Service Manual

Generator Set
QSJ2.4 Engine with PowerCommand® 1.1 Control

C20 N6 (Spec A), C22 N6 (Spec A)

C25 N6 (Spec A), C30 N6 (Spec A)
C36 N6 (Spec A), C40 N6 (Spec A)
C30 N6H (Spec A), C36 N6H (Spec A)
C40 N6H (Spec A), C45 N6H (Spec A)
C50 N6H (Spec A), C60 N6H (Spec A)

English
Original Instructions 7-2022 A045R243 (Issue 26)
Table of Contents
1. IMPORTANT SAFETY INSTRUCTIONS ....................................................................................... 1
1.1 Warning, Caution, and Note Styles Used in This Manual ..................................................... 1
1.2 General Information ................................................................................................................ 1
1.2.1 General Safety Precautions ......................................................................................... 2
1.3 Generator Set Safety Code .................................................................................................... 4
1.3.1 Moving Parts Can Cause Severe Personal Injury or Death ........................................ 4
1.3.2 Alternator Operating Areas .......................................................................................... 5
1.4 Electrical Shocks and Arc Flashes Can Cause Severe Personal Injury or Death.................. 5
1.4.1 AC Supply and Isolation............................................................................................... 6
1.4.2 AC Disconnect Sources ............................................................................................... 7
1.5 Fuel and Fumes Are Flammable ............................................................................................ 7
1.5.1 Gaseous Fuels ............................................................................................................. 7
1.5.2 Do Not Operate in Flammable and Explosive Environments ...................................... 7
1.6 Exhaust Gases Are Deadly..................................................................................................... 7
1.6.1 Exhaust Precautions ................................................................................................... 8
1.7 The Hazards of Carbon Monoxide.......................................................................................... 8
1.7.1 Special Risks of CO near the Home ............................................................................ 9
1.7.2 Protecting Yourself from CO Poisoning ....................................................................... 9
1.8 Earth Ground Connection ....................................................................................................... 9

2. INTRODUCTION.......................................................................................................................... 11
2.1 About This Manual................................................................................................................ 11
2.2 Test Equipment..................................................................................................................... 11
2.3 Schedule of Abbreviations .................................................................................................... 12
2.4 Related Literature ................................................................................................................. 13
2.5 Specifications........................................................................................................................ 14
2.5.1 Model Specifications .................................................................................................. 14
2.5.2 CA115 Winding Resistances ..................................................................................... 19
2.5.3 CA125 Winding Resistances ..................................................................................... 20
2.5.4 CA135 Winding Resistances ..................................................................................... 20
2.6 After Sales Services.............................................................................................................. 20
2.6.1 Maintenance.............................................................................................................. 21
2.6.2 Warranty..................................................................................................................... 21
2.6.3 How to Obtain Service ............................................................................................... 21
2.6.4 Manufacturing Facilities ............................................................................................. 22

3. MAINTENANCE ........................................................................................................................... 23
3.1 Maintenance Safety .............................................................................................................. 23
3.1.1 Locking the Generator Set Out of Service ................................................................. 24
3.2 Periodic Maintenance ........................................................................................................... 25
3.2.1 Periodic Maintenance Guidelines .............................................................................. 26
3.2.2 Periodic Maintenance Schedule ................................................................................ 26

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3.3 Engine Oil ............................................................................................................................. 30

3.3.1 Recommended Engine Oil ........................................................................................ 30
3.3.2 Checking Engine Oil Level ........................................................................................ 30
3.3.3 Adding or Draining Oil................................................................................................ 32
3.3.4 Changing Engine Oil and Oil Filter ........................................................................... 33
3.4 Battery Maintenance ............................................................................................................ 35
3.5 Spark Plugs .......................................................................................................................... 35
3.6 Cooling System Maintenance ............................................................................................... 36
3.6.1 Cleaning ..................................................................................................................... 36
3.7 Air Intake System.................................................................................................................. 39
3.7.1 Normal Duty Air Cleaner ............................................................................................ 40
3.7.2 Heavy Duty Air Cleaner ............................................................................................. 41
3.8 Exhaust System Maintenance .............................................................................................. 42
3.9 Generator Set Output - AC Electric System Checks ............................................................ 43
3.10 DC Electrical System .......................................................................................................... 43
3.11 Batteries .............................................................................................................................. 44
3.11.1 Storage..................................................................................................................... 44
3.11.2 General Precautions for Maintenance-Free Batteries ............................................. 44
3.11.3 Battery Maintenance ............................................................................................... 46
3.11.4 Charging................................................................................................................... 47
3.11.5 Troubleshooting and Indicator Light Information ..................................................... 47
3.11.6 Battery Replacement................................................................................................ 49
3.12 Spark Plugs ........................................................................................................................ 49
3.13 Cleaning the Generator Set Housing.................................................................................. 49
3.14 Complete System Test ...................................................................................................... 49

4. SERVICE...................................................................................................................................... 51
4.1 Engine Control Module (ECM).............................................................................................. 51
4.1.1 Engine Control Module (ECM) ................................................................................... 51
4.1.2 Keyswitch Control ...................................................................................................... 52
4.1.3 Reprogram ECMs ...................................................................................................... 52
4.1.4 Viewing Engine Faults ............................................................................................... 56
4.1.5 Accessing Fault Information....................................................................................... 59
4.1.6 ECM Fault Codes....................................................................................................... 61
4.2 SAE J1939 CAN (Controlled Area Network)......................................................................... 63
4.2.1 SAE J1939 CAN (Controlled Area Network).............................................................. 63
4.2.2 CAN Datalink Signals................................................................................................. 64
4.2.3 J11 Connections ........................................................................................................ 65
4.3 Sensors................................................................................................................................. 66
4.3.2 Oil Pressure Sensor................................................................................................... 66
4.3.3 Engine Coolant Temperature (ECT) Sensor.............................................................. 66
4.3.4 Crankshaft Position (CKP) Sensor............................................................................. 67
4.3.5 Camshaft Position (CMP) Sensor .............................................................................. 67
4.3.6 Heated Exhaust Gas Oxygen (HEGO) Sensor.......................................................... 69
4.3.7 Additional Sensors ..................................................................................................... 69
4.4 Fuses and Relays ................................................................................................................. 69

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4.4.1 Fuses and Relays ...................................................................................................... 69

4.4.2 Fuse and Relay Locations ......................................................................................... 70
4.4.3 Fuse and Relay Replacement.................................................................................... 70
4.5 Fuel System .......................................................................................................................... 71
4.5.1 Fuel System Drawings ............................................................................................... 71
4.5.2 Fuel System Adjustments .......................................................................................... 73
4.5.3 Fuel Pressure Requirements ..................................................................................... 73
4.5.4 Fuel System Components and Operation.................................................................. 74
4.6 Cooling System..................................................................................................................... 81
4.6.1 Cooling System Components .................................................................................... 81
4.6.2 Cooling System Maintenance .................................................................................... 82
4.7 Exhaust System .................................................................................................................... 89
4.7.1 Overview .................................................................................................................... 89
4.7.2 Oxygen Sensor .......................................................................................................... 89
4.7.3 Exhaust System Graphic ........................................................................................... 91
4.7.4 Muffler Removal ......................................................................................................... 92
4.7.5 Muffler Installation ...................................................................................................... 94
4.8 Engine and Accessories ....................................................................................................... 94
4.8.1 Timing Belt Removal (A) ............................................................................................ 94
4.8.2 Timing Belt Removal (B) .......................................................................................... 100
4.8.3 Timing Belt Installation (A) ....................................................................................... 101
4.8.4 Timing Belt Installation (B) ....................................................................................... 107
4.8.5 Cylinder Head Assembly Torquing .......................................................................... 109
4.8.6 Front Seal Installation .............................................................................................. 112
4.8.7 Engine Removal and Installation ............................................................................. 114
4.8.8 QSJ2.4 Engine Torque Specifications ..................................................................... 119
4.9 Alternator Service ............................................................................................................... 121
4.9.1 General Description ................................................................................................. 121
4.9.2 Winding Resistances................................................................................................ 122
4.9.3 Air Flow .................................................................................................................... 123
4.9.4 Humid Conditions..................................................................................................... 123
4.9.5 Anti-Condensation Heaters ...................................................................................... 124
4.9.6 Alternator Removal and Installation ......................................................................... 124
4.9.7 Bearings ................................................................................................................... 131
4.9.8 Parts Identification.................................................................................................... 133
4.9.9 Rectifier System ....................................................................................................... 138
4.9.10 Windings ................................................................................................................ 140

5. TROUBLESHOOTING ............................................................................................................... 145

5.1 Troubleshooting Procedures............................................................................................... 145
5.2 Safety Considerations......................................................................................................... 145
5.3 GATRR Troubleshooting Approach .................................................................................... 146
5.4 Service Repair Levels......................................................................................................... 147
5.5 Control System ................................................................................................................... 148
5.5.1 Display Setup and Software Information ................................................................. 148
5.6 Fault Finding ....................................................................................................................... 151

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5.7 InPower Service Tool.......................................................................................................... 151

5.7.1 Disabling the AMF Feature ...................................................................................... 151
5.8 Mechanical Service Tools List ............................................................................................ 152
5.9 Network Applications and Customer Inputs........................................................................ 153
5.10 Display Text or Symbolic Version ..................................................................................... 153
5.11 Troubleshooting by Symptom ........................................................................................... 154
5.11.1 Alternator Performance Troubleshooting ............................................................... 154
5.11.2 Engine Performance Troubleshooting ................................................................... 162
5.12 Troubleshooting with Fault Codes .................................................................................... 176
5.12.1 Fault Code Introduction.......................................................................................... 176
5.12.2 Code 135 - Oil Pressure Sensor OOR - High........................................................ 176
5.12.3 Code 141 - Oil Pressure Sensor OOR Low........................................................... 177
5.12.4 Code 143 - Engine Oil Pressure Low (Warning) ................................................... 178
5.12.5 Code 144 - Engine Coolant Temperature OOR Low (Warning) ............................ 181
5.12.6 Code 145 - Engine Coolant Temperature OOR High (Warning) ........................... 181
5.12.7 Code 146 - Engine Coolant Temperature Above Normal (Warning) ..................... 181
5.12.8 Code 151 - Engine Coolant Temperature High (Shutdown).................................. 184
5.12.9 Code 153 - Intake Manifold Temperature OOR High (Warning) ........................... 184
5.12.10 Code 154 - Intake Manifold Temperature OOR Low (Warning) .......................... 184
5.12.11 Code 155 - Intake Manifold Temperature High (Shutdown) ................................ 184
5.12.12 Code 234 - Engine Speed High (Shutdown)........................................................ 185
5.12.13 Code 286 - CAN Address Conflict Failure (Warning) .......................................... 186
5.12.14 Code 359 - Fail to Start........................................................................................ 186
5.12.15 Code 415 - Engine Oil Pressure Low (Shutdown)............................................... 187
5.12.16 Code 427 - CAN Data Link Degraded ................................................................. 190
5.12.17 Code 441 - Low Battery Voltage.......................................................................... 191
5.12.18 Code 442 - High Battery Voltage ......................................................................... 192
5.12.19 Code 781 - ECM CAN Datalink Has Failed ......................................................... 193
5.12.20 Code 1117 - ECM Power Lost ............................................................................. 194
5.12.21 Code 1244 - Engine Normal Shutdown ............................................................... 194
5.12.22 Code 1245 - Engine Shutdown Fault................................................................... 194
5.12.23 Code 1246 - CAN Unknown Engine Fault ........................................................... 195
5.12.24 Code 1248 - Engine Warning .............................................................................. 195
5.12.25 Codes 1311 and 1312 - Customer Input #1 and #2 (Warning or Shutdown) ...... 195
5.12.26 Code 1317 - Low Coolant Level (Warning or Shutdown) .................................... 196
5.12.27 Code 1318 - Low Fuel (Warning or Shutdown) ................................................... 197
5.12.28 Code 1417 - Power Down Failure........................................................................ 198
5.12.29 Code 1433 - Local E-Stop ................................................................................... 199
5.12.30 Code 1435 - Low Coolant Temperature (Warning).............................................. 199
5.12.31 Code 1438 - Fail to Crank (Shutdown) ................................................................ 200
5.12.32 Code 1442 - Weak Battery .................................................................................. 201
5.12.33 Code 1446 - High AC Voltage ............................................................................. 203
5.12.34 Code 1447 - Low AC Voltage (Shutdown)........................................................... 203
5.12.35 Code 1448 - Underfrequency............................................................................... 205
5.12.36 Code 1449 - Overfrequency................................................................................. 206
5.12.37 Code 1471 - High AC Current (Warning)............................................................. 206

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5.12.38 Code 1472 - High AC Current (Shutdown) .......................................................... 208

5.12.39 Code 1853 - Annunciator Input 1 Fault................................................................ 209
5.12.40 Code 1854 - Annunciator Input 2 Fault................................................................ 210
5.12.41 Code 1855 - Annunciator Input 3 Fault................................................................ 211
5.12.42 Code 1944 - Annunciator Configuration Error (Warning)..................................... 212
5.12.43 Code 2118 - Fuel Pressure Low .......................................................................... 212
5.12.44 Code 2335 - Excitation Fault (Loss of AC Sense) ............................................... 213
5.12.45 Code 2676 - Alternator Frequency Conflict (Shutdown) ...................................... 215
5.12.46 Code 2677 - Fail to Stop (Shutdown) .................................................................. 216
5.12.47 Code 2729 - IO Module Lost (Warning)............................................................... 216
5.12.48 Code 2731 - IO Module Lost (Shutdown) ............................................................ 217
5.12.49 Code 2897 - Factory Memory Block Corrupt ....................................................... 217
5.12.50 Code 2898 - Periodic or Fault Memory Block Corrupt......................................... 217
5.12.51 Code 2899 - User Memory Block Corrupt............................................................ 218
5.12.52 Code 2911 - Trim Memory Block Corrupt ............................................................ 218
5.12.53 Code 2964 - Intake Air Temperature Higher than Expected ............................... 219
5.12.54 Code 2972 - Field Overload (Shutdown) ............................................................. 219
5.12.55 Code 5134 - Unknown Shutdown at Idle ............................................................. 220
5.12.56 Code 5365 - Fault Code on Secondary Source (Information that the Fueling
Has Been Shifted to Secondary Source)................................................................... 220
5.12.57 Code 5669 - Engine Combustion (Shutdown) ..................................................... 221

APPENDIX A. WIRING DIAGRAMS ............................................................................................... 223

A.0 Wiring Diagrams ................................................................................................................. 224

APPENDIX B. ALTERNATOR RECONNECT DRAWING .............................................................. 233

B.0 Alternator Reconnect Wiring Diagrams .............................................................................. 235

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Copyright © 2022 Cummins Inc. vi A045R243 (Issue 26)

1 IMPORTANT SAFETY INSTRUCTIONS
SAVE THESE INSTRUCTIONS. This manual contains important instructions that should be followed
during installation and maintenance of the generator set and batteries.
Safe and efficient operation can be achieved only if the equipment is properly operated and maintained.
Many accidents are caused by failure to follow fundamental rules and precautions.

