . . . . . . . . . . . . . . 5C-98 Circuit Functions . . . . . . . . . . . . . . . . . 5C-122
ECM Diagnostics . . . . . . . . . . . . . . . . . . 5C-98 Fault Detection Management . . . . . . 5C-123
Injection Control Pressure Programming And Software Faults . 5C-123
Regulator Testing . . . . . . . . . . . . . . . 5C-100 VPM Fuel/Hour Meter And
Injection Control Pressure Odometer Faults . . . . . . . . . . . . . . . . 5C-124
Regulator Testing . . . . . . . . . . . . . . . 5C-101 Description . . . . . . . . . . . . . . . . . . . . . . 5C-124
Keep Alive Memory Power VPM Diagnostics . . . . . . . . . . . . . . . . . 5C-124
(KAM PWR) . . . . . . . . . . . . . . . . . . . . . . 5C-102 VPM memory faults . . . . . . . . . . . . . . 5C-125
Circuit Operation . . . . . . . . . . . . . . . . . 5C-102 Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . 5C-127
Fault Detection Management . . . . . . 5C-102 ECM System Harness . . . . . . . . . . . . . . . 5C-127
Extended System Description . . . . . 5C-104 Engine Harness . . . . . . . . . . . . . . . . . . . . 5C-128
Ecm Diagnostics . . . . . . . . . . . . . . . . . 5C-104 Instrument Harness . . . . . . . . . . . . . . . . . 5C-129
Troubleshooting . . . . . . . . . . . . . . . . . 5C-104 Circuit Breakers and Power Circuits . . . 5C-130
KAM Power Circuit Test . . . . . . . . . . . 5C-105 Circuit Diagrams . . . . . . . . . . . . . . . . . . . . . . 5C-131
Manifold Absolute Pressure (MAP) Relay and Power Circuits . . . . . . . . . . . . 5C-131
Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-106 APS/IVS Circuits . . . . . . . . . . . . . . . . . . . 5C-132
Signal Functions . . . . . . . . . . . . . . . . . 5C-106 BARO Circuit . . . . . . . . . . . . . . . . . . . . . . 5C-133
Fault Detection/Management . . . . . . 5C-106 MAP Circuit . . . . . . . . . . . . . . . . . . . . . . . . 5C-134
Function . . . . . . . . . . . . . . . . . . . . . . . . 5C-108 IAT Circuit . . . . . . . . . . . . . . . . . . . . . . . . . 5C-135
Operation . . . . . . . . . . . . . . . . . . . . . . . 5C-108 ECT Circuit . . . . . . . . . . . . . . . . . . . . . . . . 5C-136
ECM Diagnostics . . . . . . . . . . . . . . . . 5C-108 IPR Circuit . . . . . . . . . . . . . . . . . . . . . . . . . 5C-137
MAP Sensor Circuit Test . . . . . . . . . . 5C-109 ICP Circuit . . . . . . . . . . . . . . . . . . . . . . . . . 5C-138
MAP Sensor Circuit Test . . . . . . . . . . . 5C-110 Gauge Circuits . . . . . . . . . . . . . . . . . . . . . 5C-139
Self Test Input Switch & Engine Warn Alarm Circuits . . . . . . . . . . . . . . . . . . . . . . 5C-140
Light (STI/EWL) . . . . . . . . . . . . . . . . . . . . 5C-112 Instrument Panel Wiring Diagrams . . . . . . 5C-142
Signal Functions . . . . . . . . . . . . . . . . . . 5C-112 Primary Station Instrumentation
Engine Warning Light . . . . . . . . . . . . . . 5C-112 (With Relay for Second Station
Fault Detection Management . . . . . . . 5C-112 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . 5C-142
STI Switch . . . . . . . . . . . . . . . . . . . . . . . 5C-114 Second Station Instrumentation . . . . . . 5C-144
Engine Warning Light . . . . . . . . . . . . . . 5C-114
ECM Diagnostics . . . . . . . . . . . . . . . . . 5C-114
90-861784 998 Index ELECTRONIC CONTROL SYSTEM DIAGNOSTICS - 5C-–1

5C-0 - ELECTRONIC CONTROL SYSTEM DIAGNOSTICS Index 90-861784 998

Flash Code Circuit Index
FAULT DESCRIPTION
111 ECM No Fault Detected - Flash code only
112 ECM PWR Electrical System Voltage B+ out of range HIGH
113 ECM PWR Electrical System Voltage B+ out of range LOW
114* ECT Engine Coolant Temperature Signal out of range LOW
115* ECT Engine Coolant Temperature Signal out of range HIGH
121* MAP Manifold Absolute Pressure Frequency Out of Range
122* MAP Manifold Absolute Pressure Signal is inactive
123 MAP Man Absolute Press (MAP) above spec. level at low idle
124* ICP Injection Control Pressure Signal out of range LOW
125 ICP Injection Control Pressure Signal out of range HIGH
131* APS/IVS Accelerator Position Signal out of range LOW
132* APS/IVS Accelerator Position Signal out of range HIGH
133* APS/IVS Accelerator Position Signal in-range fault
134* APS/IVS Accelerator Position and Idle Validation disagree
135* APS/IVS Idle Validation Switch circuit fault
141 N/A
142 N/A
143 CMP Wrong number of CMP signal transitions per cam revolu-
tion
144 CMP CMP Signal noise detected
145 CMP CMP Signal inactive while ICP has increased
151 BARO Barometric Pressure Signal out of range HIGH
152 BARO Barometric Pressure Signal out of range LOW
154 IAT Intake Air Temperature Signal out of range LOW
155 IAT Intake Air Temperature Signal out of range HIGH
211* EOP Engine Oil Pressure Signal out of range LOW
212* EOP Engine Oil Pressure Signal out of range HIGH
213 SCCS Remote Throttle Signal out of range LOW
214 SCCS Remote Throttle Signal out of range HIGH
221 SCCS SCCS Switch or Circuit fault
222 N/A
223 DCL/ATA VPM not communicating with ECM
* - Indicates WARN ENGINE LAMP on when fault is set.
90-861784 998 Index ELECTRONIC CONTROL SYSTEM DIAGNOSTICS - 5C-1

FAULT DESCRIPTION
224 KAM PWR KAM Corrupt
231 DCL/ATA ATA Common Fault
232 DCL/ATA Unable to forward ECM message to ATA DCL
233 TACH Tachometer buffer is inactive
234 DCL/ATA Unable to forward ATA message to ECM
235 DCL/ATA VPM/ECM DCL fault
241 IPR Injection Control Pres. Regulator OCC Self Test failed
242 ECM/IDM FDCS circuit to IDM OCC Self Test failed
243 IDM PWR IDM Power Relay OCC Self Test failed
244 N/A
245 EPR Exhaust Pressure Regulator OCC Self Test failed
251 GPC Glow Plug Controller OCC Self Test failed
252 GPC Glow Plug Lamp OCC Self Test failed
253 ECM/IDM Fuel Inj. Sync Circuit OCC Self Test failed
254 ECM OCC Self Test ECM test circuit out of range HIGH
255 ECM OCC Self Test ECM test circuit out of range LOW
311* EOT Engine Oil Temperature Signal out of range LOW
312* EOT Engine Oil Temperature Signal out of range HIGH
315* Engine Speed (Tach RPM) limit exceeded
316 ECT Engine Coolant Temperature Unable to Reach comman-
ded set point
321 ECT** Engine Coolant Temperature above warning level
322 ECT** Engine Coolant Temperature above critical level
323 ECL Engine Coolant Level below warning/critical level
324 Idle Shutdown Timer Enabled Engine Shutdown
325 ECT Power reduced, matched to cooling system performance
331* IPR Injection Control Pressure above system working range
332* ICP Injection Control Pressure above spec. with engine off
333* IPR Injection Control Pressure above/below desired level

** - Faults only available if Engine Protection is enabled.

FAULT DESCRIPTION
334* IPR ICP unable to achieve setpoint (poor performance)
335* IPR ICP unable to build pressure during cranking
421 INJ LOW to HIGH Side Open - Cyl 1
431 INJ LOW to HIGH Side Short - Cyl 1
441 INJ LOW side short to VBAT- Cyl 1
442 INJ LOW side short to VBAT - Cyl 2

FAULT DESCRIPTION
452 INJ LOW side short to ground - Cyl 2
461 Perf. Diag. Cyl. Contribution Test Failure - Cyl 1
511* INJ Bank 1 has multiple faults
512* INJ Bank 2 has multiple faults
513* INJ High Side to Bank 1 Open
514* INJ High Side to Bank 2 Open
515* INJ Bank 1 High Side Short to Ground or VBAT
521* INJ Bank 2 High Side Short to Ground or VBAT
522* IDM PWR IDM Internal Failure
523 IDM PWR IDM power voltage is LOW
524* INJ Both High Side Switches shorted together
531* ECM/IDM Cylinder Identification (CI) Signal Low
532* ECM/IDM Cylinder Identification (CI) Signal high
541* ECM/IDM IDM Feedback TOGGLE not detected by ECM
543* ECM/IDM IDM faults not received
544 INJ Injector Fault in Bank 2
545 INJ Injector Fault in Bank 1
612* CMP Incorrect ECM installed for CMP (timing) wheel

FAULT DESCRIPTION
613* VPM Installed ECM not compatible with VPM Software
614* VPM Installed VPM not compatible with ECM software
615 ECM Programmable Parameter KAM Corrupt fault
621* VPM Engine using MFG. Default rating program engine
622* VPM Engine using Field Default rating
623* VPM Invalid Engine Rating Code; Check VPM programming
625 ECM Module Software Background Process was inactive
631 ECM ROM (Read Only Memory) Self Test fault
632 ECM RAM Memory-CPU Self Test Fault
633 DCL/ATA VPM is communicating incorrectly with ECM
634 VPM Internal Fuelmeter memory location in error
635 VPM Internal Hourmeter memory location in error
641 VPM Internal Odometer memory location in error
642 VPM Internal Fuelmeter Fault
643 VPM Internal Hourmeter Fault
644 VPM Internal Odometer Fault
645 VPM Internal EEPROM memory location error
651 VPM Feature memory data content corrupted
652 VPM Engine/Fuel memory data content corrupted
653 VPM Engine/Rating memory data content corrupted
654 VPM Watchdog Timeout

Diagnostic Procedures NOTE: The symbols < & > are used on each diag-
nostic circuit page. They are defined as follows:
Inspection (<) Indicates a value less than
The basic diagnostic procedure recommended for (>) Indicates a value greater than
most sensor and actuator circuits is to disconnect the Example: < 5 ohms = less than 5 ohms
harness at the connector and inspect for corrosion,
bent pins, spread pins or any condition that could Example: > 5 ohms = more than 5 ohms
cause a loose or intermittent connection. • Power ground on an actuator circuit should
measure less than 5 ohms. The control
side of an actuator circuit will normally
measure greater than 1000 ohms.
Connector Checks To Ground (-)

The second step is to measure the resistance of all
wiring harness connectors to ground (preferably the
negative battery cable) to determine if a short to
ground condition is present. It is important that dur- Connector Voltage Checks
ing this test all accessories be turned off, current Turn the ignition key to the “ON” position and mea-
flow in the system will affect resistance readings. sure if the expected voltages are present at the con-
If the reading is fluctuating greatly, disconnect nector. On circuits with expected voltages, this test
the battery and measure to the negative battery will verify the integrity of that circuit. On circuits with-
cable. out an expected voltage, this test will determine if that
• Signal ground (marked “A” on all engine circuit is shorted or mis-wired to a voltage source.
sensor harness connectors should mea- • Signal ground (marked “A” on all engine
sure less than 5 ohms. (Signal ground on sensor harness connectors should mea-
sensor connectors vary). sure less than .25 volts.)
• The V Ref and signal lines, with the proces- • V Ref should measure 5.00 volts ± .50
sor connected, will normally measure volts. If this is higher or lower than ex-
greater than 1000 ohms. pected, disconnect sensors one at a time to
determine if a sensor is biasing the circuit
and refer to V Ref procedures.

Harness Resistance Checks
Harness resistance tests are performed when a cir-
cuit is suspected of having high resistance or being
open. These tests are performed with the breakout
box connected and by measuring resistance from the
sensor connector end to the processor connector. If
an open circuit or high resistance is encountered, the
problem is most easily isolated by separating the cir-
cuit at the interim connectors (normally the Deutsch
connector on the valve cover or the cowl) and mea-
suring resistance through both halves of the circuit.
Operational Signal Checks

These checks are made with the breakout box
installed and are normally measuring a signal voltage
or frequency. They are useful for determining an in
range type fault or an intermittent connection.
00000
In the case of an intermittent fault, monitoring a sus-
• Sensor signal lines will measure 0 to .25 pected circuit and recreating the environmental or
physical conditions that caused the complaint will
volts if the circuit is designed to “pull down” help verify if a problem is in a particular circuit.
when disconnected, or a higher voltage
It is critical when measuring the signal level of a cir-
(normally 4.6 to 5, or 12 volts) if it is de- cuit to understand it’s function and whether it is a
signed as a “pull up circuit”. A “pull up” sig- analog voltage, digital frequency, sine wave or digital
nal circuit that measures the expected val- communication signal. A standard Digital Volt Ohm
ue normally indicates a good circuit. Meter (DVOM) has certain limitations in measuring
any circuit that has a frequency.
• Actuator circuits may be either on/off type
circuits (normally 12 volts) or pulse width
modulated circuits (12 volts controlled by a
% duty cycle).
• Communication circuits between the Elec-
tronic Control Module (ECM) and the Injec-
tor Driver Module (IDM) are designed to
either “pull up” or “pull down”. That means
that one end of the communication circuit is
normally at a high or 12 volt level and the
signal is created by the low side toggling or
switching the high side to ground. Commu-
nication lines are best diagnosed with the
breakout box installed and measuring the
expected voltage with the key in the “ON”
position and the engine off.

Circuit Function and Diagnostics
APS/IVS - Accelerator Position Sensor
ECM IDM
ELECTRONIC INJECTOR FUEL QUANTITY
CONTROL DRIVER AND
MODULE MODULE TIMING CONTROL
IPR
INJECTION CONTROL
PRESSURE REGULATOR
WARN
APS/IVS 5 Volts
ENGINE
(100 %)
WARN
Lamp
(0 %)
0 Volts
SIGNAL FUNCTIONS FAULT DETECTION/MANAGEMENT

The Accelerator Position Sensor (APS) is a poten- Any detected malfunction of the APS or IVS sensor
tiometer type sensor which, when supplied with a 5 circuit will illuminate the WARN ENGINE lamp.
volt reference signal from the Electronic Control
An APS signal that is detected out of range high or
Module (ECM), provides a linear analog voltage sig-
low by the ECM will cause the engine to ignore the
nal that indicates the driver’s demand for power.
APS signal and will only allow the engine to operate
The Idle Validation Switch (IVS) is a 0/12 volt switch at low idle.
that provides the ECM with a redundant signal to
If a disagreement in the state of IVS and APS is de-
verify when the lever is in the idle position.
tected by the ECM and the ECM determines that it is
Fuel Quantity and Timing Control - The APS signal an IVS fault, the ECM will only allow a maximum of
is used in calculating desired fuel quantity and injec- 50% APS to be commanded.
tor timing.
If a disagreement in the state of IVS and APS is de-
Injection Control Pressure - Accelerator position is tected by the ECM and the ECM can not discern if it
one of the controlling variables in the calculation of is an APS or IVS fault, or if it is an APS fault, the en-
desired injection control pressure. gine will be allowed to operate at low idle only.
90-861784 998 ELECTRONIC CONTROL SYSTEM DIAGNOSTICS - 5C-1

APS/IVS - Accellerator Position Sensor (Cont.)
Fault Codes:
Accelerator Position Sensor
APS/IVS 131 APS signal out of range low
& Idle
132 APS signal out of range high
Validation Switch
133 APS signal in-range fault
(APS/IVS) 134 APS and IVS disagree
ECM 135 Idle validation switch circuit fault
Connector
APS Signal 40F
Pin # 47 A (a)
Signal Ground 41L 31B
Pin # 46 B (b)
V Ref 41K 31C
Pin # 26 C (c)
IVS Signal 40E D (d)
Pin # 8
31E
E (e)
EG-1115 V IGN. F (f)
After removing connectors always check for damaged pins, corrosion, loose terminals etc.
Connector Checks to Ground
(Check with Sensor Connector Disconnected and Ignition key off, all accessories off)
Test Points Spec. Comments
A to Grd. > 1000 ohms Resistance less than 1000 ohms indicates a short to ground.
B to Grd. < 5 ohms Resistance to ground, check with key off, > than 5 ohms harness is open.
C to Grd. > 1000 ohms Resistance less than 1000 ohms indicates a short to ground.
D to Grd. > 1000 ohms Resistance less than 1000 ohms indicates a short to ground.
Connector Signal Checks (Check with Sensor Connector Disconnected and Ignition Key On)
A to Grd. 0 - .25 volts If greater than .25 volts signal ground wire is shorted to V Ref or battery.
B to Grd. 0 - .25 volts
Signal ground no voltage expected.
C to Grd. 5 ± .5 volts
VRef check key on, if VRef not present check open/short to grd #26 to C, see VRef circuit.
D to Grd. 0 - .25 volts
If greater than .25 volts signal ground wire is shorted to V Ref or battery.
F to Grd. 12 ± 1.5 volts
< 10.5 v check for poor connection, 0 v check for open/short to grd circuit or blown fuse.
Harness Resistance Checks (Check with breakout box installed on engine harness only)
#47 to A < 5 ohms Resistance from 60 pin connector to harness connector - APS Signal
#46 to B < 5 ohms Resistance from 60 pin connector to harness connector - Signal Ground
#26 to C < 5 ohms Resistance from 60 pin connector to harness connector - V Ref
#8 to D < 5 ohms Resistance from 60 pin connector to harness connector - IVS Signal
V IGN. to F < 5 ohms Resistance from V IGN. power to harness connector
APS Test Points IVS Test Points Operational Voltage Checks
(+) #47 to (-) #46 (+) #8 to (-) #46 (Check with breakout box and the EST tool installed key “ON”)
Position Voltage % APS Voltage % APS Comments
Low Idle .25 to .8 V 0% 0 volts 0% IVS voltage should toggle just off low idle position.
If APS measures only 50% and volt signal in spec.,
High Idle 3 to 4.5 V 98-100% 12 ± 1.5 v 98-100%
IVS fault detected.
Fault Code Descriptions
131 APS signal was less than 0.146 volts for more than 0.5 seconds *
132 APS signal was greater than 4.56 volts for more than 0.5 second *
133 APS signal in-range fault *
134 APS and IVS agree *
135 Idle validation switch circuit fault - 50% APS only.
* - IF FAULT CODE IS SET, ENGINE OPERATION WILL DEFAULT TO RUN AT LOW IDLE SPEED ONLY.
5C-2 - ELECTRONIC CONTROL SYSTEM DIAGNOSTICS 90-861784 998

APS/IVS - Accelerator Position at terminal 47 indicates throttle is being applied, then
the ECM expects to see 12 volts at IVS terminal 8. If
Sensor (Cont.)
the APS signal at terminal 47 indicates throttle is not
APS/IVS EXTENDED SYSTEM DESCRIPTION applied, then the ECM expects to see 0 volts at the
IVS terminal 8. The timing process is critical between
The D7.3L engine uses an electronic accelerator as-
the APS and the IVS sensors. For this reason, it is
sembly that includes an Accelerator Position Sensor
very difficult to determine if the APS/IVS assembly is
(APS) and Idle Validation Switch (IVS). These two
working properly using a volt-ohmmeter.
functions are integrated into one component
mounted on the engine.
ECM DIAGNOSTICS
The engine Electronic Control Module (ECM) deter-
When the key is ON, the ECM continuously monitors
mines the position of the accelerator by processing
the APS/IVS circuits for expected voltages. It also
the input signals from the Accelerator Position Sen-
compares the APS and IVS signals for conflict. If the
sor (APS) and Idle Validation Switch (IVS).
signals are not what the ECM expects to see, Fault
codes will be set.
ACCELERATOR POSITION SENSOR (APS)
Flash Code 131
Refer to circuit diagram for the following discussion.
ATA Code PID 91 FMI 4 -
The ECM sends a regulated 5 volt signal through
ECM connector terminal 26 to APS connector termi- ECM: APS Out of Range Low
nal C. The APS then returns a variable voltage signal The ORL (out of range low) code 131 is set if the ECM
(depending on throttle position) from APS connector detects a voltage lower than 0.146 volts at terminal
terminal A to the ECM at terminal 47. The APS is 47. Possible causes include: a short to ground or an
grounded from connector terminal B to the ECM sig- open in circuit 40F. This code is displayed by either
nal ground terminal 46. the Pro-link EST or using the Engine Warn Light to
flash codes.
APS AUTO-CALIBRATION
When code 131 is active, the ECM restricts engine
The ECM learns the lowest and highest positions by speed to idle and turns the Engine Warning Light ON.
reading and storing the minimum and maximum volt- If the condition causing code 131 is intermittent and
age levels from the APS. In this manner the ECM the condition is no longer present, the code will be-
“auto-calibrates” the system to allow maximum sen- come inactive and normal engine operation will re-
sitivity. The ECM auto-calibrates as the key is ON, sume. If code 131 is active, perform Testing APS Cir-
but when the key is turned OFF, these values are lost. cuits.
When the key is turned on again, this process starts
over. When the throttle cable is disconnected (or new Flash Code 132
one installed), it does not need to be calibrated, as ATA Code PID 91 FMI 3 -
the calibration happens when the key is turned on.
ECM: APS Out Of Range High
IDLE VALIDATION SWITCH (IVS) The ORH (out of range high) code 132 is set if the
ECM detects a voltage greater than 4.56 volts at ter-
The ECM expects to receive one of two signals
minal 47. Possible cause: short to VREF or 12 volts
through ECM connector terminal 8 from APS/IVS
in circuit 40F. This code is displayed by either the Pro-
connector terminal D:
link EST or using the Engine Warn Light to flash
• 0 volts when the throttle is at the idle posi- codes.
tion.
• 12 volts when the throttle is advanced.
The Idle Validation Switch receives 12 volt ignition

voltage from 10A fuse. When the throttle lever is NOT
in the idle position (throttle applied), the IVS sends a
12 volt signal to the ECM.
The ECM compares the inputs it receives at termi-
nals 47 and 8 from the APS/IVS to verify when the
throttle lever is in the idle position. If the APS signal

APS/IVS - Accelerator Position Flash Code 135
Sensor (Cont.) ATA Code SID 230 FMI 11-
Flash Code 132 ECM: IVS Circuit Fault
ATA Code PID 91 FMI 3 - If the APS is changing and IVS is constant, the ECM
assumes IVS is the conflict source and sets flash
ECM: APS Out Of Range High (Continued) code 135. In this case the ECM limits the APS signal
When code 132 is active, the ECM restricts engine to a lower value, which provides less than full rpm,
speed to idle and turns the Engine Warn Light ON. If but does not limit engine rpm to idle. The Engine
the condition causing code 132 is intermittent and the Warn Light is not turned ON.
condition is no longer present, the code will become Note that codes 133, 134 and 135 are caused by an
inactive and normal engine operation will resume. If intermittent condition, the codes remain ACTIVE until
code 132 is active, perform Testing APS Circuits. the vehicle has been shutdown and restarted. They
Flash Codes 133, 134 And 135 do not recover without cycling the key switch.
APS IN-RANGE Faults
TROUBLESHOOTING
The ECM checks the voltage output of the APS by
comparing the APS signal with the IVS signal. APS The APS and IVS circuits operate with low current
and IVS signals can disagree in two cases: levels. When troubleshooting, pay special attention
to the connectors.
• The APS signal indicates the pedal is
pressed down to accelerate, but the IVS BEFORE PERFORMING ANY TEST
signal indicates idle position. Inspect connectors for pushed back, damaged, cor-
• The APS signal indicates the pedal has roded or dirty terminals, as well as making sure that
the terminals and wires are properly crimped. Make
been released to allow the engine to return sure the connectors are properly joined together.
to idle, but the IVS signal indicates off-idle Also check for any damage to the wiring and make
position of the pedal. sure system grounds are clean and tight.
If the ECM detects either of the above conditions, the TESTING APS/IVS CIRCUITS
ECM attempts to isolate the source of conflict. If • If flash codes 131 or 132 are present, per-
code(s) 133, 134 and/or 135 are active, perform Test-
ing IVS Circuits and Testing APS Circuits.
form Testing APS Circuits. If flash codes
133, 134 or 135 are present, perform Test-
Flash Code 133
ing IVS Switch & Circuits.
ATA Code PID 91 FMI 2 -
ECM: APS In Range Fault These tests systematically check the APS and IVS
circuits for:
If the IVS signal is changing and the APS signal is
constant, the ECM assumes APS is the conflict A. Short circuits to ground.
source and sets code 133. Engine rpm is restricted B. Short circuits to unwanted voltage sources.
to idle and the Engine Warn Light is turned ON.
C. Open circuits or excessive circuit resistance.
Flash Code 134
D. Proper feeds and grounds.
ATA Code PID 91 FMI 7—
NOTE: The tests performed on the accelerator as-
ECM: APS/IVS Disagree sembly check for shorts, opens and correct resis-
If neither the APS or IVS is changing, or both are tance values, but do not check for proper timing be-
changing or the ECM cannot determine the faulty tween the two functions. If all of the circuits between
code in specified time, then code 134 is set, engine the ECM and the accelerator assembly check good,
rpm is restricted to idle and the Engine Warn Light is then the APS/IVS accelerator switch should be re-
turned ON. placed.

APS/IVS - Accelerator Position Sensor (Cont.)
TESTING (IVS) IDLE VALIDATION SWITCH AND CIRCUITS
Begin
Check fuse for open condition.
Locate cause of overload condition, No

then correct. Replace fuse. Fuse
OK?
KEY OFF - Install breakout box at ECM connector. Turn key ON and with APS/IVS at idle,
measure voltage at breakout box between terminals 8 and 60.
With key OFF, disconnect APS/IVS

connector from harness. Turn key ON
No
and at breakout box, measure voltage Less than
between terminals 8 and 60. 1 volt?
Yes
Locate short to
unwanted
voltage source No With key ON, advance throttle while measuring voltage
Less than
in circuit 40E, 1 volt? between breakout box terminals 8 and 60.
then correct.
Yes
Replace the
APS/IVS Yes Perform TESTING APS
assembly. Approximately SENSOR CIRCUITS.
12 volts?
31E
No
F E D C B A
KEY OFF- Disconnect APS/IVS connector from harness. KEY ON -
Measure voltage to. ground at, terminal F.
KEY ON - Jumper breakout box terminal 8

Locate cause of NO or to ground (terminal 60). At connector,
No Yes
Ignition measure voltage between terminal F and
LOW voltage in feed circuit
voltage? terminal D.
31E, then correct.
Locate open in circuit 40E between No Yes

Approximately Replace APS/IVS
IVS connector and ECM connector assembly.
(379), then correct. 12 volts?

Note: Perform this test if codes 131 or 132

Begin are present. If codes 133, 134 or 135 are
present, perform test of IVS circuits before
performing this test.
KEY OFF - Install breakout box to ECM harness connector, but do not
connect to ECM. Disconnect APS/IVS from harness.
KEY ON - At breakout box, measure voltage between terminal 60 (GRD) and ter-
minals 8, 26, 46 and 47.
Voltage
Locate short to unwanted voltage No less than
source in circuit(s) where more 1 volt at
than 1 volt is present, then repair. each
terminal?
Yes
KEY OFF - At breakout box, measure resistance between terminal 60 (GRD)

and terminals 8, 26, 46, and 47.
Locate short to ground in circuit

where terminal resistance is less No Resistance is
than 100K ohms, then repair. 100K ohms or
more?
Yes
KEY OFF - At breakout box, measure resistance between terminals 8,

26, 46, 47.
Locate short between any

circuits where resistance is less No Resistance is
than 100K ohms, then repair. 100K ohms or F E D C B A
more?
Yes 31B(5V)
40F
See next
page

KEY OFF - Install jumper between breakout box terminals 46 and 47. At
connector, measure resistance between terminals A and B.
Locate open in circuit(s)

No Resistance
31B,41L, or 40F between
connectors and, then repair. less than 2
ohms? F E D C B A
Yes
31B 40F
KEY OFF - At breakout box, install jumper between terminals 26 and 46. At
connector, measure resistance between terminals B and C.
Locate open in circuit(s) F E D C B A

31C(5V) or 41K(5V), then repair. No Resistance
less than 2
ohms?
31C(5V) 31B
Yes
KEY ON - At breakout box, install jumper between terminals 46 and 8.
At connector measure resistance between terminals B and D.
Locate open in circuit(s) No

31C(5V) or 41K(5V), then repair. Less than 2
ohms?
Yes
Replace the
APS/IVS assembly.


BARO - Barometric Pressure Sensor
ECM IDM
ELECTRONIC INJECTOR
CONTROL DRIVER
MODULE FUEL QUANTITY
MODULE AND
TIMING CONTROL
BARO Signal (analog voltage)

5 Volts
(High Pressure)
(Low Altitude)
BARO
0 Volts
(Low Pressure)
(High Altitude)
SIGNAL FUNCTIONS
The BARO (Barometric Pressure) sensor is a vari- FAULT DETECTION/MANAGEMENT
able capacitance sensor that when supplied with a 5
A BARO signal that is detected out of range high or
volt reference signal from the ECM produces a linear
low by the ECM will cause the ECM to ignore the
analog voltage signal that indicates pressure.
BARO signal and use the Manifold Absolute Pres-
Timing Control - The BARO signal is used to deter- sure (MAP) signal generated at low idle as an indica-
mine altitude to adjust timing and fuel quantity to opti- tion of barometric pressure. If a MAP fault is de-
mize engine operation and control smoke throughout tected, the BARO will default to 29.6 in. Hg. of
all altitude conditions. barometric pressure.

BARO - Barometric Pressure Sensor (Cont.)
Fault Codes:
Barometric
151 Out of Range High
Pressure Sensor
152 Out of Range Low
(BARO)
ECM CONNECTOR BARO SENSOR CONNECTOR
41L 41KA
SIG GND PIN 46 1 1
41K(5V) 41LA(5V)
VREF PIN 26 2
40Z 2
BARO PIN 5 3
3
(Check with Sensor Connector (406) Disconnected and Ignition key off, all accessories off)
1 to Grd. < 5 ohms Resistance to grd, check with key off, > than 5 ohms the harness is open.
2 to Grd. > 1000 ohms Resistance less than 1000 ohms indicates a short to ground.
Connector Voltage Checks

(Check with sensor Connector (406) Disconnected, Ignition Key On, all accessories off)
2 to Grd. 5 Volts + .5 VRef, check with key ON, if voltage not is spec., see VRef circuit
3 to Grd. 0 - .25 v If voltage is greater than .25 v, signal wire is shorted to Vref or battery.

(Check with breakout box installed on engine harness only)
#46 to 1 < 5 ohms Resistance from sensor connector to 60 pin connector - Signal ground
#26 to 2 < 5 ohms Resistance from sensor connector to 60 pin connector - VRef
#5 to 3 < 5 ohms Resistance from sensor connector to 60 pin connector - BARO signal
Test Points Operational Voltage Checks

(+) #5 to (-) #46 (Check with breakout box installed in line with the ECM)
Voltage In. Hg. kPA Comments
4.89 31.0905 105 High atmospheric pressure
4.6 29.61 100 Normal atmospheric pressure at sea level.
2.6 17.766 60 Normal atmospheric pressure at 10,000 feet.

151 = Signal voltage was greater than 4.95 volts for more than 1.0 seconds.
152 = Signal voltage was less than 1.0 volts for more than 1.0 seconds.

BARO - Barometric Pressure Sensor TROUBLESHOOTING
(Cont.) The BARO circuits operate with low current levels.
When troubleshooting, pay special attention to the
EXTENDED DESCRIPTION BAROMETRIC connectors.
PRESSURE SENSOR
Refer to circuit diagram on previous page for the fol- BEFORE PERFORMING ANY TEST
lowing discussion. Inspect connectors for pushed back, damaged, cor-
roded or dirty terminals, as well as making sure that
BAROMETRIC PRESSURE SENSOR (BARO) the terminals and wires are properly crimped. Make
OPERATION sure the connectors are properly joined together.
The ECM sends a regulated 5 volt signal from ECM Also check for any damage to the wiring and make
connector terminal 26 to BARO connector terminal sure system grounds are clean and tight.
2. The BARO sensor returns a variable voltage sig-
nal (represents atmospheric pressure) from BARO TESTING APS/IVS CIRCUITS
connector terminal 3 to the ECM at terminal 5. The NOTE: If fault codes indicate a problem is also pres-
BARO sensor is grounded from connector terminal 1 ent with the APS/IVS system, troubleshoot that sys-
to the ECM signal ground terminal 46. tem before performing the following test.
ECM DIAGNOSTICS • If BARO flash code 151 or 152 is active,
perform Testing Barometric Pressure Sen-
The ECM continuously monitors the signal from the
BARO sensor to ECM terminal 5. If the signal is out sor Circuits.
of the expected range, a fault is logged (warning light
does NOT turn on) and the ECM uses the Manifold This test systematically checks the BARO circuits for:
Absolute Pressure (MAP) signal generated at low A. Short circuits to ground.
idle to determine barometric pressure.
B. Short circuits to unwanted voltage sources.
FLASH CODE 151
C. Open circuits or excessive circuit resistance.
ATA CODE PID 108 FMI 3
D. Proper feeds and grounds.
ECM: BARO SIGNAL OUT OF RANGE HIGH
BARO signal greater than 4.95 volts for more than 1
second.
FLASH CODE 152
ECM: BARO SIGNAL OUT OF RANGE LOW
BARO signal less than 1.0 volt for more than 1
second.

TESTING BAROMETRIC PRESSURE SENSOR CIRCUIT
Begin
BARO SENSOR CONNECTOR
KEY OFF- Disconnect the BARO sensor from connector. 2 1

Turn key ON and measure voltage to ground at connector
terminal 2.
41LA (5V) 41KA
40Z
Locate cause of NO or LOW No

voltage in circuit 41LA(5V), then 4.5 -5.5
repair. volts? 3
Yes
KEY ON- At connector (406) measure voltage between

terminals 1 and 2.
Locate open in circuit 41KA, then No 4.5 -5.5

repair. volts?
Yes
KEY OFF- With connector disconnected, remove connector from ECM and connect breakout box to
harness side of. At breakout box measure resistance between terminal 5 and all other terminals in
breakout box.
Locate short circuit between circuit

40Z and any circuit where resistance No 100K ohms or
between terminals is less than 100K
ohms, then repair. more?
Continued On Next Page

TESTING BAROMETRIC PRESSURE SENSOR CIRCUIT
Yes
BARO SENSOR CONNECTOR
KEY OFF- Use test lead to jumper breakout box terminal 5
to terminal 46. At BARO connector measure resistance
between terminals 1 and 3. 2 1
41LA (5V) 41KA
Locate open in circuit 40Z No

40Z
5 ohms or
between connectors and, then
less?
repair.
3
Yes
The Barometric Pressure sensor circuits check

good. Replace the sensor.


Camshaft Position (CMP) Sensor
ECM IDM
CONTROL DRIVER AND
IPR
INJECTION CONTROL
PRESSURE REGULATOR
TIMING SENSOR DISK

WIDE (LOCATED ON THE FACE
WINDOW # 1 OF CAMSHAFT GEAR)
CMP Signal
(digital frequency)
#1 #4 12 Volt
#4 .5-3 Volts
NARROW WINDOW
SIGNAL FUNCTIONS Exhaust Back Pressure - Exhaust back pressure
control is a function of engine speed and load.
The CMP (Camshaft Position) sensor is a Hall Effect
type sensor that generates a digital frequency as win- Fuel Quantity Control/Torque Limiting - Engine
dows on the timing disk pass through its magnetic torque and fuel is controlled and is dependent on en-
field. The frequency of the windows passing by the gine speed. Fuel quantity is determined by engine
sensor as well as the width of selected windows al- speed.
lows the ECM to detect engine speed and position.
Engine Speed - Is determined by counting 24 win- FAULT DETECTION/MANAGEMENT
dows on the timing sensor disk each camshaft revo- An inactive CMP signal during cranking is detectable
lution. by the ECM. An inactive CMP signal will cause a no
Fuel Timing Control - The position of cylinder #1 start condition. Electrical noise can also be detected
and #4 is determined by distinguishing a narrow or by the ECM, if the level is sufficient to effect engine
wide window on the camshaft timing sensor disk. operation a corresponding fault code will be set. The
engine will not operate without a functioning
Engine Mode Selection - Allows the ECM to discern CMP signal.
when the engine is in the off, crank or run mode.
Injection Control Pressure - Engine speed is one
of the controlling variables in the calculation of de-
sired injection control pressure.

Camshaft Position (CMP) Sensor (Cont.)
Camshaft Position Fault Codes:
Sensor 143 CMP/SYNC Counts incorrect
(CMP) 144 Noise Rejection
145 Inactive CMP sensor
612 Incorrect ECM/Timing Wheel
ECM Connector
Sensor
Connector (On Valve Cover) Harness Sensor Connector
CMP Ground 40T
Connector
Pin # 31 26 97GR (a)
V Ref 41K A
97AA
Pin # 26 24 B (b)
CMP Signal 40S 97BE
Pin # 56 27 C
(c)
After removing connector always check for damaged pins, corrosion, loose terminals etc.
A to Grd. < 5 ohms Resistance to ground check with key off, if > than 5 ohms harness is open.
B to Grd. > 1000 ohms Resistance less than 1000 ohms indicates a short to ground.

(Check with Sensor Connector Disconnected and Ignition Key On)
B to Grd. 5 ± .5 volts VRef check key on, VRef not present check open/short to grd #26 to B, see VRef circuit.
C to Grd. 12 ± 1.5 volts If < than 10.5 vcheck for poor connection; if 0 vcheck for open/short to grd circuit.

(Check with breakout box installed on engine harness only with ignition key Off)
Resistance from harness connector to 60 pin connector - Signal grd (CMP has
#31 to A < 5 ohms
dedicated grd circuit)
#26 to B < 5 ohms Resistance from harness connector to 60 pin connector - V Ref.
#56 to C < 5 ohms Resistance from harness connector to 60 pin connector - CMP signal

(+) #56 to (-) #31 (Check with breakout box installed in line with the ECM and ignition key ON)
Voltage Position Comments
12 ± 1.5v Vane With the breakout box installed, the CMP sensor & ECM connected, bar engine by hand.
.5v to 3v Window The CMP signal voltage should change voltage state as timing wheel on cam is rotated.

143 = Incorrect number of sync to transition counts detected, possible intermittent CMP
sensor/circuit fault
144 = Electrical noise detected, check wire routing and grounds
145 = Inactive CMP signal detected during engine cranking when ICP pressure was
sufficient for starting
612 = ECM/target disk mismatch detected (wrong ECM installed)

CAMSHAFT POSITION SENSOR (CMP) CMP codes that are set will become inactive codes
EXTENDED SYSTEM DESCRIPTION if the key is turned off. These codes can be retrieved
using the Self Test Input (STI) switch (at instrument
FUNCTION panel) or the Electronic Service Tool.
The Navistar engine control system includes a Cam- FLASH CODE 143
shaft Position Sensor (CMP). This sensor provides ATA CODE SID 21 FMI 2
the Electronic Control Module (ECM) with a signal
that indicates camshaft position and engine speed. WRONG # OF CMP SIGNAL TRANSITIONS PER
CAM REVOLUTION
The CMP sensor signal is used by the ECM to syn-
chronize piston position to injector firing sequence. Code 143 indicates the ECM has received CMP sig-
The injector firing order sequence begins when the nals with the wrong number of transitions. This indi-
ECM detects the narrow vane on the timing disk indicates that the ECM has counted the voltage transi-
cating #1 cylinder. Engine position for each cylinder tions and found less than the specified number of
is then continuously calculated as each vane on the pulses from the sensor. When this problem is contin-
timing disk passes by the CMP sensor. This informa- uous, the engine will stop running and the ECM will
tion is processed by the ECM and used for injection log an active code. If the key is shut off, the code will
timing and fuel delivery control. The ECM can then become an inactive code. This code will not turn the
initiate the beginning of firing. warning light on.
Possible causes for code 143: Intermittent CMP sig-
OPERATION nal caused by an intermittent circuit, defective Cam-
The Camshaft Position Sensor is a Hall Effect type shaft Position Sensor, or incorrect CMP sensor to
sensor that generates a digital frequency as windows timing disk clearance.
on the timing disk pass through the magnetic field. FLASH CODE 144
The frequency of the windows passing by the sensor
as well as the width of selected windows allows the ATA CODE SID 21 FMI 2
ECM to detect engine speed and position. When the CMP SIGNAL NOISE DETECTED
narrow vane passes the CMP sensor the signal on
time is less than when the other vanes pass the sen- Code 144 indicates that the ECM has detected volt-
age spikes or transitions other than the CMP signal.
sor. This produces a signal that the ECM uses to indi-
cate engine position. If this problem is continuous the engine could stop
running and the ECM will log an active code. If the
Engine speed is detected by the ECM by counting the key is shut off, the code will become an inactive code.
frequency of the 24 signal pulses for each camshaft This code will not cause the warning light to illumi-
revolution. nate.
Code 144 may be due to: Poor ground connections
ECM DIAGNOSTICS
for CMP or other electronic components. Wire har-
Once the ECM has recognized the narrow vane ness shielding missing or incorrectly installed on the
(wide window) it will synchronize the engine firing or- engine harness. Outside components that could in-
der to the timing of the CMP signal. Every 2 crank- duce voltage signals.
shaft revolutions it will verify that synchronization. If
the ECM receives too many or too few pulses for the
number of engine revolutions, it will set a fault code.
The engine will not operate without a functioning

CMP signal. However, the ECM will attempt to deter-
mine the cause of an invalid signal and identify it with
a fault code.

CAMSHAFT POSITION SENSOR (CMP)
EXTENDED SYSTEM DESCRIPTION (CONT)
FLASH CODE 145
ATA CODE SID 21 FMI 12
CMP SIGNAL INACTIVE WHILE ICP HAS IN-
CREASED
Flash code 145 indicates that the ECM does not de-
tect a CMP signal. This code would be set if the en-
gine was rotating and the ECM detected a rise in ICP
pressure, but did not detect a CMP signal. To set this
code the engine must be rotated long enough for the
ICP to increase. When this code is set the engine will
not operate. This code will not cause the warning
light to illuminate.
Possible causes for flash code 145: Defective CMP
sensor, faulty sensor circuitry, or improper air gap be-
tween sensor and camshaft timing disk.
FLASH CODE 612
INCORRECT ECM INSTALLED FOR CMP TIMING
DISK
Flash code 612 indicates that the ECM has moni-
tored the CMP signal and the signal is incorrect for
the programming in the ECM. This means that the
ECM does not recognize the signal generated from
the timing disk and CMP sensor.
When this condition exists, the ECM does not send
a Fuel Demand Command Signal (FCDS) to the In-
jector Drive Module (IDM). The engine cannot oper-
ate without a FDCS signal from the ECM.
Possible causes: ECM has been accidently replaced
with an incorrect ECM for the particular engine ap-
plication. Incorrect signal due to a defective CMP
sensor or incorrect air gap between the CMP sensor
and the timing disk.

Camshaft Position (Cmp) Sensor (Cont.)
CAMSHAFT POSITION SENSOR (CMP) CIRCUIT DIAGNOSTICS
Begin
KEY OFF, ALL ACCESSORIES OFF- Remove connector from Camshaft Position Sensor.
Measure resistance to ground at terminal A.
CAMSHAFT POSITION
SENSOR CONN.
97GR
Locate open in ground circuit No 5 ohms or
and repair. less? A
B
C
97AA
Yes
97BE
KEY OFF- Measure resistance to ground at terminals B and C.
Locate short to ground in circuit with No

1000 ohms or
less than 1000 ohms and repair. more?
Yes
KEY ON- Measure voltage to ground at terminal B.
No 5 + 0.5
Refer to vref Diagnostics.
volts?
Yes
KEY ON- Measure voltage to ground at terminal C and A.
Install breakout box at ECM

connector with CMP sensor No Battery Yes
Voltage? Replace Camshaft Position Sensor
disconnected. KEY ON- Measure
voltage at terminal 56 to grd #31.
No 12 + 1.5 Yes Locate open or short in signal

Replace ECM
volts? circuit between ECM and CMP
sensor.