1.1 Warning, Caution, and Note Styles Used in This

Manual
The following safety styles and symbols found throughout this manual indicate potentially hazardous
conditions to the operator, service personnel, or equipment.

DANGER
Indicates a hazardous situation that, if not avoided, will result in death or serious injury.

WARNING
Indicates a hazardous situation that, if not avoided, could result in death or serious injury.

CAUTION
Indicates a hazardous situation that, if not avoided, could result in minor or moderate injury.

NOTICE
Indicates information considered important, but not hazard-related (e.g., messages relating to
property damage).

1.2 General Information

This manual should form part of the documentation package supplied by Cummins with specific generator
sets. In the event that this manual has been supplied in isolation, please contact your authorized
distributor.

NOTICE
It is in the operator’s interest to read and understand all warnings and cautions contained within
the documentation relevant to the generator set, its operation and daily maintenance.

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1.2.1 General Safety Precautions

WARNING
Hot Pressurized Liquid
Contact with hot liquid can cause severe burns.
Do not open the pressure cap while the engine is running. Let the engine cool down before
removing the cap. Turn the cap slowly and do not open it fully until the pressure has been
relieved.

WARNING
Moving Parts
Moving parts can cause severe personal injury.
Use extreme caution around moving parts. All guards must be properly fastened to prevent
unintended contact.

WARNING
Toxic Hazard
Used engine oils have been identified by some state and federal agencies to cause cancer or
reproductive toxicity.
Do not ingest, breathe the fumes, or contact used oil when checking or changing engine oil.
Wear protective gloves and face guard.

WARNING
Electrical Generating Equipment
Incorrect operation and maintenance can result in severe personal injury or death.
Do not operate equipment when fatigued, or after consuming any alcohol or drug.
Make sure that only suitably trained and experienced service personnel perform electrical and/or
mechanical service.

WARNING
Toxic Gases
Substances in exhaust gases have been identified by some state and federal agencies to cause
cancer or reproductive toxicity.
Do not breathe in or come into contact with exhaust gases.

WARNING
High Noise Level
Generator sets in operation emit noise, which can cause hearing damage.
Wear appropriate ear protection at all times.

WARNING
Hot Surfaces
Contact with hot surfaces can cause severe burns.
The unit is to be installed so that the risk of hot surface contact by people is minimized. Wear
appropriate PPE when working on hot equipment and avoid contact with hot surfaces.

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WARNING
Toxic Hazard
Ethylene glycol, used as an engine coolant, is toxic to humans and animals.
Wear appropriate PPE. Clean up coolant spills and dispose of used coolant in accordance with
local environmental regulations.

WARNING
Combustible Liquid
Ignition of combustible liquids is a fire or explosion hazard which can cause severe burns or
death.
Do not store fuel, cleaners, oil, etc., near the generator set. Do not use combustible liquids like
ether.

WARNING
Combustible Gases
Generator sets in operation have combustible gases under pressure, which if ignited can cause
eye and ear damage.
Wear appropriate eye and ear protection at all times.

WARNING
Combustible Gases
Generator sets in operation have combustible gases under pressure, which if ignited can cause
severe injury.
Do not operate the generator set with any doors open.

WARNING
Fire Hazard
Materials drawn into the generator set, as well as accumulated grease and oil, are a fire hazard.
Fire can cause severe burns or death.
Keep the generator set and the surrounding area clean and free from obstructions. Make sure the
generator set is mounted in a manner to prevent combustible materials from accumulating under
the unit.

WARNING
Automated Machinery
Accidental or remote starting of the generator set can cause severe personal injury or death.
Isolate all auxiliary supplies and use an insulated wrench to disconnect the starting battery
cables (negative [–] first).

NOTICE
Keep multi-type ABC fire extinguishers close by. Class A fires involve ordinary combustible
materials such as wood and cloth. Class B fires involve combustible and flammable liquid fuels
and gaseous fuels. Class C fires involve live electrical equipment. (Refer to NFPA No. 10 in the
applicable region.)

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NOTICE
Before performing maintenance and service procedures on enclosed generator sets, make sure
the service access doors are secured open.

NOTICE
Stepping on the generator set can cause parts to bend or break, leading to electrical shorts, or to
fuel leaks, coolant leaks, or exhaust leaks. Do not step on the generator set when entering or
leaving the generator set room.

1.3 Generator Set Safety Code

Before operating the generator set, read the manuals and become familiar with them and the equipment.
Safe and efficient operation can be achieved only if the equipment is properly operated and maintained.
Many accidents are caused by failure to follow fundamental rules and precautions.

WARNING
Electrical Generating Equipment
Incorrect operation and maintenance can result in severe personal injury or death.
Read and follow all Safety Precautions, Warnings, and Cautions throughout this manual and the
documentation supplied with the generator set.

1.3.1 Moving Parts Can Cause Severe Personal Injury or Death

• Keep hands, clothing, and jewelry away from moving parts. Do not wear loose clothing or jewelry in
the vicinity of moving parts or while working on electrical equipment. Loose clothing and jewelry can
become caught in moving parts.
• Before starting work on the generator set, disconnect the battery charger from its AC source, then
disconnect the starting batteries using an insulated wrench, negative (–) cable first. This will prevent
accidental starting.
• Make sure that fasteners on the generator set are secure. Tighten supports and clamps; keep
guards in position over fans, drive belts, etc.
• If any adjustments must be made while the unit is running, use extreme caution around hot
manifolds, moving parts, etc.

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1.3.2 Alternator Operating Areas

WARNING
Ejected Debris
Debris ejected during catastrophic failure can cause serious injury or death by impact, severing
or stabbing.
To prevent injury:
• Keep away from the air inlet and air outlet when the alternator is running.
• Do not put operator controls near the air inlet and air outlet.
• Do not cause overheating by running the alternator outside rating plate parameters.
• Do not overload the alternator.
• Do not run an alternator with excessive vibration.
• Do not synchronize parallel alternators outside the specified parameters.

Always wear suitable PPE when working in the hatched areas shown in the diagram or directly in-line with
any air inlet/outlet.

FIGURE 1. HATCHED AREAS

Make sure this consideration is captured in your risk assessment.

1.4 Electrical Shocks and Arc Flashes Can Cause

Severe Personal Injury or Death
WARNING
Electric Shock Hazard
Voltages and currents present an electrical shock hazard that can cause severe burns or death.
Contact with exposed energized circuits with potentials of 50 Volts AC or 75 Volts DC or higher
can cause electrical shock and electrical arc flash. Refer to standard NFPA 70E or equivalent
safety standards in corresponding regions for details of the dangers involved and for the safety
requirements.

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Guidelines to follow when working on de-energized electrical systems:

• Use proper PPE. Do not wear jewelry and make sure that any conductive items are removed from
pockets as these items can fall into equipment and the resulting short circuit can cause shock or
burning. Refer to standard NFPA 70E for PPE standards.
• De-energize and lockout/tagout electrical systems prior to working on them. Lockout/Tagout is
intended to prevent injury due to unexpected start-up of equipment or the release of stored energy.
Please refer to Locking the Generator Set Out of Service section for more information.
• De-energize and lockout/tagout all circuits and devices before removing any protective shields or
making any measurements on electrical equipment.
• Follow all applicable regional electrical and safety codes.
Guidelines to follow when working on energized electrical systems:

NOTICE
It is the policy of Cummins Inc. to perform all electrical work in a de-energized state. However,
employees or suppliers may be permitted to occasionally perform work on energized electrical
equipment only when qualified and authorized to do so and when troubleshooting, or if de-
energizing the equipment would create a greater risk or make the task impossible and all other
alternatives have been exhausted.

NOTICE
Exposed energized electrical work is only allowed as per the relevant procedures and must be
undertaken by a Cummins authorized person with any appropriate energized work permit for the
work to be performed while using proper PPE, tools and equipment.

In summary:
• Do not tamper with or bypass interlocks unless you are authorized to do so.
• Understand and assess the risks - use proper PPE. Do not wear jewelry and make sure that any
conductive items are removed from pockets as these items can fall into equipment and the resulting
short circuit can cause shock or burning. Refer to standard NFPA 70E for PPE standards.
• Make sure that an accompanying person who can undertake a rescue is nearby.

1.4.1 AC Supply and Isolation

NOTICE
Local electrical codes and regulations (for example, BS EN 12601:2010 Reciprocating internal
combustion engine driven generating sets) may require the installation of a disconnect means
for the generator set, either on the generator set or where the generator set conductors enter a
facility.

NOTICE
The AC supply must have the correct over current and earth fault protection according to local
electrical codes and regulations. This equipment must be earthed (grounded).

It is the sole responsibility of the customer to provide AC power conductors for connection to load devices
and the means to isolate the AC input to the terminal box; these must comply with local electrical codes
and regulations. Refer to the wiring diagram supplied with the generator set.

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The disconnecting device is not provided as part of the generator set, and Cummins accepts no
responsibility for providing the means of isolation.

1.4.2 AC Disconnect Sources

WARNING
Hazardous Voltage
Contact with high voltages can cause severe electrical shock, burns, or death.
The equipment may have more than one source of electrical energy. Disconnecting one source
without disconnecting the others presents a shock hazard. Before starting work, disconnect the
equipment, and verify that all sources of electrical energy have been removed.

1.5 Fuel and Fumes Are Flammable

Fire, explosion, and personal injury or death can result from improper practices.
• Do not fill fuel tanks while the engine is running unless the tanks are outside the engine
compartment. Fuel contact with hot engine or exhaust is a potential fire hazard.
• Do not permit any flame, cigarette, pilot light, spark, arcing equipment, or other ignition source near
the generator set or fuel tank.
• Fuel lines must be adequately secured and free of leaks. Fuel connection at the engine should be
made with an approved flexible line. Do not use copper piping on flexible lines as copper will
become brittle if continuously vibrated or repeatedly bent.
• Make sure all fuel supplies have a positive shutoff valve.
• Make sure the battery area has been well-ventilated prior to servicing near it. Lead-acid batteries
emit a highly explosive hydrogen gas that can be ignited by arcing, sparking, smoking, etc.

1.5.1 Gaseous Fuels

Natural gas is lighter than air, and will tend to gather under covered areas.

1.5.2 Do Not Operate in Flammable and Explosive Environments

Flammable vapor can cause an engine to over speed and become difficult to stop, resulting in possible
fire, explosion, severe personal injury, and death. Do not operate a generator set where a flammable
vapor environment can be created, unless the generator set is equipped with an automatic safety device
to block the air intake and stop the engine. The owners and operators of the generator set are solely
responsible for operating the generator set safely. Contact your authorized Cummins distributor for more
information.

1.6 Exhaust Gases Are Deadly

• Provide an adequate exhaust system to properly expel discharged gases away from enclosed or
sheltered areas, and areas where individuals are likely to congregate. Visually and audibly inspect
the exhaust system daily for leaks per the maintenance schedule. Make sure that exhaust manifolds
are secured and not warped. Do not use exhaust gases to heat a compartment.
• Make sure the unit is well ventilated.

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1.6.1 Exhaust Precautions

WARNING
Hot Exhaust Gases
Contact with hot exhaust gases can cause severe burns.
Wear personal protective equipment when working on equipment.

WARNING
Hot Surfaces
Contact with hot surfaces can cause severe burns.
The unit is to be installed so that the risk of hot surface contact by people is minimized. Wear
appropriate PPE when working on hot equipment and avoid contact with hot surfaces.

WARNING
Toxic Gases
Inhalation of exhaust gases can cause asphyxiation and death.
Pipe exhaust gas outside and away from windows, doors, or other inlets to buildings. Do not
allow exhaust gas to accumulate in habitable areas.

WARNING
Fire Hazard
Contaminated insulation is a fire hazard. Fire can cause severe burns or death.
Remove any contaminated insulation and dispose of it in accordance with local regulations.

The exhaust outlet may be sited at the top or bottom of the generator set. Make sure that the exhaust
outlet is not obstructed. Personnel using this equipment must be made aware of the exhaust position.
Position the exhaust away from flammable materials - in the case of exhaust outlets at the bottom, make
sure that vegetation is removed from the vicinity of the exhaust.
The exhaust pipes may have some insulating covers fitted. If these covers become contaminated they
must be replaced before the generator set is run.
To minimize the risk of fire, make sure the following steps are observed:
• Make sure that the engine is allowed to cool thoroughly before performing maintenance or operation
tasks.
• Clean the exhaust pipe thoroughly.

1.7 The Hazards of Carbon Monoxide

Carbon monoxide (CO) is an odorless, colorless, tasteless and non-irritating gas. You cannot see it or
smell it. Red blood cells, however, have a greater affinity for CO than for oxygen. Therefore, exposure
even to low levels of CO for a prolonged period can lead to asphyxiation (lack of oxygen) resulting in
death. Mild effects of CO poisoning include eye irritation, dizziness, headaches, fatigue and the inability to
think clearly. More extreme symptoms include vomiting, seizures and collapse.
Engine-driven generator sets produce harmful levels of carbon monoxide that can injure or kill you.

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1.7.1 Special Risks of CO near the Home

WARNING
Toxic Gases
Carbon monoxide (CO) gas can cause nausea, fainting, or death. Residents can be exposed to
lethal levels of CO when the generator set is running. Depending on air temperature and wind,
CO can accumulate in or near the home.
To protect yourself and others from the dangers of CO poisoning, it is recommended that
reliable, approved, and operable CO detector alarms are installed in proper locations in the home
as specified by their manufacturer.

1.7.2 Protecting Yourself from CO Poisoning

• Locate the generator set in an area where there are no windows, doors, or other access points into
the home.
• Make sure all CO detectors are installed and working properly.
• Pay attention for signs of CO poisoning.
• Check the exhaust system for corrosion, obstruction, and leaks every time you start the generator
set and every eight hours when you run it continuously.

1.8 Earth Ground Connection

The neutral of the generator set may be required to be bonded to earth ground at the generator set
location, or at a remote location, depending on system design requirements. Consult the engineering
drawings for the facility or a qualified electrical design engineer for proper installation.

NOTICE
The end user is responsible to make sure that the ground connection point surface area is clean
and free of rust before making a connection.

NOTICE
The end user is responsible for making sure that an earthing arrangement that is compliant with
local conditions is established and tested before the equipment is used.

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2 Introduction
WARNING
Hazardous Voltage
Contact with high voltages can cause severe electrical shock, burns, or death.
Make sure that only a trained and experienced electrician makes generator set electrical output
connections, in accordance with the installation instructions and all applicable codes.

WARNING
Electrical Generating Equipment
Faulty electrical generating equipment can cause severe personal injury or death.
Generator sets must be installed, certified, and operated by trained and experienced persons in
accordance with the installation instructions and all applicable codes.