DCL/ATA Communication Link (DCL/ATA)
ELECTRONIC SERVICE TOOL
ECM VPM
ELECTRONIC VESSEL
CONTROL PERSONALITY
MODULE MODULE
DCL ↑
Data Communication Link + / -
ATA
WARN Diagnostic/Program
ENGINE Link +/-
WARN ENTER ←
ENGINE
LAMP
FUNC
SIGNAL FUNCTIONS Tachometer Signal - The ECM provides the VPM

with a 0 to 12 volt tachometer signal. The frequency
Data Communication Link - the Data Communica-
of the signal is one-fifth (1/5th) the RPM.
tion Link signal is a 0 to 5 volt variable width wave
form signal that enables communication between the
Vehicle Personality Module (VPM) and the ECM. It FAULT DETECTION/MANAGEMENT
is used for communication of diagnostic and calibra- The VPM and ECM can detect (on a continuous ba-
tion data. sis) an open, short or intermittent connection on the
ATA Diagnostic/Programming Link - The ATA sig- DCL and ATA lines.
nal is a 0 to 5 volt width wave form signal that enables
communication between the VPM and the Electronic
Service Tool (EST). It is used for communication of
calibration, programming and diagnostic informa-
tion.

DCL/ATA Communication Link (DCL/ATA) Cont.
VPM Communications Fault Codes:
223 VPM Not Communicating with ECM
DCL ± Data Communication Link 231 ATA Common Fault
ATA ± American Trucking Association 232 Unable to Forward ECM Message to ATA DCL
234 Unable to Forward ATA Message to ECM
235 VPM/ECM DCL Fault
633 ECM/VPM Common Fault
No Data Stream or Fault Codes displayed on EST
VPM Connector Electronic Service Tool does not power up.
ECM Connector
ATA ( - ) 10C EST
12 V
DCL - 10G Connector
Pin # 9 14 F B
DCL + 10H
Pin # 28 13
A
TACH 10I
4 E C
ATA ( + ) 10B
B+
Pin # 36 11 U D
Key ON Engine OFF - Voltage Checks at EST Connector
+Test Points Spec. Signal Comments
C to E B+ Power Should be power at C at all times.
Connector Checks to Ground at ECM

(Check with breakout box installed, ignition key should be in the OFF position)
Test Points Spec. Signal Comments
#9 to #46 > 1000 ohm DCL- < 1000 ohms indicates a short to grd. either thru the harness or internal
#28 to #46 > 1000 ohm DCL+ in the ECM or VPM. Disconnect VPM and measure to grd again. If short
still present, disconnect ECM and measure to grd. If short is still present,
repair harness.

(Check with breakout box installed, ignition key should be in the OFF position)
#9 to 14 < 5 ohm DCL- Resistance from 60 pin connector to harness connector - DCL Signal
#28 to 13 < 5 ohm DCL+ Resistance from 60 pin connector to harness connector - DCL Signal
12 to B < 5 ohm ATA- Resistance from VPM connector to EST connector - ATA Signal
11 to A < 5 ohm ATA+ Resistance from VPM connector to EST connector - ATA Signal
C to B+ < 5 ohm PWR Resistance from EST connector to Fuse - EST Power
E to Grd. < 5 ohm GRD Resistance from EST connector to grd (ECM pin #46 if breakout box installed)

223 VPM not communicating with ECM, DCL wiring faults, faulty VPM
231 ATA Common Fault - ATA wiring faults, faulty VPM
232 Unable to forward ECM message to ATA DCL - ATA wiring faults, faulty VPM
234 Unable to forward ATA message to ECM-key is off w/EST installed, DCL wiring faults, faulty ECM
235 VPM/ECM DCL Fault - DCL wiring faults, faulty ECM
633 ECM/VPM Common Fault - DCL wiring fault, SW mismatch, faulty VPM
No Data Stream or Fault Codes displayed on Electronic Service Tool
Electronic Service Tool does not power up.

EST
ATA (+ and Ć) DCL (+ and Ć)

VPM ECM
EXTENDED DESCRIPTION - ECM/VPM ATA COMMUNICATIONS

COMMUNICATION
Refer to the circuit diagram for the following discus-
The engine control system includes the Electronic sion.
Control Module (ECM), Vessel Personality Module
(VPM), and Injector Driver Module (IDM). ATA DATA LINK CONNECTOR
The engine control system “communicates” with the All communications between the EST (Pro-link
Electronic Service Tool through connector (384) as 9000TM using the Navistar cartridge) and the engine
shown. The EST communicates with the VPM using control system, is done through the EST connector.
the American Trucking Association (ATA) data link This communications link supports:
lines(1). • Displaying fault codes and operating condi-
The ECM communicates with the VPM through a pro- tions on the EST.
prietary data link channel (DCL). The Data Commu-
nications Link (DCL) channel connects the ECM and • Performing proprietary diagnostic tests pro-
the VPM. grammed into the cartridge.
Both the ATA and DCL circuits use twisted wire pairs.
• Clearing fault codes.
All repairs to these pairs must maintain one complete
twist per inch along the entire length of the circuits. • Programming performance parameter
These circuits are polarized (one positive and one
values.
negative) and reversing the polarity of these circuits
will disrupt communications.
The EST connector has six pins, labeled A through
(1) - The ATA data link is defined by SAE recommended practices F, that provide the following:
J1708 and J1587. This link and EST connector were adopted by
a. Fused BATTERY power is provided to Pin “C”
the Recommended Practices 1201 and 1202.
to provide battery power for electronic service
tools. Pin “E” provides a battery ground for
the EST.
b. Connector terminal A is connected to VPM
terminal 11. Terminal B is connected to VPM
terminal 12. These two terminals are pro-
vided for communication to the service tool.

EXTENDED DESCRIPTION (CONTINUED) - EST DISPLAYS
POSITIVE AND NEGATIVE ATA DATA LINKS
Should the EST display NO DATA, the ATA data link
Circuit 10B and 10C connect the EST connector and circuit from the EST connector to the VPM may be
the VPM. disrupted. Verify that the key is ON and then perform
Testing The ATA Data Link Circuits.
The RED positive bus (427) is connected by circuit
98A(+) to the VPM at connector (381), terminal 11.
The BLUE negative bus (428) is connected by circuit FAULT CODES
98C(-) to the VPM at connector (381), terminal 12. FLASH CODE 223
DCL COMMUNICATION LINKS
VPM NOT COMMUNICATING WITH ECM
The VPM is connected to the ECM through the DCL.
The DCL connection between the ECM and the VPM SYMPTOM: Flash code 223 causes the engine to
serves as a conduit for data sent on the ATA to be operate in Field Defaults, which turns the Engine
shared with the ECM. Communications between the Warning Light ON. When Field Defaults are being
ECM and the EST connector go through the VPM. used by the ECM, Flash Code 622 also is set. If the
condition causing code 223 is intermittent, and the
VPM - ECM COMMUNICATIONS condition is no longer present, the code will change
to an inactive code, and the engine will resume nor-
The positive (+) DCL link is circuit 10H, which con- mal operation.
nects ECM connector terminal 28, to the VPM
through connector terminal 13. The negative (-) DCL WIRING CAUSES: DCL circuits 10H and/or 10G be-
link is circuit 10G, which connects ECM connector tween the ECM and VPM: shorted Low or High or
terminal 9 to the VPM through connector terminal 14. Open.
These two circuits (10H and 10G) are a twisted wire If code 223 is active:
pair and pass through dash connector at terminals V
and U. 1. Perform TESTING DCL CIRCUITS.
Both the ATA and DCL circuits use twisted wire pairs. a. If defect is found in DCL circuit, correct de-
All repairs to these wire pairs must maintain one com- fect.
plete twist per inch along the entire length of the cir- b. If the DCL circuits (10G and 10H) check
cuits. Both circuits are polarized (one positive and good, replace the VPM.
one negative) and reversing the polarity of the circuit
will disrupt communications. FLASH CODE 231
ECM DIAGNOSTICS
VPM: ATA COMMON FAULT
Flash codes that can be caused by defects occurring
SYMPTOM: Code 231 does not turn Engine Warn-
in the ATA or DCL circuits are discussed in this sec-
ing light ON. This code can occur when the VPM can’t
tion. There are also Flash Codes related to or caused
access the ATA data link. If this occurs, there will not
by faulty communication (corrupt or invalid data
be any ATA data available at the electronic service
transmitted between the ECM and VPM), that are
tool (EST). The code can be “flashed” using the STI
discussed in this section.
switch located on the instrument panel.
EST CONNECTOR WIRING CAUSES: ATA positive or negative circuits
The engine control system does not detect faults in between EST and VPM: Shorted (high or low), open,
the power or ground circuits to EST connector. If the or busy (too many devices).
service tool does not power up when connected, try
the service tool on another vehicle if one is available
to determine if the service tool is working properly. If
the service tool is OK, then perform Testing EST Con-
nector Power and Ground Circuits.

FAULT CODES (CONTINUED) SYSTEM CAUSES: Code 232 can occur when the
ECM is sending more messages than the VPM can
FLASH CODE 231
transmit on the ATA bus. This can be caused by:
1. May be caused by code 231 occurring.
VPM: ATA COMMON FAULT (Continued)
2. If none of the system causes are present, replace
If code 231 is active: the VPM.
1. Perform Testing the ATA Data Link Circuits.
FLASH CODE 234
a. If defect is found in ATA circuits, correct
defect. ATA CODE SID 248 FMI 9
b. If defect is not found in ATA circuits, investi- VPM: UNABLE TO FORWARD ATA MESSAGE TO
gate SYSTEM CAUSES. ECM.
SYSTEM CAUSES: System causes can include: SYMPTOM: There are no ECM replies to requests
from the EST or VPM. There is NO Engine Warning
1. If no system causes are present, replace the
Light. Code 223 may also be present.
VPM.
NOTE: Code 234 can be set by connecting the EST
FLASH CODE 232 when the key is OFF. If the key was recently turned
off, the VPM may still be powered. The VPM can stay
ATA CODE SID 250 FMI 9 on for up to 30 minutes after turning the key off. If the
VPM: UNABLE TO FORWARD ECM MESSAGE prolink is connected (key off), the VPM will unsuc-
TO ATA DCL cessfully request data from the ECM, which is not
powered with the key off. If this occurs, turn the key
SYMPTOM: There are no ECM replies to requests on and clear the codes.
from the EST or VPM. Flash Code 232 does not turn
the Engine Warn Light ON. WIRING CAUSES: DCL positive or negative circuits
(10G and/or 10H): Shorted High or Low or open be-
WIRING CAUSES: The positive and/or negative ATA tween ECM and VPM.
data link circuits between the EST and VPM (or other
devices installed using the ATA link): Shorted High or If code 234 is active:
Low or Open. 1. Verify that ignition key is ON.
If code 232 is active: 2. Perform Testing DCL Data Link Circuits.
1. Perform Testing the ATA Data Link Circuits. a. If defect is found in DCL, correct defect.
a. If wiring defect is found, correct defect. b. If no defects are in DCL, replace the ECM.
b. If no wiring defects are found, investigate
System Causes.

FAULT CODES (CONTINUED)
FLASH CODE 235
VPM: VPM/ECM DCL FAULT
SYMPTOM: There are no ECM diagnostic replies to
requests from the EST or VPM. Engine Warning Light
OFF. If the condition causing code 235 to set is inter-
mittent and the condition is no longer present, the
code will go to inactive status.
WIRING CAUSES: DCL circuits 10G and/or 10H
are: shorted High or Low or Open between VPM and
ECM.
If code 235 is active, Perform Testing DCL Data Link
Circuits.
1. If wiring defect is found, correct defect.
2. If wiring defect is not found, replace the ECM.
FLASH CODE 633

ECM: ECM/VPM COMMON FAULT
SYMPTOM: The engine operates on Field Defaults
turning the Engine Warning Light ON and setting
code 622.
This code indicates that the ECM and VPM are com-
municating incorrectly. The message from the VPM
contains bad data, or the VPM takes too long to re-
spond to ECM requests for data. If this code is
caused by an intermittent condition, and the condi-
tion is no longer present, the code will become inac-
tive and normal engine operation will resume.
WIRING CAUSES: DCL circuits 10G or 10H be-
tween ECM and VPM are: shorted Low, High or
Open.
If code 633 is active:
1. Perform Testing DCL Data Link Circuits.
a. If defect is found in DCL, correct.
b. If there are no defects in the DCL, refer to
codes 613 and 614 and verify that the ECM
and VPM have the correct software versions.
If the software versions are correct, replace
the VPM.

TESTING EST CONNECTOR (384) POWER AND GROUND CIRCUITS
Begin
Check fuse (see chart) for open condition.
Locate cause of
overload condition, No Fuse
then correct. OK?
Replace fuse. DATA LINK
(At Instrument Panel)
Yes
Measure voltage to chassis ground

at connector terminal C. 10B (+)
10C (-)
15A
Locate cause of NO 16A

or LOW voltage in No Battery
circuit 15A from voltage?
fuse, then correct. (Connector Terminals
Are Labeled)
Yes
At connector, measure voltage

between terminals C and E.
Locate open in No Battery

ground circuit 16A, voltage?
then correct.
Yes
EST connector power and ground circuits check OK.
TROUBLESHOOTING
The DCL and ATA circuits operate with very low cur-
rent levels. When troubleshooting the DCL or ATA,
pay special attention to the connectors.
BEFORE PERFORMING ANY TEST

Inspect for pushed back, damaged, corroded or dirty
terminals as well as making sure that the terminal
and wire are properly crimped. Make sure the con-
nectors are properly joined together. Also check for
damage to wiring, and clean tight ground connec-
tions.

TESTING THE– ATA DATA LINK CIRCUITS
DATA LINK
(384)
Begin
10B(+)
With key OFF, remove
connector from VPM. At 10C(-)
EST connector, 15A
measure resistance to
ground at terminals B 16A
and A.
Locate short circuit to

ground in ATA positive or No Resistance is
negative circuit where 100K ohms or
resistance is less than more at A and
100K ohms, then correct. B?
Yes
With key OFF, at EST connector, measure resistance between terminals A and B.
Locate short circuit

No Resistance is
between the positive
and negative ATA data 100K ohms or
circuits, then correct. more?
Yes
With key ON, measure voltage to ground at EST connector terminals A and B.
See next
page

TESTING THE ATA DATA LINK CIRCUITS (CONTINUED)

to unwanted voltage
source in ATA No
positive or negative Voltage is
circuit where voltage 1.0 volts or
more? VPM
is greater than 1.0 CONNECTOR
volt, then correct.
Yes
KEY OFF - Remove ECM
Power Fuse. At VPM
connector measure resis-
tance between terminal
11, cir 10B (+) and termi-
nal 12, 10C (-) and all
other terminals in VPM
connector.
Locate short circuit be-

tween any circuits, No 100K ohms or
where resistance be- more between all
tween terminals is less terminals?
than 100K ohms, then
correct.
Yes
KEY OFF - Measure resistance between VPM connector terminal 11,

cir 10B (+) and EST connector terminal A.
DATA LINK
Locate open or cause of
high resistance in circuit No
10B (+) between VPM Resistance is
connectors and data link less than 2.0 10B(+)
connector, then correct. ohms? 10C(-)
15A
Yes 16A
KEY OFF - Measure resistance be-

tween VPM connector terminal 12,
cir 15A(-) and EST connector termi-
nal B.
See next
page

TESTING THE ATA DATA LINK CIRCUITS (CONTINUED)
Locate open or cause No

of high resistance in Resistance is
circuit 15A(-)/10C(-) less than 2.0
between VPM connec- ohms?
tor and data link con-
nector, then correct.
Yes
KEY OFF - If an additional

device is connected to the
ATA bus, measure resis-
tance between connector
terminal B and the ATA (-)
circuit in the device con-
nector. DATA LINK
(384)
10B(+)
Locate open in ATA (-) 10C(-)
circuit between data link No Resistance is 15A
connector and device less than 2.0
connector, then correct. ohms? 16A
Yes
KEY OFF - If an additional device is connected to the ATA cir-

cuit, measure resistance between data link connector terminal A
and the ATA (+) circuit in the device connector.
Locate open in ATA (+) The ATA positive and

circuit between data link No Resistance is Yes negative circuits are
connector and device not shorted high or
less than 2.0 low and circuit resis-
connector, then correct. ohms? tance is within specifi-
cations.

TESTING THE DCL DATA LINK CIRCUITS
Begin
With key OFF, remove connector from VPM and from ECM. Connect
breakout box to ECM harness, but do not connect to ECM.
With key off, at breakout box,

measure resistance between
terminal 60 (GRD) AND termi-
nals 9 (10G) and 28 (10H).

ground in circuit where No Resistance
resistance to ground is is 100K ohms
less than 100K ohms, or more?
then correct.
Yes
With key OFF, measure resistance between breakout box terminals 9 and 28.
VPM
CONNECTOR
between 10G and No Resistance
10H, then correct. is 100K ohms
or more?
Yes
With key ON, at breakout box measure voltage at

terminals 9 and 28. Use terminal 60 for ground.

“HOT” wire in circuit where No
Less than
voltage is greater than 1.0 1.0 volt?
volt, then correct.
Yes
See next
page

TESTING THE DCL DATA LINK CIRCUITS (CONTINUED)
With key OFF, install jumper between terminals 9 and 28 at breakout box. At VPM
connector measure resistance between terminals 13 (10H) and 14 (10G).
Locate open
in circuit 10G No Resistance
and/or 10H, is 2.0 ohms
then correct. or less?
Yes
With key OFF, remove ECM power. Measure resistance between breakout box
terminals 9 and 28 and all of the other terminals in breakout box.
Locate short circuit between

circuits 10G or 10H and any No Resistance
circuit where resistance is 100K ohms
was less than 100K ohms, or more?
then correct.
Yes
The DCL circuits (10G & 10H) are not shorted HIGH or LOW and have continuity.

Electronic Control Module (ECM) Self-Diagnostics
ECM
(Electronic Control Module)
IDM ECM VPM
VESSEL
INJECTOR ELECTRONIC PERSONALITY
DRIVER CONTROL MODULE
MODULE MODULE
SIGNAL FUNCTION
The Electronic Control Module (ECM) monitors and
controls engine operation and performance, commu-
nicates information to the Vessel Personality Module
(VPM) and Injector Drive Module (IDM).
FAULT DETECTION/MANAGEMENT
The ECM is capable of internal fault detection and
dependent upon the severity of the problem, can pro-
vide fault management strategies to allow limited en-
gine operation.

Electronic Control Module (ECM) Flash Code 111
Self-Diagnostics (Cont.) ATA CODE PID 194 FMI 0
ECM: No Errors Detected
NORMAL OPERATION DIAGNOSTICS
Flash Code 111 indicates that the ECM has not de-
During normal engine operation, the ECM automati- tected any errors.
cally performs several tests to detect faults. During
Normal Operation, the ECM performs the Start-up
KAM Test and Continuous Diagnostics. Flash Code 625
START-UP KAM TEST ECM: ECM Inactive Background
The Start-up KAM Test is used to validate the ECM’s Code 625 indicates that the ECM Software is Faulty.
Keep-Alive-Memory once each time the ECM resets Replace the ECM.
(turns ON). If an error is detected, Flash codes 224
or 615 can be set.
Flash Code 631
Flash Code 615
ECM: ROM Test Fault
ECM: Programmable Parameter KAM Corrupt
Fault If code 631 is present, replace the ECM.
Flash Code 615 can be set when Flash code 224 is
set. If 224 is present, refer to Keep Alive Memory Flash Code 632
Power (KAM PWR) in this section to diagnose. ATA CODE SID 254 FMI 12
If code 224 IS NOT SET, code 615 indicates that the ECM: RAM/CPU Test Fault
ECM’s RAM is defective. Replace the ECM.
If code 632 is present, replace the ECM.
CONTINUOUS DIAGNOSTICS
ECM OUTPUT CIRCUIT CHECKS (OCC)
Continuous diagnostic checks are made by the ECM
during vehicle operation to detect out-of-range, ratio- During the OCC checks, the following ECM related
nality and system faults. Flash codes 112 and 113 codes can occur:
can be set during this diagnostic process. Refer to
(ECM PWR) in this section. Flash Code 254
ON DEMAND DIAGNOSTICS (SERVICE ATA CODE SID 254 FMI 3

DIAGNOSTICS) ECM: OCC ORH
The ECM will perform On-Demand Diagnostics (Ser- If code 254 is present, replace the ECM.
vice diagnostics) when requested by the service
technician. The KOEO Standard Test Procedure in- Flash Code 255
cludes:
• ECM Internal Self-Tests. ATA CODE SID 254 FMI 4
ECM: OCC ORL
• Output Circuit Checks (OCC).
If code 255 is present, replace the ECM.
ECM INTERNAL SELF-TESTS

Use the Prolink EST to perform the self-tests. The
test procedure checks the ECM’s CPU, RAM, and
ROM. The test may set the following flash codes.

ECM/IDM Communications (ECM/IDM)
EG-1122
SIGNAL FUNCTION running diagnostic mode, the EF signal is also used

to communicate diagnostic information from the IDM
Cylinder Identification - Cylinder Identification (CI)
to the ECM. The EF signal is generated by the IDM
signal is a 0 to12 volt wave form signal that communi-
by “pulling down” (switching to grd) a12 volt commu-
cates from the ECM to the IDM the position of cylin-
nications circuit in the ECM.
der 1. This signal is used by the IDM to synchronize
the injector firing sequence. This signal is calculated
from the signal generated from the Camshaft Posi- FAULT DETECTION/MANAGEMENT
tion Sensor (CMP). The CI signal is generated by the Cylinder Identification - Intermittent open or short
ECM by “pulling down” (switching to grd.) a12 volt to ground conditions can be detected by the IDM
communication circuit in the IDM. through IDM stuck high or low codes (532 & 531). Ac-
Fuel Demand Command Signal - Fuel Demand tive faults can be detected by an on demand output
Command Signal is a 0 to12 volt wave form signal circuit check performed during Engine Off Tests.
that communicates from the ECM to the IDM the re- NOTE: The engine will not operate without a func-
quired engine timing and duration of injector firing. tioning CI circuit
The timing and duration of the signal is determined
Fuel Demand Command Signal - Active faults can
by ECM calibration and the signals of various sensor
be detected by an on demand output circuit check
inputs. The FDCS signal is generated by the ECM by
performed during Engine Off Tests.
“pulling down” (switching to ground) a 12 volt com-
munication circuit in the IDM. NOTE: The engine will not operate without a func-
tioning FDCS circuit
Injector Driver Module Feedback - Injector Driver
Module Feedback signal is a 0 to12 volt wave form Injector Driver Module Feedback - Active faults
signal that communicates from the IDM to the ECM can be detected by a toggle sequence that the ECM
a mirror image of the FDCS signal. Extensions of the looks for on start up. The WARN lamp will be illumi-
EF (Electronic Feedback) signal can indicate to the nated if this is detected.
ECM possible problems with the injectors by the IDM NOTE: IDM diagnostic fault codes will not be trans-
as the engine is running. An EF toggle (100 hz. sig-
mitted if the EF line is not functioning, however, the
nal) generated when the key is first turned “ON” and engine will operate normally.
before the engine starts, communicates to the ECM
that the IDM is powered up. In an engine off or engine

ECM/IDM Communications (ECM/IDM) Cont.
Fault Codes:
ECM - IDM COMMUNICATION
242 FDCS output circuit check
FDCS - Fuel Demand Command Signal
253 CI output circuit check
CI - Cylinder Identification
531 CI signal stuck low
EF - IDM Feedback
532 CI signal stuck high
ECM 541 IDM (EF) feedback not detected
Connector 543 ECM - IDM communication error
(Pin Numbers) CI Cylinder Identification
20I (Fuel Injection Synchronization)
34 16 IDM
Connector
20B FDCS Fuel Demand Command Signal (Pin
22 3 Numbers)
24 20C EF Electronic Feedback 4
46 41L Signal Ground 20A 2
Key On Engine Off - Voltage Checks

(Check with breakout box installed with ignition key “ON” engine off).
#34 to #46 0.6 ± 0.1 v CI signal Less than .5v indicates an open between the ECM and IDM.
#22 to #46 0.6 ± 0.1 v FDCS signal 12 volts indicates an open in the ECM or breakout box.
#24 to #46 1 to 4 volts EF feedback With the key on, EF has a 100 hz. digital signal that will measure 1-4 volts w / DVOM.
(Check with breakout box installed, ignition key should be in the OFF position.)
#34 to #46 > 1000 ohms CI signal Less than 1000 ohms indicates a short to ground either thru the harness
or internal in the ECM or IDM. Disconnect the IDM and measure to
#22 to #46 > 1000 ohms FDCS signal ground. If short still present, disconnect the ECM and measure to
#24 to #46 > 1000 ohms EF feedback ground. If short still present, repair harness.

(Check with breakout box installed, ignition key should be in the OFF position.)
#34 to #16 < 5 ohms CI signal Resistance from ECM connector to IDM connector.
#22 to #3 < 5 ohms FDCS signal Resistance from ECM connector to IDM connector.
#24 to #4 < 5 ohms EF feedback Resistance from ECM connector to IDM connector.
#46 to #2 < 5 ohms SIG Grd Resistance from ECM connector to IDM connector.
Key On Engine Running (at low idle) - Voltage Checks - Intermittent Faults
(Check with breakout box installed and engine at low idle.)
(Monitor suspect lines with voltmeter and wiggle appropriate wires and connectors while engine is idling)
#34 to #46 5 - 8 volts CI signal (0 to12 volt digital signal), Monitor engine RPM w/Fluke 88 in TACH mode.
#22 to #46 1-1.5 volts FDCS signal, 40 - 50hz. - 0 to 12 volt signal.
#24 to #46 .5 - 1.5 volts EF signal, 40hz. - 0 to 12 volt signal.

242 = FDCS high or low resistance in the circuit detected during engine off test, OCC* test (REPAIR THIS FAULT FIRST).
253 = CI high or low resistance in the circuit detected during engine off test. OCC* test (REPAIR THIS FAULT FIRST).
531 = CI signal stuck low, harness or internal circuits of IDM shorted to ground (intermittent problem, historical fault only)
532 = CI signal stuck high, harness or internal circuits of IDM shorted to voltage source (intermittent problem, historical fault only)
541 = IDM feedback (EF) (100 hz frequency transmitted during key ON, engine OFF) not detected.
543 = ECM-IDM communication error, no communication, detected on EF or wrong part number IDM.
* - OCC = Output Circuit Check

ECM/IDM Communications CYLINDER IDENTIFICATION (CI)
EXTENDED SYSTEM DESCRIPTION - When the IDM is powered up, 12 volts is supplied
FUNCTION from pin 16 of the IDM to pin 34 of the ECM. The ECM
will “pull down” this 12 volts low to approximately .6
The engine control system includes an Electronic
volts (the voltage drop across an internal transistor in
Control Module (ECM) and an Injector Drive Module
the ECM). After the ECM has received a sync signal
(IDM). The IDM’s primary functions are to supply
from the CMP sensor and can identify the position of
high current and voltage to power the injectors and
cylinder #1, it will toggle CI and allow it to go high (12
to electrically “turn on” individual injectors upon com-
volts), 180° of camshaft rotation later or 360° of
mand by the ECM. The ECM communicates and
crankshaft rotation the ECM will again pull the CI sig-
controls injector timing and fuel quantity and commu-
nal low (.6 volts). This indicates to the IDM to initiate
nicates engine position to the IDM to insure correct
the firing sequence when it receives the high signal
fueling timing, quantity and firing sequence. The
and when it receives the low signal. This signal will
IDM is also capable of feeding back or handshaking
be repeated every camshaft revolution.
information received from the ECM and of communi-
cating diagnostic information pertinent to injector or
IDM operation to the ECM. Information is transmitted FUEL DEMAND COMMAND SIGNAL (FDCS)
between the IDM and ECM on three circuits; (CI) Cyl- When the IDM is powered up,12 volts is also supplied
inder Identification, (FDCS) Fuel Demand Command from pin 12 of the IDM to pin 22 of the ECM, the ECM
Signal and (EF) Electronic Feedback. will “pull down” this 12 volts low to approximately .6
Cylinder Identification (CI) is the signal from the ECM volts (the voltage drop across an internal transistor in
to the IDM to indicate the beginning of the firing order. the ECM). After the IDM has received the CI signal,
This signal is generated by the ECM to indicate to the the ECM will toggle the FDCS signal high and low to
IDM the position of #1 cylinder and synchronize injec- indicate to the IDM the beginning and ending of injec-
tor firing order to engine position. Engine position is tor operation for each cylinder.
detected by the Camshaft Position (CMP) sensor by NOTE: The engine requires a functioning CI and
identifying the sync window in the timing disk. (Refer FDCS signal to operate.
to CMP sensor for complete function)
Fuel Demand Command Signal (FDCS) is the signal ELECTRONIC FEEDBACK (EF)
sent by the ECM to the IDM to indicate the beginning After the ignition key is turned “ON” and the ECM and
and ending of each injection cycle. This precise “On/ IDM relays are enabled, the IDM is powered up and
Off” signal controls the fuel timing and rate by varying performs it’s internal self checks. To signal that the
the beginning and ending of injection. IDM is initialized, a 100 Hz signal is transmitted on
Electronic Feedback (EF) signal is sent from the IDM the EF circuit to the ECM.
to the ECM to verify IDM operation and communicate During engine operation, the EF signal mirrors the
diagnostic information. FDCS signal to the ECM to verify FDCS reception by
• On initial power up, the IDM will signal the the IDM and will modify the EF signal if certain injec-
tor faults are detected during engine operation.
ECM with a constant 100 Hz signal that it
has successfully initialized. After an “Engine Off Standard Test” is performed, the
EF signal will communicate diagnostic information
• During engine operation, the EF signal mir- stored in the IDM pertaining to IDM function or injec-
rors the FDCS signal to the ECM to verify tor operation to the ECM.
FDCS reception by the IDM and will modify
the EF signal if certain injector faults are
detected during engine operation.
• After an “Engine Off Standard Test” is per-
formed, the EF signal will communicate
diagnostic information stored in the IDM
pertaining to IDM function or injector opera-
tion to the ECM.
OPERATION

ECM/IDM Communications FLASH CODE 253
IDM DIAGNOSTICS
FUEL INJ. SYNC CIRCUIT OCC SELF TEST
The IDM monitors operation of output circuits during FAILED
engine operation. Output circuits that are shorted or
Flash code 253 will be set during the Engine Off Stan-
open are detected by the IDM and are subsequently
dard Output Circuit Check test. This code is set by
disabled if necessary to prevent damage to the out-
the ECM and indicates no voltage transition detected
put drivers. This will set a fault code. When a fault is
on the Cylinder Identification circuit. This fault will not
detected during operation an EF “extension”, trans-
cause the Engine Warning light to be illuminated.
fers fault information to the ECM. Not all faults can
be transferred during engine operation. However, Possible causes are a shorted (high or low) or open
faults are stored in the IDM when they are detected. CI circuit. If accompanied by other communication
These faults are transmitted during the “Engine Off codes could indicate the IDM is not powered up. This
Tests”, as inactive faults. fault must be repaired for the engine to run.
At start up, the IDM performs a Self Test of internal FLASH CODE 531
components to determine if they are operating satis- ATA CODE SID 153 FMI 4
factorily. The IDM compares the signal inputs to de-
termine if the signal voltages are within specification, FUEL INJ. SYNC SIGNAL LOW
if not a fault code will be set. These faults are also Flash code 531 is set by the IDM and is transmitted
transferred to the ECM on command as inactive to the ECM on command from the ECM during the
faults. Engine Off Standard Test. This code indicates that
the IDM has detected that the FDCS signal and the
ECM DIAGNOSTICS CI signal have remained at 0 volts. This code will
The ECM monitors the timing of the EF signal while cause the Engine Warning light to be illuminated.
the engine is running. When it detects a fault sent Possible cause may be a short to ground in the CI cir-
from the IDM, it will log the transfer. However, it will cuit. This fault must be repaired for the engine to run.
be necessary to perform an Engine Off Standard Test
to determine most fault codes stored in the IDM. The FLASH CODE 532
Engine Off Test may be initiated by the Electronic ATA CODE SID 153 FMI 3
Service Tool or the STI Self Test Input switch located
at the instrument panel. FUEL INJ. SYNC SIGNAL HIGH
The ECM continually measures the communication Flash code 532 is set by the IDM and is transmitted
signal voltage levels. If the voltage levels are lower to the ECM on command from the ECM during the
or higher than expected, a fault code will be set to Engine Off Standard Test. This code indicates the
identify the circuit or component. The fault will be au- IDM has detected that the FDCS signal and CI signal
tomatically recorded as an active code. If the ignition have remained at 12 volts. This code will cause the
key is turned off, the fault will be stored as an inactive Engine Warning light to be illuminated.
code. Possible causes are a short to a voltage source or an
FLASH CODE 242 open CI circuit. This fault must be repaired for the en-
gine to run.
FDCS CIRCUIT TO IDM OCC SELF TEST FAILED
During the Engine Off Standard Output Circuit Check
test, Code 242 will be set by the ECM, if the ECM did
not detect a voltage transition on the FDCS circuit.
This code will not cause the Engine Warning light to
be illuminated.
Code 242 may be caused by a shorted high or low or
open FDCS circuit. If accompanied by other commu-
nication codes could indicate the IDM is not powered
up. This fault must be repaired for the engine to oper-
ate.

ECM/IDM Communications
FLASH CODE 541
IDM FEEDBACK TOGGLE NOT DETECTED BY
ECM
Flash code 541 is set by the ECM. The ECM moni-
tors the CI, FDCS and EF signals for voltage levels.
If the ECM detects that the CI or FDCS is open or if
the EF signal is not sending a 100 Hz signal, this code
will be set. This code will cause the Engine Warning
light to be illuminated.
Possible causes are a short or open on the EF circuit
if this code is the only code present. If accompanied
by other IDM circuit faults the IDM may not be pow-
ered or operational. If displayed during an Engine Off
Standard Test it will be accompanied by code 543.
This code may be set due to other faults in the ECM
due to a reset condition. If other codes are present
repair them first in the order of importance for engine
operation. This code should not prevent engine op-
eration by itself.
FLASH CODE 543
IDM FAULTS NOT RECEIVED
Flash code 543 is set by the ECM during an Engine
Off Standard Output Circuit Check test. This indi-
cates that the ECM has commanded the transmis-
sion of fault codes from the IDM and has not received
the codes. If this code occurs, first record any active
or inactive codes. Then clear the codes and rerun the
Engine Off Standard Test. This code will cause the
Engine Warning light to be illuminated.
Possible causes for this code would be opens or
shorts in the IDM / ECM communications circuits or
an IDM not powered. If accompanied by other faults
repair the other faults first in the order of importance
for engine operation. This code should not prevent
engine operation by itself.

INJECTOR DRIVE CIRCUIT
DEUTSCH CONNECTOR
(ON VALVE COVER) IDM CONNECTOR
97MY 20 50E 20P

(1,3,5,7)
97MV 97MM 50F 20Q
21 (2,4,6,8)
97MS
3 50A
INJECTOR 1 C
INJECTOR 5 C
INJECTOR 3 C
INJECTOR 7 C
C
C
C
C
11
INJECTOR 8
INJECTOR 2
INJECTOR 4
INJECTOR 6
50B
D
D
B
B
D
B
97AD 22 20K INJ (CYL 6)

97AP 30 20E INJ (CYL 4)
97BN 10 20N
INJ (CYL 2)
97BS 31 20G
INJ (CYL 8)
97AN 19 20L
20 INJ (CYL 7)
97BP 9 20M
INJ (CYL 3)
97BR 8 20F
INJ (CYL 5)
97AB 2 20D
INJ (CYL 1)
20I
16 C I
20B
3 FDCS
20C
4 EF
20A
2 SIGRTN
34
22
24
46
FDCS
EF
SIG GND
CI
ECM CONNECTOR

ECM ⇔ IDM COMMUNICATIONS (CONT.)
Refer to circuit diagram. Begin

(IDM) INJECTOR DRIVE
MODULE
KEY OFF - Remove connector from IDM. Measure resistance to

ground at terminals 3 (FDCS), 4 (EF) and 16 (CI).
Remove connector from the ECM. At IDM, No

measure resistance to ground at terminals 1000 ohms or
3 (FDCS), 4 (EF) and 16 (CI). more?
Yes
Yes KEY OFF- At connector measure
Replace the 1000 ohms or
ECM more? resistance to ground at terminal
2.
No
Locate short to ground in any circuit

having more than 1000 ohms and repair.
5 ohms or No Locate open in ground
less? circuit and repair.
Yes ELECTRONIC
CONTROL
KEY OFF- Install breakout box at ECM to Dash Harness only (not to ECM). MODULE
Measure resistance between:
1. ECM terminal 34 and IDM terminal 16 (CI)
2. ECM terminal 22 and IDM terminal 3 (FDCS)
3. ECM terminal 24 and IDM terminal 4 (EF)
Locate open in circuit having No 5 ohms or

more than 5 ohms and repair. less?
Yes

ECM ⇔ IDM COMMUNICATIONS (CONT.)
Yes
KEY ON - With breakout box connected to dash harness only and IDM disconnected at
IDM, measure voltage to ground at breakout box terminals 22, 24 and 34.

MODULE
Locate short to unwanted
voltage source in any circuit No Less than
having .25 volts or more, then .25 volts?
repair.
Yes
KEY OFF - Connect breakout box to ECM and Install connector to IDM.
KEY ON - Measure voltage at breakout box terminals 34 (CI) and 22
(FDCS).
Refer to IDM Power

Supply Diagnostics in
this section. If IDM is Less No 0.6 + 0.1
Voltage?
powered and there is 0.5V volts?
no voltage replace the
IDM.
12 VOLTS
OR MORE?
Check to be sure ECM is powered up. If ECM is
powered up, replace the ECM. Yes
ELECTRONIC
KEY ON - Measure voltage at breakout box terminal 24 (EF). CONTROL
MODULE
Check to be sure ECM is powered up. If ECM is No

1-4 volts?
powered up, replace the ECM.
Yes
KEY ON - At breakout box terminal 24 (EF) measure voltage frequency.
No 100 Hz
Replace the IDM. Frequency
Yes
Circuits are complete. Further malfunctions indicate component failure.

Electronic Control Module (ECM) Power Supply
BATTERY
GROUND
- + START SWITCH
BATTERY
CONNECTED AT
MERCATHODE
IGNITION
GROUND
ECM RELAY
ECM
ELECTRONIC KEEP ALIVE MEMORY
CONTROL
MODULE
IGN SWITCHED BATTERY POWER
ECM POWER SUPPLY
CIRCUIT FUNCTION ECM POWER GROUND

The ECM receives 12 volt operating power with the ECM terminals 40 and 60 are grounded through the
key ON from the ECM power relay. The ECM also re- chassis harness to the negative battery terminal.
ceives 12 volt battery power at all times for the Keep
Alive Memory function. FAULT DETECTION MANAGEMENT
The ECM monitors voltage at terminals 37 and 57.
ECM SWITCHED POWER
If the ECM continuously receives less than 6.5 volts
Turning the key ON energizes the ECM power relay or more that 18 volts a fault code will be set. The fault
causing 12 volt battery power to be applied to ECM codes do not cause the Warning light to be turned
terminals 37 and 57. ON. If the condition is intermittent, the code will be
logged as an inactive code.
ECM KEEP ALIVE MEMORY POWER
Battery power is applied at all times to support the
ECMs keep alive memory. Refer to KEEP ALIVE
MEMORY POWER CIRCUITS in this section for
additional information.

Electronic Control Module (ECM) Power Supply (Cont.)
Electronic Control Module Fault Codes:

Power Supply 112 Internal power out of range high
(ECM-PWR) 113 Internal power out of range low
224 KAM Corrupt
ECM PWR
RELAY
ECM CONNECTOR FUSE
34E
IGN 86
40V 34A 34A
IGN Pin #37 87 87
40H 30A CIRCUIT BREAKER 34E 86 85
PWR Pin #57 34C 87A
40AC BATT 30
30 34B
PWR Pin #40 34B
40U 85
GRD Pin #60 34C
Relay Connector - Check connector with relay removed, ECM connector

disconnected and key ON.

#30 to Grd. 12 ± 1.5 volts < than 10.5 v check connections, 0 v check for open/short to
ground or blown fuse
#86 to Grd. 12 ± 1.5 volts < than 10.5 v check connections, 0 v check for open/short to
ground or blown fuse
#86 to #85 12 ± 1.5 volts < than 10.5 v check grd circuit connections, 0 v check for open
ground circuit
#30 to #87 0 volts Any voltage indicates a short to ground in ECM feed circuit
ECM Connector - Check with breakout box installed on engine harness only and
with relay connector removed and key OFF.

#40 to Grd. < 5 ohms > 5 ohms indicates open or poor connection in ground circuits.
#60 to Grd.
#37 to Grd. >1000 ohms < 1000 ohms indicates a short to ground
#57 to Grd.
ECM Connector to Relay Connector - Check with breakout box installed on engine harness only and
ECM Power Relay Connector with relay removed and key OFF.

#87 to 37 <5 ohms > 5 ohms indicates an open or poor connection. If <5 ohms the
#87 to 57 ECM power relay is suspect.

112 = Internal power was more than 18 volts.
113 = Internal power was less than 6.5 volts.
224 = Keep Alive Memory in ECM lost.

Electronic Control Module (ECM) If the condition causing code 112 is intermittent, the
code will change from active to inactive status. Code
Power Supply (Cont.)
112 does not cause the Engine Warning light to turn
EXTENDED DESCRIPTION ON.
Refer to the Electronic Control Module power supply FLASH CODE 113
circuit diagram for the following discussion. ATA CODE PID 168 FMI 4
The Electronic Control Module (ECM) Power Relay ECM: INTERNAL VOLTAGE POWER OUT OF
(395) has battery power supplied directly from the RANGE LOW
batteries to terminal 30. This circuit is protected by
the 15A ECM #1 PWR fuse that is part of the battery Code 113 can be caused by consistently less than
cable assembly. 6.5 volts being applied to ECM terminals 37 and 57.
This can be caused by a defective alternator, low bat-
When the key switch is turned ON, the ECM Power teries, and/or increased resistance in the battery feed
Relay (395) is energized by ignition power from 5A circuits. Code 113 does not turn the Engine Warning
fuse (5A fuse) at the relay control coil terminal 86. Light ON. If the condition causing Code 113 to set is
With the ECM Power Relay (395) energized, power an intermittent condition, when the condition is no
flows through the normally open (N.O.) relay con- longer present, the code status will change from ac-
tacts (30 to 87) then on circuit 97AR to ECM connective to inactive.
tor (379), terminals 37 and 57.
Flash Code 224
The ground side of the ECM Power Relay control coil
(terminal 85) is grounded by circuit 11-GK at the Elec- ATA CODE SID 254 FMI 2
tronic Ground Stud located at the cab. The Diode As- ECM: KAM Corrupt
semby prevents the electronic components from
voltage spikes created by the relay opening and clos- Flash code 224 can be caused by high or low battery
ing. power supply to ECM terminal 1 OR an internal ECM
error.
The ECM power ground terminals 40 and 60 are
grounded through ECM connector at the negative TROUBLESHOOTING
battery terminal.
If Flash Code 112 is active, refer to CTS- 5000 Master
ECM DIAGNOSTICS Service Manual, GROUP 08 - ALTERNATORS and
troubleshoot the charging system.
If the ECM continuously receives less than 6.5 volts
or more than 18 volts at terminals 37 and 57, it will If Flash Code 113 is active or NO voltage is present
cause Flash Code 112 or 113 to be set. to the ECM, perform TESTING ECM POWER SUP-
PLY CIRCUITS. If the power supply to the ECM
FLASH CODE 112 checks good, replace the ECM.
ATA CODE PID 168 FMI 3 If a vehicle no-start condition is present and there is
ECM: INTERNAL VOLTAGE POWER OUT OF no power to the ECM, perform TESTING ECM POW-
RANGE HIGH ER SUPPLY CIRCUITS.
Code 112 can be caused by either of two conditions:
BEFORE PERFORMING ANY TESTS
1. Vehicle voltage supply to the ECM is continuous-
Inspect ECM power relay circuit connectors for
ly more than 18 volts. Excessive voltage can be
pushed back, damaged, corroded or dirty terminals
caused by a defective alternator.
as well as making sure the terminals and wires are
2. The ECM has an internal fault. properly crimped. Make sure connectors are proper-
ly joined together. Also check for damaged wiring,
and clean, tight battery and ground connections.

TESTING ECM POWER SUPPLY CIRCUIT
Begin
Check 30 Amp circuit breaker for open condition.
Locate cause of overload condition, No

Breaker ECM POWER RELAY
then correct. Reset circuit breaker. OK?
Yes 34A
87
34E 86 85
Remove ECM relay from harness connector. KEY ON - 87A
Measure voltage at connector terminal 86. (34E). 30 34B
34C
Locate cause of NO or LOW
voltage from key switch in
circuit 34E to connector, then No
Ignition
correct. Use Fluke 88 DMM to voltage?
check diode.
Yes
KEY OFF - Measure resistance to ground at connector terminal 85 (circuit 34B).
Locate open or high

resistance in circuit 34B No Resistance is
between connector and less than 5
ground, then correct. ohms?
Yes
With key ON, check for voltage at connector terminal 85 (circuit 34B).
Locate short circuit to No

“hot” wire in circuit Less than
34B, then correct. 1 volt?
Yes
At connector, measure voltage between terminals 30 (34C) and 85 (34B).
See next
page

TESTING ECM POWER SUPPLY CIRCUIT (CONT.)
ECM POWER RELAY
Locate cause of NO or No 34A

Battery 87
LOW voltage in circuit voltage? 34E 86 85
34C, then correct. 87A
30 34B
Yes 34C
With key OFF, install breakout box to ECM harness con-

nector, but do not connect breakout box to ECM.
KEY OFF - Measure resistance between connector, termi-

nal 87 (34A) and breakout box terminals 37 and 57.
Normally
Open Contact Normally
Closed
Locate open or high Contact
No Resistance Energizing
resistance in circuit
is less than Coil
between relay and ECM 87
connector, then correct. 2.0 ohms? 85
87A
86
Yes Energizing
Common 30 Coil
Contact
Perform TESTING ECM PWR RELAY.
TESTING HELLA RELAY
With relay removed:
1. Connect (+) battery lead to terminal 85
Replace No and (-) lead to terminal 86.
ECM PWR
the relay. Relay tests A. If relay energizes making an
OK?
audible click sound, go to step 2.
Otherwise replace the relay.
Yes
2. With relay energized, measure resis-
KEY OFF - Measure resistance to engine tance between terminals 30 and 87.
ground at breakout box terminals 40 and 60. A. If resistance is less than 2 ohms,
go to step 3. Otherwise replace the
relay.
3. Disconnect battery leads from relay
Locate open or cause No Resistance and measure resistance between
of high resistance in is less than terminals 30 and 87.
ground circuit 2.0 ohms?
(40AC,40U, or 34B), A. If resistance is 100K ohms or more,
then correct. the relay is good. Otherwise re-
Yes place the relay.
ECM PWR Supply circuits and relay check good. If

the ECM still does not power up, replace the ECM.


Engine Coolant Temperature (ECT) Sensor
ECM IDM
CONTROL DRIVER AND
WARN
GPL
ENGINE
ECT
GLOW GLOW PLUG WARN

PLUG LAMP ENGINE
RELAY LAMP
ECT Signal (analog voltage)

5 Volts
(Colder)
0 Volts
(Warmer)
SIGNAL FUNCTION Glow Plug Control - Glow plug relay and lamp on
times are directly affected by engine coolant temper-
The Engine Coolant Temperature (ECT) sensor is a
ature.
thermistor type sensor that has a variable resistance
that changes when exposed to different tempera- Engine Warning and Protection - Optional feature
tures. When interfaced with the ECM it produces a when enabled, will warn driver of overheat condition
0 to 5 volt analog signal that will measure tempera- and can be programmed to shut the engine down.
ture.
Coolant Temperature Compensation - At coolant FAULT DETECTION/MANAGEMENT
temperatures greater than 214°F (101° C) fuel quan- An ECT signal that is detected out of range high or
tity is reduced by 6% for each degree of temperature low by the ECM will cause the ECM to ignore the ECT
(°C), until engine temperature reaches 218° F signal and assume an engine coolant temperature of
(103°C) . Above 218° F (103°C) fuel is reduced by -29°F (-20°C) for starting and a temperature of 180°
3% for each °C increase in temperature. F (82° C) for engine running conditions. The WARN
Idle Speed - At temperatures below 158° F, (70° C) lamp will also be illuminated as long as the fault
low idle is incrementally increased to a maximum of condition exists.
875 RPM.

Engine Coolant Temperature (ECT) Sensor (Cont.)
Fault Codes:
Engine Coolant 115 Out of Range High
Temperature Sensor 316 Eng. Coolant Temp. unable to reach
(ECT) commanded setpoint
321 Eng. Coolant Temp. Above Warn
322 Eng. Coolant Temp. Above Critical
Deutsch Connector 325 Coolant Temp. Compensation
ECM (On Valve Cover) Harness Sensor
Connector Connector Connector
Signal Ground 41L (a)
Pin # 46 14
•
97X
A
•
97BF
ECT Signal 40Q B
Pin # 7 16
(b)
A to Grd. < 5 ohms Resistance to ground, check with key OFF, if > 5 ohms the harness is open.
(Check with sensor Connector Disconnected and Ignition Key On)
B to Grd. 4.6 - 5.0 v Pull up voltage, if no or low voltage, circuit has open or high resistance or short to Grd.
A to Grd. 0 - .25 v If greater than .25 volts, wire is shorted to V Ref. or battery
#46 to A < 5 ohms Resistance from harness connector to 60 pin connector - Signal ground
#7 to B < 5 ohms Resistance from harness connector to 60 pin connector - ECT Signal
Test Points Operational Signal Checks

Voltage Temp. ° F Temp. ° C Resistance Comments
0.53 v 248 120 1.19 K ohms
0.96 v 212 100 2 K ohms
1.37 v 176 80 3.84 K ohms
4.37 v 32 0 69.2 K ohms
4.60 v -5 -20 131.0 K ohms
Circuit Faults:
114 = Signal was less than .127 volts for more than 0.1 seconds. (Probable short to ground.)
115 = Signal voltage was greater than 4.8 volts for more than 0.1 seconds. (Probable open circuit.)
Cooling System Faults:
316 = Coolant temp. has not reached 41_F
321 = Engine Coolant Temperature above WARN level 225° F (107° C)
322 = Engine Coolant Temperature above Critical level 234° F (112.5°C)
325 = Coolant Temperature Compensation enabled,
(Reduces fuel quantity 6% for each degree °C above 214° F (101°C)

Engine Coolant Temperature (ECT) ECM DIAGNOSTICS
Sensor (Cont.) With the ignition key “ON”, the ECM continuously
monitors the ECT circuit for expected voltages. If the
FUNCTION signal voltage is less than or more than expected the
ECM will set a fault code.
The engine control system includes an Engine Cool-
ant Temperature sensor. The ECM measures the If the ECM detects a fault in the ECT signal, the ECM
Engine Coolant Temperature signal and uses this in- will disregard the signal and default to a temperature
formation for Coolant Temperature Compensation of 180°F (82°C) for engine running operation and
and optional high temperature warning and shut -4°F (-20°C) for starting the engine. If the fault is no
down systems. longer present, the ECM will once again return to nor-
mal operation using the ECT signal for processing.
Coolant temperature compensation is used to pro-
tect the engine if the coolant temperature is too high. Faults in the ECT signal can be retrieved using the
The ECM monitors the ECT signal to determine the Self Test Input Switch (STI) or the Electronic Service
coolant temperature. If the coolant reaches 214°F Tool. If the fault is no longer present, it will be stored
(101°C ), the ECM will reduce the fuel delivery by 6% as an Inactive Code.
for each Celsius degree of temperature increase. If
the coolant temperature increases to 218°F (104°C), FLASH CODE 114
fuel quantity will be reduced 3% for each Celsius de-
gree of temperature increase. Coolant Temperature ATA CODE PID 110 FMI 4
Compensation can be programmed to be inoperative ECT: OUT OF RANGE LOW
in certain applications where full engine performance
An out of range low code will be set if the ECM detects
is required over the protection of the engine.
a voltage less than .127 volts for more than 0.1 se-
On engines equipped with an engine warning sys- conds. If this fault is Active, the ECM will use the de-
tem, the ECM will activate the audible warning alarm fault value of 180°F (82°C).
and illuminate the red Oil/Water warning light when
Code 114 may be caused by a short to ground or a
the engine coolant temperature reaches 225°F
shorted or biased sensor.
(107°C).
OPERATION FLASH CODE 115

The Engine Coolant Temperature Sensor is a therm- ATA CODE PID 110 FMI 3
istor type sensor which changes resistance when ex- ECT: OUT OF RANGE HIGH
posed to different temperatures.
An out of range high code will be set if the ECM de-
When the temperature of the coolant is decreased, tects a voltage greater than 4.6 volts for more than
the resistance of the thermistor increases which 0.1 seconds. If this fault is Active, the ECM will use
causes the signal voltage to increase. As the temper- the a default value of 180°F (82°C).
ature of the coolant is increased the resistance of the
thermistor decreases, which causes the signal volt- Code 115 may be caused by an open circuit, an open
age to decrease. sensor, or a short to another voltage source.
The ECT sensor is supplied a regulated 5 volt refer-

ence voltage from ECM terminal 7. The sensor is
grounded at terminal A through the signal return, ter-
minal 46, at the ECM. As the coolant temperature in-
creases or decreases, the sensor changes resis-
tance and provides the ECM with the coolant
temperature signal voltage at terminal 7 of the ECM.
This signal voltage is then read by the ECM to deter-
mine the temperature of the coolant.

Engine Coolant Temperature (ECT) FLASH CODE 322
Sensor (Cont.) ATA CODE PID 110 FMI 7
FLASH CODE 316 ENGINE COOLANT TEMPERATURE ABOVE
CRITICAL LEVEL
Code 322 will be set if the ECM detects engine cool-
ENGINE COOLANT TEMPERATURE UNABLE TO ant temperature above 235°F (112.5°C). When this
REACH COMMANDED SETPOINT occurs, the OIL/WATER warning light illuminates and
Code 316 will only be set with engines that have the the audible alarm sounds (if equipped) will alert the
Cold Ambient Protection (CAP) System enabled. operator that the temperature is increasing (having
This code will be set after the engine has run for set code 321) indicating a potential for engine dam-
greater than 120 minutes and has not exceeded age. With code 322 active, the engine will shut down.
147_F (75_C) for vehicles with manual transmissions At the same time the code and current engine hours
and 140_F (60_C) for vehicles with automatic trans- will be recorded in the VPM as an Engine Event.
missions. If the temperature drops below 235°F (112.5°C), the
NOTE: This code only indicates that the engine has code will become inactive and the ECM will return to
not been able to reach operating temperature. It normal operation. Should the engine shut down, it
does not indicate an electronic fault. can be restarted to move the vehicle to a safe place.
Possible causes of code 316: Extended idle time,
cold ambient temperatures, (may require use of win- FLASH CODE 325
ter front), thermostat stuck open, and mis-plumbed ATA CODE PID 110 FMI 14
cooling system (thermostat bypass bypassed).
POWER REDUCED, MATCHED TO COOLING
SYSTEM PERFORMANCE
FLASH CODE 321
Code 325 will be set if the cooling system tempera-
ATA CODE PID 110 FMI 0 ture exceeds 214°F (101°C ). At this temperature the
ENGINE COOLANT TEMPERATURE ABOVE ECM will reduce the fuel delivered to the engine at or
WARNING LEVEL near the maximum demand level. For each one Cel-
sius degree of temperature the fuel will be reduced
Code 321 will be set if the ECM detects engine cool-
6%. This reduces the heat produced by the engine
ant temperature above 225°F (107°C). When this
thereby reducing the burden on the engine cooling
occurs, the ECM illuminates the OIL/WATER warn-
system.
ing light and sounds the audible alarm (if equipped),
alerting the operator that a potential for engine dam- As the temperature is reduced the compensation lev-
age exists. el is reduced until the temperature drops below
214°F (101°C) at which normal operation is re-
If the temperature drops below 225°F(107°C), the
sumed.
code will become inactive and the ECM will return to
normal operation.

Engine Coolant Temperature (ECT) Sensor (Cont.)
SENSOR DIAGNOSTICS
KEY OFF - Remove connector from ECT sensor. Measure resistance to ground at terminal A.
ENGINE COOLANT
TEMPERATURE
SENSOR CONN.
and repair. less? 97X
A
Yes B
KEY OFF - Measure resistance to ground at terminal B. 97BF
ELECTRONIC CONTROL MODULE (ECM)

Locate short to ground in No
1000 ohms or
signal circuit and repair. more?
Yes
KEY ON - Measure voltage to ground at terminal B.
KEY OFF - Install breakout box at ECM No

connector. KEY ON - Measure voltage 5 + 0.5
to ground at terminal 7. volts?
Yes
Refer to ECM No 5 + 0.5 KEY OFF - Install breakout box at ECM connector.
diagnostics volts? Measure resistance between breakout box terminal
7 and ECT connector terminal B.
Yes
Repair open signal circuit between

connector (379) terminal 7 and ECT
connector terminal B. 5 ohms or Yes Replace Engine Coolant
less? Temperature Sensor.
No
Repair cause of high resistance in signal circuit between connector

terminal 7 and ECT connector terminal B.


Engine Oil Temperature (EOT) Sensor
ECM IDM
CONTROL DRIVER AND
IPR
EOT Signal (analog voltage)
INJECTION CONTROL
5 Volts WARN PRESSURE REGULATOR
(Colder) ENGINE
EOT
WARN
ENGINE
LAMP
0 Volts
(Warmer)

The Engine Oil Temperature (EOT) sensor is a An EOT signal that is detected out of range high or
thermistor type sensor that has a variable resistance low by the ECM will cause the ECM to ignore the EOT
which changes when exposed to different tempera- signal and default to the engine coolant temperature
tures. When interfaced with the ECM, it produces a (ECT) sensor. The WARN engine lamp will also be
0 to 5 volt analog signal that indicates temperature. illuminated as long as the fault condition exists. If
both the EOT and ECT sensors are not functioning,
Cranking Fuel Quantity/Timing Control – The
the ECM will assume a 212°F (100°C) value for en-
EOT signal is used to determine the timing and quan-
gine oil temperature.
tity of fuel required to optimize starting over all tem-
perature conditions.
Temperature Compensation – Fuel quantity and
timing is controlled throughout the total operating
range to compensate for oil viscosity changes due to
temperature variations and insure that adequate
torque and power is available.

Engine Oil Temperature (EOT) Sensor (Cont.)
Fault Codes:
Engine Oil
Temperature Sensor
(EOT) 312 Out of Range High
Deutsch Connector Sensor Sensor

ECM (On Valve Cover) Connector
Connector Harness
Connector
•
41L 50D (a)
Pin # 46
Signal Ground
14
• 97X
A
97CE
40M EOT Signal B
Pin # 14 5
EG–1129 (b)
A to Grd. < 5 ohms Resistance to ground, check with key OFF, if > 5 ohms the harness is open.

B to Grd. 4.8 – 5.0v Pull up voltage, if no or low voltage, circuit has open or high resistance or short ground.
A to Grd. 0 – .25v If greater than .25 volts, signal ground wire is shorted to V Ref. or battery

#46 to A < 5 ohms Resistance from harness connector to 60 pin connector – Signal ground
#14 to B < 5 ohms Resistance from harness connector to 60 pin connector – EOT Signal

(+) #14 to (–) #46 (Check with breakout box installed in line with the ECM)
0.53 v 248 120 1.19 K ohms
0.96 v 205 96 2 K ohms
1.37 v 176 80 3.84 K ohms
4.37 v 32 0 69.2 K ohms
4.60 v –5 –20 131.0 K ohms

Circuit Faults:
311 = Signal was less than 0.2 volts for more than 0.1 seconds.

Engine Oil Temperature (EOT) EOT sensor faults can be retrieved using the Elec-
tronic Service Tool or by reading the flash codes from
Sensor (Cont.)
the warning light using the STI diagnostic switch lo-
cated on the vehicle dash. If the ignition key is shut
FUNCTION off, the code will become an Inactive code. EOT
The engine control system includes an Engine Oil codes will cause the Engine Warning light to be illumi-
Temperature (EOT) sensor. The ECM monitors en- nated.
gine oil temperature via the EOT sensor signal to
control fuel quantity and timing throughout the oper-
ating range of the engine. The EOT signal allows the FLASH CODE 311
ECM to compensate for oil viscosity variations due to ATA CODE PID 175 FMI 4
ENGINE OIL TEMPERATURE SIGNAL OUT OF
temperature changes in the operating environment.
RANGE LOW
This insures that adequate power and torque are
available under all operating conditions. Code 311 out of range low, will be set if the signal volt-
age was less than 0.2 volts for more than 0.1 se-
OPERATION conds. If this code is set, the ECM will default to ECT
temperature or a default value of -4°F (-20°C) for
The Engine Oil Temperature Sensor is a thermistor
starting or 212°F (100°C) for engine running opera-
type sensor which changes resistance when ex-
tion. This code will cause the ECM to illuminate the
posed to different oil temperatures.
Engine Warning light.
When the temperature of the oil is decreased the re-
Code 311 may be set due to a short to ground in the
sistance of the thermistor increases which causes
signal circuit or a defective sensor.
the signal voltage to increase. As the temperature of
the oil is increased, the resistance of the thermistor
decreases, causing the signal voltage to decrease. FLASH CODE 312
The EOT sensor is supplied a regulated 5 volt refer- ATA CODE PID 175 FMI 3
ence signal at terminal B from ECM terminal 14. A ENGINE OIL TEMPERATURE SIGNAL OUT OF
return circuit (ground) is supplied at terminal A from RANGE HIGH
ECM terminal 46. As the oil temperature increases Code 312 out of range high,will be set if the signal
or decreases, the sensor changes resistance and voltage is more than 4.8 volts for more than 0.1 se-
provides the ECM with the oil temperature signal volt- conds. If this code is set, the ECM will default to ECT
age at terminal 14. This signal voltage is then read temperature or a default value of -4°F (-20°C) for
by the ECM to determine the temperature of the oil. starting or 212°F (100°C) for engine running opera-
tion. This code will cause the ECM to illuminate the
ECM DIAGNOSTICS Engine Warning light.
With the ignition key “ON”, the ECM continuously Code 312 may be set due to an open signal circuit be-
monitors the EOT signal to determine if it is within ex- tween the ECM and the sensor or a short to a voltage
pected values. If the signal voltage is above or below source. A defective sensor may also cause code 312
the expected levels, the ECM will set a fault code. to be set.
If the ECM detects a fault, it will use the value of the
Engine Coolant Temperature signal, in place of the
EOT signal. If the ECT sensor is not sending a cor-
rect signal, the ECM will default to -4°F (-20°C) for
starting or 212°F (100°C) for engine running opera-
tion.

Engine Oil Temperature (EOT) Sensor (Cont.)
SENSOR DIAGNOSTICS
Refer to circuit diagram. BEGIN
KEY OFF– Remove connector from EOT Sensor. Measure resistance to ground at terminal A.
ENGINE OIL
TEMPERATURE
SENSOR CONN.
NO 5 OHMS
Locate open in ground circuit
and repair. OR 97X
LESS? A
YES B
KEY OFF– At EOT connector measure resistance to ground at terminal B.

97CE
Locate short to ground in signal NO

1000 OHMS
circuit and repair. OR MORE?
YES
KEY ON– At EOT connector measure voltage to ground at terminal B.
Install breakout box at ECM connector. NO 5 + 0.5

KEY ON– Measure voltage to ground VOLTS?
at terminal 14.
YES
KEY OFF– Install breakout box at ECM connector.

Refer to ECM NO 5 + 0.5
Measure resistance between terminal 14 and EOT
Diagnostics VOLTS? connector terminal B.
YES
Locate open in signal circuit between

5 OHMS NO Locate cause of HIGH resistance
ECM connector and EOT connector
and repair. OR in signal circuit between ECM
LESS? connector and EOT connector,
then repair.
YES
Replace the EOT sensor.

Glow Plug Controller (GPC)
ECM
ELECTRONIC
CONTROL BATTERY VOLTAGE
MODULE (FROM 150 AMP CIRCUIT BREAKER)
ENGINE COOLANT
TEMPERATURE SENSOR GLOW
(ECT) PLUG
RELAY
IGNITION
SWITCH
BAROMETRIC WAIT
PRESSURE SENSOR
(BARO)
WAIT
LAMP
BATTERY
VOLTAGE
OUTPUT FUNCTIONS FAULT DETECTION/MANAGEMENT

Glow Plug Relay - Controls the current flow to the An open or shorted to ground glow plug relay or wait
glow plugs. Glow plug relay “ON” time is controlled lamp circuit can be detected by an on demand output
by the ECM and is a function of engine coolant tem- circuit check performed during the engine off tests.
perature, barometric pressure and battery voltage. Glow plug and glow plug harness problems can not
“ON” time normally varies between 10 to 120 se- be detected by the ECM.
conds. The glow plugs are self limiting glow plugs
and do not require to be cycled on and off. (The glow
plug relay will only cycle on and off repeatedly when
there is a system voltage condition greater than 13.0
volts.)
Glow Plug Wait Lamp - Lamp that indicates to the
operator when the glow plugs have been on long
enough to crank the engine. It is controlled by the
ECM. Wait light on time is a function of engine cool-
ant temperature, barometric pressure and battery
voltage. “ON” time normally varies between 2 to 10
seconds.
NOTE: Wait light on time is independent from glow
plug relay on time.

Glow Plug Controller (GPC) (Cont.)
Deutsch Fault Codes:
Glow Plug System Connector 251 GP Relay OCC Check
(On Valve Cover) 252 GP Lamp OCC Check
40R Pin #58

B+ From 17 Dash Connector
150 Amp 50C
Circuit Breaker (a) (b)(c) (d) (e) (a) (b)(c) (d) (e) 13 Pin #13 40B
Cyl. 1&3 Cyl. 5&7
K
ECM
Connector 34D
A B C D E A B C D E
G
GLOW PLUG FEED

CAUTION !
DO NOT PERFORM
E D C B A E D C B A
Engine VOLTAGE CHECKS
Harness WITH THE ENGINE
Connector RUNNING
Cyl. 2&4 Cyl. 6&8 INJECTOR SOLENOID
(e) (d)(c) (b) (a) (e) (d)(c) (b) (a)
Valve OPERATING VOLTAGE
B A 115 V DC. @ 10 AMPS
Cover
Connector(s) PRESENT ON INJECTOR
Glow Plug (ECM) Control CIRCUITS.
Glow Plug Relay Operation (Voltage Checks)

B+ terminal B+ Relay switch power, B+ should be present at all times (terminal with single 6 gauge
to ground wire). Check connection at starter or fusible links if no power (voltage) present.
Glow Plug B+ Glow plug feed voltage should be present 10 to 120 sec. after key is cycled on, dependent
Feed to Grd. upon battery voltage, barometric pressure (altitude) and engine coolant temperature.
B to Ground B+ Relay coil power. Voltage should be present when ign. key is ON - Check fuse if no voltage.
Pin # 58 Glow plug control, switched to (grd) by ECM during operation. 0v = relay ON, 12v = relay off.
to Ground 0v / 12v
Glow Plug and Harness Operation
(Measure glow plug resistance to ground with the pigtail connector installed at the valve cover connector:
then measure resistance from the glow plug feed stud to the harness connector).
Test Points
Glow Plug Pigtail Connector to Relay to Harness Comments
Number Ground (B-) Connector
Spec < .1 to 6 Ohm < 6 Ohms Relay to Harness Connector
NOTE: ALL ENGINE HARNESS CONNECTORS FOR GLOW
#1 PLUG/INJECTORS SHOULD BE DISCONNECTED BEFORE
#3 TAKING MEASUREMENTS
#5 High resistance could indicate an open circuit in the engine
#7 harness between the glow plug connector and the relay.
#2 Pigtail Connector to Ground B-
High resistance could indicate an open circuit in the
#4
UVC (under the valve cover) harness or in the glow plug.
#6 Glow plug resistance should measure .1 to 6 ohms
#8 dependent upon engine temperature.
251 = OCC CHK performed by ECM during engine off test. Indicates high or low resistance in GP coil circuit.
252 = OCC CHK performed by ECM during engine off test. Indicates high or low resistance in GP lamp circuit.

Glow Plug Controller (GPC) (Cont.) ECM DIAGNOSTICS
The ECM does not continuously monitor the glow
FUNCTION plug control circuitry. An open or shorted to ground
The engine control system includes a Glow Plug glow plug control relay on the control side (coil) circuit
Control System that controls the current flow to the can be detected by an on demand output circuit
glow plugs. Glow plug relay “ON” time is controlled check performed during the engine off test.
by the ECM and is a function of Engine Coolant Tem- Fault codes can be retrieved using the electronic ser-
perature, Barometric Pressure, and Battery Voltage. vice tool or the STI Self Test Input Diagnostic Switch.
Glow plug “ON” time varies between 10-120 se- If the ignition key is shutoff, the code will be stored as
conds. Glow plugs are self limiting glow plugs and do an active code.
not require to be cycled on and off. The glow plug
relay will cycle on and off repeatedly, if battery volt- FLASH CODE 251
age is greater than 13.0 volts. ATA CODE SID 38 FMI 11
GPC: OCC SELF TEST FAILED
OPERATION
Code 251 is set only during the Engine Off Standard
Refer to circuit diagram for the following discussion. Output Circuit check. This indicates that the ECM
Glow Plug System operation is dependent upon en- has performed an output circuit test, measured the
gine coolant temperature, barometric pressure and voltage drop across the glow plug relay circuit and
battery voltage. When the ignition switch is placed in determined it is above or below specification. If the
the “ON” position,Terminal “B” (coil side) of the glow fault is present, the glow plug relay is not operating
plug relay is supplied with battery voltage. Terminal and the glow plugs are not enabled.
“A” (coil side) of the relay is connected to Terminal 58 Possible Causes: Open feed circuit, open glow plug
of the ECM. The ECM supplies battery ground to the relay coil, an open or shorted GPC signal circuit.
glow plug relay coil via an internal driver transistor
when coolant temperature, barometric pressure and
FLASH CODE 252
battery voltage conditions require the glow plug sys-
tem to warm the engine for starting. GLOW PLUG LAMP: OCC SELF TEST FAILED
Applying ground (B-) to terminal “A” causes the relay
Code 252 is set only during the Engine Off Standard
to switch and apply battery voltage (present at the
Output Circuit check. This indicates that the ECM
large terminal containing a single wire leading to and
has performed an output circuit test, measured the
connected to the B+ terminal of the starter solenoid)
voltage drop across the glow plug Wait Lamp circuit
to the other large terminal which contains two wires.
and determined it is above or below specification.
These wires now supply battery power to the glow
plugs in the right and left cylinder heads. Possible Causes: Glow plug Wait Lamp burned out,
open or shorted glow plug Wait Lamp circuit.
The Glow Plug Wait Lamp is also turned on by the
ECM when the glow plug relay is enabled.
NOTE: Wait light on time is independent from glow
plug relay on time.


Intake Air Temperature (IAT) Sensor
ECM IDM
ELECTRONIC INJECTOR
CONTROL DRIVER
MODULE MODULE
IAT Signal (analog voltage)

5 Volts
(Colder)
IAT
0 Volts EG-1134
(Warmer)

The Intake Air Temperature (IAT) sensor is a thermis- An IAT signal that is detected out of range high or low
tor type sensor that has a variable resistance that by the ECM will cause the engine to ignore the IAT
changes when exposed to different temperatures. signal.
When interfaced with the ECM it produces a 0-5 volt
analog signal that will deduce temperature.
The IAT sensor’s primary function is to measure in-
take air temperature.

Intake Air Temperature (IAT) Sensor (Cont.)
Fault Codes:
Intake Air
Temperature Sensor
155 Out of Range High
(IAT)
Sensor
ECM Sensor Connector
Connector Harness
Signal Ground 50B Connector (1)
Pin # 46
1
IAT Signal 97AX 2

Pin #25
EG-1135 (2)
Connector Checks to Ground -
1 to Grd. < 5 ohms Resistance to grd, check with key off, if > 5 ohms the harness is open.

2 to Grd. 4.8 - 5.0v Pull up voltage, if no or low voltage, circuit has open or high resistance or short to grd.
1 to Grd. 0 - .25v If greater than .25 volts, signal wire is shorted to V Ref. or battery

#46 to 1 < 5 ohms Resistance from harness connector to 60 pin connector - Signal ground
#25 to 2 < 5 ohms Resistance from harness connector to 60 pin connector - IAT Signal

1.72 v 122 50 10.9 K ohms
3.09 v 68 20 37.34 K ohms
3.897 v 32 0 68.75 K ohms
4.33 v 0 -18 120.9 K ohms
4.537 v -40 -40 194.3 K ohms
Circuit Fault Code Descriptions

Circuit Faults:
154 = Signal voltage was less than .127 volts for more than 0.2 seconds.

Intake Air Temperature (IAT) Sensor If the IAT sensor is not sending a correct signal, the
ECM will default to 77°F (25° C).
(Cont.)
IAT faults can be retrieved using the Electronic Ser-
FUNCTION vice Tool or by reading the flash codes from the warn-
ing light using the STI diagnostic switch. If the igni-
The engine control system includes an Intake Air tion key is shut off, the code will become an Inactive
Temperature Sensor (IAT). The ECM measures the code. IAT codes will cause the Engine Warning light
signal from the IAT sensor to determine the tempera- to be illuminated.
ture of the air entering the engine. The ECM uses this
data to adjust timing and fuel rate for starting in cold
weather to limit smoke emissions. FLASH CODE 154
AMBIENT AIR TEMP SIGNAL OUT OF RANGE LOW
OPERATION
An out of range low code will be set if the ECM detects
The Intake Air Temperature Sensor is a thermistor
the signal voltage to be less than .127 volts for more
type sensor which changes resistance when ex-
than 0.2 seconds. If this fault is active, the ECM will
posed to different air temperatures.
default to a value of 77°F (25° C) for starting.
When the temperature of the intake air decreases,
Code 154 may be set due to a short to ground in the
the resistance of thermistor increases which causes
signal circuit or a defective sensor.
the signal voltage to increase. When the air tempera-
ture increases, the resistance of the thermistor de-
creases causing the signal voltage to decrease. FLASH CODE 155
The IAT sensor is supplied a regulated 5 volt refer- AMBIENT AIR TEMP SIGNAL OUT OF RANGE HIGH
ence signal at terminal B from ECM terminal 25. A
return circuit (ground) is supplied at terminal “1” from An out of range high code will be set if the ECM de-
the ECM terminal 46. As the air temperature in- tects the signal voltage to be more than 4.6 volts for
creases or decreases, the sensor changes resis- more than 0.2 seconds. If this fault is active, the ECM
tance and provides the ECM with the air temperature will default to a value of 77°F (25° C) for starting.
signal voltage reading at terminal 25. Code 155 may be set due to an open signal circuit be-
tween the ECM and the sensor or a short to a voltage
ECM DIAGNOSTICS source. A defective sensor may also cause code 155
With the ignition key “ON”, the ECM continuously to be set.
monitors the IAT signal to determine if it is within ex-
pected values. If the signal voltage is above or below
the expected levels, the ECM will set a fault code.

Intake Air Temperature (IAT) Sensor (Cont.)
SENSOR DIAGNOSTICS
KEY OFF - Remove connector from IAT sensor. Measure resistance to ground at terminal “1”.

and repair. less?
Yes
Measure resistance to ground at terminal “2”.
Locate short to ground in signal No

circuit and repair. 1000 ohms or
more?
Yes
KEY ON - Measure voltage to ground at terminal “2”.
Install breakout box at ECM connector No 5 + 0.5

and measure voltage at terminal 25. volts?
Yes
Refer to ECM No 5 + 0.5 Install breakout box at ECM connector. With

Diagnostics volts? KEY OFF, measure resistance between
terminal 25 and IAT
Yes
Repair open signal circuit

between ECM and IAT. 5 ohms or No Locate and repair high resistance in
less? signal circuit between ECM and IAT.
Yes
Replace the Intake Air Temperature Sensor.

Injection Control Pressure (ICP) Sensor
ECM IDM
ELECTRONIC INJECTOR
CONTROL DRIVER FUEL QUANTITY
MODULE MODULE AND
TIMING CONTROL
IPR
INJECTION CONTROL
PRESSURE REGULATOR
ICP Signal (analog voltage)

5 Volts
(More Pressure)
ICP WARN
ENGINE
WARN
ENGINE
0 Volts LAMP
(Less Pressure)

The Injection Control Pressure (ICP) sensor is a vari- If the ECM detects a malfunctioning ICP sensor, the
able capacitance sensor that when supplied with a 5 WARN lamp will illuminate. The ECM will go to open
volt reference signal from the ECM produces a linear loop control of injection control pressure. (Operate
analog voltage signal that indicates pressure. from an estimated ICP pressure.)
The ICP sensor’s primary function is to provide a
feedback signal to indicate injection control pressure
to enable the ECM to command the correct injector
timing and pulse width and the correct injection con-
trol pressure for proper fuel delivery at all speed and
load conditions.

Injection Control Pressure (ICP) Sensor (Cont.)
Injection Control Pressure Fault Codes:

Sensor 124 Out of Range Low
(ICP) 125 Out of Range High
332 Signal Above Spec. w/Eng. Off
Deutsch Connector
ECM (On Valve Cover)
Connector Sensor Harness
Signal Ground Connector Sensor Connector
•
(a)
•
41L 50D
Pin # 46 15 97X
ICP Signal A
40P 97BG
Pin # 27 28 C
Pin # 26
41K
• 50G
24 • 97AA
B
V Ref (c)
EG-1137
(b)

B to Grd. 5 volts ± .5 V Ref. check with key ON, if voltage not in spec., see V Ref circuit.
C to Grd. 0-.25 v If greater than .25 volts, signal wire is shorted to V Ref. or battery

#46 to A < 5 ohms Resistance from sensor connector to 60 pin connector - Signal ground
#26 to B < 5 ohms Resistance from sensor connector to 60 pin connector - V Ref
#27 to C < 5 ohms Resistance from sensor connector to 60 pin connector - ICP signal

Voltage PSI MPA Comments
.15 - .25 v 0 0 Atmospheric Pressure with Key ON and Engine OFF. (Altitude dependent)
1.0 v 580 4 Minimum required at engine cranking speed 130 RPM
.66 - .86 v 400 - 480 2.7 - 3.3 Normal warm idle voltage signal
3.66 v 2520 17.4 Snap accel or full load pressure signal
Circuit Faults: Fault Code Descriptions

124 = Signal voltage was less than .039 volts for more than 1.0 seconds.
332 = Signal above 1.625 volts with engine off. (1160 psi, 8 MPa)

Injection Control Pressure (ICP) ICP faults can be retrieved using the Electronic Ser-
vice Tool or by reading the flash codes from the warn-
Sensor (Cont.)
ing light using the STI diagnostic switch.
FUNCTION If the ignition key is shut off, the code will become an
Inactive code. ICP codes will cause the Engine Warn-
The engine control system includes an Injection Con- ing light to be illuminated.
trol Pressure Sensor. The ECM measures the signal
from the ICP sensor to determine the Injection Con-
trol Pressure as the engine is running to modulate the FLASH CODE 124
Injection Control Pressure Regulator. This is a ATA CODE PID 164 FMI 4
closed loop function which means the ECM continu-
ously monitors and adjusts for ideal Injection Control ICP SIGNAL OUT OF RANGE LOW
Pressure determined by operating conditions such An out of range low code 124 will be set by the ECM
as load, speed, and temperature. if the signal voltage is less than .039 volts for more
The ECM monitors the ICP signal to determine if the than 1.0 seconds.
performance of the hydraulic system is satisfactory. Code 124 may be set due to an open or short to
During engine operation, if the ECM recognizes that ground on the signal circuit, a defective sensor or an
the pressure reading is lower or higher than the value open VREF circuit.
that was commanded, the ECM will set a fault code.
This strategy is also used during the On Demand FLASH CODE 125
tests, commanded by the Electronic Service Tool and
referred to as the Engine Running tests. ATA CODE PID 164 FMI 3
ICP SIGNAL OUT OF RANGE HIGH
OPERATION
An out of range high code 125 will be set by the ECM
The Injection Control Pressure Sensor is a variable if the signal voltage is greater than 4.9 volts for more
capacitance sensor that is supplied with a 5 volt refer- than 1.0 seconds.
ence voltage at terminal B by the ECM from terminal
26. The ICP sensor is also supplied with a return cir- Code 125 may be set by an open return circuit, short
cuit (ground) at terminal A from ECM terminal 46. to a voltage source on the ICP signal circuit or a de-
The ICP sensor sends a signal from terminal C of the fective sensor.
sensor to ECM terminal 27.
The ICP signal voltage increases or decreases FLASH CODE 332
equally in proportion to an increase or decrease in in- ATA CODE PID 164 FMI 13
jection control pressure.
INJECTION CONTROL PRESsure ABOVE SPECi-
fication WITH ENGINE OFF
ECM DIAGNOSTICS
Code 332 will be set by the ECM, if the signal from the
The ECM continuously monitors the signal of the ICP ICP sensor is higher than expected with the engine
sensor to determine if the signal is within an expected not running. If the ECM detects this fault, the ECM
range. If the signal voltage is higher or lower than ex- will ignore the ICP signal and will operate the IPR with
pected, the ECM will set a fault code. The ECM will fixed values determined from engine operating
then ignore the ICP sensor signal and will use a pre- conditions.
set value determined by engine operating conditions.
If the ignition key is shut off, the code will become an Code 332 may be caused by a defective sensor or a
Inactive code. biased circuit.

SENSOR DIAGNOSTICS
Refer to circuit diagram.

Begin
KEY OFF - Remove connector from ICP sensor. Measure resistance to ground at terminal A.
INJECTION CONTROL
PRESSURE SENSOR
CONN.
97X
Locate open in ground circuit No 5 ohms or A
and repair. less? C 97BG
B
97AA
Yes
KEY OFF - Measure resistance to ground at terminals B and C.
Locate short to ground in circuit No

where terminal resistance is less 1000 ohms or
than 1000 ohms and repair. more?
Yes
KEY ON - At ICP connector measure voltage to ground at terminal B.
No 5 + 0.5
Refer to VREF Diagnostics volts?
Yes
KEY ON - At ICP connector measure voltage to ground at terminal C and A.
Locate circuit 97BG or 97X short No Less than

to unwanted voltage source and .25 volts?
repair.
Yes

SENSOR DIAGNOSTICS
Yes
KEY OFF - Install breakout box at ECM connector. Measure resistance to ground between terminal 27
and ICP connector terminal C.
INJECTION CONTROL
PRESSURE SENSOR
CONN.
Repair open in signal circuit 97X
No 5 ohms or
between ECM connector A
terminal 27 and ICP connector less?
C 97BG
terminal C.
B
97AA
Yes
Replace the ICP

sensor.


Injector Driver Module Power Circuits (IDM PWR)
BATTERY
GROUND
- + SWITCH
BATTERY
BATTERY POWER
IGNITION
GROUND
ECM RELAY
ECM
ELEC- SW BATT POWER
TRONIC
SW BATT PWR
CONTROL ENABLE CIRCUIT
MODULE IDM
RELAY
INJECTOR SW BATT POWER

DRIVE
MODULE
CIRCUIT FUNCTIONS FAULT DETECTION MANAGEMENT

The IDM receives switched 12 volt operating power The IDM power circuits are not continuously moni-
with the key ON from the IDM power relay. tored. If the circuit is not operating the engine will not
run. The ECM uses the Output Circuit Check (OCC)
IDM SWITCHED POWER initiated during a Standard Test to test the IDM relay
control coil circuits for opens or shorts (high and low).
Turning the key ON energizes the ECM power relay
causing 12 volt battery power to be applied to the IDM On each power up the IDM performs a self check. If
relay coil. The IDM relay is enabled when the coil is internal faults are detected, a fault code will be set
grounded through ECM terminal 33. With the relay during an Engine Standard Test.
energized (enabled), battery power is applied to the
IDM at terminal 14.

Injector Driver Module Power Circuits (IDM PWR) - Cont.
Injector Drive Module Power Fault Codes:
(IDM PWR) 243 IDM PWR Relay OCC Fault
522 IDM Internal Fault
523 IDM PWR Voltage Low
NOTE: Verify the ECM is ON (warning light turns on during

self-test when key is turned on) . If the ECM is not receiving
power refer to ECM Power Supply Circuits before performing
this test.
IDM RELAY
CONNECTOR IDM RELAY
ECM CONN. 33B
IGN FROM ECM RELAY 86
40AA ENABLE CIRCUIT 20H
IDM_EN 33 85 87
30A CIRCUIT BREAKER 33B 86 85
33A 87A
BATT 30
IDM CONN. 30 40AA
20H IDM PWR
VIGN 14 87 33A
Connector Checks To Ground

IDM Relay removed from connector, IDM disconnected and breakout box installed at ECM connection.

KEY OFF At Connector for IDM PWR Relay
#30 to Grd. 12 ± 1.5 volts < less than 10.5 v check connections, if 0 volts check for
open/short to ground or blown fuse
#86 to Grd. 0 volts 0 volts expected with ign. key “OFF”.
#87 to Grd. > 1000 ohms < less than 1000 ohms, check for short to ground
#85 to Grd. > 1000 ohms < less than 1000 ohms, check for short to ground
KEY ON At Connector for IDM PWR Relay
#86 to Grd. 12 ± 1.5 volts < less than 10.5 v check connections, if 0 volts check for
open/short to ground or blown fuse
KEY ON At ECM Connector
#33 to 37 12 ± 1.5 volts < less than 10.5 v check connections. ECM is defective or other
condition is causing the ECM not to enable (ground) terminal 33.
KEY ON At connector for IDM PWR Relay
#30 to #85 12 ± 1.5 volts < less than 10.5 v check connections, if 0 volts repair open enable
circuit between ECM and IDM Relay connectors
KEY OFF Test circuit between IDM Connector and IDM Relay Connector.
Relay #87 to < 5 ohms Greater than 5 ohms, repair open in ignition circuit. Less than 5
IDM #14 ohms, replace the IDM relay or connector.

243 = IDM relay circuit has high or low resistance detected by ECM during an Engine Off Test. {Output Circuit Test}
522 = IDM has detected an internal fault, if no other fault codes present replace IDM.
523 = IDM power has been detected low by IDM.

Injector Driver Module Power Circuits When the IDM PWR relay is energized, battery pow-
er passes through the normally open relay contacts
(IDM PWR) - Cont.
(30 to 87) and on circuit 20H to IDM connector termi-
nal 14 (IDM VIGN). The IDM power ground is from
EXTENDED SYSTEM DESCRIPTION IDM terminal 26, through circuits 20R/113 to the neg-
The Injector Driver Module (IDM) Power Relay acts ative battery terminal.
as an ON/OFF switch that the ECM uses to turn the If the IDM is not powered, the engine will not run.
IDM on and off.
The ECM uses sensors to monitor Injection Control ECM DIAGNOSTICS
Pressure parameters. When starting the engine, if The ECM uses the Output Circuit Check (OCC) to
the ECM determines that any of these parameters test the IDM relay control coil circuit for short circuits
are out of safe operating range, the ECM does not (high or low) and opens in the circuit. Use the Prolink
enable the IDM Power Relay, which prevents the en- EST to perform the OCC test. When the test is com-
gine from starting. plete, the Prolink will indicate if there were faults de-
If the engine is started, and parameters are detected tected and what the Flash Code number is.
out of the safe operating range, the engine will der-
ate, then disable the IDM Power Relay, which turns Flash Code 243
the IDM off, causing the engine to shut down.
SID 37 FMI 11
Refer to the circuit diagram for the following discus-
sion. ECM: IDM _Enable OCC Fault
The IDM PWR relay controls battery power to the In- If the IDM detects a fault in the IDM circuit during the
jector Driver Module (IDM) through IDM connector OCC test, Flash Code 243 will be set. This indicates
terminal 14. Battery power is available at all times to that circuit 40AA is shorted (high or low) open or no
relay connector at terminal 30. The feed circuit is pro- power is present in circuit 33B to energize the IDM
tected by a 30A circuit breaker. relay.
When the key switch is turned ON, power from ECM When Flash Code 243 occurs, it can also cause
PWR relay is applied to the IDM PWR relay control Flash Codes 253, 523, 541 or 543 to be set. Flash
coil at terminal 85. The IDM relay control coil ground codes 253, 523, 541, and 543 can be caused by sev-
circuit (40AA) is connected to ECM connector termi- eral conditions. This section only discusses the IDM
nal 33. The ECM switches ECM terminal 33 between POWER RELAY circuits that could cause the codes
0 and 12 volts to enable or disable the IDM relay. to set.
When terminal 33 is at 0 volts, the IDM relay ener-
gizes.