2.1 About This Manual

This manual provides troubleshooting and repair information for the generator sets listed on the front
cover.
The information contained within the manual is based on information available at the time of going to print.
In line with the Cummins Inc. policy of continuous development and improvement, information may change
at any time without notice. The users should therefore make sure that before commencing any work, they
have the latest information available. The latest version of this manual is available on QuickServe Online
(https://quickserve.cummins.com).
This manual does not include instructions for servicing printed circuit board assemblies. After determining
that a printed circuit board assembly is faulty, replace it. Do not repair it. Attempts to repair a printed circuit
board can lead to costly damage to the equipment.
This manual contains basic (generic) wiring diagrams and schematics that are included to help in
troubleshooting. The wiring diagrams and schematics that are maintained with the unit should be updated
when modifications are made to the unit.
Operating and basic maintenance instructions are in the applicable generator set operator manual. Read
and carefully observe all instructions and precautions in this manual.

2.2 Test Equipment

To perform the test procedures in this manual, the following test equipment must be available:
• True RMS meter for accurate measurement of small AC and DC voltages
• Grounding wrist strap to prevent circuit board damage due to electrostatic discharge (ESD)
• Battery hydrometer
• Jumper leads
• Tachometer or frequency meter
• Wheatstone bridge or digital ohmmeter
• Variac
• Load test panel

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• Megger or insulation resistance meter

• InPower service tool (PC based generator set service tool)
• GCP display service tool (latest version)
• Engine display harness

2.3 Schedule of Abbreviations

This list is not exhaustive. For example, it does not identify units of measure or acronyms that appear only
in parameters, event/fault names, or part/accessory names.

Abbr. Description Abbr. Description

AC Alternating Current LED Light-Emitting Diode
AMP AMP, Inc. (part of Tyco MFM Multifunction Monitor
Electronics)
ANSI American National Standards Mil Std Military Standard
Institute
ASOV Automatic Shut Off Valve MPU Magnetic Pickup
ASTM American Society for Testing NC Normally Closed
and Materials (ASTM
International)
ATS Automatic Transfer Switch NC Not Connected
AVR Automatic Voltage Regulator NFPA National Fire Protection Agency
AWG American Wire Gauge NO Normally Open
CAN Controlled Area Network NWF Network Failure
CB Circuit Breaker OEM Original Equipment
Manufacturer
CE Conformité Européenne OOR Out Of Range
CCA Cold Cranking Ampere OORH/ Out Of Range High
ORH
CFM Cubic Feet per Minute OORL/ORL Out Of Range Low
CGT Cummins Generator PB Push Button
Technologies
CMM Cubic Meters per Minute PCC PowerCommand® Control
CT Current Transformer PGI Power Generation Interface
DC Direct Current PGN Parameter Group Number
DEF Diesel Exhaust Fluid PI Proportional/Integral
DPF Diesel Particulate Filter PID Proportional/Integral/
Derivative
EBS Excitation Boost System PLC Programmable Logic Controller
ECM Engine Control Module PMG Permanent Magnet Generator

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Abbr. Description Abbr. Description

ECS Engine Control System PPE Personal Protective Equipment
EMI Electromagnetic Interference PT Potential Transformer
EN European Standard PTC Power Transfer Control
EPS Engine Protection System PWM Pulse-Width Modulation
E-Stop Emergency Stop RFI Radio Frequency Interference
FAE Full Authority Electronic RH Relative Humidity
FMI Failure Mode Identifier RMS Remote Monitoring System
FSO Fuel Shutoff RMS Root Mean Square
Genset Generator Set RTU Remote Terminal Unit
GCP Generator Control Panel SAE Society of Automotive
Engineers
GND Ground scfh Standard Cubic Feet of gas per
Hour
HMI Human-Machine Interface SCR Selective Catalytic Reduction
IC Integrated Circuit SPN Suspect Parameter Number
ISO International Organization for SW_B+ Switched B+
Standardization
LBNG Lean-Burn Natural Gas UL Underwriters Laboratories
LCD Liquid Crystal Display UPS Uninterruptible Power Supply
LCT Low Coolant Temperature

2.4 Related Literature

The literature provided with the generator set is as follows:
• Installation Manual (A045R241)
• Operator Manual (A045R242)

CAUTION
A generator set must be operated and maintained properly if you are to expect safe and reliable
operation. The Operator Manual includes a maintenance schedule and a troubleshooting guide.
The Health and Safety Manual must be read in conjunction with this manual for the safe
operation of the generator set:
• Health and Safety Manual (0908-0110)
• Warranty Statement (A040H442)
• Emissions Component Defect Warranty Statement (A028X278)

The relevant manuals appropriate to your generator set are also available. The documents below are in
English:
• Service Manual (A045R243)

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• Parts Manual (A046Z094)

• EControls, Inc. Service Manual (A035C596)
• Global Control Platform (GCP) Engine Display Interface Software (EDIS) Training Manual
(A035C608)
• RA Series Transfer Switch Owner Manual (A046S594) (if applicable)
• PowerCommand® 1302 Controller Owner's Manual (900-0661)
• Standard Repair Times (SRT) Manual (A046Z674)
• Application Manual T-030 - for application information (A040S369)
• Service Tool Manual (A043D529)

2.5 Specifications
2.5.1 Model Specifications
TABLE 1. 2.4L MODEL VARIATIONS

Models Description
C20 N6, C22 N6, C25 N6, C30 N6, C36 N6, C40 N6 60 Hz, 1800 RPM
C30 N6H, C36 N6H, C40 N6H, C45 N6H, C50 N6H, C60 N6H 60 Hz, 3600 RPM

TABLE 2. COLD WEATHER SPECIFICATIONS (ALL MODELS)

Temperature Description Battery Type Group

Above 4 °C (40 °F) No starting aids required. Standard 26
Additional coolant heater and battery charger
-17 to 4 °C (0 to 40 °F) recommended for starting. Factory options Standard 26
available.
All starting aides (battery heater, coolant
Below -17 °C (0 °F) heater, battery charger) recommended. Larger 34
Factory options available.

NOTICE
For NFPA 110 applications, a coolant heater is required. A factory option is available.

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TABLE 3. FUEL SPECIFICATIONS 60 HZ, 1800 RPM

C20 N6 C22 N6 C25 N6 C30 N6 C36 N6 C40 N6

105.1 scfh 112.7 scfh 125.4 scfh 164.1 scfh 182.7 scfh 193.6 scfh
Full Load
(Propane) 265,000 285,000 315,000 410,000 460,000 490,000
BTU/hr BTU/hr BTU/hr BTU/hr BTU/hr BTU/hr
259.6 scfh 278.8 scfh 309.5 scfh 380.9 scfh 472.3 scfh 519 scfh
Full Load (Natural
Gas) 270,000 290,000 320,000 395,000 490,000 540,000
BTU/hr BTU/hr BTU/hr BTU/hr BTU/hr BTU/hr
Fuel Pressure 10 inch of water column (2.5 kPa) maximum under any condition

TABLE 4. FUEL SPECIFICATIONS 60 HZ, 3600 RPM

C30 N6H C36 N6H C40 N6H C45 N6H C50 N6H C60 N6H
195.5 scfh 219.6 scfh 236.2 scfh 256.9 scfh 289.5 scfh 324.6 scfh
Full Load
(Propane) 490,000 550,000 595,000 645,000 725,000 820,000
BTU/hr BTU/hr BTU/hr BTU/hr BTU/hr BTU/hr
476.1 scfh 533.3 scfh 573.2 scfh 623.0 scfh 704.7 scfh 814.2 scfh
Full load (Natural
Gas) 495,000 555,000 595,000 645,000 730,000 840,000
BTU/hr BTU/hr BTU/hr BTU/hr BTU/hr BTU/hr
Fuel Pressure 10 inch of water column (2.5 kPa) maximum under any condition

TABLE 5. ENGINE SPECIFICATIONS (ALL MODELS)

Specification Value
Engine 4 cylinder-in-line, SOHC, liquid-cooled, 4-stroke, spark ignited
Displacement 2351 cc (144 in3)
1.0 mm (0.040 in) (NA)
Spark Plug Gap
0.76 mm (0.030 in) (T/TAA)
Spark Plug Torque 20 Nm (15 ft-lb)
Coolant 50/50 coolant solution (50% pure water and 50% ethylene glycol)
Coolant Capacity (for C20 N6,
9.8 L (2.59 Gal)
C22 N6, C25 N6, C30 N6H)
Coolant Capacity (for C30 N6,
C36 N6, C40 N6, C36 N6H, C40
12 L (3.17 Gal)
N6H, C45 N6H, C50 N6H, C60
N6H)
High Crankcase Pressure No higher than 1.5 kPa
Compression 135 psi (dry test) or higher with less than 15 psi range between cylinders
Oil Capacity 4.3 L (4.54 quarts)
Oil Recommendation 5W30 API SM or newer

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TABLE 6. GENERATOR SET SIZE SPECIFICATIONS WITH SOUND LEVEL 1 ENCLOSURE (L X W X H)

kW RPM mm in
20-25 1800
1830 x 864 x 1152 72 x 34 x 45.2
30 3600
30-40 1800
2384 x 864 x 1152 94 x 34 x 45.2
36-60 3600

TABLE 7. GENERATOR SET WEIGHT 60 HZ, 1800 RPM

Sound Level 1 (Wet) C20 N6 C22 N6 C25 N6 C30 N6 C36 N6 C40 N6

kg 503 503 520 580 615 646
lb 1109 1109 1147 1279 1356 1424

TABLE 8. GENERATOR SET WEIGHT 60 HZ, 3600 RPM

Sound Level 1 (Wet) C30 N6H C36 N6H C40 N6H C45 N6H C50 N6H C60 N6H
kg 514 567 635 635 635 648
lb 1134 1249 1399 1399 1399 1429

TABLE 9. ALTERNATOR SPECIFICATIONS 60 HZ, 1800 RPM

C20 N6 C22 N6 C25 N6 C30 N6 C36 N6 C40 N6

Alternator Brushless, 4-pole rotating field, single bearing
Power (kVa):
1-Phase 20 22 25 30 36 40
3-Phase 25 27.5 31.3 37.5 45 50
Rated Voltages (V):
1-Phase 120/240
120/240
120/208
3-Phase
277/480
347/600

TABLE 10. ALTERNATOR SPECIFICATIONS 60 HZ, 3600 RPM

C30 N6H C36 N6H C40 N6H C45 N6H C50 N6H C60 N6H
Alternator Brushless, 2-pole rotating field, single bearing
Power (kVa):
1-Phase 30 36 40 45 50 60

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C30 N6H C36 N6H C40 N6H C45 N6H C50 N6H C60 N6H
3-Phase 37.5 45 50 56.3 62.5 75
Rated Voltages (V):
1-Phase 120/240
120/240
3-Phase 120/208
277/480

NOTICE
Maximum I2 = 8%.

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TABLE 11. GENERATOR SET DERATING GUIDELINES

Engine Power Available Up To... Derate At…

Ambient
Model Fuel Elevation Elevation Temperature
Temperature
C20 N6 NG, LP 1005 m (3300 ft) 40 °C (104 °F)
2% per 10 °C
C22 N6 NG 670.5 m (2200 ft) 40 °C (104 °F) (18 °F)
C22 N6 LP 1005 m (3300 ft) 40 °C (104 °F) above 40 °C
(104 °F)
C25 N6 NG 0 m (0 ft) 25 °C (77 °F)
2% per 10 °C
(18 °F)
C25 N6 LP 114 m (375 ft) 25 °C (77 °F)
above 25 °C
(77 °F)
C30 N6 NG 762 m (2500 ft) 40 °C (104 °F)
C30 N6 LP 1005 m (3300 ft) 40 °C (104 °F)
C36 N6 NG, LP 1005 m (3300 ft) 40 °C (104 °F)
C40 N6 NG, LP 114 m (375 ft) 40 °C (104 °F) 4% per 2% per 10 °C
305 m (18 °F)
C30 N6H NG, LP 945 m (3100 ft) 40 °C (104 °F)
(1000 ft) above 40 °C
C36 N6H NG, LP 1005 m (3300 ft) 40 °C (104 °F) (104 °F)
C40 N6H NG, LP 1005 m (3300 ft) 40 °C (104 °F)
C45 N6H LP 1005 m (3300 ft) 40 °C (104 °F)
C45 N6H NG, LP 914 m (3000 ft) 40 °C (104 °F)
2% per 10 °C
(18 °F)
C50 N6H NG, LP 114 m (375 ft) 25 °C (77 °F)
above 25 °C
(77 °F)
2% per 10 °C
(18 °F)
C60 N6H NG, LP 114 m (375 ft) 40 °C (104 °F)
above 40 °C
(104 °F)

TABLE 12. CONTROL SPECIFICATION (ALL MODELS)

Specification
Integrated microprocessor based engine, generator, transfer switch control

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TABLE 13. DC SYSTEM SPECIFICATIONS (ALL MODELS)

Specification Value
Nominal Battery Voltage 12 VDC
26 standard, 34 high capacity (a high capacity battery requires an accessory
Battery Group
battery tray)
Battery Type Maintenance free
545 standard, 850 high capacity (a high capacity battery requires an accessory
Minimum Cold Crank Amps
battery tray)

2.5.2 CA115 Winding Resistances

TABLE 14. CA115 WINDING RESISTANCES

Resistance of Windings at 22 °C
(Measured Values Should Be within 10%)

Exciter Rotor, L-L (Ohms)

Main Stator Windings,

Exciter Stator (Ohms)

L-N (leads) (Ohms)

Main Rotor (Ohms)

Alternator Type

EBG (Ohms)
311 41 17 06
CA115-M12 0.156 0.207 - 0.078 18.81 0.268 1.536 12.9
CA115-T12 0.112 0.124 - 0.048 19.31 0.210 1.767 12.9
CA115-P12 0.112 0.156 - - 19.31 0.210 1.531 12.9
CA115-J12 0.204 0.270 - - 17.68 0.256 1.248 12.9
CA115-R12 - - - 0.060 19.31 0.210 1.548 12.9
CA115-D14 0.961 1.227 1.910 0.539 17.68 0.256 0.412 12.9
CA115-H14 0.374 0.466 0.736 - 18.81 0.268 0.543 12.9
CA115-J14 - - - 0.128 18.81 0.268 0.606 12.9
CA115-L14 0.199 0.276 0.437 0.092 19.31 0.210 0.668 12.9
CA115-P14 0.194 0.244 0.384 - 20.61 0.216 0.779 12.9
CA115-R14 - - - 0.070 20.61 0.216 0.806 12.9
CA115-S14 0.142 0.191 0.304 - 20.61 0.216 0.869 12.9
CA115-V14 0.119 0.175 0.259 0.048 21.27 0.224 0.944 12.9

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2.5.3 CA125 Winding Resistances

TABLE 15. CA125 WINDING RESISTANCES

Resistance of Windings at 22 °C
(Measured Values Should Be within 10%)

Exciter Rotor, L-L (Ohms)

Main Stator Windings, L-N

PMG Stator, L-L (Ohms)

(leads)
(Ohms)

Exciter Stator (Ohms)

Main Rotor (Ohms)

Alternator Type

311 41 17 06
CA125-G14 - - - 0.048 20.76 0.142 0.594 3.8
CA125-J14 0.094 0.122 0.192 - 20.76 0.142 0.640 3.8
CA125-L14 0.078 0.105 0.160 0.032 20.87 0.156 0.736 3.8
CA125-P14 - - - 0.028 20.87 0.142 0.800 3.8

2.5.4 CA135 Winding Resistances

TABLE 16. CA135 WINDING RESISTANCES

Resistance of windings at 22 °C
(Measured Values Should Be within 10%)
Exciter Rotor, L-L (Ohms)

Main Stator Windings,

PMG Stator, L-L (Ohms)

Exciter Stator (Ohms)

L-N (leads) (Ohms)

Main Rotor (0hms)
Alternator Type

311 41 17 06
CA135-E12 0.061 0.094 - 0.029 23.55 0.082 1.279 3.8

2.6 After Sales Services

Cummins offers a full range of maintenance and warranty services.