Injector Driver Module Power Circuits BEFORE TROUBLESHOOTING
(IDM PWR) - Cont. Before Performing the test(s) included in this section:
1. Make sure batteries are fully charged! Check
ECM DIAGNOSTICS (CONTINUED) battery cables and grounds for clean, tight con-
nections free of damage and corrosion. Voltage
FLASH CODE 522 tests will give inaccurate readings if batteries are
SID 233 FMI 12 not fully charged.
IDM: IDM INTERNAL FAILURE
2. Inspect connectors for pushed back, loose or
FLASH CODE 523 damaged (spread or bent) terminals, or wires
SID 233 FMI 4 with cut strands, etc. the wires and connections
IDM: IDM POWER VOLTAGE LOW
must be free of damage or corrosion. When some
Code 523 can be caused by: connectors corrode, a light white residue is pres-
ent that must be removed.
1. Faulty IDM PWR Relay control circuit (will cause
code 243 to set when performing an OCC test). 3. Inspect suspect circuit grounds for clean, tight
connections, free of damage.
2. Excessive voltage drop in circuit 20H.
3. Low voltage in 33A to the IDM PWR Relay from
the 30A circuit breaker.
4. A defective IDM PWR Relay.
TROUBLESHOOTING
The test included in this section systematically
checks the entire IDM Power Relay System.
If Flash Codes 243, 253, 523, 541 or 543 are active,
perform the following test. Refer to the circuit dia-
gram located in this section while using test proce-
dure.

SENSOR DIAGNOSTICS
Begin
Verify that the ECM is powered. If the ECM is powered, the Engine Warning
Light comes on during the Self-Test when the key is turned ON.
Refer to (ECM PWR) No ECM is

Section and diagnose powered?
the ECM Power
Circuits.
Yes
Check 30A circuit breaker for open TESTING HELLA RELAY

condition.
With relay removed:
1. Connect (+) battery lead to terminal 85
and (-) lead to terminal 86.
Locate cause of overload No
condition, then correct. Fuse is OK? A. If relay energizes making an
Reset circuit breaker. audible click sound, go to step 2.
Otherwise replace the relay.
Yes 2. With relay energized, measure resis-
tance between terminals 30 and 87.
Remove relay from connector and
A. If resistance is less than 2 ohms,
perform TESTING HELLA RELAY.
go to step 3. Otherwise replace the
relay.
3. Disconnect battery leads from relay
No and measure resistance between
Replace terminals 30 and 87.
Relay is OK?
relay.
A. If resistance is 100K ohms or more,
the relay is good. Otherwise re-
Yes (Do not place the relay.
install
With key OFF, measure voltage to ground relay)
at IDM connector terminal 30 (33A).
IDM PWR RELAY
20H
Locate cause of NO or No 87
33B 86
LOW voltage in circuit Battery 85
87A
33A, then correct. voltage?
30 40AA
33A
Yes
See next
page

TESTING IDM PWR RELAY AND RELATED CIRCUITS
KEY OFF - Remove connectors from ECM and from IDM.

Turn key ON and measure voltage to ground at connector
terminals 4 and 5. IDM POWER RELAY
20H
Locate short to “HOT” wire in No 33B
87
86 85
any circuit with more than 1 Less than 87A
volt, then correct. 1 volt? 30 40AA
33A
Yes
KEY OFF - At connector, measure
resistance to ground at terminals 87 & 85.
Locate short to ground in No

circuit where resistance is less 100K ohms
than 100K ohms, then repair. or more?
Yes IDM CONNECTOR

KEY ON - At relay connector, measure
voltage to ground at terminal 86.
Locate cause of NO or LOW No

voltage in circuit 33B from 10-12
ECM power relay, then repair. volts?
Yes
KEY OFF - Measure resistance between relay
connector terminal 4 and IDM terminal 14.
Locate open or cause of high No

resistance in circuit 20H, then Less than 2
repair. ohms?
Yes
KEY OFF - At IDM connector,
measure resistance to ground
at terminal 26.
See next
page

TESTING IDM PWR RELAY AND RELATED CIRCUITS
IDM POWER RELAY
Locate open or
cause of high No Resistance is 20H
resistance in ground 87
less than 2 33B 86 85
circuit, then correct. ohms? 87A
30 40AA
33A
Yes
With key OFF, install breakout box between harness

connector and ECM. Measure resistance between IDM
relay connector terminal 85 (40AA) and breakout box
terminal 33.
Locate open or No
cause of high Resistance is
resistance in circuit less than 2
40AA, then correct. ohms?
IDM CONNECTOR
Yes
Install relay to connector and connect harness to IDM. With key
ON, at breakout box, measure voltage between terminals 33
and 60.
ECM is not enabling No

Less than
the IDM PWR relay. 1 volt?
Yes
IDM Power Relay Circuits are performing correctly.


Injector Drive Circuit Operation
WARN
ECM IDM ENGINE
LAMP
ELECTRONIC INJECTOR
DRIVER EG-1138
CONTROL WARN
MODULE MODULE ENGINE
7AMPS
3.5 AMPS
CYLINDER IDENTIFICATION
(CI)
FUEL DEMAND COMMAND SIGNAL
(FDCS) INJECTOR DRIVE SIGNAL
INJECTOR DRIVER MODULE FEEDBACK
(EF)
LOW SIDE DRIVE SIGNALS LOW SIDE DRIVE SIGNALS
LEFT HIGH SIDE DRIVER (115 volt DC) RIGHT HIGH SIDE DRIVER (115 volt DC)
LOW SIDE DRIVE SIGNALS
A B C D E A B C D E FUEL QUANTITY A B C D E A B C D E
AND
TIMING CONTROL

High Side Drive Outputs (Right and Left Bank) - The Injector Driver Module (IDM) is capable of de-
The high side drive output function is to supply to the tecting, while the engine is running individual injector
injectors a power supply of 115 volt DC at a maximum open and shorts to either ground or battery. It is also
of 10 amps. This power supply is available to the in- capable of detecting right or left bank high side opens
jectors on a continuous basis. or shorts to ground. A special On-Demand Buzz test
will also allow the operator to enable all injector sole-
Low Side Drive Outputs - The low side drive out-
noids while the engine is off to verify circuit operation.
puts control the injector on time (fuel quantity), timing
IDM detected diagnostic fault codes will not be
(in relation to TDC) and sequencing (firing order).
transmitted if the EF line is not functioning, how-
The IDM controls (fires) each individual injector by
ever, the engine will function normally.
completing the ground circuit to each injector sole-
noid. A valid Cylinder Identification (CI) and Fuel De- If a short to ground condition is detected on an
mand Command Signal (FDCS) must be sent from individual injector, (low side), the IDM will dis-
the ECM to the IDM before an injector will be allowed continue the power to the bank with the shorted
to fire. injector, enable the WARN engine lamp and oper-
ate the engine on four cylinders.

Injector (INJ) Drive Circuit Operation (Cont.)
Deutsch Connector Fault Codes:
Injectors (On Valve Cover)
Low side #1 NOTE: (Last code digit refers to INJ or Bank #)
2 6
Low side #3 421-428 High to low side open inj. #1-#8
9 21 431-438 High to low side short inj. #1-#8
Harness Low side #5
Connectors 8 8 441-448 Low side short to B+ inj. #1-#8
Low side #7 451-458 Low side short to grd. inj. #1-#8
Inj. Inj. Inj. Inj. 19 20
511 Multiple faults on bank #1 (right)
#1 #3 #5 #7 512 Multiple faults on bank #2 (left)
513 High side open right group
A B C D E A B C D E
3
20
.
(Right Side)
High Side #1
24
514 High side open, left group
515 High side #1 (right) short to grd.
521 High side #2 (left) short to grd.
524 High sides shorted together
544 Injector Fault in Bank 2
545 Injector Fault in Bank 1
(a) (b)(c) (d) (e) (a) (b)(c) (d) (e) INJECTION DRIVER
MODULE CONNECTOR EG-1139
Valve Cover
Harness Connectors
(e) (d)(c) (b) (a) (e) (d)(c) (b) (a)
CAUTION !
E D C B A E D C B A
21
11
.
(Left Side)
High Side #2
23 DO NOT PERFORM
VOLTAGE CHECKS
WITH THE ENGINE
RUNNING
Inj. Inj. Inj. Inj.
#2 #4 #6 #8 INJECTOR SOLENOID
31 Low side #8
9 OPERATING VOLTAGE
Low side #6
22 19 115 V DC. @ 10 AMPS
Low side #4 PRESENT ON INJECTOR
30 7
10
Low side #2
22 CIRCUITS.
NOTE: Test all injector harness and valve cover connectors at Test Points indicated.
Engine Harness Connector Check to Ground
B > 1000 ohms Injector low side - codes 451-458 may be set if shorted to grd.
C > 1000 ohms Injector power feed high side - codes 515 or 521 may be set if shorted to grd.
D > 1000 ohms Injector low side - codes 451-458 may be set if shorted to grd.
Valve Cover Gasket Connector to Ground
(Check with pigtail connector installed on gasket connector)
B > 1000 ohms Injector low side - codes 451-458 may be set if shorted to grd.
C > 1000 ohms Injector power feed high side - codes 515 or 521 may be set if shorted to grd.
D > 1000 ohms Injector low side - codes 451-458 may be set if shorted to grd.
Under Valve Cover Harness and Injector Solenoid Resistance Checks
(Check with pigtail connector installed on gasket connector)
B to C 3.4 ± 2 ohms Resistance thru injector solenoid and UVC harness - codes 421-428 may be pres-
C to D 3.4 ± 2 ohms ent if open, codes 431-438 may be present if injector or harness shorted together.
Engine Harness to IDM connector checks (measure to appropriate pin)
B to IDM < 5 ohms Injector low side - code(s) 421-428 present if open present.
C to IDM < 5 ohms Injector pwr. feed high side-code(s) 513 or 514 present if open, code 524 indicates sides shorted together.
D to IDM < 5 ohms Injector low side - code(s) 421-428 present if open present.

Injector (INJ) Drive Circuit Operation Faults detected by the IDM will be stored in the IDM
and transmitted to the ECM during an “Engine Off
(Cont.)
Standard Test”. These faults will be transmitted as
Inactive faults. Faults can be retrieved using the
SYSTEM DESCRIPTION Electronic Service Tool or the STI Self Test Input
The engine control system includes an ECM (Elec- Diagnostic Switch located on the vehicle dash.
tronic Control Module) and an IDM (Injector Drive NOTE: The last digit of the flash code indicates the
Module). The ECM provides the IDM with two impor- affected cylinder number. For example, code 421 in-
tant output signals which control fuel injector opera- dicates cylinder no. 1 has an open circuit between the
tion. The ECM uses the fuel quantity control strategy IDM high side driver and the low side (signal return)
and input from the engine sensors to determine how to the idm. The SID no.s 1-8, indicate cylinder no.s
long each fuel injector is actuated in order to provide in a similar manner.
the proper fuel quantity at any given engine operating
condition. The ECM determines and provides a fuel FLASH CODE 421 THROUGH 428
output signal, FDCS (Fuel Demand Command Sig- ATA CODE SID 1 THROUGH 8 FMI 5
nal), by combining the desired length of each injec-
tion with the result of the injection timing control strat- HIGH SIDE TO LOW SIDE OPEN
egy which determines when each injection will occur. Flash Codes for High Side to Low Side Open indicate
The second output signal, (CI) Cylinder Identifica- an open circuit between the IDM high side driver and
tion, enables the IDM to determine the correct injec- the low side (Signal return) to the IDM.
tor firing order.
The ECM will compensate for engine misfire to keep
The IDM processes the FDCS and CI signals sent by the engine operating. The ECM will not illuminate the
the ECM to control injector operation. It amplifies the Engine Warning light when this situation occurs.
FDCS signal to make it powerful enough to operate
the injectors and distributes it to each injector accord- Possible causes: Open wire in injector harness, open
ing to the CI signal. injector return circuit or injector solenoid.
FLASH CODE 431 THROUGH 438
OPERATION ATA CODE SID 1 THROUGH 8 FMI 4
The IDM contains two solid state high side drivers. High SIDE SHORTED TO LOW SIDE
Each driver supplies a continuous 115 volts DC.
Right bank high side driver supplies cylinders 1,3,5 Flash codes for High Side Shorted to Low Side indi-
and 7 with 115 volts at terminal 24 of the IDM to termi- cate the return voltage is too high due to a short cir-
nals 3 and 20 of the valve cover connector. Left bank cuit between the high side driver and return circuit.
high side driver supplies cylinders 2,4,6 and 8 with The ECM will compensate for engine misfire to keep
115 volts at terminal 23 of the IDM to terminals 21 and the engine operating. The ECM will not illuminate the
11 of the valve cover connector. The IDM turns each Engine Warning light when this situation occurs.
injector on by switching on a solid state device (Low
Side Driver) to ground the injector solenoid return cir- Possible causes: Shorted injector solenoid or wiring
cuit. The IDM contains a low side driver for each of harness.
the injectors. FLASH CODE 441 THROUGH 448
IDM DIAGNOSTICS ATA CODE SID 1 THROUGH 8 FMI 3
The IDM monitors the voltage on the driver circuits LOW SIDE SHORTED TO B+
and is capable of detecting an open or shorted circuit. Low Side Shorted to B+ indicates the IDM has de-
If the IDM detects a short to ground or a multiple fault tected continuous battery voltage on the signal return
in a driver, the IDM will discontinue operation of that circuit.
driver which would cause the engine to operate on
The ECM will compensate for engine misfire to keep
the remaining bank of 4 cylinders. The IDM will trans-
the engine operating. The ECM will not illuminate the
mit a message to the ECM that a fault has been de-
Engine Warning light when this situation occurs.
tected. The ECM will respond by illuminating the En-
gine Warning Light and compensating for inoperative A short circuit in the injector wiring harness will set
cylinders to keep the engine running if mechanically these codes.
possible.

Injector (INJ) Drive Circuit Operation FLASH CODE 514
(Cont.) ATA CODE SID 152 FMI 5
FLASH CODE 451 THROUGH 458 HIGH SIDE open left group
ATA CODE SID 1 THROUGH 8 FMI 6 With the High Side Open Left Group (Bank 2), the
IDM has detected an open circuit to the injectors on
LOW SIDE SHORTED TO GROUND cylinders 2,4,6 and 8.
Flash codes for Low Side Shorted to Ground indicate With flash code 513 active, the drivers for cylinders
the return circuit shorted to ground. 2,4,6 and 8 are inoperative . The ECM will compen-
If the IDM detects this fault, it will disable the entire sate for misfire to keep the engine operating and will
bank of cylinders associated with the cylinder indi- illuminate the Engine Warning light.
cated. FLASH CODE 515
Possible causes: Shorted injector solenoid or wiring ATA CODE SID 151 FMI 6
harness to ground.
HIGH SIDE Bank 1 SHORT TO GROUND OR B+
FLASH CODE 511
Flash code 515 indicates the IDM has detected the
ATA CODE SID 151 FMI 11 high side driver for cylinders 1, 3, 5 and 7 has exces-
BANK 1 HAS MULTIPLE FAULTS sive current draw.
Multiple Faults indicates more than one fault was de- With flash code 515 active, the driver for cylinders 1,
tected by the IDM, such as an open and a short circuit 3, 5 and 7 will be disabled. The ECM will compensate
in cylinders 1,3,5, and 7. for engine misfire to keep the engine running. This
code will cause the Engine Warning light to be illumi-
With flash code 511 active, the IDM will disable the
nated.
drivers for cylinders 1,3,5 and 7. The ECM will com-
pensate for misfire to keep the engine operating and FLASH CODE 521
will illuminate the Engine Warning Light. ATA CODE SID 152 FMI 6
FLASH CODE 512 HIGH SIDE BANK 2 SHORT TO GROUND OR B+
ATA CODE SID 152 FMI 11 Flash code 521 indicates the IDM has detected ex-
BANK 2 HAS MULTIPLE FAULTS cessive current draw on high side driver for cylinders
2, 4, 6 and 8.
Multiple Faults indicates more than one fault was de-
tected by the IDM, such as an open and a short circuit With flash code 521 active, the driver for cylinders 2,
in cylinders 2,4,6 and 8. 4, 6 and 8 will be disabled. The ECM will compensate
for engine misfire to keep the engine operating and
With flash code 512 active, the IDM will disable the
will illuminate the Engine Warning light.
drivers for cylinders. 2,4,6 and 8. The ECM will com-
pensate for misfire to keep the engine operating and FLASH CODE 524
will illuminate the Engine Warning Light. ATA CODE SID 151 FMI 3
FLASH CODE 513 BOTH HIGH SIDE SWITCHES SHORTED
ATA CODE SID 151 FMI 5 TOGETHER
HIGH SIDE OPEN, RIGHT GROUP Flash code 524 indicates a short circuit between the
two high side drivers.
With High Side Open Right Group (Bank 1), the IDM
has detected an open circuit to the injectors on cylin- With this code active, the Engine Warning light will be
ders 1, 3, 5, or 7. illuminated.
With flash code 513 active, the drivers for cylinders
1, 3, 5, and 7 are inoperative . The ECM will compen-
sate for misfire to keep the engine operating and will
illuminate the Engine Warning light.

Injector (INJ) Drive Circuit Operation
(Cont.)
FLASH CODE 544
INJECTOR FAULT BANK #2
Flash code 544 indicates ECM has detected more
than one injector in Bank #2 (Left Bank) with low volt-
age.
FLASH CODE 545
INJECTOR FAULT BANK #1
Flash code 545 indicates ECM has detected more
than one injector in Bank #1 (Right Bank) with low
voltage.

INJECTOR CIRCUIT DIAGRAM
DEUTSCH CONNECTOR
(ON VALVE COVER) IDM CONNECTOR
97MY 20 50E 20P

(1,3,5,7)
97MV 97MM 50F 20Q
21 (2,4,6,8)
97MS
3 50A
INJECTOR 1 C
INJECTOR 5 C
INJECTOR 3 C
INJECTOR 7 C
C
C
C
C
11
INJECTOR 8
INJECTOR 2
INJECTOR 4
INJECTOR 6
50B
D
D
B
B
D
B
97AD 22 20K INJ (CYL 6)

97AP 30 20E INJ (CYL 4)
97BN 10 20N
INJ (CYL 2)
97BS 31 20G
INJ (CYL 8)
97AN 19 20L
20 INJ (CYL 7)
97BP 9 20M
INJ (CYL 3)
97BR 8 20F
INJ (CYL 5)
97AB 2 20D
INJ (CYL 1)
20I
16 C I
20B
3 FDCS
20C
4 EF
20A
2 SIGRTN
34
22
24
46
FDCS
EF
SIG GND
CI
ECM CONNECTOR

INJECTOR CIRCUIT TESTING

Begin
KEY OFF - Remove connector from IDM. Measure resistance to ground at terminals 6, 7, 8, 9, 19, 20,
21, 22, 23, 24.
MODULE

having less than 1000 ohms and 1000 ohms or
repair. more?
Yes
Disconnect positive battery terminal and measure resistance between

negative battery terminal and IDM connector terminals 6, 7, 8, 9, 19, 20,
21, 22, 23, 24.

having less than 1000 ohms and 1000 ohms or
repair. more?
Yes
At IDM connector, measure resistance from terminal 24 (high side) to terminals 6, 8, 20 & 21, (low
side). Then measure resistance from terminal 23 (high side) to terminals 7, 9, 19 and 22 (low side).
Measure resistance (at the injector) Yes More than

of any injector and circuit having 10.5
more than 10.5 ohms. ohms?
No
No 3.4 + 2
Replace the injector
ohms?
1.4 ohms No
Replace the IDM
or less?
Yes
Repair open in circuit between

injector and IDM connector. Yes

INJECTOR CIRCUIT TESTING
Yes
Measure resistance of injector in circuit having less than 1.4 ohms resistance.
No 3.4 + 2
Replace the injector
ohms?
Yes
Locate circuit where resistance between high and low sides is less than 1.4 ohms and repair.

Injection Pressure Regulator (IPR)
EOT - Engine Oil Temperature
IPR
Injection Pressure Regulator
ICP - Injection Control Pressure
PCM
ECM Output Signal
12 Volts 400 Hz.
ELECTRONIC
POWERTRAIN
CONTROL
MODULE
MAP - Manifold Absolute Pressure
Duty Cycle Controlled
BARO - Barometric Pressure

INJECTION CONTROL
PRESSURE REGULATOR
CMP - Camshaft Position Sensor

IPR
APS/IVS
12 volts
Ignition Key Power
ACCELERATOR POSITION/IDLE VALIDATION
OUTPUT FUNCTIONS The ECM is capable of detecting, while the engine is

running, if desired injection control pressure is equal
Injection Pressure Regulator - Is a variable posi-
to measured injection control pressure. If the mea-
tion valve that controls injection control pressure.
sured injection control pressure does not reasonably
The ECM uses many input variables to determine the
compare to the desired injection control pressure, the
desired injection control pressure.
ECM ignores the measured ICP signal and attempts
Battery voltage is supplied to the IPR when the igni- to control the engine with the desired value. (If the
tion key is in the on position. Valve position is con- problem was in the sensor circuit, this strategy
trolled by switching the output signal circuit to ground causes little performance deterioration, if the prob-
inside the Electronic Control Module (ECM). On off lem is in the control circuit, engine performance will
time is modulated from 0-50% dependent upon the probably still be unsatisfactory).
desired injection control pressure.
A faulty IPR or problem with the high pressure oil sys-
tem can be detected by the engine running test dur-
ing the injection control pressure step test. During
FAULT DETECTION/MANAGEMENT this test, the ECM commands and measures two
An open or a short to ground control circuit can be de- specific pre programmed pressures. A fault code is
tected by an on demand output circuit check per- set, if the pressures can not be maintained.
formed during the engine off test. NOTE: The engine will not operate with an IPR circuit
that is not functioning.

Injection Pressure Regulator (IPR) - Cont.
Injection Pressure Fault Codes:

Regulator 241 Output Circuit Check
(IPR) 331 Excessive ICP Pressure
333 In-Range Fault
334 Unable to reach setpoint
335 Unable to build ICP during
Deutsch cranking
ECM Connector
Connector (On Valve Cover)
To Regulator
• •
34E 50C 97NB Harness Regulator
ECM 13 Connector Connector
Relay
97NC (a)
A
IPR Control 40N 97BH

Pin # 21 25 B
(b)
Connector Checks to Ground (B-)
(Check with IPR Connector Disconnected and Ignition key off, all accessories off)
B to Grd. > 1000 ohms A short to ground will command full IPR pressure, code 331 may be set.
IPR Voltage Check

(Check with regulator connector disconnected)
A to Grd. B+ Battery voltage from F2, check with key on (GP relay coil is supplied from same fuse).
B to Grd. 0 - .25v If greater than .25 volts, signal wire is shorted to V Ref. or battery.

(Check with breakout box installed & IPR connector reconnected.)
#21 to Resistance through entire IPR circuit including regulator, check with regulator
5 to 20 ohms
30 Amp connector connected.
#21 to B < 5 ohms Resistance from 60 pin connector to regulator connector.
30 Amp < 5 ohms Resistance from power supply to regulator connector.
to A

241= Output circuit check detected during Std. test, indicates high or low resistance in circuit.
331 = ICP pressure was greater than 3675 PSI (25 MPa) for 1.5 seconds. (Possible grounded IPR
control circuit.) (Refer to injection control pressure diagnostics if not electronic fault.)
333/334 = (1) If set during normal engine operation indicates engine is operating in open loop control
and ICP pressure is above or below desired pressure.
(Refer to ICP control system diagnostics.)
(2) If set during engine running test, indicates ICP system failed step test and
could not maintain commanded pressure.
335 = ICP unable to build pressure during cranking.

Injection Pressure Regulator (IPR) - The Electronic Service Tool is used to Perform the
Engine Running Standard Test which enables the
Cont.
ECM to vary the command signal to the IPR and
monitor the performance of the Injection Control
FUNCTION Pressure system. If the system does not respond
The engine control system includes a Injection Pres- within the specified parameters, the ECM will set a
sure Regulator (IPR) valve that controls oil pressure fault code.
in the high pressure injection control system which is Fault codes can be retrieved using the Electronic
used to actuate the injectors. The IPR valve consists Service Tool or the Self Test Input diagnostic switch
of a solenoid, poppet and spool valve assembly and located on the vehicle dash. If the ignition key is shut
is mounted in the high pressure oil pump. The ECM off, the code will be stored as an Inactive code.
regulates injection control pressure by controlling the
duty cycle or (on/off time) of the injection control pres- FLASH CODE 241
sure solenoid. This increase or decrease of “on/off” ATA CODE SID 42 FMI 11
time positions a poppet valve and spool valve internal
to the IPR, which in turn either maintains pressure in INJECTION CONTROL PRESSure REG. OCC
the injection control pressure system or vents pres- SELF TEST FAILED
sure to the oil sump via the front cover. Code 241 is set only during the Engine Off Standard
Output Circuit Check. This test indicates the ECM
OPERATION has performed an output circuit test, measured volt-
The IPR valve is supplied with voltage at terminal “A” age drop across the IPR circuit and determined it is
of the IPR connector when the ignition key is turned below or above specification.
on. Control of the injection control system is accom- If this fault is present, the engine will not run. The
plished by the ECM grounding the IPR circuit from ECM will not illuminate the Engine Warning light if this
terminal “B” of the IPR valve thru pin #21 of the ECM. code is active, however, this code will be transmitted
Precise control is accomplished by varying the pulse at the completion of the Output Circuit Check, using
width or percentage of “on/off” time of the IPR sole- the STI switch or the Electronic Service Tool.
noid. The frequency of the pulsewidth to the IPR is
Possible causes: Open feed circuit or fuse to the IPR,
400 Hz, normal “on/off” times varies from 8% to 50%.
open IPR solenoid, or an open or shorted IPR signal
A high duty cycle indicates a high amount of injection
circuit.
control pressure being commanded, a low duty cycle
is an indication of less pressure being commanded. FLASH CODE 331
ECM DIAGNOSTICS
INJECTION CONTROL PRESSURE ABOVE
The ECM monitors the Injection Control Pressure SYSTEM WORKING RANGE
while the engine is in operation. If the actual pressure
is greater or less than the desired pressure, the ECM
will set a fault code. When this occurs, the ECM will Code 331 indicates the ECM has detected injection
ignore the ICP sensor and control the engine using control pressure greater than 3675 PSI (25 MPA)
pre-programmed values for the IPR. which is greater than the maximum allowable work-
ing pressure.
When this code is active, the ECM will illuminate the
Engine Warning light.
Possible causes: Incorrect ICP signal due to faulty
circuits or sensor, grounded IPR signal circuit, a mal-
function in the injection control pressure system or a
sticking or blocked IPR valve. Refer to Injection Con-
trol Pressure system diagnostics.

Injection Pressure Regulator (IPR) - While the driver rapidly accelerates, the ECM
compares the actual vs. the desired injection control
Cont.
pressure and looks for a large pressure difference
FLASH CODE 333 (1300 PSI/9MPA) for a short period of time (3 se-
ATA CODE PID 164 FMI 10 conds). If the injection control system does not re-
INJECTION CONTROL PRESSURE ABOVE/BELOW
spond quick enough Code 334 will be set and the En-
DESIRED LEVEL
gine Warning Lamp will be illuminated.
Code 333 may be set during normal engine operation
through the continuous monitor function or during the Possible Causes: Low oil level, contaminated engine
Engine Running Standard Test. It indicates the mea- oil or aerated oil. Trapped air in the injection control
sured pressure does not match the expected value. pressure system (particularly after an injector or high
The ECM will illuminate the Engine Warning light. pressure pump replacement). Defective or stuck In-
jection Pressure Regulator (IPR). Intermittent IPR
When this code is active, the ECM will ignore the ICP valve wiring connection-spread IPR harness termi-
sensor signal and will control the IPR from pro- nals at IPR valve, poorly crimped terminals or pulled
grammed values to keep the engine operating. Per- back pin. Leaking injector O-rings. Problem with ICP
form ICP sensor diagnostics to determine if the prob- sensor and sensor circuit, system biased high or low.
lem exists in the ICP sensor/circuit. If diagnostic Refer to Injection Control Pressure system diagnos-
testing indicates the ICP sensor/circuit is functioning tics in.
properly, perform additional diagnostic tests on the
injection control pressure system. Refer to Injection FLASH CODE 335
Control Pressure system diagnostics. ATA CODE PID 164 FMI 1
INJECTION CONTROL PRESSURE UNABLE TO
Possible causes: Incorrect ICP signal due to circuit or BUILD PRESSURE DURING CRANKING
sensor malfunctions. IPR signal circuit may be
Code 335 indicates the ECM has determined that the
grounded or contain excessive resistance. The IPR
injection control pressure system has failed to build
valve may be sticking or blocked. Injection control
a pressure of at least 725 PSI/(5 MPA) during a pro-
pressure system may not be functioning properly.
grammed period of engine cranking time which will
FLASH CODE 334 vary with engine temperature.
ATA CODE PID 164 FMI 7 NOTE: Engine cranking speed must be greater than
INJECTION CONTROL PRESSURE UNABLE TO
130 RPM before fault detection begins.
REACH SETPOINT-POOR PERFORMANCE
Code 334 indicates an injection control system re- Possible Causes: No oil in engine. Air in the injection
sponse time fault and may be set during normal en- control pressure system (particularly after an injector
gine operation through the continuous monitor func- or high pressure pump replacement). Defective or
tion or during the Engine Running Standard Test. stuck IPR regulator. Leaking injector O-rings. Loose
high pressure pump gear. Defective high pressure oil
pump.

INJECTION CONTROL PRESSURE REGULATOR TESTING
INJECTION CONTROL
PRESSURE REGULATOR
Refer to circuit diagram. (IPR) CONN.
Begin
97NC
KEY OFF - Remove connector from IPR valve. Measure
resistance to ground at connector terminals A and B. A
B
97BH

1000 ohms or
having less than 1000 ohms and more?
repair.
Yes
KEY ON - At IPR connector measure voltage to ground at terminal A.
Check fuse/locate cause of NO No 12 + 1.5

or LOW voltage in feed circuit
volts?
and repair.
Yes ELECTRONIC
CONTROL MODULE
KEY ON - Measure voltage to ground at IPR connector terminal B.
Locate short to unwanted No Less than

voltage source in circuit 97BH .25 volts?
and repair.
Yes
KEY OFF - Install breakout box at ECM connector. Measure circuit

resistance between breakout box terminal 21 and IPR connector terminal B.
No 5 ohms or
Locate open in circuit and repair.
less?
Yes

INJECTION CONTROL PRESSURE REGULATOR TESTING
Yes
Replace the IPR valve
No Problem
Check for in range ICP failure
(refer to ICP diagnosis). solved?
Perform Hard Start/No Start Yes

diagnostics to determine if ECM No
is not commanding the IPR Test is complete.
pressure due to other faults
detected by the ECM.
Check hydraulic system No

operation (refer to Low ICP
Pressure Test in Mechanical
Diagnostics).

Keep Alive Memory Power (KAM PWR)
15A MERCATHODE FUSE MERCATHODE CONTROLLER
- +
ECM
40AD
1 KAPWR
40 PWRGRD
60 PWRGND
20 CSEGND
GND (-)
CIRCUIT OPERATION FAULT DETECTION MANAGEMENT

The Electronic Control Module (ECM) has informa- On every power up KAM memory in the ECM is
tion stored in volatile memory which is erased or lost checked by the processor to determine if any in-
when power is disconnected from the module. This formation in memory has been lost or can be stored
memory is referred to as Keep Alive Memory (KAM). correctly. A fault code will be set if power has been
The ECM stores historical diagnostic information disconnected, information sent from the VPM does
from previous engine operating cycles, learned limits not agree with the last power up or if the memory in-
from certain engine sensors and programmable pa- ternal to the ECM is defective.
rameters sent from the VPM.
There is no fault detection for loss of KAM power to
The Vessel Personality Module (VPM) utilizes the the the VPM, however, the VPM will be unable to
KAM power circuit to remain powered for at least 30 communicate with the Electronic Service Tool (EST)
minutes after each key off cycle to record accumula- when the ignition key is in the OFF position.
tor values for hours and fuel used.

Keep Alive Memory Power (KAM PWR) Cont.
Fault Codes:
Keep Alive Memory Power
(KAM PWR) 224 KAM Corrupt
615 Programmable Parameter KAM Corrupt
FROM + BATT
TERMINAL

60-PIN HARNESS CONNECTOR
15A MERCATHODE FUSE
(+) MERCATHODE
CONTROLLER
40AD
KAM PWR 1 f
PWR GRD 40 f
NEG.
BATT
TERMINAL
KAMPWR to ECM - Connector (379) with breakout box installed and key OFF

#1 to grd. 12 ± 1.5 volts < than 10.5 v check connections, if 0 volts check for open/short to
ground or blown fuse (If fuse is open the ECM will not be powered
with key ON and Prolink will not read codes)
#1 to #40 12 ± 1.5 volts < than 10.5 v check connections, if 0 volts check for open in
ground path.
NOTE: If the KAM PWR to the ECM is good and ground circuits are good, and Flash code 224 or 615 remains
active, the ECM is defective.

224 Kam Memory
615 Programmable Parameter KAM Corrupt Memory Information

Keep Alive Memory Power (KAM FLASH CODE 615
PWR) - Cont. SID 254 FMI 13
ECM: PROGRAMMABLE PARAMETER KAM
EXTENDED SYSTEM DESCRIPTION CORRUPT FAULT
Refer to circuit diagram for the following discussion. If flash code 615 occurs when the KAM power supply
The ECM Keep Alive Memory (KAM) circuit 40AD to the ECM is good, then the KAM memory is defec-
provides battery power from the Positive battery ter- tive. Refer to Electronic Control Module Diagnostics
minal through ECM connector to ECM terminal 1 at (ECM) in this manual section.
all times. KAM stores fault codes and operating
constants between engine starts. TROUBLESHOOTING
BEFORE TROUBLESHOOTING
ECM DIAGNOSTICS
1. Before troubleshooting, make sure that the bat-
During normal operation, the ECM performs certain
teries are fully charged! Check battery connec-
tests. When the key is turned ON, the ECM performs
tions and grounds for clean, tight connections
the Start-Up KAM Test to test its Keep-Alive Memory.
free of damage. Voltage tests will give mis-lead-
The test is performed once each time the key is
ing readings if batteries are not fully charged.
turned on or when the ECM resets.
2. Before troubleshooting a particular circuit, in-
The ECM performs a test to determine if the memory
spect connectors for pushed back, loose or dam-
is working properly, but a lack of battery power to
aged (spread or bent) terminals, or wires with cut
ECM terminal 1 can cause fault code(s) 224 and 653
strands, etc. The wires and connections must be
to be set.
free of damage or corrosion. When some con-
When power to KAM has been disrupted, there will nectors corrode, a light white residue will be pres-
be no inactive faults. ent that must be removed.
FLASH CODE 224 3. Before troubleshooting, inspect the suspect cir-
SID 254 FMI 2 cuit grounds for clean, tight connections, free of
damage or corrosion.
ECM: KAM CORRUPT
If Flash code 224 or 653 is active, perform KAM Pow-
Flash Code 224 can be caused by: er Circuit.
1. Short or open in KAM circuit. High or low voltage
to ECM terminal 1 from the KAM battery supply
circuits will cause code 224.
NOTE: If the battery cable has been disconnected,
on the next key ON cycle, code 224 will be present,
indicating that the KAM memory has lost power. The
code will change to inactive status on the next key
cycle.
2. Faulty KAM memory in the ECM.
Conditions causing Flash Code 224 can also cause
Flash Code 615 to occur.

Keep Alive Memory Power (KAM PWR) - Cont.
If the ECM is powered, the fuse does not need to be checked as the same fuse feeds the ECM.
KAM POWER CIRCUIT TEST
Begin
Check #1 ECM PWR Fuse for open condition.
Locate cause of No
overload condition, Fuse is
then correct. OK?
Yes
KEY OFF - Remove connector from ECM and install breakout box. At
breakout box, measure voltage between terminals 1 and 60.
Locate cause of NO or LOW

voltage in KAM circuit 40AD No
Battery
from fuse, then correct. voltage?
Yes
Turn key switch OFF, then ON. Note if Flash Code 224 is still active.
No Code 224
End test. still present?
Yes
Replace the ECM.

Manifold Absolute Pressure (MAP) Sensor
ECM IDM
ELECTRONIC INJECTOR
CONTROL DRIVER FUEL QUANTITY
MODULE MODULE AND
TIMING CONTROL
Map Signal
(digital frequency)
5 Volts
MAP
Manifold Absolute Pressure
Sensor
0 Volts EG-1142

The Manifold Absolute Pressure (MAP) sensor is a A MAP signal that is detected by the ECM to be out
variable capacitance sensor which operates on a 5 of range or at an incorrect value for specific condi-
volt reference signal from the ECM to produce a digi- tions will cause the ECM to ignore the MAP signal
tal frequency signal that indicates pressure. and will operate the engine with the values from esti-
mated MAP (Operate from a calculated boost pres-
Smoke Control - The MAP signal is used to control
sure signal).
smoke by limiting fuel quantity during acceleration
until a specified boost pressure is obtained.
Dynamic Injection Timing - Optimizes injection
timing for boost pressure measured.

Manifold Absolute Pressure (MAP) Sensor (Cont.)
Manifold Absolute Fault Codes:

Pressure Sensor 121 Signal Freq. High/Low
(MAP) 122 Signal Freq. Low/Inactive
123 In range Fault
ECM Sensor Sensor Connector
Harness
V Ref 41K Connector
Pin # 26 60B
B (b)
MAP Signal 40J
Pin # 45 C (c)
60A
41L A (a)
Pin # 46
Signal Ground
(Check with sensor Connector Disconnected and Ignition key off, all accessories off)

B to Grd. 5 volts ± .5 V Ref. check with key ON, if voltage not in spec, see V REF circuit.
C to Grd. 4.8 - 5.0 v Pull up voltage, if no or low voltage circuit has open or high resistance or short to grd.

#46 to A < 5 ohms Resistance from sensor connector to 60 pin connector - Signal ground
#26 to B < 5 ohms Resistance from sensor connector to 60 pin connector - V Ref
#45 to C < 5 ohms Resistance from sensor connector to 60 pin connector - MAP signal

Frequency PSI kPAG Comments
90 Hz. N/A N/A Out of range low limit.
108-114 Hz. 0 0 Freq. with key on engine off, Atmospheric pressure dependent on altitude and BARO psi.
145 Hz. 25.4 175 Frequency expected at 25 psi.
256 Hz. 45 267 Out of range high limit

Circuit Faults:
121 = Signal frequency was greater than 256 Hz. for more than 0.1 seconds.
122 = Signal frequency was less than 90 Hz. or inactive for more than 0.25 seconds.
System Faults:
123 = Detected high boost signal at low idle. (Restricted MAP line.)

Manifold Absolute Pressure (MAP) FLASH CODE 121
Sensor (Cont.) ATA CODE PID 102 FMI 8
MAP FREQUENCY OUT OF RANGE HIGH
FUNCTION
Code 121 will be set, if the ECM detects a frequency
The engine control system includes a Manifold Abso- greater than 256 Hz for more than 0.1 seconds in the
lute Pressure (MAP) sensor. The ECM measures the MAP signal.
signal from the MAP sensor to determine intake man-
ifold (Boost) pressure. From this information, the If code 121 is active, the ECM will ignore the MAP sig-
ECM can optimize control of fuel rate and injection nal and operate the engine using programmed de-
timing for all engine operating conditions. fault values. The ECM will illuminate the Engine
Warning light when this code is active.
OPERATION Excessive high frequency noise in the MAP signal
The Manifold Absolute Pressure sensor is a variable will cause this code to be set.
capacitance sensor that produces a digital frequency
signal output. The MAP sensor is supplied 5 volts FLASH CODE 122
from the ECM at terminal 26 to terminal “B” of the ATA CODE PID 102 FMI 11
sensor. A return circuit (ground) is supplied from
ECM terminal 46 to terminal “A” of the sensor. The MAP SIGNAL IS INACTIVE
sensor receives intake manifold boost pressure via Code 122 will be set, if the ECM detects a frequency
a hose which connects to a tap on the intake manifold less than 90 Hz or an inactive MAP signal for more
to the map sensor. Pressure applied to the MAP sen- than 0.25 seconds.
sor changes the capacitance of the sensor which va-
ries the digital frequency of the signal sent to the When code 122 is active, the ECM will ignore the
ECM. As boost pressure increases the frequency in- MAP signal and operate the engine using pro-
creases. grammed default values. The ECM will illuminate the
Engine Warning light when this code is set.
ECM DIAGNOSTICS Possible causes: A defective MAP sensor or MAP
The ECM monitors the MAP sensor output signal for sensor signal circuits may be open or shorted to
expected values. If the ECM detects the MAP signal ground.
is greater than or less than the desired value, the
ECM will set a fault code. FLASH CODE 123
If an active MAP sensor fault code is set, the ECM will ATA CODE PID 102 FMI 2
ignore the MAP signal. It will operate the engine us-
MAP SIGNAL ABOVE SPECIFIED LEVEL AT LOW
ing programmed default values. Active faults for the
IDLE
MAP sensor will cause the ECM to illuminate the En-
gine Warning light. These faults can be retrieved us- Code 123 is set when the MAP signal is greater than
ing the Self Test Input diagnostic switch located on 16.7 PSI (115 kPa) Absolute at low idle.
the vehicle dash or the Electronic Service Tool. If the When code 123 is active, the ECM will ignore the
ignition key is turned off, the fault code will be stored MAP signal and operate the engine using pro-
as an Inactive code. grammed default values. The ECM will illuminate the
Engine Warning light when this code is set.
Possible causes: Restricted or plugged hose which
supplies intake manifold boost pressure to the MAP
sensor or a defective MAP sensor.

MAP SENSOR CIRCUIT TEST

Begin
KEY OFF Ć Remove connector from the sensor. Measure resistance to ground at terminal A".
Locate open in ground circuit No 5 ohms MAP MODULE CONNECTOR

and repair. or
less?
Yes 60A/41L A C B 60B/41K
KEY OFF Ć Measure resistance to ground at connector

terminals B and C.
40J

1000 ohms
having less than 1000 ohms and or more?
repair.
Yes
KEY ON Ć At connector, measure voltage between terminals B and A (grd).
No 5 ± 0.5
Refer to VREF Diagnostics
volts?
Yes
KEY ON Ć Measure voltage between terminal C and A (grd).

MAP SENSOR CIRCUIT TEST
KEY ON Ć Measure voltage between terminal C" and A" (grd). MAP MODULE CONNECTOR
Install breakout box at ECM No 60B/41K

connector. KEY ON Ć Measure 4.8Ć5.0 60A/41L A C B
voltage at terminal 45. volts?
40J
Yes
Check to see if
ECM is No 4.8Ć5.0 Attach connector to the MAP sensor. Install breakout box
powered up, if volts? at ECM connector. KEY ON Ć Measure voltage frequency
so replace the with actual pressure (refer to table and note).
ECM.
Yes 108Ć114 Hz = Atmospheric Pressure
148 Hz = 10 PSI
Locate open signal circuit and 207 Hz = 25 PSI
repair.
NOTE: The MAP sensor hose must
flow in a continuous incline to the
Perform Performance
sensor without any dips or low spots, Frequency Yes Diagnostics to determine if a
that may cause water pockets. agrees with mechanical problem is
table? present.
No
Inspect hose and fittings from intake to

MAP sensor for leaks or blockage.
Yes Leaks or
Correct defects noted
blockage?
No
Replace the MAP sensor


Wiring Diagrams
ECM System Harness
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
31
30
28
27
26
25
24
22
21
20
19
15
13
11
10
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
20G–PPL
20E–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1 BARO
40Z–PPL
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
86 33B–GRN 41K–BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J–PPL 45
A 21–PPL
41L–YEL 46
F 31E–WHT 58
40R–PPL
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
G
M HARNESS
R
D
C
B
A
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76101

Engine Harness
97CH–GRN
A B
GLOW
PLUG
RELAY
TO FUSE
E A
A E
97MV–PPL
E A
C 97MS–PPL C
97BS–PPL B D
A E
97AN–PPL
97GR–BLK A CAM
97BE–GRN C
SENSOR
97X–BLK A
INJECTION

97CE–GRN B TEMP
SENSOR
PRESSURE ENGINE
97X–BLK A COOLANT
97BF–PPL B TEMP
SENSOR
97BP–PPL
97BS–PPL
97AP–PPL
97BG–GRN
97BE–GRN
97GR–BLK
97BH–RED
97AA–BLU
97AD–PPL
97MM–PPL
97MY–PPL
97AN–PPL
97CH–GRN
97BF–PPL
97X–BLK
97NB–RED
97MS–PPL
97BN–PPL
97BR–PPL
97CE–GRN
97MV–PPL
97BB–PPL
27
31
30
28
26
25
24
22
21
20
19
17
16
15
13
10
11
9
8
6
5
3
2
TO ECM
HARNESS
76188

Instrument Harness
TO ECM
HARNESS
M
U
X
S
R
P
N
L
K
J
H
G
F
E
D
C
B
A
T
117–LT BLU
97CR–PPL
36BC–PPL
40B–WHT
7–LT BLU
15A–RED
109–GRN
16A–BLK
110–GRN
10N–YEL
10C–PPL
10B–PPL
40A–YEL
40D–YEL
34D–PPL
107–YEL
102–YEL
108–YEL
101–YEL
118–TAN
8–TAN
12M–PPL 85
40BA–WHT 86 POWER
12L–PPL 30 RELAY
116–PPL 87A
TEMP 1 12N–PPL
HORN 2 118A–TAN
12K–PPL 1
GND9–BLK 2 TRIM
LT6–BLU 3 INDICATOR
107–YEL 4
OIL 1 117A–LT BLU

12J–PPL 1
HORN 2 116–PPL
OIL
GND7–BLK 2
PRESSURE
LT5–BLU 3
GAUGE
7–LT BLU 4
1 10N–YEL
TACH #2 12H–PPL 1
GND8–BLK 2 WATER
LT4–BLU 3
TEMP
GAUGE
8–TAN 4
CRUISE 1 16D–BLK
LOG 2 12E–PPL
12G–PPL 1
GND6–BLK 2
A 10B–PPL TACHOMETER
LT3–BLU 3
ATA B 10C–PPL 101–YEL 4
DATA LINK C 15B–RED
E 16B–BLK
1 15C–RED
KEY 2 34DA–PPL 12F–PPL 1
SWITCH
3 36BC–PPL
GND5–BLK 2 VOLTMETER
LT2–BLU 3
12C–PPL
LT1–BLU
40A–YEL
16C–BLK
40D–YEL
40BC–WHT
117B–LT BLU
118B–TAN
109–GRN
12D–PPL
110–GRN
102–YEL
12P–PPL
108–YEL
LT7–BLU
16E–BLK
12R–PPL
4
3
2
1
6
5
4
3
2
1
2
1
4
3
2
1
INDICATOR
OIL LAMP
SWITCH
GUAGE
LAMPS
SPARE
AUDIO
FUEL
TEST
76189

Circuit Breakers and Power Circuits
(–) (+)
150 AMP 30 AMP

BATTERY STARTER CIRCUIT CIRCUIT
BREAKER BREAKER
TO VBAT (+)
ON ECM
HARNESS
ALTERNATOR
GLOW
PLUG
RELAY
76190

Circuit Diagrams
Relay and Power Circuits
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
28
27
26
25
24
22
21
20
19
15
13
11
10
31
30
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
20G–PPL
20E–PPL
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1 BARO
40Z–PPL
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15-RED
60B–BLU B SENSOR
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
85 40AA-PPL 20B–PPL 22
IDM 87 20H-PPL 20C–PPL 24
RELAY 30 33A-RED 97AX–PPL 25
86 33B-GRN 41K–BLU 26
40P–PPL 27
85 34B-BLK 10H–PPL 28 TO
ECM 87 34A-GRN 40T–PPL 31 ECM
RELAY 30 34C-RED 40AA-PPL 33
86 34E-WHT 20I–PPL 34
6-GRN 10I–PPL 36
A 40V–GRN
STARTER A GND4-BLK 37
36BC-PPL 40AC–BLK 40
RELAY B
40J–PPL
A 21-PPL 45
41L–YEL 46
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H-PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
19 20K–PPL 10D-RED 8
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR-GRN
16A-BLK
118A–PPL
15A-RED
36BC-PPL
118–TAN
24-YEL
21-PPL
110–GRN
8–TAN
34CC–YEL
W
D
C
B
A
M HARNESS
R
E
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76200

APS/IVS Circuits
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
31
30
28
27
26
25
24
22
21
20
19
15
13
11
10
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
20G–PPL
20E–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1 BARO
40Z–PPL
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
16–BLK
40Z–PPL 5
40Q–PPL 7
ALT L2 A 109–PPL 40E-PPL 8
10G–PPL 9
40M–PPL 14
40D–PPL 17
86 33B–GRN 41K-BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J–PPL 45
A 21–PPL
41L-YEL 46
A 40F-PPL 40F-PPL 47
B 31B-YEL
APS / IVS C 31C-BLU
40A–PPL 48
40S–PPL
SENSOR D 40E-PPL 40H–GRN
56
57
F 31E-WHT 58
40R–PPL
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
G
M HARNESS
R
D
C
B
A
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76191

BARO Circuit
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
31
30
28
27
26
25
24
22
21
20
19
15
13
11
10
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
20G–PPL
20E–PPL
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA-YEL 1 BARO
RESERVOIR A 102–PPL 41LA-BLU 2
GEAR LUBE B GND2–BLK 40Z-PPL 3 SENSOR
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
16–BLK
40Z-PPL 5
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
86 33B–GRN 41K-BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J–PPL 45
A 21–PPL
41L-YEL 46
F 31E–WHT 58
40R–PPL
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
G
M HARNESS
R
D
C
B
A
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76192

MAP Circuit
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
28
27
26
25
24
22
21
20
19
15
13
11
10
31
30
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
20G–PPL
20E–PPL
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1 BARO
40Z–PPL
ALARM
60A-YEL A
40J-PPL C MAP
B SENSOR
VBAT(+) A 15–RED
60B-BLU
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
86 33B–GRN 41K-BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J-PPL 45
A 21–PPL
41L-YEL 46
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
G
M HARNESS
R
D
C
B
A
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76199

IAT Circuit
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
28
27
26
25
24
22
21
20
19
15
13
11
10
31
30
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
20G–PPL
20E–PPL
GND1–BLK
101–PPL
97AX-PPL
50DB-YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1 BARO
40Z–PPL
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
RELAY 30 33A–RED 97AX-PPL 25
86 33B–GRN 41K–BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J–PPL 45
A 21–PPL
41L-YEL 46
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102–PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
G
M HARNESS
R
D
C
B
A
U
A ALTERNATOR
B
A
X
A ECT SENDER
T
F
J
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76196

ECT Circuit
97CH–GRN
A B
GLOW
PLUG
RELAY
TO FUSE
E A
A E
97MV–PPL
E A
C 97MS–PPL C
97BS–PPL B D
A E
97AN–PPL
97GR–BLK A CAM
97BE–GRN C
SENSOR
97X–BLK A
INJECTION

97CE–GRN B TEMP
SENSOR
PRESSURE ENGINE
97X-BLK A COOLANT
97BF-PPL B TEMP
SENSOR
97BP–PPL
97BS–PPL
97AP–PPL
97BG–GRN
97BE–GRN
97GR–BLK
97BH–RED
97AA–BLU
97AD–PPL
97MM–PPL
97MY–PPL
97AN–PPL
97CH–GRN
97BF-PPL
97X-BLK
97NB–RED
97MS–PPL
97BN–PPL
97BR–PPL
97CE–GRN
97MV–PPL
97BB–PPL
27
31
30
28
26
25
24
22
21
20
19
17
13
10
11
15
16
9
8
6
5
3
2
TO ECM
HARNESS
76193

IPR Circuit
97NC-RED 97NB-RED
97CH–GRN
A B
GLOW
PLUG
RELAY
TO FUSE
E A
A E
97MV–PPL
E A
C 97MS–PPL C
97BS–PPL B D
A E
97AN–PPL
97GR–BLK A CAM
97BE–GRN C
SENSOR
97X–BLK A
INJECTION

97CE–GRN B TEMP
SENSOR
INJECTION 97NC-RED
PRESSURE ENGINE
97X–BLK A COOLANT
REGULATOR 97BH-RED
97BF–PPL B TEMP
SENSOR
97BP–PPL
97BS–PPL
97AP–PPL
97BG–GRN
97BE–GRN 27
97GR–BLK
97BH-RED 25
97AA–BLU
97AD–PPL
97MM–PPL
97MY–PPL
97AN–PPL
97CH–GRN 17
97BF–PPL
97X–BLK
97NB-RED 13
97MS–PPL
97BN–PPL
97BR–PPL
97CE–GRN
97MV–PPL
97BB–PPL
15
31
30
28
26
24
22
21
20
19
16
10
11
9
8
6
5
3
2
TO ECM
HARNESS
76194

ICP Circuit
97CH–GRN
A B
GLOW
PLUG
RELAY
TO FUSE
E A
A E
97MV–PPL
E A
C 97MS–PPL C
97BS–PPL B D
A E
97AN–PPL
97GR–BLK A CAM
97BE–GRN C
SENSOR
97X-BLK A
INJECTION
97AA-BLU B CONTROL
97BG-GRN C PRESSURE

97CE–GRN B TEMP
SENSOR
PRESSURE ENGINE
97X–BLK A COOLANT
97BF–PPL B TEMP
SENSOR
97BP–PPL
97BS–PPL
97AP–PPL
97BG-GRN 28
97BE–GRN 27
97GR–BLK
97BH–RED
97AA-BLU
97AD–PPL
97MM–PPL
97MY–PPL
97AN–PPL
97CH–GRN
97BF–PPL
97X-BLK
97NB–RED
97MS–PPL
97BN–PPL
97BR–PPL
97CE–GRN
97MV–PPL
97BB–PPL
15
31
30
26
25
22
21
20
19
17
16
13
10
11
24
9
8
6
5
3
2
TO ECM
HARNESS
76195

Gauge Circuits
HARNESS 17
SENDER A
SENSOR 2
ENGINE 16
GUAGE A
PICKUP B
ALT E
TACH A
FUEL
EOP
TO
IAT
31
30
28
27
26
25
24
22
21
20
19
15
13
11
10
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
20G–PPL
20E–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108-PPL
7-LT BLU
DRIVE
41KA–YEL 1 BARO
40Z–PPL
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
TRIM A 107-PPL 40AB–BLK 20
SENDER B GND3-BLK 40N–PPL 21
86 33B–GRN 41K–BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J–PPL 45
A 21–PPL
41L–YEL 46
F 31E–WHT 58
40R–PPL
2 40C–PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117–LT BLU
117–LT BLU A
10N–PPL
109–PPL
10C–PPL
10B–PPL
107-PPL
102–PPL
108-PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7-LT BLU
8-TAN
34D–WHT
97CR–GRN
16A–BLK
118A–PPL
15A–RED
36BC–PPL
118–TAN
24–YEL
21–PPL
110–GRN
8-TAN
34CC–YEL
H
W
G
M HARNESS
T
D
C
B
A
U
A ALTERNATOR
B
A
X
A
L
ECT SENDER
INSTRUMENT
OIL ALARM
COOLANT
SWITCH
SAFETY
ALARM
SPARE
TO
76197

Alarm Circuits
HARNESS 17
SENSOR 2
SENDER A
ENGINE 16
PICKUP B
GUAGE A
ALT E
TACH A
FUEL
EOP
TO
IAT
31
30
28
27
26
25
24
22
21
20
19
15
13
11
10
9
8
6
5
3
2
A
1
97DX–PPL (DRAIN)
20G–PPL
20E–PPL
40P–PPL
40S–PPL
40T–PPL
40N–PPL
50G–BLU
20K–PPL
50F–GRY
50E–GRY
20L–PPL
40R–PPL
40Q–PPL
50D–YEL
50C–WHT
50B–GRY
20N–PPL
20M–PPL
20F–PPL
40M–PPL
50A–GRY
20D–PPL
GND1–BLK
101–PPL
97AX–PPL
50DB–YEL
112–BLK
108–PPL
7–LT BLU
DRIVE
41KA–YEL 1
RESERVOIR A 102-PPL 41LA–BLU 2
BARO
GEAR LUBE B GND2-BLK 40Z–PPL 3 SENSOR
ALARM
60A–YEL A
40J–PPL C MAP
VBAT(+) A 15–RED
60B–BLU B SENSOR
VBAT(-) A 40AD–RED 1
16-BLK
40Z–PPL 5
40Q–PPL 7
10G–PPL 9
40M–PPL 14
40D–PPL 17
86 33B–GRN 41K–BLU 26
40P–PPL 27
86 34E–WHT 20I–PPL 34
A 40V–GRN 37
RELAY 40J–PPL 45
A 21–PPL
41L–YEL 46
F 31E–WHT 58
40R–PPL
2 40C-PPL 59
20A–YEL
4 20C–PPL
6 20D–PPL
7 20E–PPL
8 20F–PPL
14 20H–PPL
TO 10Q–PPL 2
16 20I–PPL
IDM 10I–PPL 4
22 20N–PPL 10C–PPL 12
23 20Q–GRY 10H–PPL 13
24 20P–GRY 10G–PPL 14
25 20S–BLK 10E–BLK 15
26 20R–BLK 10F–BLK 23
113–BLK A GROUND
117-LT BLU
117-LT BLU
10N–PPL
109–PPL
10C–PPL
10B–PPL
107–PPL
102-PPL
108–PPL
101–PPL
40A–PPL
40D–PPL
110–GRN
40B–PPL
7–LT BLU
8–TAN
34D–WHT
97CR–GRN
16A–BLK
118A-PPL
15A–RED
36BC–PPL
118-TAN
24–YEL
21–PPL
110–GRN
8–TAN
34CC–YEL
W
C
S
R
B
A
M HARNESS
U
A ALTERNATOR
A COOLANT
B
A
X
F
E
A OIL ALARM
A ECT SENDER
T
J
INSTRUMENT
ALARM
SWITCH
SAFETY
SPARE
TO
76198


FUEL SYSTEM
5
D
DIAGNOSTIC TOOL USE
Index
Table of Contents
Page
MerCruiser Special Tools List . . . . . . . . . . . . . . 5D-1
Tools without MP P/N Can be
Ordered to: . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-2
Diagnostic Tools . . . . . . . . . . . . . . . . . . . . . . . 5D-2
Breakout Box . . . . . . . . . . . . . . . . . . . . . . . . . 5D-4
Beyers Model 200 Pressure
Test Kit (ZTSE-2239) . . . . . . . . . . . . . . . . . . 5D-4
Dwyer Slack Tube Manometer . . . . . . . . . . . 5D-5
Orificed Restrictor Tool (ZTSE-4146A)
and Adapter (ZTSE-4284) . . . . . . . . . . . . . 5D-6
Glow Plug/Injector Breakout
(ZTSE-4345) . . . . . . . . . . . . . . . . . . . . . . . . . 5D-6
ICP/EBP Breakout “T” (ZTSE-4347) . . . . . . 5D-7
High Pressure Leakage Test
Tool/Adapters . . . . . . . . . . . . . . . . . . . . . . . . 5D-7
Fluke 88 Digital Multimeter . . . . . . . . . . . . . . 5D-7
Breakout Box (ZTSE-4346) . . . . . . . . . . . . . 5D-8
Service Tool Functions . . . . . . . . . . . . . . . . 5D-13
5D-0 - DIAGNOSTIC TOOL USE Index 90-861784 998

MerCruiser Special Tools List
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
DESCRIPTION Supplier P/N MP P/N
Cylinder head lifting bracket ZTSE4297
Compression gauge ZTSE2482A
Compression gauge adapter ZTSE4292
Valve spring tester ZTSE2241
Valve spring compressor ZTSE4298
Injector sleeve remover ZTSE4302
Injector/front seal removal ZTSE4300
Injector sleeve installer ZTSE4303
Injector tip brush ZTSE4301
Injector sleeve brushes ZTSE4304
Injector sleeve seat brush ZTSE4305
Cylinder head coolant plate ZTSE4308
Cylinder head bolt bottom tap ZTSE43862
Injector holder rack and caps ZTSE4299
Cleaning brush set ZTSE4320
Injector remover ZTSE4354 91-854264
Injector installer ZTSE4353 91-854265
Damper wear ring remover ZTSE4314
Damper wear ring installer ZTSE4315
Damper and front seal installer ZTSE-4310
Hydraulic valve lifter tester ZTSE-1893
Flex hone ZTSE4349
“Plasti-gage” D81L6002B
Crankcase cup plug installer ZTSE4309
Rod guide caps ZTSE4311
Camshaft bushing tools ZTSE2393C
Keystone pin gauges ZTSE30201
Front crankshaft oil seal installer ZTSE4310
Crankshaft wear ring remover ZTSE4317
Crankshaft wear ring installer ZTSE4318
Engine harness repair kit ZTSE4291
High pressure oil system cap set ZTSE4295
ÁÁÁÁÁÁÁÁ
Fuel system cap set ZTSE4294
Fluke 88 digital multimeter
Injection control pressure high pressure leak test tool EG-132 91-854266
Glow plug/injector “T” harness ZTSE-4345 91-854267
Pressure test kit box ZTSE-2239 91-854268
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
Crankcase orifice restrictor ÁÁÁÁÁÁÁÁ
Injection control pressure(ICP) “T” harness
ÁÁÁÁÁÁÁÁ
ZTSE-4347
ZTSE-4146-A
91-854269
91-854270
and adapter ZTSE-4284 91-854271
Exhaust back pressure sensor “T” harness ZTSE-4347
Break out box ZTSE-4346 91-854272
Rinda diagnostic tool 94050M
• Prolink 9000 ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
Electronic diagnostic tool kit includes :
ÁÁÁÁÁÁÁÁ • ZTSE-43661
91-854273
• Cartridge
• Adapter Cable ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
•
•
ZTSE-43667
ZTSE-436633A
• Data Cable • ZTSE-501003
90-861784 998 Index DIAGNOSTIC TOOL USE - 5D-1

Tools without MP P/N Can be PRESSURE TEST KIT MODEL D-200
Ordered to:
PROLINK: OTC Division, SPX Corp
655 Eisenhower Drive
Owatonna, Minnesota 55060
Ph: 507-455-7244
Fax: 800-283-8665
RINDA: Rinda Technologies Inc.
4563 Elston Avenue
Chicago, Illinois 60630
Ph: 312-736-6633
Fax: 312-736-2950
MCA: Marine Corporation Of America
980 Hurricane Road
Franklin, IN 46131
Ph: 317-738-9408
Fax: 317-738-4330
MPE: Marine Power Europe, Inc.
Parc industriel de Petit-Rechain
4800 Verviers - Belgium
Ph: 32(87)32.32.11
Fax: 32(87)31.19.65
Pressure Test Kit Model D-200 (ZTSE-2239)
Diagnostic Tools
PRO-LINK 9000 SLACK TUBE MANOMETER

• Data Readout Window
• Soft Touch Keypad
• Data and Power Cable Connector
• RS232 Serial Data Port
• Push button
b
a
c
e
f
d
Pro-Link 9000 (ZTSE-43661) Slack Tube Manometer (Dwyer No. 1211-48)

a - 15 Pin Vehicle Cable
b - Power Cable
c - Data Cable
d - Data Cartridge (Specific cartridge for each application)
e - Adapter
f - Power Cable (Not needed for some applications)

ORIFICED RESTRICTOR TOOL ICP / EBP BREAKOUT “T”
ICP / EBP Breakout “T” (ZTSE-4347)
INJECTION CONTROL PRESSURE HIGH

PRESSURE LEAK TEST TOOLS
Orificed Restrictor Tool (ZTSE-4146A)

b c d
CRANKCASE RESTRICTOR ADAPTER
Injection Control Pressure High Pressure Leak
Test Tools
a - ICP Breakout Tee
b - Adapter
c - ICP Sensor
d - Plug
Crankcase Restrictor Adapter (ZTSE-4284)
GLOW PLUG / INJECTOR BREAKOUT FLUKE 88 DIGITAL MULTIMETER
Fluke 88 Digital Multimeter
Glow Plug / Injector Breakout (ZTSE-4345)

Breakout Box
b
Pressure Test Kit Model D-200 (ZTSE-2239)
! CAUTION
c
The quick disconnects have shut-off valves in
the panel connectors not in the plug. DO NOT
connect or disconnect lines while under pres-
Breakout Box (ZTSE-4346) sure.
a - Engine Microprocessor (ECM) NOTE: When using the magnehelic gauge, be sure
b - Engine Harness to plug the test line into the proper (“Pressure” or
c - Breakout Box Connector
“Vacuum”) port. Use the “Pressure” port to read ex-
haust back pressure and crankcase pressure. Use
Beyers Model 200 Pressure Test Kit “Vacuum” port to read air cleaner restriction. In both
cases, THE OPPOSITE CONNECTOR MUST BE
(ZTSE-2239) VENTED TO THE ATMOSPHERE BY INSTALLING
A QUICK CONNECTIVE PLUG IN THE PORT.
DESCRIPTION
The 0-160 psi gauge may be used to check fuel pres-
The Pressure Test Kit can be used to measure intake sure.
manifold (Boost) pressure, fuel pressure, air cleaner
restriction, fuel restriction, exhaust back pressure The 0-300 psi gauge is not normally used for any en-
and crankcase pressure. It may also be used to test gine diagnostic check.
the accuracy of the gauges within the kit.
The 0-30 psi gauge may be used to measure fuel
pressure or intake manifold (Boost) pressure.
The 0-30 in. Hg. vacuum gauge (0-14.7 psi) is used
to measure fuel system inlet restriction.
The 0-60 inches of water (magnehelic) gauge (0 2.16
psi) may be used to measure air cleaner restriction
or crankcase pressure.

MAINTENANCE AND GAUGE ACCURACY TEST The manometer is a “U” shaped tube with a scale
mounted between the legs of the “U”. Where the por-
1. Remove cover of pressure test kit and inspect for
tability of the Model 200 Pressure Test Kit is not re-
damage to gauges such as broken cover glass,
quired, this manometer can be used to measure ei-
bent gauge needles, and for missing pressure
ther low pressure or vacuum and may be filled with
connectors and nylon tubing. Replace damaged
water.
or missing parts so that the kit will operate when
needed. Order from: Dwyer Instruments, Inc.
P0. Box 373
2. Remove the screws holding the gauge panel to
Michigan City, Indiana 46360
carrying case and lift the panel from the carrying
Phone: (219) 872-9141
case. If any liquids are found in the tubing behind
the panel, loosen the connections and blow out
the liquids. Tighten all connectors as required FILLING
and reassemble the gauge panel. The manometer may be filled with water, when
3. The hand operated pump is directly connected to checking very low pressures.
0-30 psi gauge when the kit is received. If a gauge When filling with water, use only good drinking water
accuracy test is desired, proceed as described without additives except for some colored water veg-
under CALIBRATING THE PRESSURE KIT us- etable dye which enables the tester to read the scale
ing the Dwyer Slack Tube Manometer, in this sec- easier. With both legs of the manometer open to the
tion. atmosphere, fill the tube until the top of the fluid col-
umn is near the zero mark on the scale. Shake the
OPERATING INSTRUCTIONS tube to eliminate any air bubbles.
Connect tubes between the test ports on the panel IMPORTANT: Never use an antifreeze solution,
and the test points shown on the (REAR SIDE) of soda pop, tonic, etc. the increase in density
HARD START NO START AND PERFORMANCE causes false readings.
DIAGNOSTIC FORM EGED-130.
INSTALLING AND READING
Dwyer Slack Tube Manometer 1. Support the manometer in a vertical position. Be
sure the fluid is at the zero mark on the scale.
DESCRIPTION 2. Connect one leg of the manometer to the source
of the pressure or vacuum. Be sure the other leg
is open to atmosphere.
3. Start the engine and when the engine is in the
proper operating condition as specified, observe
the manometer.
4. After about two minutes, record the average posi-
tion the fluid level is above and below the zero
mark. Add the two figures together. The sum of
the two is the total column of fluid.
NOTE: At times both columns of the manometer will
a not travel the same distance. This is of no concern to
the tester as long as the leg not connected to the
pressure or vacuum source is open to the atmo-
sphere.
CLEANING
1. Wash the tube thoroughly with a little pure soap
and water. Avoid liquid soaps and solvents.
Slack Tube Manometer (Dwyer No. 1211-48)
a - Dimension Indicates Total Fluid Column

Orificed Restrictor Tool (ZTSE-4146A) Glow Plug/Injector Breakout
and Adapter (ZTSE-4284) (ZTSE-4345)
DESCRIPTION DESCRIPTION
This Orificed Restrictor tool (ZTSE-4146A) in con- The Glow Plug/Injector breakout tool (ZTSE-4345) is
junction with the Restrictor Adapter (ZTSE-4284) are used to check injector solenoid continuity and glow
used to measure combustion gas flow out of the en- plug resistance to ground. Use of this tool is shown
gine. The Orificed Restrictor contains an integral oil in Mechanical Diagnostics Section 1.
fill cap which provides nearly effortless set-up when
performing a crankcase pressure test on the Diesel
Engine. The Model D-200 Pressure Test Kit and a
plastic cap are also required to perform the crank-
case pressure test.
IMPORTANT: Pressure readings obtained with
this restrictor must not be used as the main
source of engine condition. Oil consumption
trend data must also be used if the pressure read-
ings are beyond the specified limits. Neither
changes in oil consumption trends nor crank-
case diagnostic pressure trends can establish a
specific component problem but are only indica-
tors that some problem exists.
Glow Plug/Injector Breakout (ZTSE-4345)

a
Crankcase Pressure Diagnostic Tools

a - Orificed Restrictor Tool (ZTSE-4146A)
b - Crankcase Restrictor Adapter (ZTSE-4284)

ICP/EBP Breakout “T” (ZTSE-4347) Fluke 88 Digital Multimeter
DESCRIPTION DESCRIPTION
ICP Injection Control Pressure / Exhaust Back Pres- The Fluke 88 multimeter allows the technician to
sure Sensor Breakout “T” (ZTSE -4347) is used to troubleshoot the electrical components (sensors, in-
gain access to Injection Control Pressure and Ex- jector solenoids, relays, wiring harnesses, etc.)
haust Back Pressure signal voltages. The “T” en- associated with the MCM 7.3L D-Tronic. In addition,
ables the technician to quickly connect a voltmeter to it measures engine RPM. This feature allows the
read voltage (pressure) signals at each of the sen- technician to measure engine cranking RPM when
sors. Use of the “T” to measure Injection Control the Electronic Service Tool (EST) is not available or
Pressure is shown in Mechanical Diagnostics Sec- is unable to receive ATA data. This meter has a high
tion 1. For use in measuring exhaust back pressure input impedance which allows testing of sensors
refer to Mechanical Diagnostics Section 2. while the engine is running, without loading the circuit
which is being tested. This ensures the signal voltage
measurement will not be affected by the voltmeter.
ICP/EBP Breakout “T” (ZTSE-4347)
High Pressure Leakage Test

Tool/Adapters
DESCRIPTION
The ICP/EBP breakout “T”, adapter, plug and ICP
sensor are used to perform High Pressure Leakage
Tests on the Injection Control Pressure system. Re-
fer to High Pressure Leakage Tests in Mechanical
Diagnostics Section 1 for use of these tools/adapt-
ers.
Fluke 88 Digital Multimeter
a b c
High Pressure Leakage Test Tools

a - Adapter
b - ICP Sensor
c - Plug

Breakout Box (ZTSE-4346) Readings can now be taken at the test connections
in the breakout box. The numbers at the test connec-
Breakout Box (ZTSE-4346) was designed to allow tions correspond to the ECM terminal numbers.
testing of the electrical system with the ECM hooked
up and in the system. This will allow ECM input and DESCRIPTION
output measurement with the components operat-
ing. Fault codes can be detected and stored in two com-
ponents. The lDM (Injector Driver Module), the ECM
It should be noted that the Breakout Box should be (Electronic Control Module).
used for measurement only, and not to activate or
control circuits. High current levels passing through The EST (Electronic Service Tool) is used to access
the breakout box will burn out internal circuitry. stored fault codes by plugging it into the American
Trucking Association (ATA) data link connector.
DIAGNOSTIC CODE RETRIEVAL

Turn all accessories and the ignition off. Connect the
EST tool to the (ATA) diagnostic connector.
The screen of the reader should light up as soon as
the tool is plugged in.
• Data Readout Window
• Soft Touch Keypad
• Data and Power Cable Connector
• RS232 Serial Data Port
• Push button
b
a
c
b
e
f
c d
Electronic Service Tool Pro-Link 9000

Breakout Box (ZTSE-4346) (ZTSE-43661)
a - Engine Microprocessor (ECM) a - 15 Pin Vehicle Cable
b - Engine Harness b - Power Cable
c - Breakout Box Connector c - Data Cable
d - Data Cartridge (Specific cartridge for each application)
BREAKOUT BOX INSTALLATION e - Adapter
f - Power Cable (Not needed for some applications)
1. Remove the weather cover at the engine cowl lo-
Turn the ignition key to the “ON” position but do not
cated on the upper driver’s side of vehicle.
start the engine. This will allow the EST to receive
2. Remove the 60 way connector from the ECM. At- data from the electronic control components
If no data is received press “ENTER” to retry. The in-
and secure the bolt in the center of the adapter to
formation received will be data as to the current sta-
the ECM.
tus of the engine.
3. Reattach the 60 way connector to the adapter
adapter.

To access the fault codes press the “FUNC” key to REFRESH CODES
If the fault that caused the “Active Code”, is no longer
malfunctioning, it will still be displayed as an “AC-
NAVISTAR MED
TIVE CODE”, until the key is cycled off. To update the
SELECT DESIRED
active codes in the EST, without turning the key off,
MENU
press the “FUNC’’ key to return to the “DIAGNOSTIC
[ENGINE] ←→ PRO-LINK
CODES” MENU.
Press the “↓” key repeatedly until the “REFRESH
CODES” selection appears on the screen. Press
From the main menu select “ENGINE” by pressing “ENTER” and the codes will update in the EST.
the “←” key. This will cause the brackets to be placed
around the “ENGINE” selection. Then press “EN- NAVISTAR MRD
TER”. ENGINE MENU
From the next menu, select “DIAGNOSTIC CODES”.
↑ REFRESH CODES ↓
The selection will have the “↑↓” symbol on the
screen, which means there are other selections
available. By pressing the “↓” key the other selec-
tions will display on the screen. The first screen that
will appear will be “DIAGNOSTIC CODES”. If anoth- INACTIVE CODES
er option was selected press “↓” key until “DIAG-
To access “Inactive Codes” press the “FUNC” key.
NOSTIC CODES” appears on the screen. Next press
This will access the last prior selection. Then press
“ENTER”. At this point diagnostic codes can be ac-
the “↓” key to select “INACTIVE CODES”. Press the
cessed.
“ENTER” key.
NAVISTAR MRD Inactive codes are faults that have occurred in the
ENGINE MENU past, and are now stored in memory. An “Active
Code” will become an “Inactive” code if the key is shut
↑ DIAGNOSTIC CODES ↓ off or the malfunction no longer exists (such as an in-
termittent problem).
NAVISTAR MRD
ENGINE MENU
ACTIVE CODES
The first option that will appear is “ACTIVE CODES”. ↑ INACTIVE CODES ↓
By selecting this option, the fault codes that are cur-
rently occurring or that have occurred during the last
key on cycle will be displayed. Press “ENTER”. If
there are any “Active Codes” the first one will appear
CLEAR CODES
on the screen along with a description of the code. If
there are any additional codes “Active” the “↑↓” sym- To remove the codes from the memory, the EST is
bol will appear on the screen. equipped with a “CLEAR CODES” option. To access
this option, press the “FUNC” key, this will revert back
Press “↓” key to access additional codes. If there are
to the “DIAGNOSTIC CODES” menu. Press the “↓”
not any codes “Active”, “NO ACTIVE CODES” will
key until “CLEAR CODES” appears on the screen.
appear on the screen.
Press the “ENTER” key and the screen will ask “ARE
YOU SURE?” Press the “←” key to select “YES”.
NAVISTAR MRD
Press “ENTER” and the codes will be deleted.
ENGINE MENU
↑ ↓ CLEAR CODES
ACTIVE CODES
ARE YOU SURE?
[YES] ←→ [NO]

DIAGNOSTIC TESTS
NAVISTAR MRD
Diagnostic tests are “Self Tests” performed by the DIAGNOSTIC TESTS
electronic components upon demand by the opera-
tor. The “Self Tests” check various output circuits to ↑ ENGINE OFF TESTS ↓
determine if they are functioning properly.
There are two types of self tests.
1. “ENGINE OFF” After the “ENTER” key is pressed, the EST will cause
the ECM to perform a self test.
2. “ENGINE RUNNING“
When the test is complete, the screen will display the
“ENGINE OFF” self tests check output circuits elec-
number of new faults found in the self test. It there are
trically for open or short circuits with the engine not
any additional faults found, press “ENTER” and the
running.
The “ENGINE RUNNING” test, checks the outputs of found during the test, the “↑↓” symbol will be shown
engine electronic controls with the engine running. on the screen. Press the “↓” key to access any addi-
The effect on engine operation is measured and tional faults.
compared to an expected level. If the level of opera-
After the “ENGINE OFF TEST” has been performed
tion is not within specification, a fault is recorded.
several other tests are available.
ENGINE OFF TEST At the completion of the “ENGINE OFF TEST” press
the “FUNC” key to access the “ENGINE OFF TEST
To perform “Engine Off” self tests, turn off all acces-
MENU”.
sories and ignition off. Connect the EST to the ATA
connector. Access the “ENGINE OFF TESTS” in the The first option will be “ACTIVE CODES”. By select-
“DIAGNOSTIC TESTS“ section of the EST. ing this option, any active codes will be displayed.
To access this test, press the “FUNC” key. This will
SELF TEST (ENGINE OFF)
allow access to the last prior selection. Or press the
“FUNC“ key repeated until the main menu appears Press the “↓” key to display other options. The next
on the screen. option will be “SELF TEST”. By selecting this option,
the “ENGINE OFF TEST” will be repeated.
NAVISTAR MED
SELECT DESIRED MENU INJECTOR TEST (ENGINE OFF)
←→ Press the “↓” key to continue. The next option is “IN-

[ENGINE] PRO-LINK
JECTOR TEST”. By selecting this test the ECM will
exercise (Buzz) the electronic injectors. During this
test it will measure the circuits as well activate the in-
Move the brackets to engine selection by pressing jectors. This will allow the technician to listen to the
the “←” key. Then press “ENTER”. operation of the injector without the engine running.
At the completion of the test, if the electronic compo-
Next select the “DIAGNOSTIC TESTS” menu by nents detect any faults they will be recorded and dis-
pressing the “↓” key, until “DIAGNOSTIC TESTS” is played. Also by monitoring the noise made by the in-
shown on the screen. Press enter to make this selec- jector the technician can determine if an injector does
tion. not fire electronically.
NAVISTAR MRD NOTE: This test can only be done after the engine off
ENGINE MENU test has been completed.
Select the “INJECTOR TEST” then press the “EN-
↑ DIAGNOSTIC TESTS ↓ TER” key.
NAVISTAR MRD
DIAGNOSTIC TESTS
Press the “↓” key until the “ENGINE OFF TESTS” is
shown on the screen. At this point, press “ENTER”. ↑ INJECTOR TEST ↓
Depressing the “ENTER” key will start the test.

At first all the injectors are energized, a loud buzzing ENGINE RUNNING TEST
noise can be heard.
The “ENGINE RUNNING TEST” will test engine out-
Next, each injector will be energized individually. This puts and performance with the engine running. This
will proceed in sequence starting at number 1 cylin- will allow the technician to determine if the outputs
der and proceeding through number 8 cylinder. All are within proper operating specifications.
eight injectors should be heard as the injectors fire.
Engine running tests can only be performed with the
After the injectors are fired individually the complete engine above 160° F (71° C).
sequence will repeat several times.
To access the “ENGINE RUNNING TEST”, from the
At the end of the test, the screen will indicate if any “DIAGNOSTIC TESTS” menu, press the “↓” key until
faults were found. If faults are indicated, press the “ENGINE RUNNING TEST” Is displayed on the
“ENTER” key. This will display any faults that were re- screen. Press the “ENTER” key to start the test.
corded. If there are multiple faults the “↑↓” symbol will
appear on the screen. Press the “↓” key to display the NAVISTAR MRD
other faults. DIAGNOSTIC TESTS
OUTPUT STATE TEST ↑ INJECTOR TEST ↓

The next test available is the “OUTPUT STATE
TEST”. This will signal the ECM to energize the out-
put circuits for testing. Pressing the “ENTER” key will begin the test. The
There are two modes of operation during this test. ECM will raise the engine low idle and command full
The first is “OUTPUT ARE LOW” and the other is ICP (Injection Control Pressure). The ECM will then
“OUTPUTS ARE HIGH”. measure what the actual pressure is and compare it
to the commanded value.
When in the “OUTPUTS ARE LOW” mode the ECM
will pull down the output voltage to ground. This will At the completion of the test the engine will return to
actuate the output components that are controlled by normal low idle and the screen will display the num-
the ECM grounding the circuits. During this test ber of faults found.
“OUTPUTS ARE LOW” will be displayed on the It there are any faults found, press the “ENTER” key
screen. to display the faults. If the “↑↓” symbol is shown, more
When in the “OUTPUTS ARE HIGH” mode the ECM faults are accessible. Press the “↓” key to display
will pull up the output voltage to 12 volts. This will ac- additional faults.
tuate the output components that are controlled by After the “ENGINE RUNNING TEST” has been com-
the ECM energizing the control circuits with 12 volts. pleted the injector test is accessible.
During this test “OUTPUTS ARE HIGH” will be dis-
played on the screen.
During this test the following components will be ex-
ercised, IDM, Enable relay, IPR (Injection Pressure
Regulator), ECI (Engine Crank Inhibit Relay), EDL
(Engine Data Link Relay), OWL (Oil/Water Light &
Alarm), relay and WARN engine light.
To access this test press the “↓” key until “OUTPUT
STATE TEST” appears on the screen. Press “EN-
TER” to start the test.
Press the “ENTER” key to switch from “OUTPUTS
ARE LOW” to “OUTPUTS ARE HIGH”. The mode will
change each time the “ENTER” key is pressed.
To end the test press the “FUNC” key.
While the test is being performed the technician can
measure output circuits to be certain the ECM out-
puts are functioning properly.

INJECTOR TEST WIGGLE TEST
The injector test will test each cylinder’s contribution. “WIGGLE TEST” is available under the Diagnostic
This will measure how much work is being done by Test Menu. The wiggle test is to assist the technician
each cylinder as compared to the other cylinders. in finding an intermittent condition. The wiggle test
will monitor both signal outputs and inputs on a con-
The ECM will measure this by increasing the amount
tinuous basis. Any interruption in the circuit will
of fuel delivery by five times to the injector being
cause a fault.
tested and monitoring the reduction in the other cyl-
inders to maintain engine speed. If there is no reduc- To access “WIGGLE TEST” from the Diagnostic Test
tion in fuel delivery to the other cylinders the ECM will Menu, press the “↓” key until “WIGGLE TEST” is dis-
set a fault code. played on the screen. Press the “ENTER” key, to start
the test.
To access the “INJECTOR TEST” from the Diag-
nostic Tests menu press the “↓” key until the “IN-
NAVISTAR MRD
JECTOR TEST” is shown on the screen under the
DIAGNOSTIC TESTS
“ENGINE RUNNING TESTS” menu. Then press the
“ENTER” key. ↑ ↓
WIGGLE TEST
NOTE 1: “ENGINE RUNNING TEST” must be per-
formed first to access this test.
NOTE 2: While performing this test the engine will
At any time during the Wiggle Test if an open or short
run rough.
is detected the EST will beep and the word “BEEP”
will display on the screen.
DIAGNOSTIC TESTS
ENGINE RUNNING TEST
WIGGLE TEST
↑ ↓ TEST IN PROGRESS
INJECTOR TEST
BEEP
↑ 01 FAULTS FOUND ↓
When the test is complete, the number of faults found

will be displayed. If there are any faults found press
While in the Wiggle mode, the technician can move
the “ENTER” key to display the faults. If there is more
and wiggle the wiring harness and connectors to lo-
than one fault, the “↑↓” symbol will be displayed.
cate the problem.
Press the “↓” key to display other faults.
To end the test press the “FUNC” key. The message
TACH BUFFER TEST will ask “STOP THIS TEST” press the “←” key to se-
lect yes. This will end the test.
The Tach Buffer Test checks the circuit between the
ECM and VPM along with the internal buffer circuit in WIGGLE TEST
the VPM. TEST IN PROGRESS
To perform this test select the “TACH BUFFER STOP THIS TEST
TEST” from the “ENGINE RUNNING TEST” menu. [YES] ←→ [NO]
The test must be performed with the engine speed
above 1250 RPM.
If any faults were detected, press the “ENTER” key
to display the fault.

Service Tool Functions Display Custom
Selecting Display Custom, selects the list configura-
PRO-LINK FUNCTIONS tion created with the Edit Custom menu selection.
Several options are available in the Pro-Link tool The Pro-Link displays Diagnostic data on the Pro-
menu. To access these functions press the “→” key Link screen in the chosen custom format. If no cus-
to select the “PRO-LINK” options. This will cause tom list exists, the Standard List is displayed.
brackets [ ] to be placed around “PRO=LINK”. Press Edit Custom
the “ENTER” key to make this selection.
Selecting Edit Custom enables the technician to con-
figure how he wants to view Diagnostic Data on the
NAVISTAR MED
Pro-Link screen and/or from a printer. The editing
SELECT DESIRED MENU
screen is shown below.
ENGINE ←→ [PRO-LINK]
SELECT PARAMETER ↑↓
PRESS ENTER
CURRENT LINE ← 1 →
From the tool menu press the “↓” key to display the ACTIVE CODES [NO]
tool functions.
CONTRAST ADJUST The table below shows the keys used for creating the
From the “CONTRAST ADJUST” display press the Custom Data List and the result of the key.
“ENTER” key to select this option.
FUNC Exits Edit Custom Mode
Use the “↑↓” keys on the Pro Link keypad to adjust
Scrolls up Current Line number and
the contrast of the characters on the Pro-Link display. →
Parameter
ENGLISH/METRIC ← Scrolls down Current Line
The Pro-Link displays in either English or Metric Scrolls up the Parameter only, Current
↑
units. To select the feature, press the “←→” keys to Line Number unchanged
select either English of Metric. Press the “ENTER” Scrolls down the Parameter only, Cur-
key to enter the selection. ↓
rent line number unchanged
Accepts the Current Line number and
CUSTOM DATA LIST ENTER
Parameter combination
This selection enables the technician to design a cus-
tom data list, placing data items in the list in the order To create a custom Data List:
that the technician chooses to view them. When the • Select the desired data line as the Current Line
Custom Data List is selected from the Function number.
Menu, the following screen is displayed. • Select the desired parameter to be displayed on
the line.
SELECT CUSTOM • Press the ENTER key. No change to the data list
DATA LIST OPTION occurs unless ENTER is pressed.
• Repeat for each Data Line.
↑ DISPLAY STANDARD ↓
Display Standard
The Pro-Link stores in memory both the Standard
Data List and one Custom Data List created by the
technician. Selecting Display Standard selects the
default list configuration for viewing and printing data
lists. Pressing the “ENTER” key presents Diagnostic
Data on the display in the Standard format for view-
ing.