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2.6.1 Maintenance
WARNING
Electrical Generating Equipment
Incorrect service or parts replacement can result in severe personal injury, death, and/or
equipment damage.
Make sure service personnel are qualified to perform electrical and mechanical service.

For expert generator set service at regular intervals, contact your Cummins service provider. See
power.cummins.com/sales-service-locator for service locations that service this application. Maintenance
tasks should only be undertaken by trained and experienced technicians provided by your Cummins
service provider.

2.6.2 Warranty
For details of the warranty coverage for your generator set, refer to the Global Commercial Warranty
Statement listed in the Related Literature section.
In the event of a breakdown, prompt assistance can normally be given by factory trained service
technicians with resources to undertake all minor and many major repairs to equipment on site.
Extended warranty coverage is also available.
For further warranty details, contact your authorized service provider.

NOTICE
Damage caused by failure to follow the manufacturer's recommendations will not be covered by
warranty. Please contact your authorized service provider.

2.6.2.1 Warranty Limitations

For details of the warranty limitations for your generator set, refer to the warranty statement applicable to
the generator set.

2.6.3 How to Obtain Service

When a product requires service, contact the nearest authorized Cummins service provider. To locate the
service provider, refer to www.cummins.com/support and select Sales & Service Locator. When
contacting the service provider, always supply the complete model, specification, and serial number as
shown on the nameplate.

2.6.3.1 Service Technician Support

For technical support for service technicians, call 1-800-CUMMINS™ (1-800-286-6467) in the U.S. or
Canada. Distributors should contact their Cummins service contact.

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2.6.4 Manufacturing Facilities

Facility Address Phone Numbers
U.S. and Cummins Inc. Toll Free 1-800-CUMMINSTM
CANADA 1400 73rd Ave. NE (1-800-286-6467)
Minneapolis, MN 55432 USA Phone +1 763-574-5000
Fax +1 763-574-5298
EMEA, CIS Cummins Inc. Phone +44 1843 255000
Columbus Avenue Fax +44 1843 255902
Manston Park
Manston, Ramsgate
Kent CT12 5BF
United Kingdom
-----------
Cummins Inc.
Royal Oak Way South
Daventry
Northamptonshire
NN11 8NU
United Kingdom
ASIA Cummins Inc. Phone +65 6417 2388
PACIFIC 10 Toh Guan Road #07-01 Fax +65 6417 2399
TT International Tradepark
Singapore 608838
BRAZIL Rua Jati, 310, Cumbica Phone +55 11 2186 4195
Guarulhos, SP 07180-900 Fax +55 11 2186 4729
Brazil
CHINA Cummins Inc. Phone 86 10 59023001
2 Rongchang East Street, Fax +86 10 5902 3199
Beijing Economic – Technological
Development Area
Beijing 100176, P.R. China
INDIA Cummins Inc. Phone
Plot No B-2, SEZ Industrial Area, +91 021 66305514
Village-Nandal & Surwadi, Taluka- Phaltan
Dist- Satara, Maharashtra 415523
India
LATIN 3350 Southwest 148th Ave. Phone +1 954 431 551
AMERICA Suite 205 Fax +1 954 433 5797
Miramar, FL 33027 USA
MEXICO Eje 122 No. 200 Zona Industrial Phone +52 444 870 6700
San Luis Potosi, S.L.P. 78395 Fax +52 444 824 0082
Mexico

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3 Maintenance
3.1 Maintenance Safety
WARNING
Automated Machinery
Accidental or remote starting of the generator set can cause severe personal injury or death.
Isolate all auxiliary supplies and use an insulated wrench to disconnect the starting battery
cables (negative [–] first).

WARNING
Hydrogen Gas
Arcing can ignite explosive hydrogen gas given off by batteries, causing severe personal injury
or death. Arcing can occur when cables are removed or replaced, or when the negative (–)
battery cable is connected and a tool used to connect or disconnect the positive (+) battery cable
touches the frame or other grounded metal part of the generator set.
Insulated tools must be used when working in the vicinity of the batteries. Always remove the
negative (–) cable first and reconnect last.

WARNING
Explosive Fumes
Arcing can ignite explosive fumes causing severe personal injury or death.
Make sure hydrogen from the battery, engine fuel and other explosive fumes are fully dissipated
before working on the generator set.

WARNING
Working at Heights
Using the incorrect equipment when working at heights can result in severe personal injury or
death.
Suitable equipment for performing these tasks must be used in accordance with the local
guidelines and legislation. Failure to follow these instructions can result in severe personal
injury or death.

WARNING
Access
Using the generator set or part of as a means of access when attaching lifting shackles, chains,
or other lifting aids, may damage the generator set, causing severe personal injury or death.
Do not use the generator set as a means of access. Failure to follow these instructions can result
in severe personal injury or death.

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WARNING
Exposed Terminations
Some panel internal components may have live exposed terminations even if the generator set is
not running. Voltages are present which can cause electrical shock, resulting in personal injury
or damage to equipment.
Isolate all external electrical supplies prior to access of the control panel

NOTICE
Only authorized and qualified maintenance technicians who are familiar with the equipment and
its operation should carry out maintenance.

NOTICE
Dependent upon the control system fitted, this unit may operate automatically and could start
without warning.

NOTICE
Always disconnect a battery charger from its AC source before disconnecting the battery cables.
Failure to do so can result in voltage spikes high enough to damage the DC control circuits of
the generator set.

All maintenance tasks must be performed, but be sure to assess them for health and safety risks before
starting. For example, perform a task with someone present if doing so will add significantly to the safety
of the task.
Read, understand, and comply with all Caution, Warning, and Danger notes in this section, the Important
Safety Instructions section, and the documentation supplied with the generator set.
Make sure that adequate lighting is available.

3.1.1 Locking the Generator Set Out of Service

NOTICE
Automated Machinery
Accidental or remote starting of the generator set can cause severe personal injury or death.
Isolate all auxiliary supplies and use an insulated wrench to disconnect the starting battery
cables, negative (–) cable first.

Before any work is carried out for maintenance, etc., the generator set must be immobilized. Even if the
generator set is put out of service by pressing the Off switch on the Operator Panel (or the STOP button if
applicable), the generator set cannot be considered safe to work on until the engine is properly
immobilized, as detailed in the following procedure.

NOTICE
Refer also to the engine-specific Operator Manual, if applicable. This manual contains specific
equipment instructions that may differ from the standard generator set.

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To immobilize the generator set:

1. Press the Off switch from the display and then press the E-Stop button to shut down the engine. This
will prevent the starting of the generator set regardless of the Start signal source and will therefore
provide an additional safety step for immobilizing the generator set. Alternatively, make sure the
generator set is in manual mode (which allows it to be started by manually pushing the buttons).

NOTICE
When the E-Stop button is pressed, the Operator Panel indicates the Shutdown condition by

illuminating the red Shutdown status LED and displaying a message on the graphical
LCD display.

2. Thoroughly ventilate the generator set before disconnecting any leads.

3. Turn off and disconnect the heater (where fitted) from the AC source before disconnecting the
battery cables.
4. Turn off and disconnect the battery charger (where fitted) from the AC source before disconnecting
the battery cables.
5. Turn off the fuel supply to the engine.
6. Disconnect the battery. Disconnect the negative (–) cable first, using an insulated wrench.
7. Place warning notices at each of the above locations that state, "Maintenance in Progress –
Immobilized for Safe Working."

3.2 Periodic Maintenance

WARNING
Electrical Generating Equipment
Accidental or remote starting of the generator set can cause severe personal injury or death.
Before working on the generator set, make sure that the generator set is in Off mode, disable the
battery charger, and remove the negative (–) battery cable from the battery to prevent starting.

The table(s) that follow show the recommended service intervals for a generator set on standby service. If
the generator set will be subjected to extreme operating conditions, the service intervals should be
reduced accordingly.
At each scheduled maintenance interval, perform all previous maintenance checks that are due for
scheduled maintenance.
Some of the factors that can affect the maintenance schedule are:
• Extremes in ambient temperature
• Exposure to elements
• Exposure to salt water
• Exposure to windblown dust or sand
Consult with your authorized Cummins service provider if the generator set will be subjected to any
extreme operating conditions, and determine if extra protection or a reduction in service intervals is
needed. Use the engine hours shown on the system status screen to keep to keep an accurate log of all
service performed for warranty support. Perform all service at the time period indicated, or after the
number of operating hours indicated, whichever comes first.

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Repair or replace worn, damaged, or improperly functioning components identified during periodic
maintenance procedures.

3.2.1 Periodic Maintenance Guidelines

Regularly performing the following periodic maintenance tasks greatly reduces the chances of a generator
set shutdown:
• Maintain an appropriate oil level.
• Keep battery connections clean and tight.
• Do not overload the generator set.
• Keep the air inlet and outlet openings clear.

3.2.2 Periodic Maintenance Schedule

NOTICE
Perform maintenance tasks as specified using the period of operation that occurs first.

TABLE 17. PERIODIC MAINTENANCE SCHEDULE

Daily Weekly 1 Year

100 2 4000
Maintenance Item or After or After or After
Hours Years1 Hours
24 Hours 50 Hours 200 Hours1
Check air cleaner ■
restriction indicator
(where fitted): If the
service indicator shows
red, replace air cleaner
elements and reset the
air cleaner service
indicator.
Check air intake system ■
for leaks: Visually
inspect the air intake
system for signs of
wear or damage. Check
audibly when the
generator set is
running. Replace worn
or damaged
components.
Check operation of ■
operator panel: Check
display (the system will
perform a control panel
test on initial
activation). Replace
component if not
functioning properly.

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Daily Weekly 1 Year

100 2 4000
Maintenance Item or After or After or After
Hours Years1 Hours
24 Hours 50 Hours 200 Hours1
Check coolant level of ■
radiator(s) (water jacket
& LTA): If low, top up to
coolant system
specifications level, with
Cummins
recommended coolant
mix.
Check cooling fan ■
blades: Visually inspect
the fan blades through
the guarding for signs
of wear or damage.
Check drive belt, ■
condition and tension:
Visually check belt for
evidence of wear or
slippage.
Check coolant lines and ■ ■
radiator hoses for leaks,
wear, and cracks:
Visually check for leaks,
worn or damaged
hoses.
Check radiator air flow: ■
Visually inspect the
radiator through the
guarding for blockage,
build-up of debris, signs
of wear or damage.
Verify that the coolant ■
heater has power and
is running (where
fitted). Check for
evidence of leaks.
Remove any corrosion
from fittings.
Check engine oil level: ■
If low, top up to engine
specifications level, with
recommended oil.
Check fuel lines and ■
hoses: Visually check
for leaks, worn or
damaged hoses.

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Daily Weekly 1 Year

100 2 4000
Maintenance Item or After or After or After
Hours Years1 Hours
24 Hours 50 Hours 200 Hours1
Check charge ■
alternator: Check
visually and audibly
when the generator set
is running.
Check all exhaust ■
components, and
hardware (fittings,
clamps, fasteners, etc.):
Visually inspect the
exhaust system for
signs of wear or
damage. Check audibly
when the generator set
is running.
Check generator set ■
enclosure: Visually
check enclosure, walk
around inspection of
generator set. Make
sure no inlets/outlets
are covered/restricted,
service access doors
are operational and
safety systems are in
place and operational.
Check operation of ■
Emergency Stop Button
(where fitted): With the
generator set running,
press the Emergency
Stop button. Check all
systems, before
resetting the fault.
Replace engine oil and ■2 ■2
filters. Refer to the
procedure in the Engine
Oil section.
Check battery: Check ■ ■
connections to verify
that they are secure.
Replace air cleaner. ■
Clean radiator core. ■3
Check charge air cooler ■
for damage and debris
(where fitted).

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Daily Weekly 1 Year

100 2 4000
Maintenance Item or After or After or After
Hours Years1 Hours
24 Hours 50 Hours 200 Hours1
Check water pump for ■
leaks. Check weep
holes for evidence of
leaks. Replace if
leaking.
Check engine ground. ■
Clean as necessary.
Check engine mounts ■
general condition and
for signs of excessive
wear.
Check starting motor for ■
general condition,
wiring connections.
Check turbocharger ■
(where fitted) for signs
of leakage. Listen for
excessive noise when
test running the
generator set.
Check timing belt ■
condition. Visually
inspect.
Inspect spark plugs. ■
Replace if showing
signs of excessive
wear, carbon deposits,
oil accumulation or
damaged.
Check battery ■
condition.
Check electrical ■
connections (battery,
starter motor, alternator
connections). Check for
tight connections,
general condition and
remove any corrosion.
Check alternator heater ■
(where fitted). Check
general condition and
wiring connections.
Check battery heater ■
(where fitted). Check
general condition and
wiring connections.

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Daily Weekly 1 Year

100 2 4000
Maintenance Item or After or After or After
Hours Years1 Hours
24 Hours 50 Hours 200 Hours1
Replace cooling system ■
coolant.
Inspect all sealed ■4
bearings every 4000 to
4500 hours
1
To be performed by a qualified Service Technician.
2
After the initial 50 hour interval and every 200 hours thereafter.
3
Cleaning schedule may be reduced depending on operating conditions/environment.
4
Replace all bearings every 30000 hours or 5 years (or if necessary after 10000 hours or 2 years).

3.3 Engine Oil

3.3.1 Recommended Engine Oil
Check the oil level prior to starting the generator set to verify that the oil level is between the High and
Low marks. The generator set is shipped with engine oil (5W30 API SM or newer engine oil is
recommended).

3.3.2 Checking Engine Oil Level

NOTICE
Check the engine oil level when the engine is not running and is out of Auto mode.

WARNING
Crankcase pressure can blow out hot oil and cause severe burns. Do NOT check oil while the
engine is operating.

CAUTION
Overfilling can cause foaming or aeration of the oil while operation below the low mark may
cause loss of oil pressure. Do not operate the engine with the oil level below the low mark or
above the high mark.

WARNING
State and federal agencies have determined that contact with used engine oil can cause cancer
or reproductive toxicity. Avoid skin contact and breathing of vapors. Use rubber gloves and
wash exposed skin. Accidental or remote starting of the generator set can cause severe personal
injury or death. Disconnect the negative (-) battery cable and place the control switch in its OFF
position (or press the STOP button if applicable) before starting work.

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No. Description No. Description

1 Fill Cap 3 Oil Filter
2 Dipstick 4 Oil Drain Hose

FIGURE 2. ENGINE OIL COMPONENTS

To check the engine oil level:
1. Make sure that the engine has not been running for approximately five minutes.
2. Clean off the area surrounding the dipstick port to prevent entry of debris into the oil pan.
3. Pull out the dipstick and wipe it clean.
4. Reinsert and fully seat the dipstick.
5. Remove the dipstick and check the oil level.

NOTICE
The engine oil level indicated on the dipstick should be between the High (4.3 L or 4.5 qt)
and Low (3.8 L or 4.0 qt) marks.

6. Reinsert and fully seat the dipstick.

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No. Description No. Description

1 High Oil Level (4.3 L or 4.5 qt) 2 Low Oil Level (3.8 L or 4.0 qt)

FIGURE 3. ENGINE OIL DIPSTICK

3.3.3 Adding or Draining Oil

WARNING
Hot Surfaces
Contact with hot surfaces can cause severe burns. Wear appropriate PPE when working on hot
equipment and avoid physical contact with hot surfaces.

WARNING
Hot Engines
Contact with hot engines can cause severe burns. Ensure that the generator set engine has
cooled down before adding or draining the oil.

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NOTICE
Too much oil can cause high oil consumption. Too little oil can cause severe engine damage.
Keep the oil level between the High and Low marks on the dipstick.

3.3.3.1 Adding Oil

If the oil level is found to be insufficient, oil must be added.
1. Ensure that the oil fill cap area is clean, and prevent debris from entering the engine.
2. Add the appropriate amount of oil, based on the engine oil level check. Refer to the Checking Engine
Oil Level section and the Model Specifications section.
3. Recheck the engine oil level. Based on the results, add or drain oil.
4. Clean up and dispose of any oil in accordance with local/state regulations.

3.3.3.2 Draining Oil

If the oil level is found to be excessive, oil must be drained from the engine.
1. Detach the oil drain hose from the side of the engine.
2. Place the end of the drain hose into an appropriate container.
Refer to local regulations to determine the appropriate container for used oil.
• Open the oil drain valve to release oil from the engine into the appropriate container.
• Recheck the engine oil level. Based on the results, add or drain oil.
• When a sufficient amount of oil has been drained from the system:
1. Close the oil drain valve.
2. Wipe the oil drain valve clean.
3. Re-attach the drain hose to the side of the engine.
4. Dispose of the used oil in accordance with local/state regulations.

3.3.4 Changing Engine Oil and Oil Filter

WARNING
Toxic Hazard
State and federal agencies have determined that contact with used engine oil can cause cancer
or reproductive toxicity.
Avoid skin contact and breathing of vapors. Use rubber gloves and wash exposed skin.
Accidental or remote starting of the generator set can cause severe personal injury or death.
Disconnect the negative (-) battery cable and place the control switch in its OFF position (or
press the STOP button if applicable) before starting work.

NOTICE
If the oil and/or oil filter are not reused, dispose of them in accordance with local environmental
regulations.

NOTICE
Change the engine oil and filter when the engine is not running and is out of Auto mode.

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NOTICE
Change the oil more often in hot and dusty environments.

NOTICE
Cummins highly recommends that any service or maintenance work be performed by qualified
technicians.

1. Before changing the oil, the generator set should be operated until the water temperature is
approximately 140 °F (60 °C).
2. Turn off the generator set.
3. Drain the oil.
4. Remove the oil filter, and clean the filter mounting surface on the engine block. Remove the old
gasket if it remains.
5. Make sure the gasket is in place on the new filter and apply a thin film of clean oil to the gasket.
Install the new filter until the gasket just touches the block. Turn it an additional 1/2 to 3/4 turn. Do
not over-tighten.
6. Close the oil drain valve.
7. Refill with oil until full.

NOTICE
Too much oil can cause high oil consumption. Too little oil can cause severe engine
damage. Keep the oil level between the High and Low marks.

8. Operate generator set with no load to inspect for leaks at the lubricating oil filter and the drain plug.
9. Confirm that the correct oil level is in the pan:
a. Shut the generator set off and wait 5 minutes.
b. Check the engine oil level.
10. Check and repair any leaks identified.
11. Dispose of the used oil and oil filter according to local environmental regulations.

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3.4 Battery Maintenance

WARNING
Automated Machinery
Accidental or remote starting of the generator set can cause severe personal injury or death.
Arcing at battery terminals or in light switches or other equipment, and flames or sparks can
ignite battery gas causing severe personal injury.
Always follow these procedures to avoid injury and/or damage:
• Ventilate the battery area before working on or near the battery.
• Wear safety glasses.
• Do not smoke.
• Switch a work light on or off away from the battery.
Make sure the generator set is shut down and disabled:
1. Press the generator set's red STOP button on the local display to stop the generator set.
Allow the generator set to thoroughly cool to the touch.
2. Turn off and disconnect the battery charger from the AC source before disconnecting the
battery cables.
3. Disconnect the negative (–) cable from the battery and secure it from contacting the battery
terminals to prevent accidental starting.
4. Once work is complete, reconnect the negative (–) battery cable last.

Always:
• Keep the battery case and terminals clean and dry and the terminals tight.
• Remove battery cables with an insulated wrench or battery terminal puller.
• Make sure which terminal is positive (+) and which is negative (–) before making battery
connections, always removing the negative (–) cable first and reconnecting it last to reduce arcing.

NOTICE
If the battery needs to be replaced, make sure that the replacement battery specifications match
those found in the Model Specifications in this manual.

3.5 Spark Plugs

NOTICE
Make sure service personnel are qualified to perform electrical and mechanical service.

The generator set has four spark plugs, all accessible from the top of the engine. The spark plugs must be
in good condition for proper engine starting and performance. A spark plug that fouls frequently or has
heavy soot deposits indicates the need for engine service.
1. Set the generator set control to the Off position before checking the spark plugs.
2. To prevent cross-threading a spark plug, always thread it in by hand until it seats. Torque the spark
plug to 20 Nm (15 lb-ft).
3. Return the generator set control to the desired setting when finished performing maintenance.

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3.6 Cooling System Maintenance

This section provides information on cleaning the radiator.

3.6.1 Cleaning
3.6.1.1 Cleaning Radiator Cores Using Pressurized Water Equipment
NOTICE
In specific dust-laden environments, this procedure should not be used as the initial cleaning
operation. Instead, follow the procedure in the Dust Laden Environments section.

On enclosed generator sets with removable end panel(s), remove the end panel(s) to assist in the
cleaning of the radiator. Refer to the Remove Enclosure End Panel sub-section in the Exhaust System
section.
Inspect the exterior of the radiator for obstructions. During the service life of a radiator, a buildup of foreign
matter can obstruct the flow of air through the radiator cores, reducing the cooling capability. To ensure
the continued efficiency of the radiator, the core will require cleaning.
For thorough cleaning, pressure wash in the opposite direction to the airflow.

CAUTION
Do not use cleaners that contain ammonia to clean the radiator or charge air cooler. Ammonia
will damage the core.

The recommended equipment for cleaning a radiator core is an industrial pressure washer, but it must be
used in the correct manner because misuse can reduce the performance of the core. Protect the
generator set from any over spray during this procedure.
To be effective, it is recommended that a hot water washer be used.

FIGURE 4. FINS DAMAGED BY PRESSURE WASHING AT ACUTE ANGLES TO CORE FACE

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WARNING
Wear PPE when cleaning the radiator core with a pressure washer or compressed air. Verify
appropriate PPE is worn for the cleaning materials being used. Respiratory protection must be
worn when cleaning the radiator with compressed air.

CAUTION
Follow all codes and standards regarding collection and disposal of cleaning materials used to
clean the radiator.

CAUTION
With the pressures involved, it is important that the distance between the core face and the
nozzle is a minimum of 18 inches (450 mm); otherwise, damage may occur.

FIGURE 5. PRESSURE WASHER NOZZLE POSITIONING

CAUTION
Most industrial pressure washers work at pressures of around 1500 psi to 3000 psi (103 bar to
206 bar). It is very important that, when washing a core in this way, the lance is kept at a right
angle to the core.

CAUTION
If your pressure washer works above 3000 psi, make sure the gap between the nozzle and the
core face is increased; otherwise, fin damage will occur.

NOTICE
Always follow the pressure washer manufacturer’s Health and Safety Guidelines.

Replace the end panel(s) where necessary. Refer to the Install Enclosure End Panel sub-section in the
Exhaust System section.

3.6.1.1.1 Remove Enclosure End Panel

1. Remove bolts from top panel (1). Torque 9.8 to 11.9 Nm (7.3 to 8.8 ft-lb).

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No. Description No. Description

1 Top Panel 2 End Panel

FIGURE 6. ENCLOSURE END PANEL REMOVAL

2. Remove top panel (1).
3. Slide end panel (2) up to unlatch the panel, then pull the end panel off.

3.6.1.1.2 Install Enclosure End Panel

1. Place the end panel (2) on each side panel locating pin. Refer to Figure 49.
2. Slide the end panel (2) down to latch the panel onto the locating pins.
3. Attach the top panel (1) with bolts on three sides and the top.

3.6.1.2 Dust Laden Environments

Specific Instructions for the Cleaning of Radiator Cores Used in an Environment Subjected to
Crushed Aggregate or Ceramic Dust Contamination

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On enclosed generator sets with removable end panel(s), remove the end panel(s) to assist in the
cleaning of the radiator.
Inspect the exterior of the radiator for obstructions. During the service life of a radiator, a buildup of foreign
matter can obstruct the flow of air through the radiator cores, reducing cooling capability. To maintain the
efficiency of the radiator, the core will require cleaning.
Unless the radiator can be dismantled and the core treated in a professional caustic immersion cleaning
system, the radiator should not be “wet” cleaned. This is because of the tendency of this type of
contamination to coalesce and become extremely difficult to remove.
The correct procedure is to regularly blow through the entire core area with low pressure compressed air
(against the direction of cooling airflow). It is very important to ensure that resultant debris blown from the
core is subsequently removed and disposed of before engine start-up. An industrial vacuum cleaner will
achieve this requirement. In most installations, it will be necessary to remove cowls and guarding.
To prevent damage to fins and resultant loss of cooling, it is important to ensure that the air gun used is
maintained at right angles to the core face.

FIGURE 7. FINS DAMAGED BY COMPRESSED AIR AT ACUTE ANGLES TO CORE FACE

After this procedure has been effectively carried out with only the lightest of dust remaining, follow it
immediately (if necessary) by cleaning the radiator cores using pressurized water equipment.
Replace the end panel(s) where necessary.

NOTICE
It is vitally important that the core is thoroughly dried before start-up.

3.7 Air Intake System

The direct flow air cleaner consists of a primary filter and a secondary filter within the air cleaner housing.
The air cleaner has been designed for a maximum restriction, at which point the filter elements should be
changed. Refer to the Model Specifications section.

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3.7.1 Normal Duty Air Cleaner

3.7.1.1 Normal Duty Air Cleaner Element Replacement
NOTICE
Holes, loose-end seals, dented sealing surfaces, corrosion of pipes, and other forms of damage
render the air cleaner inoperative and require immediate element replacement or engine damage
can occur.

NOTICE
Cummins does not recommend cleaning paper-type air cleaner elements.

1. Remove the existing air cleaner:

a. Loosen the strap clamp (2).
b. Wipe away any debris accumulated around the air cleaner connection to the engine. Ensure
that no debris is allowed to enter the body of the air cleaner or the connection on the engine.
c. Remove the dirty air cleaner (1).
d. Dispose of the dirty element in accordance with local environmental agency requirements.
2. Install the replacement air cleaner (1) as follows:
a. Install the air cleaner (1).
b. Tighten strap clamp (2). Torque to 2.5 - 3.3 ft-lb (4.3 - 4.65 Nm).

No. Description No. Description

1 Air Cleaner 2 Strap Clamp

FIGURE 8. EXAMPLE OF NORMAL DUTY AIR CLEANER

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3.7.2 Heavy Duty Air Cleaner

3.7.2.1 Heavy Duty Air Cleaner Maintenance
WARNING
Fall Hazard
Falls can result in severe personal injury or death.
Make sure that suitable equipment for performing tasks at height are used in accordance with
local guidelines and legislation.

There is a dust ejector valve (DEV) on the bottom of each filter pre-cleaner that should be checked
periodically to make sure it is free of dust and dirt.
When there is a filter pre-cleaner, it includes a primary and secondary element that is checked periodically
to make sure they are clean. Refer to the Periodic Maintenance Schedule table for additional information.

3.7.2.2 Heavy Duty Air Cleaner Element Replacement

CAUTION
Holes, loose-end seals, dented sealing surfaces, corrosion of pipes, and other forms of damage
render the air cleaner inoperative and require immediate element replacement or engine damage
can occur.

NOTICE
Cummins does not recommend cleaning paper-type air cleaner elements.

1. To remove the existing air cleaner element:

a. Before disassembly, wipe dirt from the cover and the upper portion of the air cleaner.
b. Lift the latch (3) and turn the end cover (4) counterclockwise.
c. Pull the end cover (4) away from the housing (1).
d. Remove the air filter element (2) from the housing (1).
e. Dispose of the dirty element in accordance with local environmental agency requirements.
2. To install the replacement air cleaner element:
a. Ensure that no debris enters the filter element or connection point on the air cleaner housing.
b. Insert the air filter element (2) into the housing (1).
c. Install the end cover (4) onto the housing (1).
d. Turn the end cover (4) clockwise until the latch (3) snaps into place.

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No. Description No. Description

1 Housing 3 Latch
2 Air Filter Element 4 End Cover

FIGURE 9. EXAMPLE OF HEAVY DUTY AIR CLEANER

3.8 Exhaust System Maintenance

WARNING
Hot Exhaust Components
Exhaust components become very hot when the generator set is in use and remain hot for a
period of time after the generator set has been shut down. These components can cause severe
personal injury or death from contact.
Allow these components to cool completely before performing any maintenance tasks.