Reset Custom There are five types of data which can be printed out
This selection resets the Custom Data list back to the DATA LIST
Standard List form. When selected, the following
DIAGNOSTIC CODES
screen is displayed.
CALIBRATION DATA
RESET CUSTOM LIST SNAPSHOT DATA
BACK TO STANDARD
ARE YOU SURE? REPROG PARMS
YES ←→ [NO] Press the “↓” key to select other options. Press “EN-
TER” and the selection will be printed.
No is the default action. Reset the Custom Data List Snapshot

to the Standard List by pressing the “←” key to Select
YES, then press the “ENTER” key. Selecting the Snapshot option will display the follow-
ing screen.
NOTE: If the Custom Data List is reset to the Stan-
dard List form, the Custom List is lost and must be DO YOU WISH TO PRINT
recreated. THE COMPLETE LIST
OR A CUSTOM LIST?
RESTART [COMPLETE] ←→ CUSTOM
Restart resets the Pro-Link to the beginning of the
program. The contrast adjustment is not affected by
Restart.
Complete
RS-232 SERIAL PORT Choosing “COMPLETE” produces a screen as
This selection allows the technician to configure the shown below.
Pro-Link RS-232 serial port for either printer or termi-
SNAPSHOT PRINTOUT
nal (personal computer) output. The screen below
SELECT FRAMES
appears when this item is selected.
TRIG = ### FRAMES = ###
START = ###
RS-323 SERIAL PORT
FUNCTION MENU
↑ PRINTER OUTPUT ↓
TRIG = Frame number that contains the trigger.
FRAME = Total number of frames in Snapshot
memory (a frame is one complete
This selection is used to print out diagnostic informa- Data List)
tion.
START = The first frame desired to print
The Pro-Link is set up to print to the Pro-Link Printer
Selecting “COMPLETE” will print all lines of the data
and no Port Setup is necessary for that printer. In or-
list. Enter the first frame desired to print at “START”
der to print to a different printer, follow the instructions
and press “ENTER”. Now line four will display END
under Port Setup, in the Electronic Service Tool
= # # #. Enter the last frame desired to print and press
manual.
“ENTER”. The tool will now print the complete data
The following screen will be displayed if the “PRINT- list for each of the frames that are selected.
ER OUTPUT” function is selected.
SELECT DATA TO PRINT
↑ DATA LIST ↓

Custom Trigger Setup
Selecting Custom produces the following screen. Trigger Setup allows the technician to configure how
and when Snapshot triggers. Selecting this option
SELECT UP TO 6 DATA displays the screen shown below.
PARAMETERS TO PRINT
USE FUNC TO QUIT SELECT SNAPSHOT
ENTER TO CONTINUE TRIGGER SOURCE
↑ ANY NUMERIC KEY ↓
Press the “ENTER” key and the following screen ap-

pears.
Four choices are available for Snapshot triggering:
SELECT DATA TO PRINT • Any Numeric Key
PRESS ENTER • Any Code
COLUMN # = 1
• Specific PID
ACTIVE CODES
• Specific SID
Any Numeric Key
Choosing this option requires the technician to press
Use the “↑↓” keys to scroll the list on line four. Choose
any numeric key on the Pro Link keypad to activate
the item desired for column 1 of the custom list, press
the trigger.
the “ENTER” key. Line three, “COLUMN #”, ad-
vances to 2. Repeat this procedure for all six columns Specific Code, PID and SID
of data to be printed. Press the “FUNC” key when fin-
When selecting a Specific Code, PID or SID a screen
ished. The Select Frames screen appears. Select the
is displayed which enables the technician to choose
desired frames to print and the Custom printout will
the Code, PID or SID to trigger on from a list of those
begin.
choices.
SNAPSHOT Setting Memory Trigger Point
Snapshot allows the technician to record data from Selecting any of the Trigger Setup options presents
the Data List, for review. This can be helpful for col- the display below.
lecting data while driving the truck or for searching for
an intermittent problem. DO YOU WISH TO
ADJUST THE MEMORY
The following functions are available for Snapshot: TRIGGER POINT
• Quick Trigger YES ←→ [NO]
• Trigger Setup
• Data Update Rate
• Review Snapshot
NO is the default. To adjust the trigger point, use the
Quick Trigger “←” key to select YES, then press “ENTER”. Select-
The Quick Trigger function enables the technician to ing YES present the following screen.
take a second Snapshot quickly, using the previous
setting established during Trigger Setup for the first T INDICATES LOCATION
Snapshot. It is not necessary to reset the setup val- OR TRIGGER IN MEMORY
ues for each Snapshot. Press the “ENTER” key and BEG MID END
the data is displayed on the Pro-Link screen. [...............T...............]
The Quick Trigger default trigger is Any Numeric Key.
Press any numeric key on the Pro-Link keypad to Use the “←→” keys on the Pro-Link keypad to adjust
start recording data. Press any numeric key again to the location of “T” along the line, then press “ENTER”
stop recording data. to accept this position . When the trigger occurs, all
data to the right of “T” was received after the trigger
occurred or towards the end of the Snapshot, Data to
the left of “T” was received before the trigger oc-
curred or towards the beginning of the Snapshot.

Processing the Trigger
After defining all the setup functions, pressing the
“ENTER” key presents the prompt on the screen,
“WAITING FOR TRIGGER”.
The Pro-Link is now storing data from the ECM and
waiting for the trigger condition to occur. When the
trigger occurs, the prompt is displayed “PROCES-
SING TRIGGER”. The Pro-Link will record data in its
memory buffer until full. When complete refer to “Re-
view Snapshot”.
Review Snapshot
This function will only be displayed when there is
Snapshot data in memory to view. The Snapshot
should have been triggered previously and the data
stored in memory. The following screen is displayed.
DATA
DATA
DATA
T = # # # C = # # # GOTO _ _ _
The “↑↓” keys are active and scroll the data up and
down. The “←→” keys scroll the current frame num-
ber (C). Pressing any numeric key followed by press-
ing the “ENTER” key reverts to that frame number.
Entering a GOTO_ _ _ frame number greater than
the number of frames in memory, reverts to the high-
est frame in memory. Pressing the “ENTER” key
without having pressed any other key presents the
codes for that frame. Arrows appear on line four if
there is more than one code. Pressing “ENTER”
again reverts back to the Review Snapshot Data List
mode. Data Update Rate
This selection gives the technician the ability to deter-
mine how often Snapshot data is updated in memory.
As the time is increased, the delay between sampling
frames is increased. The following screen is dis-
played when this option is selected.
DATA UPDATE RATE

SELECT DELAY
THEN PRESS ENTER
CURRENT = 0.1 NEW = 0.1
On the numeric keypad of the Pro-link, type in the de-

sired delay time from within the range of 0.1 to 9.9 se-
conds, then press “ENTER”. The screen automati-
cally returns to the Snapshot Function Menu screen.

FUEL SYSTEM
GPC, Glow Plug Control - Controls the cur-

5
E
rent flow to the glow plugs. Glow plug relay
“ON”time is controlled by the ECM and is a
function of engine coolant temperature, baro-
metric pressure and battery voltage. “ON”
time normally varies between 10 to 120 se-
conds. The glow plug relay will only cycle on
and off repeatedly when there is a voltage
condition greater than 12.5 volts.
FUEL SYSTEM GLOSSARY
Index
Table of Contents
Page
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-1
Abbreviations And Acronyms . . . . . . . . . . . . . . 5E-4
Conversion Table . . . . . . . . . . . . . . . . . . . . . . . . . 5E-5
5E-0 - FUEL SYSTEM GLOSSARY 90-861784 998

Index
Glossary CMP, Camshaft Position Sensor - A Hall effect sen-
sor used to indicate engine speed and camshaft posi-
Actuator - A device which performs work in re- tion. Speed is indicated by the number of vanes
sponse to an electrical signal. counted per revolution. Camshaft position is indi-
Address - A specific memory location in the RAM, cated by a single narrow vane which indicates #1 cyl-
ROM, or KAM of the ECM. The ECM can either read inder position or a wide vane in dual sync application
information from an address or send information that indicates #4 cylinder.
(write) to an address (RAM or KAM only). Continuous Test - A function of the ECM in which
Analog - A continuously variable voltage. the inputs and outputs of the ECM are continuously
monitored to assure that the readings are within set
Analog to Digital Converter (A/D) - A circuit within limits.
the processing section of the ECM that takes an ana-
log signal (either DC or AC) and converts it into a us- DCL, Data Communication Link - A serial commu-
able digital signal for the microprocessor. nication link between the ECM and the VPM.
Analog Multimeter - A meter that uses a needle to Disable - A type of computer decision which results
point to a number on a scale of numbers to indicate in an system being deactivated and not allowed to
a measured value (volts, ohms, amperes). Not rec- operate.
ommended for use on microprocessor systems be- Driver - A transistor in the output section of the ECM
cause of the possibility of excessive current due to that is used to turn on or off various actuators in the
the low impedance of the meter. system.
ATA Data Link - A serial data link specified by the Duty Cycle Signal - A type of wave signal that has
American Trucking Association and the SAE. a controlled on/off time measure
Background Manager - The portion of the computer from 0% to 100%. Normally used to control sole-
that performs “housekeeping duties”. Typically the noids.
Background Manager controls low priority items or DVOM Digital Volt Ohm Meter - A meter that uses
items that occur at a slower rate. a digital display to indicate a measured value. Pre-
BARO Barometric Pressure Sensor - A variable ferred for use on microprocessor systems, because
capacitance sensor which, when supplied with a 5 a DVOM has a very high internal impedance and will
volt reference signal from the ECM, produces a linear not load down the circuit being measured.
analog voltage signal indicating pressure. ECM, Electronic Control Module - The housing
Calibration - The data values used by the strategy which contains the micro computer, Vref regulator, in-
to solve equations and make decisions. Calibration put conditioners and output drivers.
values are stored in the ROM as scalars, functions ECM Power Relay - Relay which supplies or re-
and tables. Calibration values are input into the pro- moves power to the ECM.
cessor during programming to allow for the engine to
operate within certain parameters. ECT, Engine Coolant Temperature Sensor - A
thermistor type sensor which indicates engine tem-
CI, Cylinder identification - A signal from the ECM perature.
to the IDM that identifies the position of the cylinders
of the engine. EF IDM Feedback - A communication line from the
IDM to the ECM. In run mode, the signal on EF mir-
Check Engine Lamp - Lamp in the dash that comes rors the FDCS signal received by the ECM from the
on when selected fault codes are set or when the IDM. EF extensions will be used to identity detected
ECM is utilizing FMEM strategy. Fault codes can be problems with individual injectors.
read as flash codes through the CHECK ENGINE
lamp. To access the flash codes, the STI (Self Test EFRC, Engine Family Rating Code - A code read-
Input “Engine Diagnostics”) switch is depressed and able in the calibration list of the VPM with the EST
held momentarily while the ignition switch is placed service tool that identifies the horsepower and emis-
in the “ON’ position. This will cause the CHECK EN- sion calibration of the engine.
GINE lamp to flash any fault codes which were stored Engine Off Test - A self test operation that is per-
while operating the engine. formed with the ignition switch in the “ON” position
CLS, Coolant Level Switch - A switch style sensor with the engine off.
used to indicate low coolant level. Engine Running Test - Self test operation that is
performed with the engine running.
90-861784 998 FUEL SYSTEM GLOSSARY - 5E-1

Index
EOP, Engine Oil Pressure sensor - A switch type cycle of the signal, the narrower the vane the shorter
sensor used to indicate low oil pressure. the duty cycle of the signal. A narrow vane is used
to indicate the position of #1 cylinder and a wide vane
EST Electronic Service Tool - The scan tool used
to indicate the position of #4 cylinder. A Hall Effect
for accessing diagnostics and programing the Mer-
sensor has three connections ground, Vref, signal.
Cruiser 7.3 D-Tronic electronic control system.
High Speed Digital Inputs - Inputs to the ECM that
EWL - Engine Warning Light Circuit
are from a sensor that generates varying frequen-
FDCS, Fuel Demand Command Signal - Com- cies. Examples of high speed digital input sensors
mand signal generated by the ECM and sent to the are engine speed, and Manifold Absolute Pressure
IDM which controls when an injector is energized (MAP) sensors.
(opened) and how long the injector remains ener-
IAT, Intake Air Temperature sensor - A thermistor
gized (open). This signal determines when and how
style sensor used to indicate intake air temperature.
much fuel the injector delivers to the combustion
chamber. ICP, Injector Control Pressure Sensor - A trans-
ducer style sensor used to indicate Injection Control
FMEM, Failure Modes Effects Management - An
Pressure.
alternate control strategy devised to reduce the ad-
verse effects that can be caused by a system failure. IDM, Injection Driver Module - Is an electronic unit
Should a sensor fail, the ECM substitutes a good which has the primary function of an electronic dis-
sensor signal or assumed sensor value in its place. tributor for the injectors. It also is the power supply
The WARN ENGINE Lamp is then lit to alert the driver for the injectors. It supplies 115 volts dc @ 7 amps
to take the engine in for service. to the injectors.
Foreground Manager - That portion of the computer Impedance - A form of opposition to AC current flow
that controls the primary engine control functions. measured in Ohms.
The foreground manager responds to external
Injection Control Pressure - High lube oil pressure
events quickly to maintain correct engine perfor-
generated by a high pressure pump/pressure regula-
mance under a variety of conditions. Typically the
tor used to hydraulically actuate the fuel injectors.
foreground manager controls high priority items.
Input Conditioner - A device or circuit that condi-
Function - An input value to a computer which the
tions or prepares an input signal for use by the micro-
computer solves for an output.
processor.
Fusible Link - A wire designed to melt if more than
IPR, Injection Control Pressure Regulator - An
a specified amount of electrical current flows through
ECM controlled pulse width modulated regulator
it.
valve which regulates injection control oil pressure.
GPC, Glow Plug Control - Controls the current flow
KAM, Keep Alive Memory - Is a memory location in
to the glow plugs. Glow plug relay “ON”time is con-
the microprocessor which allows the ECM to store in-
trolled by the ECM and is a function of engine coolant
formation on input failures, identified in normal op-
temperature, barometric pressure and battery volt-
erations for use in diagnostic routines. Keep Alive
age. “ON” time normally varies between 10 to 120
Memory can also store alternate calibration parame-
seconds. The glow plug relay will only cycle on and
ters generated by the FMEM strategy in event of sen-
off repeatedly when there is a voltage condition
sor failure or wear. KAM memory is volatile and will
greater than 12.5 volts.
be lost if power is disconnected.
GPL - Glow Plug Wait Lamp
KAMPWR - The circuit that continuously supplies
GPR, Glow Plug Relay - ECM controlled relay which KAM memory with 12 volts to prevent the loss of KAM
supplies power to the glow plugs. memory.
Hall Effect Sensor - A Hall Effect sensor generates Low Speed Digital Inputs - Are switched sensor in-
a digital on/off signal that indicates speed and also puts that generate an on/off (high/low) signal to the
engine timing. The signal is created by a switching ECM. The input supplied to the ECM from the sensor
action caused by the passing of a vanes thru a posi- could be from a high input source switch (usually 12
tive and negative voltage potential. When the vane or 5 volts) or could be from a grounding type switch
is between this potential a signal is created. When which grounds the signal from a current limiting resis-
the gap is between this potential is open, no signal is tor internal to the ECM and creates a low signal. (0
generated. The wider the vane the longer the duty volts)

Index
MAP, Manifold Absolute Pressure - A MAP sensor Sampling - The act of periodically collecting informa-
is a sensor that generates a digital frequency that in- tion, as from a sensor. A microprocessor samples in-
dicates manifold boost pressure or vacuum. The sig- puts from various sensors in the process of control-
nal is created by switching action caused by manifold ling a system.
pressure on a diaphragm connected to a capacitor
Scalar - A single numerical value that is assigned a
circuit in the sensor. The digital frequency increases
label and is used as a calibration parameter. This val-
as pressure increases. A MAP sensor has three con-
ue can be multiplied, divided, added or subtracted to
nections, signal return (grd), MAP signal and Vref.
a given input.
Microprocessor - An integrated circuit within a mi-
SIG GRD, Signal Ground - The common ground
cro computer which controls information flow within
wire to the ECM in wire harness for the sensor inputs.
the computer.
STI, Self Test Input “Engine Diagnostics” Switch
Normally Closed - Refers to a switch or a solenoid
- Diagnostic switch located on vessel dash used to
that is closed when no control force is acting on it.
activate Self Test Input engine diagnostics.
Normally Open - Refers to a switch or solenoid that
Strategy - A plan or set of operating instructions that
is open when no control force is acting on it.
the microprocessor follows in order to achieve a de-
On Demand Test - A self test which the technician sired goal. Strategy is the computer program itself,
initiates, and is run from a program in the processor. including all equations and decision making logic.
Strategy is always stored in the RAM an thus cannot
OCC, Output Circuit Check - An “On Demand’ test
be changed during calibration.
performed during an “Engine Off’ self test that tests
the continuity of selected actuators. STOP - Stop Engine Lamp
Output State Check - A “On Demand” test selected Switch Sensors - Switch sensors are used to indi-
by the technician which forces the processor to acti- cate position, levels or pressures. The signal of a
vate actuators “High or Low” for additional diagnos- switch sensor is a digital signal created by either the
tics. opening or closing a switch. The on or off signal can
indicate position as in the case of a clutch switch, le-
OWL - Oil/Water Light and Alarm
ver as in the case of a coolant level switch, or pres-
Potentiometer - Is an electro-mechanical device sure as in the case of a low oil pressure switch. A
(variable voltage divider) which senses the position switch sensor normally has two connections signal
of a mechanical component. Potentiometers have return (Grd) and the signal. A switch sensor is con-
three connections, Vref, Signal out (wiper) and sidered a low speed digital signal input.
ground.
TAC, Tachometer Output Signal - Engine speed
PROM - Programmable Read Only Memory signal from the ECM to the VPM.
Pulse Width - The length of time an actuator, such Table - Devices that a computer uses to take two dif-
as an injector remains energized. ferent inputs and solve for an output.
RAM, Random Access Memory - A type of memory Thermistor - Sensor used to determine tempera-
that is used to store information. Information can be ture. A thermistor changes its resistance value in
written to and read from the RAM. Input information relation to temperature change. Increasing tempera-
such as current engine speed or temperature would ture results in decreasing resistance, decreasing
be stored here to be compared to values stored in the temperature results in increasing resistance. The
ROM. All memory in the RAM is lost when the ignition thermistor in conjunction with a current limiting resis-
switch is turned off. tor in the ECM forms a voltage divider that provides
Read - A computer operation where information is re- a voltage signal that indicates temperature. Since
trieved from the memory. the top half of the voltage divider is the current limiting
resistor and is internal to the ECM a thermistor sen-
RFI - Radio Frequency Interference sor only has two connections, signal return and
ROM, Read Only Memory - A type of memory that ground.
is used to store information permanently. Information
can not be written to the ROM memory. Operating
strategies and calibration tables are the type of in-
formation most commonly stored in the ROM.

Index
Threshold Value - A value stored in the ROM portion Abbreviations And
of the ECM. This value is compared to the value of
a particular sensor provided to the ECM during the Acronyms
continuous self-test. If the value is not within the pa-
ATS AMBIENT TEMPERATURE SENSOR
rameters of the threshold value, a service code is en-
tered into the KAM. BARO BAROMETRIC PRESSURE SENSOR
TPS, Throttle Position Sensor - A potentiometer CMP CAMSHAFT POSITION SENSOR
style sensor that indicates the operator’s throttle ECM ELECTRONIC CONTROL MODULE
position.
ECT ENGINE COOLANT TEMPERATURE
Transducers (load cells) - Transducers are used to SENSOR
sense pressure. Their function is very similar to po-
tentiometers. The 5 volt reference signal is changed EOP ENGINE OIL PRESSURE SENSOR
by the internal circuitry of the sensor into an analog FDCS FUEL DELIVERY COMMAND SIGNAL
voltage that indicates pressure. A transducer sensor
has three connections Vref, signal and ground. HEUI HYDRAULICALLY ACTUATED, ELEC-
TRONICALLY CONTROLLED UNIT IN-
Transition - Changing from one value or condition to JECTORS
another, such as from positive to negative in an elec-
tronic circuit. ICP INJECTOR (OIL) CONTROL PRESSURE
SENSOR
UVC, Under Valve Cover - A combination valve cov-
er gasket and harness containing fuel injector and IDM INJECTOR DRIVER MODULE
glow plug wiring. IPR INJECTOR (OIL) PRESSURE REGULA-
VIGN, Voltage Ignition - Voltage supplied by the TOR
ignition switch when the key is in the “ON” position. IDM INJECTION DRIVE MODULE
VPM, Vessel Personality Module - A module which MAP MANIFOLD ABSOLUTE PRESSURE
identifies to the ECM the individual parameters for SENSOR
the system being used.
TPS THROTTLE POSITION SENSOR
V Ref Reference Voltage - A five volt reference sup-
plied by the ECM to operate the engine sensors. UVC UNDER VALVE COVER
VBAT - Battery voltage. (See VPWR) VOP VALVE OPENING PRESSURE
VPWR - Battery voltage. (See VBAT)

Write - A computer operation where information is
sent to and stored in memory.

Index
Conversion Table
Inch Fractions and Decimals to Millimeter Equivalents
Inches Inches Inches Inches
Fract. Dec. mm Fract. Dec. mm Fract. Dec. mm Fract. Dec. mm
— .0004 .010 — .3000 7.620 — .7874 20.000 — 1.969 50.0
— .0010 .025 5/16 .3125 7.938 51/64 .7696 20.241 2 2.000 50.8
— .0039 .100 — .3150 8.000 13/16 .8125 20.638 2-1/8 2.125 54.0
— .0050 .127 21/64 .3281 8.334 — .8268 21.000 — 2.165 55.0
— .0079 .200 — .3346 8.500 53/64 .8281 21.034 2-1/4 2.250 57.2
— .0098 .250 11/32 .3438 8.731 27/32 .8438 21.431 — 2.362 60.0
— .0100 .254 — .3543 9.000 55/64 .8594 21.828 2-3/8 2.375 60.3
— .0118 .300 23/64 .3594 9.128 — .8662 22.000 2-1/2 2.500 63.5
1/64 .0156 .397 — .3740 9.500 7/8 .8750 22.225 — 2.559 65.0
— .0157 .400 3/8 .3750 9.525 57/64 .8906 22.622 2-5/8 2.625 66.7
— .0197 .500 25/64 .3906 9.922 — .9000 22.860 2-3/4 2.750 69.9
— .0236 .600 — .3937 10.000 — .9055 23.000 — 2.756 70.0
— .0250 .635 — .4000 10.160 29/32 .9063 23.019 2-7/8 2.875 73.0
— .0276 .700 13/32 .4062 10.319 59/64 .9219 23.416 — 2.953 75.0
— .0295 .750 — .4134 10.500 15/16 .9375 23.813 3 3.000 76.2
1/32 .0313 .794 27/64 .4219 10.716 — .9449 24.000 — 3.150 80.0
— .0315 .800 — .4331 11.000 61/64 .9531 24.209 3-1/4 3.250 82.6
— .0354 .900 7/16 .4375 11.113 31/32 .9688 24.606 — 3.346 85.0
— .0394 1.000 29/64 .4531 11.509 — .9843 25.000 3-1/2 3.500 88.9
3/64 .0469 1.191 15/32 .4688 11.906 1 1.0000 25.400 — 3.543 90.0
— .0472 1.200 — .4724 12.000 — 1.0240 26.000 — 3.740 95.0
— .0500 1.270 31/64 .4844 12.303 1-1/16 1.0620 26.988 3-3/4 3.750 95.3
— .0551 1.400 — .4921 12.500 — 1.0630 27.000 — 3.937 100.0
— .0591 1.500 1/2 .5000 12.700 — 1.1020 28.000 4 4.000 101.6
1/16 .0625 1.588 — .5118 13.000 1-1/8 1.1250 28.575 — 4.331 110.0
— .0669 1.700 33/64 .5156 13.097 — 1.1420 29.000 4-1/2 45.00 114.3
— .0750 1.905 17/32 .5326 13.494 — 1.1810 30.000 — 4.724 120.0
5/64 .0781 1.984 — .5315 13.500 1-3/16 1.1880 30.160 5 5.000 127.0
— .0787 2.000 35/64 .5469 13.891 — 1.2210 31.000 — 5.118 130.0
— .0906 2.300 — .5512 14.000 1-1/4 1.2500 31.750 5-1/2 5.500 139.7
3/32 .0938 2.381 9/16 .5625 14.288 — 1.2600 32.000 — 5.512 140.0
— .0984 2.500 — .5710 14.500 — 1.2990 33.000 — 5.906 150.0
— .1000 2.540 37/64 .5781 14.684 1-5/16 1.3120 33.340 6 6.000 152.4
— .1024 2.600 — .5906 15.000 — 1.3390 34.000 — 6.299 160.0
7/64 .1093 2.776 19/32 .5938 15.081 1-3/8 1.3750 34.930 6-1/2 6.500 165.1
— .1181 3.000 — .6000 15.240 — 1.3780 35.000 7 7.000 177.8
1/8 .1250 3.175 39/64 .6094 15.478 — 1.4170 36.000 — 7.087 180.0
— .1378 3.500 — .6103 15.500 1-7/16 1.4380 36.510 7-1/2 7.500 190.5
9/64 .1406 3.572 5/8 .6250 15.875 — 1.4570 37.000 — 7.874 200.0
5/32 .1563 3.969 — .6299 16.000 — 1.4960 38.000 8 8.000 203.2
— .1575 4.000 41/64 .6406 16.272 1-1/2 1.5000 38.100 8-1/2 8.500 215.9
11/64 .1719 4.366 — .6496 16.500 — 1.5350 39.000 — 8.661 220.0
— .1772 4.500 21/32 .6563 16.669 1-9/16 1.5620 39.690 9 9.000 228.6
3/16 .1875 4.763 — .6693 17.000 — 1.5750 40.000 — 9.449 240.0
— .1969 5.000 43/64 .6719 17.066 — 1.6140 41.000 9-1/2 9.500 241.3
— .2000 5.080 11/16 .6875 17.463 1-5/8 1.6250 41.280 — 9.843 250.0
13/64 .2031 5.159 — .6890 17.500 — 1.6540 42.000 10 10.000 254.0
— .2165 5.500 — .7000 17.780 1-11/16 1.6880 42.860 — 10.236 260.0
7/32 .2188 5.556 45/64 .7031 17.859 — 1.6930 43.000 11 11.000 279.4
15/64 .2344 5.953 — .7087 18.000 — 1.7320 44.000 — 11.024 280.0
— .2362 6.000 23/32 .7188 18.256 1-3/4 1.7500 44.450 — 11.811 300.0
1/4 .2500 6.350 — .7283 18.500 — 1.7720 45.000 12 12.000 304.8
— .2559 6.500 47/64 .7344 18.653 — 1.8110 46.000 13 13.000 330.2
17/64 .2656 6.747 — .7480 19.000 1-13/16 1.8130 46.040 — 13.780 350.0
— .2756 7.000 3/4 .7500 19.050 — 1.8500 47.000 14 14.000 355.6
9/32 .2813 7.144 49/64 .7656 19.447 1-7/8 1.8750 47.630 15 15.000 381.0
— .2953 7.500 — .7677 19.500 — 1.8900 48.000 — 15.748 400.0
19/64 .2969 7.541 25/32 .7813 19.844 — 1.9290 49.000 16 16.000 406.4

Index
COOLING SYSTEM
6
A
SEAWATER COOLED SECTION
Index
Table of Contents
Page
Lubricants/Sealants . . . . . . . . . . . . . . . . . . . . . . 6A-2
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-2
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-2
Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-2
Seawater Pump . . . . . . . . . . . . . . . . . . . . . . . 6A-2
Seawater Pickup Connections . . . . . . . . . . . 6A-2
Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-3
Seawater Pump . . . . . . . . . . . . . . . . . . . . . . . 6A-3
Seawater System Hose Connections . . . . . . . 6A-3
Connections At Heat Exchanger . . . . . . . . . 6A-3
Connections At Power Steering Cooler . . . 6A-3
Connections At Seawater Pump . . . . . . . . . 6A-3
Connections Oil Cooler . . . . . . . . . . . . . . . . . 6A-4
Connections At Turbo-Charger . . . . . . . . . . 6A-4
Connections At Overboard Discharge
Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-4
Connections At Aftercooler . . . . . . . . . . . . . . 6A-4
Sea Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-5
Thru-Hull Pickup and Seacock . . . . . . . . . . . . . 6A-5
Seawater Inlet Recommendations . . . . . . . . . . 6A-6
Transom Mounted or Thru-Hull Seawater
Pickup and Hose . . . . . . . . . . . . . . . . . . . . . 6A-6
Seacock (Seawater Inlet Valve) . . . . . . . . . . 6A-6
Sea Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-6
Seawater Pickups . . . . . . . . . . . . . . . . . . . . . . . . 6A-7
Thru-Hull Mounted . . . . . . . . . . . . . . . . . . . . . 6A-7
Sea Strainer (Quicksilver) . . . . . . . . . . . . . . . . . 6A-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-8
Seawater Pickup Pump . . . . . . . . . . . . . . . . . . . 6A-9
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-9
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-14
Drive Belt Tension Adjustment . . . . . . . . . . . . 6A-15
Seawater Pickup Pump . . . . . . . . . . . . . . . . 6A-15
Flushing Seawater Cooled Section . . . . . . . . 6A-15
Check/Clean Seawater Strainer . . . . . . . . . . . 6A-17
Draining Seawater Cooled Section . . . . . . . . 6A-18
Draining Precautions . . . . . . . . . . . . . . . . . . 6A-18
Coolant Tank/Heat Exchanger, Oil, Power
Steering Fluid Coolers . . . . . . . . . . . . . . . . . . 6A-20
Location of Coolers . . . . . . . . . . . . . . . . . . . 6A-21
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-21
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-22
6A-0 - SEAWATER COOLED SECTION Index 90-861784 998

Item/Fastener Location Lb. Ft. (N•m) Lb. In. (N•m)
Aftercooler End Cap 30 (41)
Aftercooler to Manifold 30 (41)
Alternator Brace to Alternator 192 (28)
Alternator to Mounting Bracket 35 (48)
Drain Plugs (Note) Securely
Heat Exchanger End Cap 72 (8)
Heat Exchanger to Bracket 30 (41)
Hose Clamps Securely
Power Steering Pump Brace to Block 30 (41)
Power Steering Pump Bracket 30 (41)
Pulleys Securely
Seawater Pump Bracket to Block 30 (41)
Seawater Pump Housing 120 (14)
Seawater Pump to Bracket 35 (48) 120 (14)
Thermostat Housing 30 (41)
Thru-Hull Pickup Nut 30 (41)
Water Temperature Sender 20 (27)
NOTE: Coat threads with Quicksilver Perfect Seal before installing.
90-861784 998 Index SEAWATER COOLED SECTION - 6A-1

Lubricants/Sealants Seawater Pump
Item/Description Part Number Seawater Pump Delivery Rates
Special Lubricant 101 92-13872A1 Engine R.P.M. U.S. Gal. (L)
Quicksilver Perfect Seal 92-34227--1 1000 10
Loctite Master Gasket 92-12564--1 2000 20
Gasket Sealer 92-72592--1 3000 30
Loctite Pipe Sealant with Te- 3400 34
Obtain Locally
flon
Seawater Pickup Connections
Special Tools SEAWATER PICKUP HOSE
Item/Description Part Number Seawater Pickup Hose Size Requirement

Heat Exchanger Cleaning Brush Minimum Diameter In.
Model
(mm)
Can be obtained from:
All 1-1/2 (38)
01299
Schaefer Brush Manufacturing
Company SEACOCK (WATER INLET VALVE), IF SO
117 West Walker Street EQUIPPED
Milwaukee, WI 53204 U.S.A.
Seacock Size Requirement
Minimum Diameter In.
Model
(mm)
Specifications All 1-1/2 (38)
Capacity SEA STRAINER
System Capacity Sea Strainer Flow Requirement

U.S. Gal. (L) (Approxi- Flow Rate Per Minute
Model Model U.S. Gal. (L) (Mini-
mate)
mum)
All 15 (14.1)
All 40 (150)

Identification Connections At Power Steering
Cooler
Seawater Pump a
a
76118 b 76121
a - Hose From Oil Cooler

a - Seawater Pump b - Hose To Turbocharger
Connections At Seawater Pump

Seawater System Hose
Connections
Connections At Heat Exchanger
a
b 76107
76103 a - Hose To Heat Exchanger

a b - Inlet Hose
a - Hoses On Starboard Side

Connections Oil Cooler Connections At Overboard Discharge
Fitting
b
a
76123
a - Hose To Power Steering Cooler

b - Hose From Heat Exchanger
76139
Connections At Turbo-Charger a - Hose From From Turbocharger

b
Connections At Aftercooler
a
76106
a
b 76160
a - Hose To Heat Exchanger

a - Hose From Power Steering Cooler b - Hose From Seawater Pump
b - Hose To Overboard Discharge Fitting

Sea Strainer Thru-Hull Pickup and
Seacock
1
2 1
3 2
3 4
70355
5
Quicksilver Components Shown - Other Similar
1 - Hose Connector [1-1/2 In. (38 mm) I.D.] to Seawater-
Strainer Inlet
2 - Seacock [1-1/2 In. (38 mm)] Brass Ball or Gate Valve
3 - Seawater Pickup
4 - Direction of Seawater Flow
72673
Quicksilver Seawater Strainer Shown - Others

Similar
1 - Screws and Washers
2 - Cover
3 - Glass
4 - Gasket
5 - Strainer
6 - Housing
7 - Drain Plug and Sealing Washer

Seawater Inlet Seacock (Seawater Inlet Valve)
Recommendations If a seacock is being used, it must be installed be-
tween water pickup and seawater pickup pump (or
sea strainer), to allow operator to shut off the seawa-
Transom Mounted or Thru-Hull ter in case of a leak or when boat is not in use. This
will allow the operator to flush or drain the engine, or
Seawater Pickup and Hose clean the sea strainer while boat is in the water. Sea-
Water pickup must be large enough to permit suffi- cock used must have an internal cross-sectional area
cient water flow to engine seawater pickup pump for equal to or greater than hose to prevent restricting
adequate engine cooling [40 gal. per min. (150 L per water flow. Install seacock in an area where it will be
min.) minimum]. Pickup also must supply a positive easily accessible and self-supporting to prevent hose
head while underway. fatigue.
! CAUTION a
Do not install water pickup directly in line with
propeller, as pickup may create turbulence and
allow air to flow into the “propeller slipstream.”
This will cause propeller ventilation and will ad-
versely affect boat performance. b
Water pickup should be located as close to seawater

system inlet or strainer as possible and in an area
where an uninterrupted, solid stream of water will
flow past when boat is underway. Connect water
pickup to seawater pickup pump inlet with 1-1/2 in.
(38 mm) I.D. wire reinforced hose of adequate wall
thickness to prevent it from collapsing from pump c d
suction. Be sure to secure hose connections with 70355
hose clamps.
a - Hose Connector [1-1/2 In. (38 mm) I.D.] to Seawater
Pump Inlet
b - Seacock [1-1/2 In. (38 mm)] Brass Ball or Gate Valve
c - Seawater Pickup
d - Direction of Seawater Flow
Seacock (with Thru-Hull Pickup Shown)
Sea Strainer
If boat is equipped with a sea strainer, it must be of
sufficient size to ensure that an adequate supply of
water is maintained for engine cooling. Install
seawater strainer in an area where it will be easily
accessible for inspection and cleaning. Strainer
should be installed in water inlet hose after water inlet
valve to allow operator to shut off water when
cleaning strainer.

Seawater Pickups Sea Strainer (Quicksilver)
NOTICE NOTICE
Refer to manufacturer’s instructions for infor- Refer to manufacturer’s instructions for infor-
mation on removal and installation of other mation on removal and installation of other
than Quicksilver Seawater Pickups. than Quicksilver Sea Strainer.
IMPORTANT: Seal the inside edges of any hole

made through the hull with a suitable sealant to
prevent water absorption and deterioration. Removal
! CAUTION
Thru-Hull Mounted
If boat is in water while working on seawater
(Quicksilver Part Number: 68670A2) strainer, close seacock, if so equipped. If boat is
not equipped with a seacock, remove and plug
seawater inlet hose to prevent a siphoning action
that may occur, allowing seawater to flow from
b the drain holes or removed hoses and enter boat.
d
c IMPORTANT: Be certain engine is off and cooling

system is cold.
1. Follow “a” or “b” instructions:
72639 a. Models Equipped with Seacock:
a
a - Seawater Pickup (1) Close seacock (seawater inlet valve).
b - Seawater Inlet Slots (MUST Face Forward - Parallel with-
Water Flow (2) Disconnect seawater inlet hose from sea-
c - Mounting Screw Holes (if so designed) water strainer.
d - Nut
Quicksilver Thru-Hull Seawater Pickup Shown
1. Seal inside edges of 1-3/4 in. (44 mm) hole in hull

using a suitable sealer. a
b
2. Apply marine caulking (sealer) to mounting sur- 72691
face on seawater pickup where hull contact will
occur when installed. a - Seawater Inlet Hose
b - Seawater Strainer
3. Ensure slots in seawater pickup are facing for-
ward (toward bow of boat) and install seawater
pickup through hull. The slots must be parallel
with flow of water.
4. Fasten pickup with four appropriate mounting
screws (if so designed).
5. Apply marine caulking as needed inside boat.
Apply Loctite to threads of nut and install on pick-
up on inside of boat and torque nut to 30 lb. ft. (41
N•m).
NOTE: If pickup being installed does not have
mounting screws on underside where mounted to
hull, be certain, after nut is torqued, that slots are still
facing forward.

b. Models without Seacock: Installation
(1) Disconnect seawater inlet hose from sea- IMPORTANT: Mount seawater strainer in a vibra-
water strainer inlet and plug seawater in- tion-free location. Never mount it on the engine
let hose. or transmission. Hoses must not be kinked or al-
lowed to come in contact with hot or moving en-
gine or transmission parts.
1. Mount seawater strainer.
Arrow must point toward seawater pump.
Tighten mounting bolts securely.
a
b c d 70062
b - Seawater Strainer b
c - Seawater Strainer Inlet
d - Plug
2. Remove outlet hose. Drain into a suitable con-

tainer. a
c c
72644
a - Seawater Strainer
b - Arrow
c - Mounting Bolt Hole Location (Bolts Not Shown)
a
b 2. Install inlet and outlet hoses. Use two hose
clamps on each hose connection. Tighten
clamps securely.
72643
a - Seawater Outlet Hose c c

3. Remove mounting bolts. Remove strainer.
a
b
72645

c - Double Hose Clamps

3. Check drain plug and lens cover bolts. Tighten 4. Remove the mounting and tensioning bolts. Re-
securely. Do not over-tighten cover bolts or cover move the seawater pump from its mounting
may warp and leak water into boat. bracket.
b
a
72644
a - Drain Plug
b - Lens Cover Bolts (2, One Hidden in This View)
a c
Seawater Pickup Pump d
76107
a - Inlet Hose
b - Outlet Hose
Maintenance c - Mounting Bolt
Whenever insufficient water flow is suspected, sea- d - Tensioning Bolt
water pickup pump should be disassembled and in-
spected.
Removal
1. Drain seawater side of cooling system. Refer to
“Draining” as outlined later in this section.
2. Remove inlet and outlet hose after draining the
seawater cooling system.
3. Loosen the mounting and tensioning bolts. Re-
move the drive belt.

Repair CLEANING AND INSPECTION
DISASSEMBLY 1. Clean metal parts in solvent and blow dry with
compressed air.
1. Remove cover mounting screws and washers.
Remove cover from pump body. IMPORTANT: Do not spin bearings at high speed
b when drying with compressed air, as bearings
may be scored.
2. After cleaning, apply a coat of light engine oil to
shaft to prevent rust.
3. Clean all gasket material and sealer from sealing
surfaces.
4. Inspect cover. Examine surfaces (where bear-
ings contact) for evidence of bearing outer races
turning in housing.
5. Inspect seal in cover. Refer to “Seal Replace-
a ment” if required.
c 6. Inspect pump shaft bearings for excessive axial
71873
movement or rough rotational feeling (as though
it may have pitted bearings).
a - Cover Screws and Washers (3)
b - Cover 7. Inspect pump housing.
c - Pump Housing
8. Inspect wear plate.
2. Remove gasket, pump plate, O-ring seal, and im- 9. Inspect pump impeller for wear on sides and tips
peller from pump body. of blades. Also inspect blades for cracks in area
where blades flex. Replace impeller if blades
have taken a set (remain in curved position).
d
10. Inspect cam.
11. Inspect pump pulley.
12. Check drive belt for excessive wear.
13. Replace entire pump if any component which is
71874
not provided in the pump repair kit is found to be
defective after the above inspections.
a c
b
e
71873
a - Gasket
b - Pump Plate
c - Impeller
d - O-ring
e - Pump Housing

SEAL REPLACEMENT 4. Lock the flat sides of the pump cover in a vise. Us-
ing a suitable long tappered punch or similar tool,
1. Withdraw the impeller woodruff key from its
carefully pry the mechanical seal out of the cover
groove.
working through the openings in the cover as
2. Using suitable snap-ring pliers, remove the exter- shown. Do not damage the bore sealing surface
nal retaining-ring from the shaft groove. of the cover.
3. Lift off the shoulder washer and the seat assem-
bly (seal) beneath it.
a b c
b c
74124
a - Cover
b - Long Tappered Punch (or Similar)
d c - Opening(s)
5. Remove the seal from the bore of the cover.

6. Clean the bore of the cover and ensure that no
damage was done during removal.
7. Coat the lips of the new mechanical seal with
Quicksilver 2-4-C Marine Lubricant or Special
Lubricant 101, and place around the shaft as
shown.
74088
b
a - Woodruff Key
b - Retaining-Ring
c - Thrust Washer c
d - Seal
a
74122
a - Cover
b - Shaft
c - Mechanical Seal (Metal Backed)

8. Press the mechanical seal into the cover from the
impeller end. Make sure the seal is pressed in b
“square” to the bore. A suitable tool should be
used to assure proper assembly. a
74123
74121
a - Impeller End of Cover
b - Suitable Pressing Tool
a - Seat Assembly
b - Shoulder Washer
9. Coat the lips of the new seat assembly with c - White Ceramic Surface (Toward Mechanical Seal)
Quicksilver 2-4-C Marine Lubricant or Special
Lubricant 101. Install the new seat assembly and 10. Compress the shoulder washer slighlty onto the
shoulder washer over the shaft as shown. Locate seat assembly and install the retaining ring into
the white ceramic surface against the mechani- its groove on the shaft.
cal seal.
11. Press the woodruff key into the shaft. Make sure
IMPORTANT: Do not damage (scratch) the white the brass key is used at this position.
ceramic surface of the seat or the seal and seat
assembly might leak.