WARNING
Inhalation of Exhaust Gases
Inhalation of exhaust gases can result in serious personal injury or death.
Be sure deadly exhaust gas is piped outside and away from windows, doors or other inlets to
buildings. Do not allow to accumulate in habitable areas.

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WARNING
Moving Parts
Moving parts can cause severe personal injury or death.
Use extreme caution around moving parts, etc.

With the generator set operating, inspect the entire exhaust system visually and audibly including the
exhaust manifold, muffler, and exhaust pipe without removing guarding and panels. Check for leaks at all
connections, welds, gaskets and joints, and ensure that exhaust pipes are not heating surrounding areas
excessively. If any leaks are detected, shut down the generator set (if possible). Contact your authorized
dealer and have the leaks corrected immediately.

3.9 Generator Set Output - AC Electric System Checks

1. Check the following while the generator set is operating.

TABLE 18. AC ELECTRIC SYSTEM CHECKS

Check Description
Frequency The generator set frequency should be stable and the reading should be the same as the
generator set nameplate rating. See the Model Specifications section.
AC Voltage At no load, the line-to-line voltage, or voltages, should be the same as the generator set
nameplate rating.
AC Ammeter At no load, the current readings should be zero. With a load applied, each line current
should be similar.
Panel Lamps When the operating panel is first connected to the DC supply, the system runs a check by
illuminating each of the indicator lamps in turn.
2. If all of the LEDs do not illuminate, replace the operator panel.

3.10 DC Electrical System

WARNING
Combustible Gases
Ignition of battery gases is a fire and explosion hazard which can cause severe personal injury or
death.
Do not smoke, or switch the trouble light ON or OFF near a battery. Touch a grounded metal
surface first before touching batteries to discharge static electricity. Stop the generator set and
disconnect the battery charger before disconnecting battery cables. Using an insulated wrench,
disconnect the negative (–) cable first and reconnect it last.

1. Check the harness connections. If any harness connections are damaged, contact your service
representative.

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FIGURE 10. CHECK HARNESS CONNECTIONS

2. Check the terminals on the batteries for clean and tight connections. Loose or corroded connections
create resistance, which can hinder starting. Clean and reconnect the battery cables if loose, using
an insulated wrench. Always disconnect both ends of the negative battery cable. Reconnect one end
of the cable to the negative battery terminal and the other end to ground. This will make sure that
any arcing will be away from the battery and least likely to ignite explosive battery gases.
3. Check connections at the battery charging alternator.
4. Visually inspect the alternator belt to make sure it is not loose or cracked.

3.11 Batteries
Batteries are an essential part of any standby generator set system. A significant amount of generator set
failures are due to battery issues.
It is therefore vital that batteries are stored, commissioned, and maintained as detailed here. Reference
should also be made to the battery manufacturer’s instructions.
Maintenance free batteries (if supplied with the generator set) need no maintenance for commissioning.

3.11.1 Storage
Batteries must be stored in a cool, dry, well-ventilated place, in the upright position, and with the vent caps
securely in place.
Batteries must never be stacked on top of each other and must be protected from the floor by a wooden
pallet or suitably thick cardboard sheet.

3.11.2 General Precautions for Maintenance-Free Batteries

Handling and proper use of batteries is not hazardous if the correct precautions are observed and
personnel are trained in their use.

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WARNING
Arcing Hazard
Laying tools or metal objects across the battery can cause arcing that may ignite battery gases
causing explosions resulting in personal injury.
Never lay tools or metal objects across the top of the battery.

WARNING
Electric Shock Hazard
Voltages and currents present an electrical shock hazard that can cause severe burns or death.
Use tools with insulated handles to prevent the risk of electric shock.

CAUTION
Toxic Hazard
Electrolyte is a dilute sulphuric acid that is harmful to the skin and eyes. It is electrically
conductive and corrosive.
Wear full eye protection and protective clothing. If electrolyte contacts the skins, wash it off
immediately with water. If electrolyte contacts the eyes, flush thoroughly and immediately with
water and seek medical attention. Wash spilled electrolyte with an acid neutralizing agent.

NOTICE
Keep batteries upright to prevent spillage.

3.11.2.1 Fire Hazard

WARNING
Combustible Gases
Lead acid batteries present a risk of fire because they generate hydrogen gas.
Do not smoke near the batteries. Do not cause flame or spark in the battery area. Discharge
static electricity from your body before touching batteries by first touching a grounded metal
surface.

WARNING
Before disconnecting a battery, always remove power from the AC powered battery charger.

WARNING
When putting a battery into service on a generator set, connect the negative lead LAST; when
removing the battery, disconnect the negative lead FIRST.

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3.11.2.2 Vented Batteries

WARNING
Toxic Hazard
The electrolyte in vented batteries is a dilute sulfuric acid that is harmful to the skin and eyes. It
is also electrically conductive and corrosive.
Always:
1. Wear full eye protection and protective clothing;
2. If the electrolyte contacts the skin, wash it off immediately with water;
3. If the electrolyte contacts the eyes, flush them thoroughly and immediately with water and
seek medical attention; and
4. Wash spilled electrolyte down with an acid neutralizing agent. A common practice is to use
a solution of one pound (500 grams) bicarbonate of soda (also known as baking soda or
sodium bicarbonate) to one gallon (4 liters) of water.
5. Continue to add the bicarbonate of soda solution until the evidence of reaction (that is,
foaming) has stopped.
6. Flush the resulting liquid with water and dry the area.

3.11.3 Battery Maintenance

WARNING
Automated Machinery
Accidental or remote starting of the generator set can cause severe personal injury or death.
Arcing at battery terminals or in light switches or other equipment, and flames or sparks can
ignite battery gas causing severe personal injury.
Always follow these procedures to avoid injury and/or damage:
• Ventilate the battery area before working on or near the battery.
• Wear safety glasses.
• Do not smoke.
• Switch a work light on or off away from the battery.
Make sure the generator set is shut down and disabled:
1. Press the generator set's red STOP button on the local display to stop the generator set.
Allow the generator set to thoroughly cool to the touch.
2. Turn off and disconnect the battery charger from the AC source before disconnecting the
battery cables.
3. Disconnect the negative (–) cable from the battery and secure it from contacting the battery
terminals to prevent accidental starting.
4. Once work is complete, reconnect the negative (–) battery cable last.

Always:
• Keep the battery case and terminals clean and dry and the terminals tight.
• Remove battery cables with an insulated wrench or battery terminal puller.
• Make sure which terminal is positive (+) and which is negative (–) before making battery
connections, always removing the negative (–) cable first and reconnecting it last to reduce arcing.

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NOTICE
If the battery needs to be replaced, make sure that the replacement battery specifications match
those found in the Model Specifications in this manual.

3.11.4 Charging
Where a consistent source of AC power is available, Cummins recommends the use of a battery charger
to maintain battery condition and charge. Cummins offers several battery chargers.
Where generator sets are used infrequently and a consistent source of AC power is not available, battery
recharging must be put on a recharge schedule to ensure that a fully charged condition is maintained.

NOTICE
NEVER allow a battery to become completely flat (fully discharged), or to stand in a discharged
condition, or damage will result.

Follow the battery charger operating instructions for proper use.

3.11.5 Troubleshooting and Indicator Light Information

The unit has 2 LEDs, 1 red and 1 green in color. The following table should be used as indicator of the
charger status:

TABLE 19. CHARGE INDICATORS

Red Green
Soft Start On Off
Bulk On Off
Absorption On On
Float Off On

TABLE 20. LED INDICATORS

ON OFF Condition
Red Green Charger is in the Soft Start or Bulk stage
and the battery is being charged. If the red
LED stays on for more than 24 hours, refer to
Problem 1 in the troubleshooting section
Red and Green None Charger is in the Absorption stage and
delivering constant voltage to the battery. If
the red and green light stay on for more than
24 hours, refer to problem 2 in the
troubleshooting section.

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ON OFF Condition
Green Red The charger has moved to the Float stage
and is topping off the charge to the battery
and keeping the battery ready to use. The
green light indicates your battery is ready to
use. If the green light stays on when your
battery is known to be low, refer to Problem 3
in the troubleshooting section.

TABLE 21. TROUBLESHOOTING

Display Operating Condition Solution

Red LED stays on 1. One or more defective or 1. Load test the battery and replace, if necessary.
for more than 24 damaged cells. 2. Remove the source of the overload or short.
hours.
2. Charger has reduced its output Disconnect the charger's black (NEGATIVE)
voltage below the normal level terminal from the battery. Reapply AC power and
due to a DC overload or a DC the green LED only should now light.
short. 3. Turn off all DC equipment while charging.
3. Onboard DC systems are
drawing more current than the
charger can replace.
The red and 1. Onboard DC systems are 1. Turn off all excess DC equipment while charging.
green LEDs stay drawing more than 2 amps. 2. Load test the battery and replace if necessary.
on for more than
2. One or more defective or 3. Apply a higher AC voltage source or reduce the
24 hours.
damaged cells. length of the extension cord.
3. Extremely low AC voltage at the 4. Check battery manufacturer's specs on battery
battery charger. charging.
Green LED stays 1. Open DC output fuse. 1. Replace DC output fuse with a 10 amp fuse for
on when the model 28106, 15 amp fuse for model 28210 output.
2. Faulty or contaminated terminal
battery is known
connections. 2. Clean and tighten or repair all terminal connections.
to be low.
3. One or more defective or 3. Load test the battery and replace, if necessary.
damaged cells.
Neither of the 1. No AC power available at the 1. Connect AC power or reset the AC breaker on the
LEDs turn on charger. main panel.
when the AC
2. Component failure. 2. Go to marinco.com, under the Home tab, refer to
power is applied.
Online Resources.
Green blinks. Charger is not charging the battery. 28210 charger cannot get battery to charge. Check to see
if battery is too large for the charger, or if there is a
problem with the battery. Unplug the charger from the AC
power to start the charger again.
Red and green Charger is not charging the battery. 28106 charger cannot get the battery to charge. Check to
blink. see if the battery is too large for the charger, or if there is
a problem with the battery. Unplug the charger from the
AC power to start the charger again.

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3.11.6 Battery Replacement

WARNING
Combustible Liquid
Burning the battery may cause an explosion. Damage to the casing will release electrolytes
which is harmful to the skin and eyes.
When disposing of a battery, do not mutilate or burn it. Comply with all local health and safety
regulations/codes during handling or disposal.

Always replace the starting battery with the same number and type (e.g., vented, lead acid, maintenance
free) as listed in the specifications section of this document. Properly dispose of battery in accordance
with local environment agency requirements.
Always use correct handling techniques to lift and move a battery.

3.12 Spark Plugs

NOTICE
Make sure service personnel are qualified to perform electrical and mechanical service.

The generator set has four spark plugs, all accessible from the top of the engine. The spark plugs must be
in good condition for proper engine starting and performance. A spark plug that fouls frequently or has
heavy soot deposits indicates the need for engine service.
1. Set the generator set control to the Off position before checking the spark plugs.
2. To prevent cross-threading a spark plug, always thread it in by hand until it seats. Torque the spark
plug to 20 Nm (15 lb-ft).
3. Return the generator set control to the desired setting when finished performing maintenance.

3.13 Cleaning the Generator Set Housing

The housing of the generator set housing can be damaged by pressure washing or solvents and other
cleaning agents. Only use soap and water or an “all citrus degreaser" to clean the housing.

3.14 Complete System Test

NOTICE
Only authorized and qualified maintenance technicians who are familiar with the equipment and
its operation should carry out this test.

A complete system test is recommended to verify that the electrical system is working properly. Testing
the system once every 200 hours or every 2 years is required to make sure the transfer switch will transfer
the load to the generator set if there is a utility power failure. For more information, see the transfer switch
owner manual.
To initiate a complete system test:
1. Before starting:
• Check the oil level.

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• Verify that fuel related components, such as manual valves, outside of the generator set are
open.
• See the Checklist section in the installation manual.
2. Place the generator set in Standby mode.
3. Switch the main utility disconnect from the ON to the OFF position.
4. Make sure the following occurs:
a. The generator set starts.
b. After the generator set starts and stabilizes, the load is transferred from the utility to the
generator set.
5. Switch the main utility disconnect from the OFF to the ON position.
6. Make sure the following occurs:
a. After approximately 5 minutes, the load is transferred back to the utility.
b. Once the transfer switch is connected to utility power, after approximately 5 minutes, the
generator set stops.

NOTICE
If the test fails, call your authorized Cummins service provider to fix the problem.

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4 Service
4.1 Engine Control Module (ECM)
4.1.1 Engine Control Module (ECM)
The Engine Control Module (ECM) monitors signal inputs from engine sensors to control the fuel metering
and speed of the engine (see the figure below). The ECM also provides diagnostic control over the engine
and fuel system. The PCC controls the starting and stopping sequence of the engine through the ECM.
In the event of an engine fault, the ECM provides a signal output via the CAN datalink to the PCC. If the
ECM triggers an engine shutdown, the PCC displays an engine shutdown or service fault. The PCC will
display an additional fault to determine the root cause of the engine shutdown. If no additional fault is
displayed in the PCC, the engine fault code can be determined by connecting to the ECM with the Global
Control Platform (GCP) Display service tool (latest version). For service tool information, see the Service
Tool Manual (A043D529).
For more information, see the following EControls, Inc. publications:
• Light Duty Fuel System Service Manual Supplement (A035C596)
• If applicable: Global Control Platform (GCP) Engine Display Interface Software (EDIS) Training
Manual (A035C608)
All of these manuals can be found in QuickServe OnLine (QSOL).
The wiring harness and GCP Display software (latest version) are required to perform engine diagnostics
are available from your authorized distributor.

FIGURE 11. ECM INPUTS AND OUTPUTS

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4.1.2 Keyswitch Control

The keyswitch input to the ECM remains active during all controller modes other than when the Sleep
Mode is active or the Emergency Stop is engaged. The PCC sends a start signal to the ECM via the
Keyswitch Relay and the Start Relay. When the PCC detects a start command, both relays become
charged, sending the start signal to the ECM, causing the engine to crank.

FIGURE 12. CONTROL SYSTEM BLOCK DIAGRAM

4.1.3 Reprogram ECMs

4.1.3.1 Reprogram GCP ECM
1. Obtain the latest revision of ECM calibration from the InCal website at http://incal.cummins.com.
2. Save the file on a laptop.
3. Make sure the generator set is stopped, is off (that is, in Off mode), and the breaker is in the open
position.
4. If the unit is connected to a fuel supply, shut off the fuel supply.
5. Connect the ECM to the laptop using an EControls GCP E-Com USB interface cable (part number
A047A982).
6. Log in using one of the following passwords:

Tool Password
GCP DD3F-OSHY-VJLV-IPGC
7. Open the GCP Display service tool (latest version).
8. Use the pull-down File menu on the upper left of GCP Display screen and select Reprogram
Target. See the figure below.