REASSEMBLY
Refer to exploded view also.
c
1. Install woodruff key into keyway, making sure key
is parallel to shaft.
b a
2. Install impeller into pump body by turning impel-
ler in direction that it will be turning in operation,
while simultaneously pushing inward. All impeller
blades must face in same direction.
a
b
74088
a - Shoulder Washer
b - Retaining Ring 71873
c - Woodfuff Key
a - Impeller
b - Direction to Turn Into Housing (CLOCKWISE)
3. Install O-ring seal into groove of pump housing.
a
b
71873
a - O-Ring
b - Pump Housing Groove

4. Coat both sides of a new wear plate gasket with 5. Connect outlet hose to upper fitting on pump.
a thin film of Quicksilver Perfect Seal. Place gas- Tighten hose clamp securely.
ket on wear plate and align holes. Position both
on pump housing.
71873
a c
a - Gasket d
b - Wear Plate 76107
a - Inlet Hose
5. Slide impeller and pump body assembly onto b - Outlet Hose
c - Mounting Bolt
shaft. Position pump housing so that holes align
d - Tensioning Bolt
with holes in wear plate, gasket and cover.
Torque housing fasteners to 120 lb. in. (14 N•m).
6. Upon first starting check for leaks and repair as
needed.
Installation
1. Position pump in mounting bracket.
2. Install the mounting and tensioning bolts. Do not
tighten bolts at this time.
3. Position seawater pump drive belt on pulleys and
adjust belt tension as outlined in “Drive Belt Ten-
sion Adjustment”.
4. Connect seawater inlet hose to lower fitting on
pump. Tighten hose clamp securely.

Drive Belt Tension Flushing Seawater Cooled
Adjustment Section
If engine is operated in salty, polluted or mineral-lad-
en waters, seawater cooled section should be
Seawater Pickup Pump flushed periodically (preferably after each use) with
1. Install drive belt on pulleys and adjust tension as fresh water to reduce corrosion and prevent the ac-
follows: cumulation of deposits in the system. Seawater
cooled section also should be thoroughly flushed
a. Pivot pump away from engine. Check drive prior to storage.
belt for proper tension by pressing at center
point between pulleys. Belt must not deflect NOTE: The closed section of cooling system that
more than 1/4 in. (6 mm). contains coolant does not need to be flushed. Cool-
ant is changed at specified intervals. Refer to “Main-
b. After obtaining correct tension, securely re- tenance Chart.”
tighten pump tensioning bolt and mounting
bolt.
! WARNING
When flushing, be certain the area around pro-
peller is clear, and no one is standing nearby. To
avoid possible injury, remove propeller.
! CAUTION
Do not run engine above 1500 RPM when flush-
ing. Suction created by seawater pickup pump
may collapse flushing hose, causing engine to
overheat.
IMPORTANT: If cooling system is to be flushed

with boat in the water, seacock (if so equipped)
must be closed, or water inlet hose must be dis-
connected and plugged to prevent water from
flowing into boat.
a
b
76107
a - Mounting Bolt
! CAUTION
b - Tensioning Bolt Watch temperature gauge at dash to ensure the
engine does not overheat.
2. If a new drive belt has been installed, recheck belt
tension after running for five minutes.

1. Close seacock (if so equipped) or remove and ! CAUTION
plug seawater inlet hose.
If boat is in the water, seacock (if so equipped)
2. Loosen hose clamp and remove seawater inlet must be left closed until engine is to be restarted,
hose at location shown. Connect tap water hose to prevent water from flowing back into cooling
to inlet fitting. system. If boat is not fitted with a seacock, water
inlet hose must be left disconnected and
plugged, to prevent water from flowing into cool-
ing system and/or boat. As a precautionary mea-
sure, attach a tag to the ignition switch or steer-
ing wheel with the warning that the seacock must
be opened or the water inlet hose reconnected
prior to starting the engine.
5. Shut off tap water. Remove flushing connector at

seawater pump inlet. Refer to preceding precau-
tionary statement and then follow instructions “a”
or “b.”
a. If equipped with seacock: Reconnect water
inlet hose and tighten hose clamp securely.
Open seacock accordingly.
b. If NOT equipped with seacock: Unplug and
reconnect seawater inlet hose accordingly.
a Tighten hose clamp securely.
76107
3. Place remote control in NEUTRAL, idle speed

position and start engine. Operate engine at idle
speed, in NEUTRAL, for about 10 minutes, or un-
til discharge water is clear.
4. Stop engine.

Check/Clean Seawater 2. With engine off, close seacock, if so equipped, or
remove and plug seawater inlet hose, if no sea-
Strainer cock exists. Remove two screws and washers,
and cover. Remove strainer, and drain plug and
NOTICE washer. Clean any debris from strainer housing;
Refer to manufacturer’s instructions for infor- flush both strainer and housing with clean water.
mation on checking and cleaning of other than Check gasket; replace when necessary (if it
Quicksilver Seawater Strainer. leaks). Reinstall strainer, drain plug and washer.
Reattach cover with screws and washers. Open
seacock, or unplug and reconnect seawater inlet
1. Visually inspect seawater strainer through glass hose. Tighten hose clamps securely. After start-
top. ing engine, check for leaks and/or air in system,
which would indicate an external leak.
! WARNING b a
When cleaning seawater strainer, close seacock,
c
if so equipped. If boat is not equipped with a sea-
cock, remove and plug seawater inlet hose to d
prevent a siphoning action that may occur, allow-
ing seawater to flow from the drain holes or re-
moved hoses.
e
! CAUTION
Do not over-tighten cover screws or cover will f
warp and leak. g
72673
a - Screws and Washers
b - Cover
c - Glass
d - Gasket
e - Strainer
f - Housing
g - Drain Plug and Sealing Washer
Quicksilver Seawater Strainer Shown

Draining Seawater Cooled 2. Remove the following drain plugs:
a. The drain plug located on the bottom of the
Section heat exchanger.
NOTICE
For cold weather or extended storage information
and procedures, refer to Section 1B.
b
Draining Precautions
a
! CAUTION
If boat is to remain in the water, seacock (water in-
let valve), if so equipped, must remain closed un-
til engine is to be restarted to prevent water from
flowing back into cooling system and/or boat. If 76108
boat is not fitted with a seacock, water inlet hose
must be left disconnected and plugged to pre-
vent water from flowing back into cooling system a - Seawater Drain Plug
and/or boat. As a precautionary measure, attach b - Coolant Tank / Heat Exchanger
a tag to the ignition switch or steering wheel of
the boat with the warning that the seacock must b. The drain plug on the lower side of the engine
be opened or the water inlet hose reconnected oil cooler.
prior to starting the engine.
IMPORTANT: Observe the following information
to ensure complete draining of cooling system.
• Engine must be as level as possible.
• A wire should be repeatedly inserted
into all drain holes to ensure there are a b 71870
no obstructions in passages. a - Seawater Drain Plug
b - Engine Oil Cooler
IMPORTANT: To prevent threads in manifolds, el-
bows and cylinder blocks from rusting out dur-
ing storage, reinstall plugs using Quicksilver
Perfect Seal on threads. Never leave drain plugs
out during storage.
NOTE: If possible, place a container under drains
and hoses to prevent water from draining into boat.
1. Close seacock, if so equipped, or disconnect and

plug seawater inlet hose, if boat is to remain in the
water.

c. The aftercooler drain plugs located on the 5. Disconnect seawater hose at bottom of exhaust
starboard and port aftercooler side covers. elbow. Lower hose and drain completely.
NOTE: Only the port aftercooler side cover is shown.
Starboard is similar.
b
a
76106
a
a - Seawater Hose At Exhaust Elbow
76122
! CAUTION
a - Aftercooler Drain Plugs Avoid water entering boat. Do not unplug seawa-
b - Aftercooler Side Cover ter inlet hose unless a seacock is present and it
is closed.
3. Repeatedly clean out drain holes using a stiff
piece of wire. Do this until entire system is 6. Remove hose(s) at seawater strainer and drain
drained. hose(s) completely. Remove drain plug and
4. Remove seawater pump outlet hose from top of empty seawater strainer. Reconnect hoses -
seawater pump and drain. tighten hose clamps securely. Install drain plug
and tighten securely.
76107
a - Seawater Pump Outlet Hose

7. Make sure that the drive unit speedometer pitot • For Saltwater Use: Every 50 hours of op-
tube, propeller plate cavity vent hole and drain eration or 60 days, at least once yearly.
passages are unobstructed and open. Refer to
appropriate Stern Drive Service Manual, as nec- • For Freshwater Use: Every 100 hours of
essary. operation or 120 days, at least once yearly.
IMPORTANT: If the possibility of freezing exists,

seawater section and associated coolers (heat
exchangers) MUST be drained to prevent freeze
damage to cooling system and engine. Seawater
section also should be drained if boat is to be
stored for an extended period of time, to prevent
corrosion damage.
! CAUTION
Seawater cooled section MUST be completely
drained for storage, or trapped water may cause
freeze and/or corrosion damage to engine and/or
components.
71930
IMPORTANT: Closed cooling section of cooling

system must be kept filled year-round with the
specified coolant.
8. After seawater section of cooling system has
been drained completely, coat threads of drain
plugs with Perfect Seal and reinstall. Tighten se-
curely. Connect all hoses previously removed.
Tighten hose clamps securely.
Coolant Tank / Heat

Exchanger, Oil, Power
Steering Fluid Coolers
NOTICE
For information and procedures on the AFTER-
COOLER, refer to SECTION 7A.
Cooling efficiency of an engine and components is

greatly dependent upon heat transfer through the
tubes within the coolers (heat exchangers). During
engine operation, contaminants within the seawater
(such as salt, silt, lime, etc.) collect on the inside of
the tubes, thus reducing heat transfer and greatly de-
creasing cooler (heat exchanger) efficiency.
It is, therefore, recommended that the seawater cool-
ers be cleaned every 200 hours or at least once a
year, or whenever decreased cooling efficiency is
suspected.
Additionally, inspect cooler hoses and clamps.

Location of Coolers Inspection
Refer to the following for location of coolant tank/heat 1. Refer to “Draining Seawater Cooled Section” and
exchanger, oil, and power steering coolers. drain the seawater section.
2. Refer to the appropriate instructions following for
a inspection of cooler(s).
b
a. Oil, Power Steering Fluid Coolers: Loosen
hose clamp and disconnect hose from INLET
end (refer to “Water Flow Diagram”) of the ap-
propriate cooler(s) and inspect passages.
b. Coolant Tank/Heat Exchanger: Remove
end cap from INLET end (refer to “Water Flow
Diagram”) of the appropriate cooler(s) and in-
spect passages.
3. If passages appear blocked or restricted with
contaminants, cleaning is required. Refer to the
following section.
4. If blockage or restriction is not present, refer to
76123
the appropriate reassembly instructions follow-
a - Coolant Tank/Heat Exchanger ing.
b - Engine Oil Cooler
a. Oil, Power Steering Fluid Coolers: Recon-
nect hose to inlet end of cooler and secure us-
ing hose clamp. Tighten hose clamp securely.
a b. Coolant Tank/Heat Exchanger: Clean mat-
ing surfaces of debris. Install end cap to inlet
end of cooler using fastener. Torque fastener
to 72 lb. in. (8 N⋅m).
Cleaning
1. Refer to “Draining Seawater Cooled Section” and
drain the seawater section, if not already accom-
plished.
2. Remove hoses from both ends of cooler (heat ex-
changer) to be cleaned.
3. Temporarily attach a suitable hose to inlet end of
cooler and place end of hose in a suitable con-
76121 tainer to catch water in the following.
a - Power Steering Fluid Cooler 4. Attach a suitable adaptor to the outlet end of
cooler to which a tap water hose may be con-
nected.
5. Open tap water faucet and “backflush” cooler un-
til discharge water is clean.
6. Remove temporary hose and adaptor from cool-
er. Remove BOTH end caps from coolant tank/
heat exchanger.
7. If passages are clear, refer to the appropriate
reassembly instructions following:

a. Oil, Power Steering Fluid Coolers: Recon- 2. Refer to “Changing Coolant - Draining Instruc-
nect seawater hoses to cooler. Tighten hose tions” in SECTION 6B and drain the closed
clamps securely. cooled section.
b. Heat Exchanger: Clean mating surfaces of 3. Disconnect all hoses from heat exchanger.
debris. Install end caps to cooler using fas-
4. Disconnect turbocharger vent pipe from fitting at
teners. Torque fasteners to 72 lb. in. (8 N⋅m).
heat exchanger.
IMPORTANT: MerCruiser does not recommend
5. Remove four heat exchanger mounting fasteners
the immersion of coolers or heat exchangers in
and remove heat exchanger.
cleaning solutions. If backflushing of the prob-
lem cooler does not satisfactorily clear the pas-
sages, replacement of the cooler or heat ex-
changer is recommended.
If passages are still obstructed, refer to the ap- c
propriate instructions following:
c. Oil, Power Steering Fluid Coolers: It will be
necessary to replace the cooler. Refer to the a
following section.
d. Coolant Tank/Heat Exchanger: Clean wa-
ter passages by inserting a suitable size wire
brush into each passage. Use compressed
air to blow loose particles out of water pas-
sages. Refer to “a” and “b” as follows for reas-
sembly instructions. 76110
b
(1) Oil, Power Steering Fluid Coolers: Re-
connect hose to inlet end of cooler and
secure using hose clamp. Tighten hose
clamp securely. a - Coolant Tank/Heat Exchanger
b - Mounting Fasteners and Hardware (4 Places)
(2) Coolant Tank/Heat Exchanger: Clean c - Turbo Vent Pipe and Fitting
mating surfaces of debris. Install end cap
to inlet end of cooler using fastener. ENGINE OIL COOLER
Torque fastener to 72 lb. in. (8 N·m). 1. Refer to “Draining Seawater Cooled Section” and
plished.
Removal
2. Disconnect seawater hoses from both ends of
cooler.
COOLANT TANK/HEAT EXCHANGER
IMPORTANT: Obtain clean, suitable devices to
plug oil lines, to avoid loss of engine oil, in the fol-
lowing step.
plished.

3. Disconnect oil lines from cooler one at a time. POWER STEERING FLUID COOLER
Quickly plug lines to avoid loss of engine oil. Use
a separate wrench to stabilize the cooler fittings
while loosening oil lines.
plished.
4. Remove oil cooler mounting clamp nuts. Remove
2. Disconnect seawater hoses from both ends of
oil cooler. Drain oil from oil cooler into a suitable
cooler.
container.
IMPORTANT: Obtain clean, suitable devices to
plug power steering lines, to avoid loss of power
steering fluid, in the following step.
3. Disconnect power steering lines from cooler one
at a time. Quickly plug lines to avoid loss of power
b a b steering fluid.
76221
4. Remove cooler mounting clamp and remove
c cooler. Drain fluid from cooler into a suitable con-
tainer.
a a
76123
a - Engine Oil Cooler

b - Seawater Hoses
c - Oil Lines and Fittings
d - Mounting Clamp Nuts b
76121
a - Seawater Hoses
b - Fluid Lines
c - Power Steering Fluid Cooler

Installation ENGINE OIL COOLER
NOTE: If not already accomplished, remove sacrifi-
COOLANT TANK/HEAT EXCHANGER cial anode from fitting in cooler. Replace if more than
50% deteriorated. Refer to SECTION 1B, “Anodes”.
NOTE: If not already accomplished, remove sacrifi- 1. Install sacrificial anode in cooler, if not already
cial anode from port fitting in tank. Replace if more fitted. Tighten securely.
than 50% deteriorated. Refer to SECTION 1B,
“Anodes”. 2. Install oil cooler to engine using mounting clamps
and nuts. Tighten mounting clamp nuts securely.
1. Install drain plug (sacrificial anode) in tank, if not
already fitted. Tighten securely. 3. Unplug oil lines one at a time. Quickly reconnect
lines to oil cooler to avoid loss of engine oil. Use
2. Install heat exchanger to mounting brackets us- a separate wrench to stabilize the cooler fittings
ing fasteners and hardware. Be certain pressure while tightening oil lines.
cap is upright and horizontal. Torque fasteners to
30 ft. lb. (41 N⋅m). 4. Reconnect seawater hoses to oil cooler and se-
cure using hose clamps. Tighten hose clamps se-
3. Reconnect all hoses to coolant tank/heat ex- curely.
changer and tighten each hose clamp securely.
4. Connect turbocharger vent line at fitting on tank.
Tighten securely.
b a b
e 76221
c
c
76110
b
d
a - Coolant Tank/Heat Exchanger 76123

c - Turbocharger Vent Pipe and Fitting a - Engine Oil Cooler
b - Seawater Hoses
c - Oil Lines and Fittings
5. Refer to “Filling Closed Cooled Section” in Sec-
d - Mounting Bracket Nuts
tion 6B and fill the closed coolant system with e - Drain Plug (Sacrificial Anode)
specified coolant mixture.

POWER STEERING FLUID COOLER Exhaust Elbow
1. Unplug power steering lines one at a time. Quick-
ly reconnect lines to cooler to avoid loss of power
steering fluid. Tighten hose clamps securely.
Removal
2. Reconnect seawater hoses to cooler and secure 1. Refer to SECTION 7C -“Removing Exhaust El-
using hose clamps. Tighten hose clamps bow.
securely. 2. Remove exhaust elbow accordingly.
c Cleaning
Using a hose connected to a tap water faucet,and
with exhaust elbow removed, spray seawater open-
a a ing at exhaust hose end of elbow to achieve a “back-
flush” effect. Backflush water through exhaust elbow
until discharge water is clean.
Installation
1. Refer to SECTION 7C -“Installing Exhaust El-
bow.
2. Install exhaust elbow accordingly.
b
76121
a - Seawater Hoses
b - Fluid Lines

Water Flow Diagram
a
3 4
2 8 7 5 6
b
H
c
1 9 10
B
D
E C A
F G
D
B
76205
SEAWATER COOLING CIRCUIT CLOSED COOLING CIRCUIT

(RAW WATER) (FRESH WATER/COOLANT)
1 - Seawater Inlet (Thru Drive) A- Circulating Pump - Closed Coolant
2 - Seawater Strainer B- Exhaust Manifolds
3 - Seawater Pump C- Engine Crankcase
4 - Aftercooler D- Cylinder Heads
5 - Engine Oil Cooler E- Turbocharger
6 - Heat Exchanger (Seawater Circuit) F- Thermostat
7 - Power Steering Fluid Cooler G- Bypass
8 - Exhaust Pipe Water Jacket
H- Heat Exchanger (Closed Cooling Circuit)
9 - Seawater Outlet (Exhaust Pipe)
10- Seawater Outlet (Overboard Discharge Fitting) FLOW OF :
a ENGINE AIR
b ENGINE OIL
c POWER STEERING FLUID

COOLING SYSTEM
6
B
76123
CLOSED COOLED SECTION
Index
Table of Contents
Page
Torque Specifications . . . . . . . . . . . . . . . . . . . . . 6B-1
Lubricants/Sealants . . . . . . . . . . . . . . . . . . . . . . 6B-1
Cooling System Cleaners . . . . . . . . . . . . . . . . . 6B-1
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B-1
Closed Cooled Section Capacity . . . . . . . . . 6B-2
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B-2
Pressure Cap Rating . . . . . . . . . . . . . . . . . . . 6B-2
Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B-2
Maintaining Coolant Level . . . . . . . . . . . . . . . . . 6B-3
Pressure Cap Maintenance . . . . . . . . . . . . . . . . 6B-3
Heat Exchanger Repair . . . . . . . . . . . . . . . . . . . 6B-4
Testing Closed Cooled Section . . . . . . . . . . . . . 6B-4
Testing Coolant for Alkalinity . . . . . . . . . . . . 6B-4
Pressure Testing System . . . . . . . . . . . . . . . 6B-5
Testing for Cylinder Head Gasket Leak . . . 6B-6
Testing Heat Exchanger . . . . . . . . . . . . . . . . 6B-6
Testing Pressure Cap . . . . . . . . . . . . . . . . . . 6B-6
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B-7
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B-9
Changing Coolant . . . . . . . . . . . . . . . . . . . . . . . 6B-10
Closed Cooled Section . . . . . . . . . . . . . . . . 6B-10
Coolant Recommendations . . . . . . . . . . . . 6B-10
Change Intervals . . . . . . . . . . . . . . . . . . . . . 6B-10
Draining Instructions . . . . . . . . . . . . . . . . . . 6B-11
Cleaning Closed Cooled Section . . . . . . . . . . 6B-12
Filling Closed Cooled Section . . . . . . . . . . . . . 6B-13
Water Circulating Pump Replacement . . . . . . 6B-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B-14
Cleaning and Inspection . . . . . . . . . . . . . . . 6B-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B-15
Cleaning Heat Exchangers and Coolers . . . . 6B-16
Heat Exchanger Removal . . . . . . . . . . . . . . . . 6B-16
Heat Exchanger Installation . . . . . . . . . . . . . . . 6B-17
Auxiliary Hot Water Heater Installation . . . . . 6B-18
Flow Diagram - Auxiliary Hot Water
Heater Connection . . . . . . . . . . . . . . . . . . . 6B-19
Water Flow Diagram . . . . . . . . . . . . . . . . . . . . . 6B-20
6B-0 - CLOSED COOLED SECTION Index 90-861784 998

Torque Specifications Lubricants/Sealants
Item/Description Part Number
Fastener Location Lb. Ft. (N•m) Lb. In. (N•m) Special Lubricant 101 92-13872A1
Alternator Brace to 192 (28) Quicksilver Perfect Seal 92-34227-1
Alternator Loctite Master Gasket 92-12564-1
Alternator Brace to 30 (41) Gasket Sealer 92-72592-1

Heat Exchanger Loctite Pipe Sealant with
Obtain Locally
Mounting Bracket Teflon
Permatex Aviation Sealer -
Alternator Mounting 30 (41) Obtain Locally
No. 3
Bracket
Alternator to
Mounting Bracket
35 (48) Cooling System Cleaners
Drain Plugs (Note) Securely
Quicksilver Cooling System
91-814825
Heat Exchanger Cleaner
End Cap 72 (8) CC2610 -Obtain
Fleetguard Restore
Locally
Heat Exchanger to 30 (41)
Bracket
Special Tools
Hose Clamps Securely
Power Steering 30 (41) Pink Litmus Paper Obtain Locally
Pump Brace
Thermostat Tester Obtain Locally
Power Steering 30 (41) Heat Exchanger Cleaning Brush
Pump Bracket
Can be obtained from:
Pulley Securely
01299
Schaefer Brush Manufacturing
Seawater Pump 30 (41) Company
Bracket to Block 117 West Walker Street
Milwaukee, WI 53204 U.S.A.
Seawater Pump 35 (48)
to Bracket
Thermostat Housing 20 (27)
Water Circulating 14 (19) 168 (19)

Pump
NOTE: Coat threads with Quicksilver Perfect Seal

before installing.
90-861784 998 Index CLOSED COOLED SECTION - 6B-1

Specifications Description
The cooling system is composed of two separate
Closed Cooled Section Capacity sections: the seawater section and the closed cooled
section. The seawater section is similar in function to
the fan used in an automobile because it absorbs
Engine U.S. Qts. (L) heat (from the closed cooled section) as it passes
Approximate through the heat exchanger. The closed cooled sec-
tion is similar in function to the rest of the cooling sys-
All Engines 26 (24.5) tem in an automobile.
The coolant recovery system keeps the reservoir full.
Thermostat Normal coolant overflow into recovery bottle is
approximately 1/2 pint (230 mL) during warm-up.
The coolant recovery system draws coolant back into
Engine Specification the reservoir from the recovery bottle as the engine
All Engines 170°F (77°C) cools. As long as there is coolant in the recovery
bottle, the reservoir should remain completely full. If
not, there’s a vacuum leak, usually at the hose leav-
ing the reservoir, or the gasket under the filler cap.
The gasket seals against the outer rim of the filler
Pressure Cap Rating neck.
IMPORTANT: The coolant (antifreeze) flows
Engine Specification around the outside of the cooling tubes while
seawater flows through the inside of the cooling
All Engines 14 PSI (97 kPa) 1
tubes in the heat exchanger.
1 All V-8 engine exhaust manifolds are cooled by cool-
: Must hold rated pressure for 30 seconds without
ant in the closed cooled section. All engines use a
going below 11 psi (76 kPa).
belt driven pump to pump seawater through the cool-
ant tank/heat exchanger.
Coolant
Refer to “Coolant for Closed Cooling System” in
SECTION 1B for coolant specifications.
76123

Maintaining Coolant Level IMPORTANT: ALCOHOL OR METHANOL BASE
ANTIFREEZE OR PLAIN WATER ARE NOT REC-
a OMMENDED FOR USE IN COOLING SYSTEM AT
ANY TIME.
Occasionally, check to ensure that coolant recovery
system is functioning properly by removing pressure
cap from heat exchanger and checking level. Coolant
level should be up to bottom of heat exchanger filler
neck. If low, examine entire fresh water section (es-
pecially coolant recovery system) for leaks and re-
pair, if necessary.
IMPORTANT: When reinstalling pressure cap, be
sure to tighten it until it contacts stops on filler
neck.
72520
a - Fill Cap
Coolant Recovery Bottle Pressure Cap Maintenance
Pressure cap is designed to maintain pressure in
Before starting engine each day, check to ensure that
coolant is visible in coolant recovery bottle. fresh water section of the cooling system once the
engine has attained normal operating temperature.
If coolant is not visible, check fresh water section of This raises the boiling point of the coolant, thereby in-
cooling system (including coolant recovery system) creasing the efficiency of the cooling system. To help
for leaks and repair, as necessary. Refill fresh water ensure proper operation, cap should be cleaned, in-
section with recommended coolant solution, as out- spected and pressure tested periodically as follows:
lined under “Changing Coolant,” following.
If coolant is visible, start engine and run until it reach- ! WARNING
es normal operating temperature, then recheck cool-
ant level in coolant recovery bottle. Coolant level Allow engine to cool before removing pressure
MUST BE between the ADD and FULL marks (on cap (in next step), as sudden loss of pressure
front of bottle). could cause hot coolant to boil and discharge vi-
olently. After engine has cooled, turn cap 1/4 turn
to allow any pressure to escape slowly, then
! WARNING push down and turn cap all the way off.
Allow engine to cool before removing pressure
cap, as sudden loss of pressure could cause hot 1. Remove pressure cap from heat exchanger.
coolant to boil and discharge violently. After en-
2. Wash cap with clean water to remove any depos-
its or debris from sealing surfaces.
turn cap all the way off. 3. Inspect rubber seal on cap for cuts, cracks or oth-
er signs of deterioration. If seal is damaged, cap
If level is low, remove fill cap from coolant recovery MUST BE replaced.
bottle and add required amount of coolant solution. 4. Inspect coolant recovery gasket for deterioration
Use only specified Quicksilver Premixed Marine En- and replace if bad.
gine Coolant for coolant additions. If frequent addi-
tions of coolant are required, check fresh water sec-
tion for leaks.

5. Check condition of locking tabs on cap. Replace Heat Exchanger Repair
cap if tabs are bent or cracked.
IMPORTANT: Braze with BCUP 2 rod or silver sol-
der. Care must be taken not to melt other joints
a during repair.
c
1. Internal leaks can be repaired by brazing shut the
b ends of the leaking tube. This is only a temporary
fix because usually another tube will start leaking
after a short period of time and this also causes
a reduction in cooling capacity. Do not close more
than three tubes.
2. Nipples and drains that have been broken off the
heat exchanger can be reattached by brazing.
72714
a - Rubber Seal (Cap MUST BE Replaced if Damaged) Testing Closed Cooled

b - Gasket (Look for Cracks under Gasket)
c - Locking Tabs (1 Hidden) Section
6. Refer to “Testing Pressure Cap” and test pres- Testing Coolant for Alkalinity
sure cap as outlined.
7. Clean sealing surfaces on heat exchanger filler ! WARNING
neck with a cloth. Inspect surfaces for any dam-
age or deposits that may prevent cap from seal- Allow engine to cool before removing pressure
ing properly. cap as sudden loss of pressure could cause hot
8. Clean coolant recovery passage in heat ex- gine has cooled, turn cap 1/4 turn to allow any
changer filler neck with a wire and blow out with pressure to escape slowly, then push down and
compressed air. turn cap all the way off.
Coolant in fresh water section should be changed ev-

ery two years and should be checked for alkalinity at
a least once between change intervals. To check cool-
ant for alkalinity, proceed as follows:
1. Obtain pink litmus paper from a local supplier
(drug store, pet shop, etc.).
2. Remove pressure cap from heat exchanger and
b
insert one end of litmus paper into coolant.
3. If pink litmus paper turns blue, coolant is alka-
line and need not be replaced.
72715
4. If pink litmus paper remains pink, coolant is
not alkaline and MUST BE REPLACED, as ex-
a - Inspect for Damage plained under “Changing Coolant”.
b - Clean Coolant Recovery Passage
9. Reinstall pressure cap, being sure to tighten until

it contacts stops on filler neck.

Pressure Testing System 7. While maintaining specified pressure on closed
cooled section, visually inspect external portion
of cooling system (hoses, gaskets, drain plugs,
! WARNING core plugs, circulating pump seal, etc.) for leak-
age. Also listen closely for bubbling or hissing, as
they usually are a sure indication of a leak.
cap. Sudden loss of pressure could cause hot
coolant to boil and discharge violently. After en- 8. Refer to “Testing Heat Exchanger” in this section
gine has cooled, turn cap 1/4 turn to allow any and test as outlined.
pressure to escape slowly, then push down and 9. If no leakage could be found in above steps, en-
turn cap all the way off. gine is leaking internally, and it probably is due to
one or more of the following: (1) loose cylinder
If coolant section of closed cooled section is sus- head bolts or damaged gasket, (2) loose turbo-
pected of leaking or not holding sufficient pressure, charger bolts or damaged gasket, (3) loose ex-
and no visible signs of leakage can be found, perform haust elbow or damaged gasket, (4) cracked or
the following test: porous cylinder head or block, or (5) cracked or
1. Remove pressure cap from heat exchanger or porous exhaust manifold. Proceed as follows un-
reservoir. til location of internal leak is found.
2. Clean, inspect and pressure test pressure cap, a. Start engine. Pressurize system to previously
as outlined under “Testing Pressure Cap,” to specified amount and observe pressure
eliminate the possibility that cap is not maintain- gauge on tester. If needle in gauge vibrates,
ing proper pressure in system and is causing compression or combustion is leaking into
coolant to boil over. closed cooled section from a leak in the com-
bustion chamber. Stop engine.
3. Clean inside of filler neck to remove any deposits
or debris. Examine lower inside sealing surface b. Remove glow plugs (one at a time) from cylin-
for nicks or other damage. Surface must be per- ders and examine for presence of coolant. A
fectly smooth to achieve a good seal between it glow plug that is perfectly clean or milky ap-
and rubber seal on cap. Also check locking cams pearing is a sure indication of a leak.
on sides of filler neck to be sure that they are not c. Drain oil from engine and examine for pres-
bent or damaged. If locking cams are bent or ence of coolant. Oil usually will be milky if
damaged, pressure cap will not hold the proper coolant is present. If coolant is present, re-
pressure. move engine from boat and remove the oil
4. Adjust coolant level in fresh water section to 1 in. pan. With engine in the upright position, pres-
(25 mm) below filler neck. surize closed cooled section to previously
specified amount and examine internal sur-
5. Attach an automotive-type cooling system pres- faces of engine to locate leak.
sure tester to filler neck and pressurize closed
cooled section to amount specified in following d. If no leakage can be found in above steps, en-
chart, based on pressure cap rating for your entire engine must be disassembled and in-
gine. spected for leakage.
Amount of Pressure
Pressure Cap Rating Applied to Closed
Cooled Section
14 PSI (97 kPa) 20 PSI (137 kPa)
6. Observe gauge reading for approximately two

minutes; pressure should not drop during this
time. If pressure drops, proceed with the follow-
ing steps until leakage is found.

Testing for Cylinder Head Gasket Testing Heat Exchanger
Leak FOR INTERNAL LEAK: An internal leak will cause
A leaking head gasket will cause combustion gas to coolant to go into the seawater circuit when pressure
be forced into the cooling system. The mixture of is put on the closed cooling circuit.
coolant and tiny air bubbles is a poor heat conductor 1. Remove top seawater (inlet) hose from the ex-
and will overheat an engine quickly. Compression changer. Do not drain the exchanger.
tests or cooling system pressure check normally will
not detect the leak because the test pressure is far 2. Pressurize the closed cooling circuit to 14 PSI (97
below the combustion pressures which cause the kPa) with a radiator tester.
leak. An effective test is as follows: 3. If seawater begins to flow from the nipple there is
IMPORTANT: Run boat in lake for this test. It is a leak.
best to run the engine at or above cruising speed FOR INTERNAL BLOCKAGE:
during this test. Usually a failed head gasket will
IMPORTANT: Seawater flows THROUGH the
not cause the engine to overheat below cruising
tubes in the exchanger. Closed cooling coolant
speed.
flows AROUND the tubes.
1. Install a clear plastic hose between the reservoir
1. Remove end caps and inspect for any blockage
and coolant recovery bottle. Use a 2-3 ft. (61-91
in the seawater circuit (weeds, etc.).
cm) long hose for this test.
2. Remove closed cooling circuit hoses and inspect
2. Route this hose so a “U” is formed.
the tubes just inside the nipples. Because the
3. Put enough coolant into hose to fill the center 4 complete exchanger cannot be inspected, the
or 5 inches (10-13 cm) of the “U”. heat exchanger should be replaced if blockage is
4. Observe the “U” while the engine is running. suspected.
a. During Idle and Warm-Up: Some coolant

and/or air will leave the reservoir. Testing Pressure Cap
b. During Cruising Speed (2500-3000 RPM):
Pressure cap is designed to maintain a pressure of
Coolant and/or air leaving the reservoir approximately its rated capacity (refer to “Specifica-
should stop after approximately five minutes
tions”) in closed cooled section once engine has at-
running at a given RPM. A leaking head gas- tained operating temperature. Cap should be
ket will produce air bubbling through the “U,”
cleaned, inspected and pressure-tested at regular
going to the coolant recovery bottle. The fre- tune-up intervals or whenever cap is suspected of
quency and size of the bubbles will depend
maintaining improper pressure as follows:
on the size of the leak.
c. At Higher Speeds (3000 - 3400 RPM): Nor-
! WARNING
mal operation is the same as described in “b”
above. A failed head gasket will cause the Allow engine to cool before removing pressure
bubbles to come faster and may be accompa- cap. Sudden loss of pressure could cause hot
nied by violent, intermittent bursts of coolant. coolant to boil and discharge violently. After en-
It is important not to confuse normal warm-up expan- gine has cooled, turn cap 1/4 turn to allow any
sion with a failed head gasket. Normal warm-up pro- pressure to escape slowly, then push down and
duces an intermittent flow of coolant which will stop turn cap all the way off.
within approximately five minutes at a given RPM. A
head gasket leak will not stop because the one thing 1. Carefully remove pressure cap from reservoir or
that marks a failed head gasket is the continued pas- heat exchanger.
sage of air. This may be accompanied by violent, in-
2. Wash cap with clean water to remove any depos-
termittent bursts of coolant leaving the reservoir. If
its or debris from sealing surfaces.
coolant continues to flow (not in violent, intermittent
bursts) from the reservoir at cruising speed, some-
thing other than the head gasket is causing the en-
gine to overheat.

3. Inspect gasket (if used) and rubber seal on cap IMPORTANT: Before reinstalling cap in next step,
for tears, cuts, cracks or other signs of deteriora- examine lower inside sealing surface in filler
tion. Replace gasket, if damaged, or entire cap if neck to ensure that it is perfectly smooth and free
rubber seal is damaged. of debris. Also, inspect cam lock flanges on sides
of filler neck to be sure that they are not bent.
a
c a
b 72715
72714 a - Inspect for Damage
b - Cam Lock Flange
a - Rubber Seal (Cap MUST BE Replaced if Damaged)
b - Gasket (Look for Cracks under Gasket)
c - Locking Tabs (1 Hidden) 6. Reinstall cap on reservoir or heat exchanger.
4. Check that locking tabs on cap are not bent or

damaged. Thermostat
5. Using a cooling system pressure tester (similar to
one shown), test cap to be sure that it releases at
Removal
proper pressure and does not leak. (Refer to 1. Follow instructions “a” and “b”:
instructions which accompany tester for correct
test procedure.) Cap must relieve pressure at 14 a. Drain coolant from exhaust manifolds by re-
PSI (97 kPa), and must hold rated pressure for 30 moving lower hose from each manifold. Be
seconds without going below 11 PSI (76 kPa). sure to drain both port and starboard sides.
Replace cap if it fails to operate within these lim- NOTE: If coolant flow is restricted or fails to occur, a
its. wire should be repeatedly inserted into all drain holes
to ensure there are no obstructions in passages.
b. Drain engine block by removing drain plugs.
Be sure to drain both port and starboard
sides.
a
b
72716
73255
a - Drain Plug on Cylinder Block
Typical Cooling System Pressure Tester b - Hose
Port Side Shown (Starboard Side Similar)
2. Disconnect hose from thermostat housing.

3. Remove thermostat housing attaching bolts and Testing
lockwashers, then remove housing and gasket.
1. Clean thermostat in soap and water to remove
4. Remove thermostat from engine block. any deposits or debris.
2. Inspect thermostat for corrosion or other visible
a
damage.
b 3. If thermostat is suspected of producing insuffi-
cient engine temperature, check thermostat for
leakage by holding it up to lighted background.
Light leakage around the thermostat valve indi-
cates that thermostat is not closing completely
and should be replaced. (A small amount of leak-
age at one or two points around the valve perime-
ter is acceptable.)
a
76141
76176
a - Check for Light Leakage Around Perimeter of

Valve
4. Check opening and closing temperature of ther-

76176 mostat (using a tester similar to the one shown),
as follows:
a - Cover
b - Screws And Lockwashers a. Fill tester to within 1 in. (25 mm) of top with tap
water. Do not use distilled water.

b. Open thermostat valve and insert nylon Installation
string. Position thermostat on nylon string so
that it will be just below water level when sus-
pended, then allow valve to close. Suspend ! CAUTION
thermostat in water.
Do not operate engine without cooling water be-
ing supplied to the seawater pickup pump, or
pump impeller will be damaged.
b
a 1. Clean gasket surfaces on engine block and ther-

mostat housing.
2. Install thermostat into engine block as shown.
c IMPORTANT: Use only factory-type thermostat.
Use of other than original style thermostat could
result in improper by-pass of coolant inside cyl-
inder block.
72675
a - Thermometer
b - Nylon String
c - Thermostat
c. Place thermometer in container and position

so that bottom of thermometer is even with
bottom of thermostat. Do not allow thermom-
eter to touch container.
IMPORTANT: When performing procedures “d”
through “f,” water must be agitated thoroughly to
obtain accurate results. a
d. Plug in tester and observe temperature at
which thermostat opens (thermostat drops off 76176
thread). Thermostat must open at specified
temperature stamped on thermostat. a - Install Thermostat with This End Toward Engine Block
e. Continue to heat water until a temperature

25°F (14°C) above temperature specified on
thermostat is obtained. Thermostat valve
must be completely open at this temperature.
f. Unplug tester and allow water to cool to a
temperature 10°F (5°C) below specified tem-
perature on thermostat. Thermostat must be
completely closed at this temperature.
g. Replace a thermostat that fails to meet all of
the preceding tests.

3. Position gasket on engine block and reinstall Changing Coolant
thermostat housing. Torque bolts to 20 lb. ft. (27
N·m).
NOTICE
a For information and procedures on draining
the seawater cooled section, refer to Section
b 6A. For cold weather or extended storage, re-
fer to SECTION 1B.
Closed Cooled Section

Closed cooled section of cooling system should be
kept filled year-round with recommended coolant
solution. Do not drain closed cooled section for stor-
age, as this will promote rusting of internal surfaces.
If engine will be exposed to freezing temperatures,
make sure that closed cooled section is filled with
Quicksilver Premixed Marine Engine Coolant, to pro-
tect engine to lowest temperature to which it will be
exposed. If necessary, change coolant.
76141
a - Cover
b - Screws And Lockwashers
Coolant Recommendations
! CAUTION
! CAUTION
Alcohol or Methanol base antifreeze or plain wa-
Avoid seawater pickup pump impeller damage. ter are not recommended for use in fresh water
DO NOT operate engine without cooling water section of cooling system at any time.
It is recommended that the coolant section of closed

4. With boat in the water and/or cooling water prop- cooled section be filled with Quicksilver Premixed
erly supplied to seawater pickup pump, start en- Marine Engine Coolant.
gine and inspect for leaks.
NOTE: The premixed formula listed above requires
no mixing with water or other additives. The low sili-
cate formula prevents silicate gelling which can re-
strict engine cooling passages. Engine coolant pro-
vides protection down to -33° F. ( -38° C).
IMPORTANT: Quicksilver Premixed Marine En-
gine Coolant contains special low silicate ethyl-
ene glycol, special additives, and purified water.
Use of other coolant may cause fouling of the
heat exchangers, and overheating of the engine.
Change Intervals
Drain and flush coolant from the closed cooled sec-
tion at least every two years or whenever exhaust
gases have entered the system.

Draining Instructions 3. Remove the manifold hoses (port and starboard)
and drain.
! WARNING
IMPORTANT: A wire should be inserted into drain
holes to ensure that foreign material is not ob-
structing the drain holes.
IMPORTANT: Engine must be as level as possible
to ensure complete draining of cooling system. a
IMPORTANT: Closed cooled section must be kept
filled year round with recommended coolant. If 76113
engine will be exposed to freezing temperatures,
make sure closed cooled section is filled with an
ethylene glycol antifreeze and water solution a - Manifold Hoses
properly mixed to protect engine to lowest tem-
perature to which it will be exposed. 4. Remove port and starboard drain plugs from
from the cylinder block and allow coolant to drain.
IMPORTANT: Do not use Propylene Glycol Anti- a
freeze in the closed cooled section of the engine.
1. Remove pressure cap from coolant tank.
2. Remove the bottom hose from the heat exchang-
er.
a
73255
a - Drain Plugs (Port and Srarboard)
5. After coolant has drained completely, coat

threads of drain plugs with Quicksilver Perfect
Seal and reinstall. Tighten securely.
6. Install manifold hoses. Tighten clamps securely.
b
7. Install bottom hose onto heat exchanger. Tighten
clamp securely.
8. Remove coolant recovery bottle from mounting
76186
bracket and pour out coolant.
9. If required, clean system as outlined in “Cleaning
a - Cap System”.
b - Bottom Hose 10. Fill system as outlined in “Filling Closed Cooled
Section”.

Cleaning Closed Cooled 7. Flush closed cooling system as follows:
a. Remove return hose (from turbocharger-to-
Section heat exchanger) from fitting and install an
Closed cooled section of cooling system should be adaptor suitable for connecting a tap water
cleaned at least once every two years or whenever hose.
decreased cooling efficiency is experienced.
a
A good grade automotive cooling system cleaning
solution may be used to remove rust, scale or other
foreign material. Refer to “Specifications”. Always
follow manufacturer’s instructions for the cleaner.
If closed cooled section is extremely dirty, a pressure
flushing device may be used to flush out remaining
deposits. Flushing should be done in direction oppo-
site normal coolant flow to allow water to get behind
deposits and force them out. Refer to instructions
which accompany flushing device for proper hookup
and flushing procedure.
1. Drain coolant from engine as previously outlined. 76132
NOTE: Properly dispose of old coolant.

2. Add one liter of Quicksilver Cooling System
Cleaner 92-814825 or add Fleetgaurd Restore a - Return Hose
CC2610 to cooling system following the
manufacturer’s instructions. b. Attach tap water hose to adaptor.
3. Fill the cooling system with tap water to within 1/2 c. Place loose end of return hose into a
to 3/4 in. (13 - 19 mm) of bottom of filler neck. container.
NOTE: During system cleaning leave auxiliary heat- d. Run tap water through engine until discharge
er, if so equipped, connected to engine. Not cleaning water is clean.
the heater will otherwise contaminate the engine e. Remove water tap hose and adaptor.
when reconnected.
NOTE: Properly dispose of contaminated cleaner.
4. Operate the engine in open water at wide open
throttle at normal operating temperature for thirty f. Install return hose to turbocharger fitting.
minutes minimum to circulate cleaner. 8. Refer to “Filling Closed Cooling Section” and refill
5. Stop engine and after cool down, drain cleaner with engine coolant. Refer to SECTION 1B for
from cooling system. coolant recommendations.
6. Remove thermostat housing and thermostat.
Temporarily install cover.

Filling Closed Cooled 2. Fill closed cooled section with coolant mixture
through heat exchanger fill neck until coolant ap-
Section pears at bleeder valve.
3. Continue filling closed cooled section until cool-
NOTICE
ant level is 1 in. (25 mm) below filler neck.
See “Specifications” for approximate
closed cooled section capacity and cool- ! CAUTION
ant recommendation.
Avoid seawater pickup pump impeller damage
and subsequent overheating damage to stern
! WARNING drive unit. DO NOT operate engine without water
Do not remove coolant cap when engine is hot.
Coolant may discharge violently.
! CAUTION
Models with belt driven seawater pickup pump
! CAUTION must be in the water when running engine be-
cause garden hose will not supply enough water
Alcohol or Methanol based antifreeze or plain to system at higher RPM.
water are not recommended for use in fresh wa-
ter section of cooling system at any time.
4. With pressure cap off, start engine and run at fast
idle (1500-1800 RPM). Add coolant solution to
heat exchanger, as required, to maintain coolant
! CAUTION level 1 in. (25 mm) below filler neck.
Front of engine should be higher than rear to 5. After engine has reached normal operating tem-
purge trapped air out of the system during initial perature (thermostat is fully open), and coolant
filling. This will minimize the possibility of air be- level remains constant, fill heat exchanger to bot-
ing trapped in the closed cooled section which tom of filler neck.
can cause engine to overheat.
6. Observe engine temperature gauge to make
sure that engine operating temperature is nor-
1. Remove coolant cap from heat exchanger. mal. If gauge indicates excessive temperature,
stop engine immediately and examine for cause.
7. Install pressure cap on heat exchanger.
8. Remove cap from coolant recovery reservoir and
fill to FULL mark with coolant solution. Reinstall
cap.
9. With engine still running, check hose connec-
tions, fittings and gaskets for leaks. Repeat
Step 4.
IMPORTANT: Engine overheating is often due to
air being trapped in closed cooled section. Purge
air by running engine at 2000 RPM for 10 minutes.
! WARNING
76110
a Allow engine to cool before removing pressure
a - Coolant Cap coolant to boil and discharge violently. After en-

10. Recheck coolant level after first open-throttle 6. Remove circulating pump attaching bolts and re-
boat test and add coolant, if necessary. move circulating pump and seal. Discard used
seal.
11. Maintain coolant level in coolant recovery reser-
voir between ADD and FULL marks with engine
at normal operating temperature.
a
Water Circulating Pump

Replacement
Removal
1. Refer to “Draining Seawater Cooled Section” in
SECTION 6A and drain the seawater section.
2. Refer to “Changing Coolant - Draining Instruc-
tions” in this section and drain the closed cooled
section.
76179
3. Disconnect both hoses from heat exchanger.
a
a - Bolts (7)

1. Clean gasket surfaces on circulating pump,
spacer and engine block.
2. Inspect circulating pump for blockage, cracks,
sand holes, corrosion or other damage. Inspect
pump impeller for cracks and erosion. Replace
complete pump if any damage exists.
b
76186
a - Hose To Thermostat Housing

b - Hose To Circulating Pump
b
4. Remove heat exchanger. See “Heat Exchanger
Removal” later in this section.
5. Remove seawater pump belt and alternator belt. a
Refer to SECTION 1B. 76178
a - Sealing Surface
b - Passages
3. Inspect impeller shaft and bearings for excessive

side play. If play can be felt, replace complete
pump.

4. Inspect housing for blockage, cracks, sand 2. Apply Permatex Aviation Sealer No. 3 to threads
holes, corrosion or other damage. Replace and heads of ALL screws prior to installation.
spacer if any damage exists.
3. Install circulating pump (with new seal) using at-
taching screws. Screws are in two different
lengths - 3 in. (76 mm) and 4 in. (102 mm. DO
NOT fit the longer screw in the place of a short
screw.
b
a
76180
a - Sealing Surface
b - Passages
5. Inspect pump pulley for bends, cracks, corrosion 76179

or other physical damage. Inspect pulley for rota-
tional trueness. Replace pulley if damaged or un-
true.
a - Bolts (7)
Installation
4. Torque fasteners to 168 lb. in. (19 N·m).
1. Coat seal with a thin coat of Permatex Aviation
Sealer No. 3. 5. Connect hoses to circulating pump and thermo-
stat housing. Tighten hose clamps securely.
6. Install belts. Refer to SECTION 1B.
7. Refer to “Filling Closed Cooled Section” and fill
the closed cooled section.

Cleaning Heat Exchangers 4. Disconnect continuity ground (-) wire from upper
side of tank.
and Coolers
1. Clean tubes in heat exchanger and coolers by a
running a suitable wire brush thru each tube.
71724
b
2. Rinse out heat exchanger and cooler tubes with
tap water from a hose to remove loosened par-
ticles.
3. Replace unit if it cannot be satisfactorily cleaned. 76120
a - Coolant Overflow Hose

Heat Exchanger Removal b - Continuity Wire
1. Drain seawater from seawater side of system. 5. Disconnect the coolant bleed line that comes
from turbocharger.
2. Drain coolant from closed side of system.
3. Disconnect hoses from all locations shown.
76110
a - Bleed Line From Turbocharger
76108
a - Hose - To Circulating Pump

6. Remove hardware that secures heat exchanger 4. Connect turbocharger vent line at fitting on tank.
to bracket. Tighten securely.
a
a
b 76110 76110
b
a - Heat Exchanger
b - Bolts
a - Coolant Tank/Heat Exchanger
c - Turbocharger Vent Pipe and Fitting
Heat Exchanger Installation
NOTE: If not already accomplished, remove sacrifi- 5. Connect continuity ground (-) wire to upper side
cial anode from port fitting in tank. Replace if more of tank.
than 50% deteriorated. Refer to SECTION 1B,
“Anodes”. a
1. Install drain plug (sacrificial anode) in tank, if not
already fitted. Tighten securely.
2. Install heat exchanger to mounting brackets us-
ing fasteners and hardware. Be certain pressure
cap is upright and horizontal. Torque fasteners to
30 ft. lb. (41 N⋅m).
3. Reconnect all hoses to coolant tank/heat ex-
changer and tighten each hose clamp securely. b
76120
a - Coolant Overflow Hose

b - Continuity Wire
6. Refer to “Filling Closed Cooled Section” in SEC-

TION 6B and fill the closed coolant system with
specified coolant mixture.

Auxiliary Hot Water Heater 1. Refer to “Changing Coolant - Draining Instruc-
tions”; drain closed cooled section.
Installation 2. Inspect for appropriate location of supply hose as
IMPORTANT: When connecting a cabin heater or shown.
hot water heater, certain requirements must be 3. Secure fittings and hoses, as required. Ensure
met: hoses do not rub or chafe against engine compo-
• Supply hose (from engine to heater) and nents.
return hose (from heater to engine) 4. With boat in water, start engine and check for
MUST NOT EXCEED 5/8 in. (15.8 mm) leaks and overheating.
I.D. (inside diameter). NOTE: See “Flow Diagram - Auxiliary Hot Water
• Heater MUST BE LOWER than fill cap on Heater Connection” following.
the heat exchanger. If the heater is high-
er than the fill cap on the heat exchang-
er and some coolant is lost in the sys-
tem, an air pocket may form in the
closed cooled section. This, in turn, can
cause the engine to overheat.
• Make heater connections ONLY at loca-
tions described in the following instruc-
tions.
• Check complete system for leaks after
heater is connected into cooling sys-
tem.
• Check for overheating condition (of en-
gine) after heater is connected.

Flow Diagram - Auxiliary Hot Water Heater Connection
A straight hose coupler fitting replaces the plug in starboard cylinder head, located beneath cover of exhaust
manifold, as shown, delivers hot water TO the heater.
A 90° hose coupler fitting replaces the plug located on top of the engine water circulating pump, as shown , delivers return
water FROM the heater.
NOTE: Pump shown removed for visual clarity
only.
d
e
a b
73266
76024
f
73418
73418
71898
a - Cylinder Head - On Port Rear Side f - 90 Degree Hose Coupler Fitting (From Kit)
b - Plug (Existing) g - Auxiliary Hot Water Heater
c - Straight Hose Coupler Fitting (From Kit) h - Hoses
d - Engine Water Circulating Pump
e - Plug (Existing)
Quicksilver Auxiliary Water Heater Adaptor Kit (806027A1) Shown

Water Flow Diagram
a
3 4
2 8 7 5 6
b
H
c
1 9 10
B
D
E C A
F G
D
B
76205
SEAWATER COOLING CIRCUIT CLOSED COOLING CIRCUIT

(RAW WATER) (FRESH WATER/COOLANT)
1 - Seawater Inlet (Thru Drive) A- Circulating Pump - Closed Coolant
2 - Seawater Strainer B- Exhaust Manifolds
3 - Seawater Pump C- Engine Crankcase
4 - Aftercooler D- Cylinder Heads
5 - Engine Oil Cooler E- Turbocharger
6 - Heat Exchanger (Seawater Circuit) F- Thermostat
7 - Power Steering Fluid Cooler G- Bypass
8 - Exhaust Pipe Water Jacket
H- Heat Exchanger (Closed Cooling Circuit)
9 - Seawater Outlet (Exhaust Pipe)
10- Seawater Outlet (Overboard Discharge Fitting) FLOW OF :
a ENGINE AIR
b ENGINE OIL
c POWER STEERING FLUID

INTAKE AND EXHAUST
SYSTEM
7
76181
A
INTAKE MANIFOLD AND AFTERCOOLER
Index
Table of Contents
Page
Sealants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-1
Intake Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-2
Cleaning and Inspection . . . . . . . . . . . . . . . . 7A-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-3
Aftercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-4
Cleaning and Inspection . . . . . . . . . . . . . . . . 7A-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-6
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-7
7A-0 - INTAKE MANIFOLD AND AFTERCOOLER 90-861784 998

Index
Torque Specifications Description
The D7.3L D-Tronic engine uses an aftercooler
(sometimes referred to as an “intercooler” or “air
Item/Fastener Lb. In. Lb. Ft. N·m cooler”) to cool the intake air before it enters the cylin-
Location ders. Seawater is pumped through tubes in the after-
Intake Manifold cooler, cooling the air as it flows around the tubes.
24 33 The cooled air is then directed to the intake manifold
Bolts
and finally the cylinder.
Aftercooler Side
21 28
Covers
Aftercooler-to-
30 41
Manifold
Sealants
Obtain Locally
(Navistar Part
Number
Walker - T95 Sealant 1816593C1
or
GM Part Number
12345366)
76182
90-861784 998 INTAKE MANIFOLD AND AFTERCOOLER - 7A-1

Index
Intake Manifold 4. Remove intake manifold bolts and remove intake
manifold and gaskets.
Removal NOTE: The forward, outer bolt on the port side is lo-
cated inside the intake manifold. The bolt can be ac-
1. Remove aftercooler as outlined in this section.
cessed through the opening in the intake manifold.
2. Remove turbocharger as outlined in SECTION
7C. b
3. Disconnect MAP sensor hose from fitting on
manifold.
c a
76181
a - Manifold
b - Bolts (8 On Each Side)
c - One Bolt Is Accessed Through Opening
76164
a
a - MAP Sensor Hose
1. Clean intake manifold using a suitable non-caus-
IMPORTANT: Bolts are of several lengths and tic solvent.
should be suitably marked, or otherwise refer-
2. Clean all RTV and gasket material from mating
enced, during disassembly. This will ensure
surfaces using parts solvent cleaner. Be sure all
installation in the same locations during reas-
mating surfaces are free of oil.
sembly.
3. Dry surfaces using filtered compressed air.
4. Visually inspect the intake manifold for cracks.
5. Place mounting surface (outlets) of manifold on
smooth surface and check for warpage.
6. Replace manifold if cracked or warped.

Index
Installation 4. Tighten all bolts until they are contacting man-
ifold.
1. Install new gaskets between intake manifold and
cylinder head. 5. Tighten all bolts securely in numbered se-
quence shown.
2. Install intake manifold.
6. Torque bolts to 18 lb. ft. (24 N·m) in numbered
sequence shown.
1 2 3 4
9 12
10 11
FRONT
14 15
13 16
5 6 7 8
76210
a
76182
7. Connect MAP sensor hose to fitting on manifold.
a - Manifold
8. Install turbocharger as outlined in SECTION 7C.
3. Install bolts in same location (as marked during 9. Install aftercooler as outlined in this section.
removal).
c a
76181
a - Manifold
b - Bolts (8 On Each Side)
c - One Bolt Is Accessed Through Opening

Index
Aftercooler 4. Remove fasteners that secure aftercooler. Make
note of proper position for reassembly.
Removal c
a
1. Remove turbocharger as outlined in SECTION
7C.
c
2. Disconnect seawater hoses.
c
a
b
76159
a - Aftercooler
b - Studs And Nuts
c - Bolts
76160
b
a - Aftercooler
b - Hose (Port Side)
c - Hose (Starboard Side)
3. Remove oil cooler clamps.
a
b
76123
a - Aftercooler
b - Clamps

Index
5. Disconnect wires from Intake Air Temperature Cleaning and Inspection
(IAT) Sensor.
1. Remove end cap from inlet and outlet side of af-
tercooler and inspect passages. Note that wash-
ers are special, copper sealing washers.
74119
a
a
e d c b
b 76149
a - Harness Connector a - Aftercooler

b - IAT Sensor b - Gasket
c - End Cover (Starboard Shown Removed, Port Similar)
d - Sealing Washer
6. Disconnect vent hose that comes from starboard
e - Screw
valve cover. f - Passages
2. Inspect all parts for cracks or other damage

which would render the aftercooler unservice-
able.
IMPORTANT: MerCruiser does not recommend
the immersion of coolers in cleaning solutions. If
cleaning as instructed does not satisfactorily
clear the passages, replacement of the cooler is
recommended.
a
76161
a - Vent Hose
7. Remove aftercooler and gasket.

Index
3. Clean water passages by inserting a suitable size
wire brush into each passage. Use compressed
air to blow loose particles out of water passages.
f
a
b 74119
71724
a
e d c b
c
Starboard Side Shown (Port Similar)

a - Aftercooler
b - Gasket
c - End Cover (Starboard Shown Removed, Port Similar)
d - Sealing Washer
e - Screw
f - Passages
74120
a - Aftercooler
b - Passages Testing
c - Suitable Brush
1. Test aftercooler for leaks as follows:
a. Connect a radiator type tester or other suit-
Assembly able device to one end of aftercooler.
1. Clean sealing material from mating surfaces. b. Plug opposite end of aftercooler.
2. Apply Quicksilver RTV Sealer or equivalent to c. Apply 10 PSI (70 kPa) of air pressure and
mating surfaces. submerge aftercooler into water. Air bubbles
3. Position new gaskets on ends of aftercooler. indicate a leak.
4. Install end caps to cooler using fasteners and 2. Clean and paint exterior surfaces as required to
special copper sealing washers. Torque fasten- prevent corrosion.
ers to 21 lb. ft. (28 N·m).
NOTE: Replace any washers showing unacceptable
corrosion, or wear from previous removal and tight-
ening.

Index
Installation 4. Connect wires to Intake Air Temperature (IAT)
Sensor.
1. Be certain aftercooler is clean and completely dry
inside and outside before proceeding.
2. Verify that the intake-to-aftercooler gasket is in
place. Install aftercooler to manifold, while guid-
ing studs into support brackets on front of after-
cooler. Torque fastener to 30 lb. ft. (41 N⋅m).
IMPORTANT: Be certain gasket is in good condi-
tion and in proper position. If not, a loss in boost
pressure will occur resulting in decreased per-
formance.
c
a
a
c
b 76149
a - Harness Connector
b - IAT Sensor
5. Install oil cooler clamps.
b
76159
a - Aftercooler
b - Studs And Nuts
c - Bolts
3. Connect vent hose that comes from starboard

valve cover.
a
b
76123
a - Aftercooler
b - Clamps
a
76161
a - Vent Hose

Index
6. Connect seawater hoses.
c
a
76160
b
a - Aftercooler
b - Hose (Port Side)
c - Hose (Starboard Side)

Index
INTAKE AND EXHAUST
SYSTEM
7
B
EXHAUST SYSTEM
Index
Table of Contents
Page
Torque Specifications . . . . . . . . . . . . . . . . . . . . . 7B-1
Sealants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B-1
Exhaust Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B-2
Exhaust Crossover Manifold . . . . . . . . . . . . . . . 7B-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B-3
Cleaning and Inspection . . . . . . . . . . . . . . . . 7B-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B-3
Exhaust Manifolds . . . . . . . . . . . . . . . . . . . . . . . . 7B-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B-4
Cleaning and Inspection . . . . . . . . . . . . . . . . 7B-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B-4
7B-0 – EXHAUST SYSTEM Index 90-861784 998

Torque Specifications Exhaust Pipe
Item/Fastener Lb. In. Lb. Ft. N·m Removal
Location
Exhaust Cross- IMPORTANT: Engine must be removed to gain ac-
over Manifold cess to exhaust pipe. Refer to SECTION 2A for
24 32 engine removal and installation.
Exhaust Manifold
Elbow-to-Manifold 1. Remove four bolts and thick lockwashers retain-
Exhaust Manifold- ing exhaust pipe to gimbal housing.
35 48
to-Cylinder Block 2. Remove exhaust pipe.
Exhaust Pipe-to- 3. Remove O-Ring seal and discard.
20 - 25 27 - 34
Gimbal Housing
Sealants
Loctite Pipe Sealant with Obtain Locally
Teflon
Quicksilver Perfect Seal 92-34227--1
Quicksilver RTV Sealer 92-91601--1
Description
The D7.3L D-Tronic diesel engine is equipped with a b
fresh water (coolant) cooled exhaust manifolds.
Coolant flows from the heat exchanger to the circulat-
ing pump where it is pumped to the crankcase and to
the water cooled exhaust manifolds through a spacer c
(plate) installed between the crankcase front plate
and the circulating pump.
After leaving the water cooled exhaust manifolds it
flows through the attached manifold elbows, exhaust 76214
crossover, and turbocharger. The coolant is then re-
turned back to the heat exchanger.
Once the exhaust gases leave through the exhaust
valves they are directed through the water cooled ex-
haust manifolds, manifold elbows, exhaust cros-
a - Bolts and Thick Lockwashers (4)
sover, turbocharger and then to the exhaust elbow
b - Exhaust Pipe
where they join the seawater discharge to the sea. c - O-Ring Seal
90-861784 998 Index EXHAUST SYSTEM - 7B-1

Installation 3. Lubricate the inside of large end of exhaust hose
with a soap and water solution. Slide hose over
IMPORTANT: Exhaust pipe and gimbal housing exhaust pipe and install two hose clamps. Tight-
assembly mating surfaces must be clean and en hose clamps securely.
free of nicks and scratches. O-Ring must be
properly seated in groove, or water and exhaust
may leak into boat.
d
c
d
a
b
a b
72745
a - Mating Surface (Also, on Exhaust Pipe)

b - O-Ring
1. After cleaning mating surfaces, install new

O-Ring. Be certain it is seated properly in groove 76215
of gimbal housing. a - Bolts and Thick Lockwashers (4)
2. Hold exhaust pipe in position. Install thick wash- b - Exhaust Pipe
ers and bolts (four each). Torque evenly in a diag- c - Hose
d - Hose Clamps (2)
onal pattern to 20-25 lb. ft. (27-34 N⋅m).

Exhaust Crossover Manifold Cleaning and Inspection
1. Clean gasket material from all surfaces and wash
Removal parts in solvent.
1. Drain coolant from engine. Refer to Section 6B. 2. Inspect all parts carefully. Machined surfaces
must be clean and free of all marks and deep
2. Remove turbo charger from exhaust cross-over
scratches, or water and exhaust leaks may re-
manifold. Refer to Section 7C.
sult.
3. Remove nuts from front side of cross-over man-
3. Check water passages for foreign material. Pas-
ifold.
sages must be clean for efficient cooling.
4. Remove cross-over manifold and gaskets.
4. Check for cracks.
Installation
1. Install cross-over manifold with new gaskets.
2. Install four bolts on each side that secure it to

each manifold.
3. Install nuts on front side of cross-over manifold.
4. Torque fasteners to 24 lb. ft. (32 N⋅m).
a
b
c 76145
a - Cross-Over Manifold
b - Bolts (4 Each Side)
c - Nuts (1 Each Side - On Front)
a
b
c 76145
a - Cross-Over Manifold
b - Bolts (4 Each Side)
c - Nuts (1 Each Side - On Front)
5. Install turbo-charger on exhaust cross-over man-

ifold. Refer to Section 7C.

Exhaust Manifolds Cleaning and Inspection
1. Clean gasket material from all surfaces and wash
Removal parts in solvent.
NOTE: Procedure is the same for both manifolds. 2. Inspect all parts carefully. Machined surfaces
must be clean and free of all marks and deep
1. Drain coolant from engine. Refer to Section 6B.
scratches, or water and exhaust leaks may re-
2. Remove turbo-charger from exhaust cross-over sult.
manifold. Refer to Section 7C.
3. Check water passages for foreign material. Pas-
3. Remove exhaust cross-over manifold as pre- sages must be clean for efficient cooling.
viously outlined in this section.
4. Check for cracks.
4. Disconnect hose from front fitting.
Installation
1. Be certain mating surfaces of cylinder heads are
clean and free of all old gasket material. Ma-
c chined surfaces must not have nicks or gouges,
or water and exhaust leaks may result.
2. Apply Quicksilver Perfect Seal (92-34227--1) to
threads of 90° elbow fitting(s). Install and position
in manifold(s) as shown. Tighten fitting securely.
3. Install gasket and exhaust manifold. Torque bolts
b evenly in a diagonal pattern to 35 lb. ft. (48 N·m).
a a
74127

a - 90 Degree Fitting On Exhaust Manifold c
b - Hose Clamp
b
c - Hose
5. Remove bolts from manifold. c
6. Remove manifold and gasket.
74129

a - Gasket
b - Manifold
c - 90 Degree Fitting On Exhaust Manifold

4. Connect hose to fitting and tighten securely.
b
a
74127

a - 90 Degree Fitting On Exhaust Manifold
b - Hose Clamp
c - Hose
5. Install exhaust cross-over manifold as previously

outlined in this section.
6. Install turbo-charger on exhaust cross-over man-
ifold. Refer to Section 7C.
7. Fill engine with coolant. Refer to Section 6B.

INTAKE AND EXHAUST
SYSTEM
7
73230
C
TURBOCHARGER
Index
Table of Contents
Page
Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7C-1
Turbocharger Specifications . . . . . . . . . . . . . . . 7C-1
Torque Specifications . . . . . . . . . . . . . . . . . . . . . 7C-2
Sealants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7C-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7C-2
Checking Turbine Bearings . . . . . . . . . . . . . . . . 7C-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7C-4
Removing Exhaust Elbow . . . . . . . . . . . . . . . 7C-4
Installing Exhaust Elbow . . . . . . . . . . . . . . . 7C-5
Removing Turbocharger Unit . . . . . . . . . . . . 7C-5
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7C-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7C-7
7C-0 - TURBOCHARGER Index 90-861784 998

Identification Turbocharger Specifications
Model D7.3L/270
Manufacturer Schwitzer
Factory Part
3800 698M1
Number
Type
Quicksilver
806015
Part Number
Maximum Shaft Axial .002 - .005 in.
(end) Play (0.05 - 0.12 mm)
Maxi- Compressor .017 - .023 in.
mum End (0.43 - 0.58 mm)
Radial
(side) .016 - .024 in.
Turbine End
Play (0.40 - 0.61 mm)
a Maximum Boost at
9 -11 PSI (62 - 75 kPa)
3400 RPM
73623 Engine RPM When
Boost Starts 1500
a - Identification Number Location (Approximately)
90-861784 998 Index TURBOCHARGER - 7C-1

The D7.3L D-Tronic Diesel Engine is equipped with
Item/Fastener Loca- Lb. In. Lb. Ft. N·m
tion a turbocharger to boost intake pressure, resulting in
increased horsepower. In one casing on the turbo-
Turbocharger Mount- charger housing exhaust gases are used to spin the
31 42
ing Nuts turbine up to 100,000 RPM. The compressor, which
Exhaust Elbow is installed on the same shaft but in a separate cas-
21 28
Screws ing, draws in filtered air, compresses it, and delivers
Housing Clamps (At it to the engine through the aftercooler.
Turbocharger and Ex- The turbocharger bearings are lubricated by engine
haust Elbow) Tighten Securely oil fed by a hose from the main oil gallery. Oil feed is
90° Fittings and Boost returned to the engine through a pipe into an intake
Pressure Tube Fittings manifold valley pan orifice, which is sealed with a
large grommet.
Coolant from the engine’s closed cooled section
Sealants cools the turbocharger housing, while the exhaust el-
bow is cooled by seawater flowing through it from the
Description Part Number seawater cooled section.
Quicksilver RTV Sealer 92-91601--1
Quicksilver Perfect Seal 92-34227--1
Loctite Pipe Sealant
With Teflon Obtain Locally
Loctite 242

Checking Turbine Bearings
NOTE: Turbocharger internal parts are not available
separately. If turbocharger components are faulty the
complete turbocharger must be replaced.
1. Check both compressor and turbine end blade-
to-housing clearance by following appropriate
instructions “a” and “b” : b c
a. To check compressor end blade clear-
ance:
(1) Remove CDR breather tube hose clamp
from aftercooler and slide tube from air a
cleaner.
(2) Remove air cleaner.
73230
b. To check turbine end blade clearance:
(1) Refer to “Removing Exhaust Elbow or a - Turbocharger Housing
b - Turbine Blades
Riser” as outlined in this section.
c - Feeler Gauge
(2) Remove the exhaust elbow or riser.
2. Rotate the turbine impeller by hand to see that it Checking Turbine End Blade Clearance Shown
turns smoothly. If not, turbine bearings or impeller (Compressor End Similar)
problems exist.
3. Check if turbine blades are rubbing on housing.
6. Check axial (end) play on bearings by placing a
If they are, replace turbocharger.
dial gauge on the end of the shaft. Move the tur-
4. Inspect turbine blades and housing for signs of bine shaft in the direction shown (“fore-and-aft”).
burning or cracking. If these signs are found, re- Observe indicator needle. Measurement should
place turbocharger. be .002 - .005 in. (0.05 - 0.12 mm).
5. Using a feeler gauge as shown, check clearance
between compressor or turbine blades and hous-
ing at two locations opposite one another. Clear-
ance is the average of the two measurements
and should be as shown following. b
• Compressor (Intake) End: Clearance
should be .017 - .023 in. (0.43 - 0.58 mm).
• Turbine (Exhaust) End: Clearance should
be .016 - .024 in. (0.40 - 0.61 mm).
c
a
73230
a - Turbocharger Housing
b - Turbine Blades
c - Dial Gauge
Checking Bearing Axial (End) Play

Removal 5. Remove the bolts from the exhaust elbow and
turbocharger.
! CAUTION
Avoid possible injury or damage to equipment
a
caused by an accidental short-circuit. Discon-
nect BOTH battery cables from battery before
proceeding.
Removing Exhaust Elbow

1. Disconnect battery cables from battery terminals.
2. Refer to SECTION 6A - “Draining Seawater
Cooled Section” and drain the seawater section.
3. Remove the seawater hoses from the exhaust el-
76132
bow.
4. Loosen the exhaust hose clamps on the exhaust a - Bolts (4)
elbow.
a 6. Remove the exhaust elbow from the turbochar-
ger. If existing exhaust elbow is to be reused,
make matching marks to aid in alignment during
assembly later.
7. Check and clean the surfaces on the turbochar-
ger outlet.
c
b
76106
a - Water Bypass Hose a

b - Hose From Power Steering Fluid Cooler
76142
c - Exhaust Hose Clamps
a - Turbocharger Outlet

Installing Exhaust Elbow 6. Connect battery cables to battery terminals.
1. Install the exhaust elbow on the turbocharger. If

existing exhaust elbow is being reused, align ! CAUTION
matching marks made during disassembly. Do not operate engine without cooling water be-
2. Install the bolts that secure the exhaust elbow to ing supplied to the seawater pickup pump, or
the turbocharger. pump impeller will be damaged.
3. Securely tighten the exhaust elbow bolts at this
time. Torque to 31 lb.ft. (42 N.m) 7. Upon first starting engine, check for water or ex-
haust leaks and correct as needed.
a Removing Turbocharger Unit

1. Drain exhaust manifolds by removing hoses from
90° fittings on port and starboard exhaust man-
ifolds. Drain coolant into a suitable container.
76132
a - Bolts (4)
b a
4. Install the seawater bypass hose and the hose 73255
from the power steering cooler to the exhaust
elbow as shown. Tighten the hose clamps
securely. Starboard Side Shown (Port Similar)
a - Manifold Hose (Port and Starboard Sides)
5. Tighten the exhaust hose clamps on the exhaust
elbow.
a 2. Disconnect turbocharger coolant hose from tur-
bocharger 90° elbow on housing.
76132
c a - Coolant Hose
b
76106
a - Water Bypass Hose

b - Hose From Power Steering Fluid Cooler
c - Exhaust Hose Clamps

3. Remove exhaust elbow as previously outlined in 8. Disconnect coolant vent tube from fitting at top of
this section. If existing exhaust elbow is to be re- turbocharger housing.
used make matching marks to aid in alignment c d
during assembly later. a
4. Loosen hose clamps on hose between turbo-
charger and air horn.
a
76143
a - Clamp Brackets
b - Oil Temperature Alarm Switch
c - Coolant Vent Tube
76142 d - Oil Feed Line
9. Loosen hose clamp on the turbocharger coolant

a - Rubber Hose And Clamps return hose connection in valley (beneath turbo-
charger).
5. Disconnect turbocharger oil feed hose at fitting
on turbocharger.
6. Disconnect clamp brackets on larger hose to af-
tercooler.
7. Disconnect wire from oil temperature alarm
switch.
76149
Shown With Turbocharger Removed For Visual

Clarity
a - Coolant Return Hose Clamp

10. Remove the four nuts with washers mounting tur- Installation
bocharger to exhaust crossover. Remove turbo-
charger. 1. If replacing the turbocharger, remove the follow-
ing items from existing unit and install as shown:
a. Apply Quicksilver Perfect Seal to the threads
of the turbocharger oil feed hose 90° fitting
and install. Tighten securely and position as
shown.
b. Apply Quicksilver Perfect Seal to the threads
of the turbocharger coolant return hose 90°
connector and install. Tighten securely and
position as shown.
c. Apply Quicksilver Perfect Seal to the threads
of the coolant vent tube to fitting and install at
top of turbocharger housing. Tighten secure-
ly.
a 76142
2. Using a new gasket, install turbocharger by low-
ering it down on exhaust crossover while guiding
a - Nuts coolant return hose onto connection from intake
manifold valley.
Cleaning
IMPORTANT: Never use a caustic cleaning solu-
tion, as it may attack aluminum. Also, never use
a wire brush which could damage impeller or
mating surfaces.
1. BEFORE cleaning, inspect parts for burning,
abrasion, carbon deposits, gas and oil leakage.
! CAUTION
Avoid injury. Always wear safety glasses when
using compressed air. a
2. Thoroughly clean all the parts with clean diesel 76149

fuel, using a soft brush. Dry with compressed air.
Shown With Turbocharger Removed For Visual

! CAUTION Clarity
Avoid injury, and damage to turbine bearings. a - Coolant Return Hose Clamp
When drying a cleaned unit using compressed
air, DO NOT spin the turbine or allow turbine to
spin, since no oil is being provided to the bear-
ings.

3. Install the four mounting nuts with washers. 6. Connect clamp brackets on larger hose to after-
Torque nuts to 31 lb. ft. (42 N·m). cooler.
7. Connect wire to oil temperature alarm switch.
8. Connect oil feed line at turbocharger housing and
tighten union nut securely.
9. Connect coolant vent tube to fitting at top of turbo-
charger housing.
c d
a
a 76142
b
a - Nuts
4. Tighten hose clamps on coolant return hose.

5. Connect smaller diameter air hose to turbochar- 76143
ger and tighten hose clamps securely.
a - Clamp Brackets
a b - Oil Temperature Alarm Switch
c - Coolant Vent Tube
d - Oil Feed Line
10. Connect coolant hose to turbocharger housing

90° connector and tighten hose clamp securely.
76142
a - Rubber Hose And Clamps

a
b
76132
a - Coolant Hose
b - Overboard Discharge Hose

11. Refer to “Installing Exhaust Elbow” and install ex-
haust elbow as outlined. Align matching marks
made during disassembly.
12. Connect overboard discharge hose and tighten
clamp securely.
13. Fill closed cooled section following instructions in
Section 6B - “Closed Cooled Section - Filling
Closed Cooled Section.”
14. Connect battery cables to battery by FIRST in-
stalling positive (+) battery cable end on positive
(+) battery terminal. Tighten clamp securely.
THEN install negative (-) battery cable end on
negative (-) battery terminal. Tighten clamp se-
curely.
15. Crank engine intermittently until oil pressure reg-
isters on oil gauge. DO NOT engage starter for
more than 15 seconds at one time. Allow at least
one minute for starter to cool before reusing.
! CAUTION
Do not operate engine without cooling water be-
ing supplied to the seawater pickup pump, or
pump impeller will be damaged.
16. Start engine and check for water and exhaust
leaks. Correct as needed.

POWER STEERING
76140 8
PUMP AND RELATED COMPONENTS
A
Index
Table of Contents
Page
Lubricants / Sealants . . . . . . . . . . . . . . . . . . . . . 8A-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-1
Maintaining Power Steering Pump Fluid Level 8A-2
Filling and Bleeding Power Steering System . 8A-2
Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-3
Hydraulic Hoses and Power Steering
Fluid Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-4
High Pressure Hose
(Pump to Control Valve) . . . . . . . . . . . . . . . 8A-4
Low Pressure Hose
(Cooler to Pump) . . . . . . . . . . . . . . . . . . . . . 8A-5
Power Steering Fluid Cooler . . . . . . . . . . . . . . . 8A-6
8A-0 - PUMP AND RELATED COMPONENTS 90-861784 998

Index
The Power Steering system utilizes an engine-driv-
Item/Fastener Lb. In. Lb. Ft. N·m
Location en, van-type hydraulic pump. The pump supplies
fluid flow and pressure by means of hoses to a control
Front and Rear valve. The control valve, in turn, controls fluid flow
84 10
Tensioning Screws and pressure to-and-from a boost cylinder control
Reservoir Mount- valve mounted on the boat transom.
ing Bracket Spe- 72 8
Refer to appropriate MerCruiser Stern Drive Service
cial Stud
Manual for additional information and procedures on
Fluid Pressure the complete power steering system, if not covered
and Return Line 20-25 27-34 in this section.
Fittings
All Fasteners Not
Tighten Securely
Listed
Lubricants / Sealants
Quicksilver Power Trim and
92-90100
Steering Fluid
Automatic Transmission Fluid
- Dexron, Dexron II, Dexron Obtain Locally
II-D
IMPORTANT: Power Steering Pumps are consid-

ered non-repairable units and are intended to be
removed and replaced by new units.
90-861784 998 PUMP AND RELATED COMPONENTS - 8A-1

Index
Maintaining Power Steering If level is below bottom of dipstick, but fluid is still vis-
ible in pump reservoir, add required amount of Quick-
Pump Fluid Level silver Power Trim and Steering Fluid or automatic
transmission fluid (ATF), Dexron, or Dexron II,
IMPORTANT: Use only Quicksilver Power Trim
through fill cap opening, to bring level up to FULL
and Steering Fluid, or Dexron II automatic trans-
COLD mark on dipstick. DO NOT OVERFILL.
mission fluid (ATF), in power steering system.
! CAUTION
Filling and Bleeding Power
DO NOT RUN POWER STEERING DRY, or pump
will be damaged. Steering System
IMPORTANT: Power Steering Systems MUST BE
filled exactly as explained, in the following, to be
WITH ENGINE WARM sure that all air is bled from the system. All air
Level should be between the FULL HOT mark and must be removed, or fluid in the pump may foam
ADD mark on dipstick. during operation and be discharged from pump
reservoir. Foamy fluid also may cause POWER
Steering Systems to become spongy, which may
result in poor boat control.
1. Position drive unit straight back. Remove cap
from power steering reservoir and check fluid lev-
el with the attached dipstick.
2. Add Quicksilver Power Trim and Steering Fluid or
a Dexron ATF to bring fluid up to the correct level.
3. With the engine NOT running, turn the steering
wheel at a moderate rate, back-and-forth, to end
72518
of travel for a few seconds to allow any air to
a - Proper Fluid Level with Engine Warm bubble from pump reservoir. Do this a minimum
of 5 complete cycles. Recheck fluid level and add
If level is below ADD mark, but fluid is still visible in
if necessary.
pump reservoir, add required amount of Quicksilver
Power Trim and Steering Fluid or automatic trans- 4. Install reservoir cap.
mission fluid (ATF), Dexron, or Dexron II, through fill 5. Position boat in the water or see that water is sup-
cap opening, to bring level up to FULL HOT mark on plied to seawater pickup holes in gear housing.
dipstick. DO NOT OVERFILL.
6. Start engine and run at IDLE. During this time,
WITH ENGINE COLD turn steering wheel back-and-forth to end of trav-
el in each direction several times.
Level should be between FULL COLD mark and bot-
tom of dipstick. 7. Position drive unit so that it is straight back and
then stop the engine. Remove the reservoir cap.
Allow any foam in the reservoir to disperse, then
check fluid level and add fluid if needed. DO NOT
OVERFILL. Install and tighten the cap securely.
8. If fluid was foamy in Step 6., repeat Steps 6 and
7, until the fluid does not foam and the level re-
mains constant.
a
72519 NOTICE
For more information on power steering
system and components refer to appropriate
MerCruiser Stern Drive Service Manual.
a - Proper Fluid Level with Engine Cold

Index
Pump Assembly 5. Remove screws that secure the pump.
NOTE: Use a suitable plug to prevent the power

Removal steering reservoir from draining completely.
1. Remove belts. Refer to Section 1B. 6. Remove fluid return hose from power steering
2. Drain the seawater from the cooling system. Re- pump and plug with a suitable plug.
fer to Section 6A. 7. Remove and plug fluid pressure hose from power
3. Drain coolant from the closed side of the cooling steering pump.
system. Refer to Section 6B. a
4. Remove the front hose from the heat exchanger.
76140
c b
c
b 76186
a - Coolant Hose
b - Pressure Hose
c - Return Hose
a - Coolant Hose
b - Seawater Pump Belt
c - Accessory Drive Belt Installation
1. Connect the return hose to the pump and secure
with hose clamp.
2. Connect the pressure hose to the pump and tight-
en the fitting securely.
3. Install the pump.
4. Torque fasteners to 84 lb.in. (10 N.m).
5. Reinstall drive belts and adjust tension. Refer to
Section 1B.
6. Refill the cooling system. Refer to Section 6B.

Index
Hydraulic Hoses and Power INSTALLATION
Steering Fluid Cooler ! CAUTION

IMPORTANT: Make fluid connections as quickly
as possible to prevent fluid leaks. Route hoses as shown. This will help avoid
stress on the hose fittings and prevent kinks in
hoses.
High Pressure Hose
(Pump to Control Valve) IMPORTANT: Be careful to not cross thread or
over-tighten hose fittings.
REMOVAL 1. Thread high pressure hose in control hose valve
and position hose as shown below. Torque fitting
1. Remove high pressure hose fitting with O-Ring
to 20 - 25 lb. ft. (27 - 34 N·m)
seal from power steering pump.
76211
2. Route hose as previous noted in removal, secure

with sta-straps if necessary.
76140 3. Ensure there is a new O-Ring on high pressure
a
hose end. Install fitting into power steering pump.
a - Fluid Pressure Line
2. Remove hose and note hose routing to control

valve.
3. Remove hose fitting from control valve.
76140
a
71902
a - Fluid Pressure Line
a - Rear Fitting (Fluid Pressure Hose)

Index
Low Pressure Hose
(Cooler to Pump)
REMOVAL
NOTE: Catch fluid that drains from from hose, cooler
and pump in a suitable container. a
1. Loosen hose clamp and remove fluid return hose
from power steering pump.
76211
a - Fluid Return Line
INSTALLATION
! CAUTION
Route hoses as shown. This will help avoid
stress on the hose fittings and prevent kinks in
hoses.
IMPORTANT: Be careful to not cross thread or

over-tighten hose fittings.
76140
a
1. Install fluid return hose on power steering pump
a - Fluid Return Line and fluid reservoir. Tighten hose clamps secure-
ly.
2. Loosen clamp and remove fluid return hose from 2. Install fluid return hose in control valve and
fluid reservoir. torque fitting to 20 - 25 lb. ft. (27 - 34 N·m).
a
76211
a - Fluid Return Line
3. Route fluid return hose as previous noted from

control valve to fluid reservoir. Tighten hose
clamp securely.
76134 4. FIll and air bleed system. Refer to Filling and
Bleeding Power Steering System” in this section.
a - Fluid Return Hose to Fluid Reservoir Location
3. Remove and note routing of fluid return hose

from fluid reservoir to control valve.

Index
Power Steering Fluid Cooler
Refer to SECTION 6A - “Coolant Tank/Heat Ex-
changer, Oil, Power Steering and Transmission Fluid
Coolers” for information on removal, cleaning and
installation of the power steering fluid cooler.
c
76106
a - Return Line To Fluid Reservoir
b - Return Line From Control Valve

Index

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Printed in U.S.A. 1998, Mercury Marine 90-861784 998

1A-0 – GENERAL INFORMATION 90-861784 998

How to Use This Manual

90-861784 998 GENERAL INFORMATION - 1A-1

841-8163 Cylinder Block Assembly includes only standard pistons,

1A-2 – GENERAL INFORMATION 90-861784 998

a - Riveted Serial Number Plate (Top, PortSide of Engine

a - Standard Left-Hand Rotation

90-861784 998 GENERAL INFORMATION - 1A-3

1A-4 – GENERAL INFORMATION 90-861784 998

90-861784 998 GENERAL INFORMATION - 1A-5

1A-6 – GENERAL INFORMATION 90-861784 998

90-861784 998 GENERAL INFORMATION - 1A-7

1B-0 – MAINTENANCE Index 90-861784 998

! WARNING NOTE: Refer to appropriate Stern Drive Service

SCHEDULED MAINTENANCE TO BE PERFORMED BY OWNER/OPERATOR

REQUIRED SERVICE INTERVAL

Spray power package exterior surfaces with Quick-

90-861784 998 Index MAINTENANCE - 1B-1

REQUIRED SERVICE INTERVAL

1B-2 – MAINTENANCE Index 90-861784 998

90-861784 998 Index MAINTENANCE - 1B-3

1B-4 – MAINTENANCE Index 90-861784 998

! WARNING • Corrosion and extensive damage, and excessive

90-861784 998 Index MAINTENANCE - 1B-5

1B-6 – MAINTENANCE Index 90-861784 998

90-861784 998 Index MAINTENANCE - 1B-7

1B-8 – MAINTENANCE Index 90-861784 998

a - Fill Neck 73184

a - Gear Lube Monitor

90-861784 998 Index MAINTENANCE - 1B-9

2. Periodically, to ensure that coolant recovery sys-

1B-10 – MAINTENANCE Index 90-861784 998

5. After coolant has drained completely, coat

90-861784 998 Index MAINTENANCE - 1B-11

1B-12 – MAINTENANCE Index 90-861784 998

5. Shut off tap water. Remove flushing connector at

90-861784 998 Index MAINTENANCE - 1B-13

! CAUTION NOTE: In warm weather, open the drain cock before

2. Drain until fuel is clear in appearance.

1B-14 – MAINTENANCE Index 90-861784 998

3. Retighten bleeder valve.

90-861784 998 Index MAINTENANCE - 1B-15

1B-16 – MAINTENANCE Index 90-861784 998

SEAWATER PUMP BELT

76117 3. Move or pry seawater pump to loosen belt.

90-861784 998 Index MAINTENANCE - 1B-17

a - Heat Exchanger Ground Circuit Stud

a - Alternator Mounting Hardware

3. Loosen alternator tensioning bolt.

1B-18 – MAINTENANCE Index 90-861784 998

a - Engine Oil Cooler

a - New Anode Assembly

90-861784 998 Index MAINTENANCE - 1B-19

2. Keep exterior surfaces of battery wiped clean

1B-20 – MAINTENANCE Index 90-861784 998

2. At the end of each daily operation, drain water

90-861784 998 Index MAINTENANCE - 1B-21