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FIGURE 13. PULL DOWN REPROGRAM TARGET SELECTION

9. Select file to download (.MOT file). See the figure below.

FIGURE 14. MOT FILE

10. The status bar displays the calibration status.
11. Confirm in the lower left hand corner of the "Gauges" page that the new calibration is loaded. See
the figure below.

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FIGURE 15. ECM UPDATE DOWNLOAD CONFIRMATION

4.1.3.2 Reprogram 4G ECM

1. Obtain the latest revision of ECM calibration from the InCal website at http://incal.cummins.com.
2. A zip file is download. Unzip the folder for the model number of the generator set and save it to a
local file on a laptop.
3. Make sure the generator set is stopped, is off (that is, in Off mode), and the breaker is in the open
position.
4. If the unit is connected to a fuel supply, shut off the fuel supply.
5. Connect the ECM to the laptop using an EControls E-Com USB interface cable (part number
A047A982).
6. Log in using the following password:

Tool Password
EControls Inc 4G Display GLTX-0BIS-534R-SVUX
7. Open the 4G Display service tool (latest version).
8. Select File on the upper left of the screen and select Reprogram Target in the pull-down menu.

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FIGURE 16. REPROGRAM TARGET SELECTION

9. In the Select S-record/Mot File popup window, locate the saved unzipped folder, select the latest
revision of the .mot file, and select Load.

NOTICE
Make sure to select the correct .mot file depending on if the Oil Pressure Sensor Type is
Sender or Switch.

10. Select Yes in the Configuration confirmation box to perform the download. The Target Reprogram
Progress bar shows the download status.
11. When the Successful message is displayed, select OK.

FIGURE 17. DOWNLOAD COMPLETE

12. Check the Customer Configuration information section to confirm that the software name/number is
correct.

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FIGURE 18. SOFTWARE NAME/NUMBER CONFIRMATION

4.1.4 Viewing Engine Faults

Fault information can be viewed using the GCP Display service tool. See the Reprogram ECM section for
login information. The GCP Display service tool (latest version) is available from Cummins. The GCP
Display software consists of several pages of display information. All fault and diagnostic information is
managed through the Faults page. Interaction includes viewing fault messages, downloading fault data
(fault snapshot and flight data recorder), and erasing faults from memory.
Faults are separated into two categories, Active and Historic. Active faults are active in real-time and
historic faults have been generated at some instance in time that may or may not be active in real-time.
When a fault becomes active, it is immediately logged as historic and a snapshot and flight data log is
saved. The figure below shows an example of the fault page when an active fault has been generated.
Notice that the fault is present in both the active and historic lists and the malfunction indicator lamp (MIL)
has been illuminated. The second figure below shows an example of the fault page with a historic fault
stored in memory.

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FIGURE 19. FAULTS PAGE WITH ACTIVE FAULT MESSAGE

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FIGURE 20. FAULTS PAGE WITH HISTORIC FAULT MESSAGE

When an engine fault occurs, a fault snapshot (FSS) and flight data recorder (FDR) are logged within the
ECM.
Fault snapshot is data recorded at the instant the fault is triggered. This data is only logged for the first
eight (8) faults on the first occurrence of each fault. The fault snapshot is a sample of data taken at the
instance the fault triggered. The fault snapshot is stored in the EEPROM and is retained even when
battery power has been lost.
The flight data recorder is ten seconds of recorded data, eight (8) seconds prior to the fault and two (2)
seconds following the fault. This data is saved for the first two occurrences of the fault. Flight data
recorder data is saved in the RAM, and will be erased if the ECM loses battery power.
Both sets of data are accessed from the Historic Fault Information interface and can be saved to the PC
upon retrieval.

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4.1.5 Accessing Fault Information

Fault information can be accessed by double left-clicking the fault LED in the historic fault list. This
produces the Historic Fault Information interface shown in the image below. From this interface the user
can interpret a diagnostic trouble code (DTC) message, identify whether or not the fault occurred during
the current start cycle, identify if the fault caused the engine to shut down, determine how many start
cycles have occurred since the fault was last active, and view snapshot and flight data.

FIGURE 21. HISTORIC FAULT INFORMATION INTERFACE

The table below outlines the options displayed in the Historic Fault Information screen. Historic faults are
not overwritten if the same fault becomes active, storing data from the original active fault.

TABLE 22. HISTORIC FAULT INFORMATION INTERFACE FUNCTIONS

Fault Description Message Box Customized Text that References the DTC Flash Code and Describes the
Fault
Fault During Key Cycle Checkbox Informs that the fault occurred during the current key-on event.
Fault Caused Engine Shutdown Informs that the fault caused the engine to shutdown.
Checkbox
Key Cycles Since Fault Active Displays the amount of key-on events since the fault was last active.
Indicator
Clear This Fault Button* Erases the selected historic fault from the ECM.
Clear All Faults Button* Erases all historic faults from the ECM.
View Snap Shot Data Button Retrieves a data “snap shot” from the ECM for variables defined in the base
and custom snapshot variable definition lists.
View Flight Data Recorder Data Retrieves a 10-second data strip chart (8 seconds prior, 2 seconds after fault
Button trigger) from the ECM for variables defined in the base and custom flight data
recorder definition lists. An example.
Close Button Exits the Historic Fault Information interface. DOES NOT cancel or clear any
faults.

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Fault Description Message Box Customized Text that References the DTC Flash Code and Describes the
Fault
* Snapshot and flight data recorder data for historic faults is erased if the fault is cleared from memory.

The image below is an example of a fault snapshot after View Fault Snapshot is selected. Data is
presented in two columns, base and custom variables. When retrieved, the FSS data may be saved to the
PC in text format with an .fss extension. A FSS saved to a PC may be reviewed in any ASCII based
software program.

FIGURE 22. SNAPSHOT DATA INTERFACE

The image below shows the Flight Data Recorder interface after View Flight Data Recorder is
selected. The FDR captures a ten second (eight seconds prior and two seconds after generating the fault)
strip of data for base and custom variables. FDR data is presented in an interface similar to the Plot
interface for a quick graphical presentation. From this interface, the FDR data may be saved to the PC in
text, tab-delimited format with an .fdr file extension. When saved to a PC, FDR data may be reviewed
using any graphical post-processing software capable of handling tab-delimited formatting.

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FIGURE 23. FLIGHT DATA RECORDER INTERFACE

For more information regarding the GCP Display service tool (latest version), refer to the following
document:
• If applicable: Global Control Platform (GCP) Engine Display Interface Software (EDIS) Training
Manual

4.1.6 ECM Fault Codes

NOTICE
The E-controls manual applies to several applications. See the wiring diagrams provided with the
generator set or in APPENDIX for appropriate pin numbers.

Code Fault Name Additional Information

Crank and/or Cam Could Not Synchronize During Hall-Effect sensor on Crankshaft, MPU sensor on
DTC-16
Start camshaft
DTC-107 MAP low voltage
DTC-108 MAP High Pressure
DTC-111 IAT higher than expected Stage 1
DTC-112 IAT low voltage
DTC-113 IAT high voltage
DTC-116 ECT higher than expected Stage 1
DTC-117 ECT / CHT low voltage
DTC-118 ECT / CHT high voltage
DTC-121 TPS1 % lower than TPS2 %
TPSs are potentiometers, with 1 starting 'low' at 0
DTC-122 TPS1 Signal Voltage Low
resistance.
DTC-123 TPS1 Signal Voltage High
DTC-127 IAT higher than expected Stage 2

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Code Fault Name Additional Information

DTC-129 BP low pressure
DTC-134 EGO1 open / lazy (HO2S1)
DTC-217 ECT higher than expected 2
DTC-221 TPS1 % higher than TPS2 %
TPSs are potentiometers, with 1 starting 'low' at 0
DTC-222 TPS2 Signal Voltage Low
resistance.
DTC-223 TPS2 Signal Voltage High
DTC-336 Crank Input Signal Noise Hall-Effect sensor used
DTC-337 Loss of Crankshaft Input Signal Hall-Effect sensor used
DTC-341 Camshaft Input Signal Noise MPU sensor used
DTC-342 Loss of Camshaft Input Signal MPU sensor used
DTC-359 Fuel run-out longer than expected See DTC-1181
DTC-520 Oil pressure low stage 1 (sender) see DTC-524
DTC-522 Oil pressure sender low voltage see DTC-524
DTC-523 Oil pressure sender high voltage see DTC-524
inspect the sensor: 1 wire= normally open switch,
DTC-524 Oil Pressure Low
three wire= pressure sensor
DTC-562 Battery Voltage (VBat) Low < 7.5 VDC
DTC-563 Battery Voltage (VBat) High > 16.5 VDC
DTC-601 Microprocessor Failure - Flash
DTC-604 Microprocessor Failure - RAM
DTC-606 Microprocessor Failure - COP
DTC-642 Sensor Supply Voltage 1 Low (5Vext1)
DTC-643 Sensor Supply Voltage 1 High (5Vext1)
DTC-1151 Closed Loop High (LPG)
DTC-1152 Closed Loop Low (LPG)
DTC-1153 Closed Loop High (Natural Gas)
DTC-1154 Closed Loop Low (Natural Gas)
DTC-1161 Adaptive Learn High (LPG)
DTC-1162 Adaptive Learn Low (LPG)
DTC-1163 Adaptive Learn High (NG)
DTC-1164 Adaptive Learn Low (NG)
MegaJector/EPR delivery pressure higher than
DTC-1171 EPR is integrated in the ECM in some units
expected
MegaJector/EPR delivery pressure lower than
DTC-1172 EPR is integrated in the ECM in some units
expected

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Code Fault Name Additional Information

EPR is integrated in the ECM in some units. If
DTC-1173 MegaJector/EPR comm lost
this fault occurs, replace the ECM/EPR module.
DTC-1174 MegaJector/EPR voltage supply high Ensure that pressure regulator valve moves
DTC-1175 MegaJector/EPR voltage supply low freely. If so, replace ECM/EPR module

DTC-1176 MegaJector/EPR internal actuator fault detection

DTC-1177 MegaJector/EPR internal circuitry fault detection
DTC-1178 MegaJector/EPR internal comm fault detection
DTC-1183 MegaJector autozero / lockoff failed See DTC-1181
DTC-1612 Microprocessor Failure - RTI 1
DTC-1613 Microprocessor Failure - RTI 2
DTC-1614 Microprocessor Failure - RTI 3
DTC-1615 Microprocessor Failure - A/D
DTC-1616 Microprocessor Failure - Interrupt
DTC-2111 Unable to reach lower TPS
DTC-2112 Unable to reach higher TPS
DTC-2135 TPS1/2 simultaneous voltages out of range
DTC-2229 BP high pressure 26 psig for >2 seconds
DTC-9999 RPM higher than expected See DTC-219

4.2 SAE J1939 CAN (Controlled Area Network)

4.2.1 SAE J1939 CAN (Controlled Area Network)
The following section describes the function and operation of the J1939 Controlled Area Network (CAN)
datalink, as it applies to this generator set. The engine control module (ECM) communicates to the
generator set controller (PCC) over this network.
CAN communications follow the SAE J1939 communication protocol standard. The CAN datalink is based
on a main trunk no more than 131 feet (40 meters) long and with 30 devices that is terminated by a 120
Ohm resistor at each end. Stubs no longer than 3.3 feet (1 meter) extend from the main trunk to each
module in the bus.

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FIGURE 24. CAN DATALINK

4.2.2 CAN Datalink Signals

The CAN datalink carries the binary signal between the ECM (Engine Control Module) and the PCC
controller. The binary signal is expressed by a change in voltage. The table below shows how the
generator set controller distinguishes between the voltage signals.

TABLE 23. CAN DATALINK VOLTAGE DIFFERENTIALS

Signal 0 1
J1939 High (+) 2.5 V 3.5 V
J1939 Low (–) 2.5 V 1.5 V
Voltage Differential 0V 2V

The CAN datalink transmits the signal at 250 KBaud, or 250 kilobits per second. Hence, it is possible for
the voltages on J1939 High (+) and J1939 Low (–) to change 250,000 times per second.
The figures below show examples of good and bad datalink signals, on a high-resolution oscilloscope. The
bad signal is caused by termination problems (no termination, wrong termination, or bad termination).

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FIGURE 25. CAN DATALINK: GOOD SIGNAL

FIGURE 26. CAN DATALINK: BAD SIGNAL

4.2.3 J11 Connections

The CAN datalink connects to the PCC baseboard via connector J11. J11 pin connections are identified in
the table below.

TABLE 24. CONNECTOR J11

Description Pin
CAN + 20
CAN - 19
CAN Shield 17
Keyswitch + 22
Keyswitch - 21

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The PCC uses this data to display engine status (sensor, warning and shutdown conditions). The datalink
must remain active at all times. If not, the PCC will detect the inactive datalink and display a datalink error
shutdown condition.

4.3 Sensors
The following figure shows the locations of the sensors, senders and switches to which the PCC responds
for the engine.

No. Description No. Description

1 Camshaft Position Sensor 3 Crankshaft Position Sensor
2 Coolant Temperature Sensor 4 Oil Pressure Sensor

FIGURE 27. QSJ2.4 ENGINE SENSOR LOCATIONS

4.3.2 Oil Pressure Sensor

The oil pressure sensor is a normally open switch. When engine oil pressure falls below 6 PSI, the switch
closes. Once the ECM detects that the switch is grounded it sends a shutdown signal to the engine. The
ECM will allow the engine to be restarted but will continue to send a shutdown signal if the pressure
remains below 6 PSI.

4.3.3 Engine Coolant Temperature (ECT) Sensor

The ECM monitors the engine coolant temperature (ECT) through the ECT sensor mounted on the
engine. If the temperature continues to rise, the ECM shuts down the engine in a specified period of time,
after the 'limp home' strategy has been activated.

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4.3.4 Crankshaft Position (CKP) Sensor

The crankshaft position (CKP) sensor is used to determine engine RPM and crankshaft position. The CKP
uses a Hall Effect type sensor which generates a square wave form. The CKP is located next to the
trigger wheel mounted on the end of the crankshaft. The trigger wheel contains 60 teeth spaced 6 degrees
apart with two teeth missing. By magnetically locating the empty space on each revolution, the ECM can
determine the position of the crankshaft and engine speed.

4.3.4.1 Crankshaft Sensor Inspection and Replacement

1. Disconnect main harness connector from the hall-effect sensor.
2. Remove sensor from flywheel housing, clean, and inspect it for damage. If damaged, replace the
hall-effect sensor and inspect the flywheel and starter.
3. Check for continuity across all 3 pins. If one or more pins is open, replace the hall-effect sensor.
4. If an oscilloscope is available, with sensor connected to wiring harness, measure the voltage across
the ground and output lead (ground and signal) while cranking the engine. A clean square wave
should appear. If not, replace the hall-effect sensor.

No. Description No. Description

1 Flywheel 3 Speed Sensor
2 Flywheel Housing 4 Hollow Head Screw

FIGURE 28. CRANKSHAFT SENSOR

4.3.5 Camshaft Position (CMP) Sensor

The camshaft position sensor (CMP) is a magnetic pickup (MPU) sensor. The CMP is used to determine
when cylinder 1 reaches its compression stroke. The ECM uses this information to control fuel delivery to
the proper cylinder.

4.3.5.1 Camshaft Sensor Inspection and Replacement

1. Inspect the timing pin.

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No. Description No. Description

1 CMP Sensor 4 Engine Cam Gear
2 Mounting Hole 5 Timing Pin
3 Upper Cover

FIGURE 29. CMP SENSOR

a. Remove the upper cover to access timing pin (may need to bar the engine over until timing pin
is accessible).
b. Remove the timing pin and check its magnetic strength. The pin should have enough magnetic
strength such that it can hold its own weight when hung vertically from a metallic surface. If not,
replace the timing pin.
c. While replacing the timing pin, apply thread adhesive to the pin threads and install the pin into
the dimpled spoke on the camshaft sprocket. Torque to 11 Nm (8.1 ft-lb).
2. Inspect the CMP sensor.
a. Measure the resistance of the CMP sensor. If the resistance is not between 900 Ohms and
1000 Ohms, the MPU should be replaced.
b. Remove the CMP sensor from the generator set.
c. Bar the engine until a timing pin on the engine cam gear lines up in the center of the mounting
hole.
d. Thread the CMP sensor in gently by hand until it just touches the timing pin.
e. Adjust between 0.254–0.508 mm (0.010–0.020 in). Check with an AC meter that will read mV.
Adjust the gap until it produces 200 mV AC.

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CAUTION
Do not use the fan blade to bar over the engine. Doing that can damage blades and
cause property damage and personal injury.

f. After adjustment and with the unit running at 1800 RPM, make sure the output voltage of the
CMP sensor is between 1.5–1.6 VAC.

4.3.6 Heated Exhaust Gas Oxygen (HEGO) Sensor

The Heated Exhaust Gas Oxygen Sensor (HEGO), also referred to as an O2 sensor, is mounted before
the catalyst in the exhaust system. The HEGO monitors the amount of oxygen in the exhaust system
versus ambient conditions and generates a voltage output relative to the reading. This information is used
to determine a rich or lean condition in the engine. In the event of a rich mixture, the typical HEGO output
is 0.8 to 0.9 VDC. In the event of a lean mixture, the voltage drops to between 0.1 to 0.3 VDC. The ECM
communicates with the HEGO, and adjusts the fuel system to maintain the proper air/fuel mixture. At a
perfectly balanced mixture the HEGO should produce approximately 0.45 VDC.

4.3.7 Additional Sensors

In addition to the sensors already mentioned, the ECM monitors temperature manifold absolute pressure
(TMAP) sensor to maintain fuel control and emissions.

4.4 Fuses and Relays

4.4.1 Fuses and Relays
WARNING
Accidental starting of a generator set can cause severe personal injury or death. Be sure to
isolate the battery to prevent accidental starting while working on the generator set.

CAUTION
Use of an incorrect fuse or relay can damage the generator set. Use replacement fuses and
relays of the correct amperage.

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4.4.2 Fuse and Relay Locations

No. Description No. Description

1 Power Relay (K2) 6 Fuse, 10A, 250 VDC (F4)
2 Power Relay (K4) 7 Fuse, 20A, 32 VDC (F3)
3 Power Relay (K6) 8 Fuse, 15A, 32 VDC (F2)
4 Power Relay (K5) 9 Fuse, 10A, 250 VDC (F1)
5 Fuse, 10A, 600 VAC (F5)

4.4.3 Fuse and Relay Replacement

1. Disconnect the negative (-) cable from the battery first.
2. Remove the positive (+) cable from the battery.
3. Remove the fuse or relay box cover.
4. Remove the faulty fuse or relay.

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5. Check the fuse or relay for continuity. If the fuse or relay shows an open circuit, replace the fuse or
relay.
6. Install a new fuse or relay. The new fuse or relay must be of the same amperage and voltage as the
old fuse or relay.
7. Replace the fuse or relay box cover.
8. Connect the positive (+) cable to the battery first.
9. Connect the negative (-) cable to the battery.
10. Start the generator set to see if the fault condition is fixed.
11. If the replaced fuse or relay becomes open again, troubleshoot to find the fault. Replace the fuse or
relay after the fault has been repaired.

4.5 Fuel System

4.5.1 Fuel System Drawings
The engine is equipped with a fuel mixer to run on natural gas or propane vapor.

WARNING
Gaseous fuels are flammable and explosive. They can cause severe personal injury or death.
Do not allow cigarettes, flame, pilot lights, arcing switches, or electrical equipment near gaseous
fuel ventilations. Keep an ABC-type multi-purpose fire extinguisher available.

CAUTION
Do not attempt to correct power by adjusting fuel system before determining that the engine and
the ignition system are functioning properly. Be sure to check if there is air cleaner restriction
due to dirt accumulation.

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No. Description No. Description

1 Integrated Electronic Pressure Regulator (IEPR) 3 Throttle Body
2 Shutoff Solenoid Valve 4 Mixer Assembly

FIGURE 30. PROPANE VAPOR OR NATURAL GAS FUEL SYSTEM

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No. Description No. Description

1 Integrated Electronic Pressure Regulator (IEPR) 4 Throttle Body
2 Shutoff Solenoid Valves 5 Mixer Assembly
3 Low Pressure Sensor

FIGURE 31. DUAL FUEL NATURAL GAS AND PROPANE VAPOR FUEL SYSTEM

4.5.2 Fuel System Adjustments

NOTICE
Read the warranty statement provided with the generator set for US Environmental Protection
Agency (EPA) restrictions on servicing specific components.

4.5.3 Fuel Pressure Requirements

The minimum pressure refers to supply pressure under rated load (maximum gas flow).
Make sure that pipeline quality gas is used.
For the required fuel pressure supply range for propane vapor or natural gas, see the Model Specifications
section.

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4.5.4 Fuel System Components and Operation

This generator set is equipped for natural gas, propane or both, with automatic changeover. Each fuel has
a fuel shutoff solenoid. Generator sets utilizing liquid withdrawal of propane are equipped with a converter
that vaporizes the fuel with hot engine coolant.
A generator set equipped for natural gas and propane has a Direct Electronic Pressure Regulator, Mixer
Assembly and Electronic Throttle Body that serves both fuels. A fuel pressure switch detects the loss of
natural gas (primary fuel) for automatic change over to propane while the engine is running.

4.5.4.1 Converting the Fuel System Type

For single-fuel systems, the generator set leaves the factory configured for natural gas. No mechanical
parts are required for fuel conversion. To convert the fuel system type, configure the control.
1. Enter the Fuel System Menu.
a. From any Info Menu, hold down the up and down arrows simultaneously for two seconds. The
Service Menu appears.
b. Select Setup Menus.
c. Enter the password 574 on the Password screen. The Setup Menu appears.
d. Select Genset Service.
e. Select Genset.
f. Advance through the screens until the Fuel System Setup Menu appears.
2. Update the Fuel System Type on the Fuel System Setup Menu. See the figure below.
a. Press Adjust on the Fuel System Menu.
b. Edit the Fuel System using the horizontal arrow key. Change the field value by using the +/-
keys.

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FIGURE 32. FUEL SYSTEM TYPE

3. Update the Gas Fuel Type on the Fuel System Menu.
a. When changing the Fuel System, a second Fuel System Menu is enabled. Advance to this
menu by pressing the down arrow after saving any changes.

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b. Press Adjust on the Fuel System Menu.

c. Edit the Gas Fuel Type by using the horizontal arrow key. See the figure below.

FIGURE 33. GAS FUEL TYPE

d. Change the field value to Natural Gas, Liquid Propane, or Dual by using the +/- keys.
e. Select Save to save the changes.

4.5.4.2 Fuel Shutoff Solenoid Valve

When the engine is cranking or running, an electronic signal is sent to the solenoid, which opens the valve
permitting fuel to flow to the pressure regulator and mixer. When the engine is stopped, fuel is sealed off
within the valve.

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There are two pressure ports on each side of the solenoid. The inlet and outlet valve flange also include a
pressure port. The two in-line pressure ports on the valve body side correspond to each flange pressure
port. The corresponding side and flange ports will give the same pressure reading. The top valve body
side pressure port measures the pressure between the two shut-off valves. This port is used to determine
if the first valve is leaking.

No. Description No. Description

1 Inlet Pressure Port 3 Power Plug
2 Outlet Pressure Port
Note: Test port threads are G-1/8" and not 1/8" NPT. For test purposes only, a 1/8" ISO male to 1/8" NPT female
adapter may be used.

FIGURE 34. FUEL SHUTOFF SOLENOID VALVE

4.5.4.3 Fuel Shutoff Solenoid Troubleshooting

If the generator set does not start, first determine if both valves are in good condition before adjusting the
fuel system.
1. Disconnect the terminals between the wire harness going to the valve assembly and the engine
harness.
2. Check for voltage at the solenoid coils. Use a multi-meter to measure 12 VDC between the B+ wire
and ground of the engine harness.
• If no voltage is measured, check for blown fuses or bad wiring while cranking.
• If voltage is less than or equal to 10.2 VDC, check for bad wiring or low battery voltage.
• If voltage is greater than 10.2 VDC, check for correct solenoid operation
3. Check for solenoid operation.
a. While holding onto the solenoid, apply 12 VDC to a coil on one of the solenoids.
b. Listen and feel for the solenoid to activate.
c. Repeat applying the voltage a few times to be sure the solenoid operates.
d. Repeat these steps for all solenoids.

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e. If either solenoid does not activate, use a multi-meter to measure resistance of the coil. The
resistance should be 11 Ohms.
• If the resistance is not 11 Ohms, replace the solenoid.
• If the resistance is 11 Ohms, replace the gas valve assembly.
4. Check for fuel leaks at the solenoid. With a soapy water solution, check pipe threads and areas
around the base of the solenoid for gas leakage.
• If a pipe thread is showing bubbles, tighten the pipe connection.
• If anywhere on the gas valve shows bubbles or leakage, replace the complete gas valve
assembly.

4.5.4.4 Coil Assembly Replacement

To remove the coil assembly:
1. Loosen the knob lock screw and remove the knob.
2. Loosen the power plug lock screw and remove the power plug.
3. Pull straight up to remove the coil assembly from the solenoid body.
To reinstall the coil assembly:
1. Insert the coil assembly into the solenoid body.
2. Replace the power plug and tighten the power plug lock screw.
3. Replace the knob and tighten the knob lock screw.

4.5.4.5 Integrated Electronic Pressure Regulator (IEPR)

The Integrated Electronic Pressure Regulator (IEPR) utilized on US emission certified engines is a critical
part of the certified emissions system and does not require any periodic adjustment.
The IEPR is connected directly to the mixer on all certified engines. The IEPR is the primary fuel control
device, used to maintain both performance and emissions control. The IEPR contains an internal
computer, which communicates with the ECM, via CAN datalink.
The IEPR precisely controls the fuel flow to deliver the correct Air Fuel ratio to the engine. The IEPR also
contains fuel pressure and temperature sensors, which provide input to the ECM for fuel calculation.
If the IEPR detects a fault within the system, it will send the information to the ECM. Depending on the
type of fault, the ECM may command the IEPR to change fueling, limit fuel delivery or in some cases shut
down the engine.

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FIGURE 35. INTEGRATED ELECTRONIC PRESSURE REGULATOR (IEPR)

4.5.4.6 Mixer Assembly

The mixer acts as the secondary fuel metering device, and delivery device, in the emission control system.
The mixer utilized on USA emission certified engines is a critical part of the certified emission system and
does not require any periodic adjustment and does not have any external or internal adjustments.
The mixer is a completely self-controlled air-fuel metering device. It is an air valve design, utilizing a
constant pressure drop to draw fuel into the mixer from cranking to full load. The mixer is mounted to the
air-inlet ahead of the throttle control device.
When the engine begins to crank, it draws in air. With the air valve covering the inlet, negative pressure
builds. This creates a vacuum which is referred to as an air valve vacuum (AVV). The amount of AVV is a
direct result of the throttle position. At low engine speed the AVV is low and the air valve position is low,
thus creating a small Venturi effect. The IEPR maintains the precise fuel control to the mixer, despite the
air valve position.

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FIGURE 36. MIXER ASSEMBLY

4.5.4.7 Electronic Throttle Body (ETB)

The Electronic Throttle Body (ETB) is connected to the intake manifold of the engine. The ETB control
device uses an electronic motor connected to the throttle shaft. When the engine is running, the ECM
sends an electrical signal to the ETB motor, to increase or decrease the angle of the throttle blade, thus
increasing or decreasing the air fuel mixture flow to the engine.
The fuel system uses an electronic signal, Drive By Wire (DBW), to control engine speed. The ECM
determines speed and load control. Defaults programmed into the ECM software and the throttle position
sensors allow the ECM to maintain safe operating control over the engine.
The ETB also incorporates two internal Throttle Position Sensors (TPS) which provide output signals to
the ECM. The ECM uses TPS information to correct speed and load control, as well as emission control
and engine protection.
The ETB used on US emission certified engines does not require any periodic adjustment.

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FIGURE 37. ELECTRONIC THROTTLE BODY (ETB)

4.6 Cooling System

4.6.1 Cooling System Components
Cooling system components are shown below:

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No. Description No. Description

1 Radiator 6 Coolant Level Sensor
2 Charging Air Cooler/After Cooler (Where Fitted) 7 Coolant Hose
3 Shroud 8 Coolant Fill Housing
4 Radiator Guard 9 Oil Cooler Hose (Where Fitted)
5 Air Hose 10 Coolant Bottle

FIGURE 38. COOLING SYSTEM COMPONENTS

4.6.2 Cooling System Maintenance

This section provides information on cleaning the radiator and updated information regarding bearings that
has been provided by our supplier to enable efficient and prolonged life of the equipment.

NOTICE
The following information regarding the correct choice and fitting of hose clamps has also been
provided by our supplier to assist and guide the user.

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4.6.2.1 Radiator Assembly Removal and Installation

Follow these steps to remove the radiator assembly:
1. Remove the enclosure doors, as applicable. See the figure below.

FIGURE 39. ENCLOSURE DOOR REMOVAL

2. Disconnect the battery connections. See the figure below.

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FIGURE 40. REMOVE CONNECTIONS

3. Drain the coolant.
4. Drain the engine oil (if an oil cooler is equipped).
5. Remove the CAC inlet and outlet connections (if equipped with a turbocharger and after cooler).
6. Remove the coolant connections.
7. Remove the oil cooler connections (if the oil cooler is equipped).
8. Remove the coolant reservoir bottle from the fan guard.
9. Remove the fan guards. See the figure below.

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FIGURE 41. REMOVE FAN COMPONENTS

10. Remove the side bolts for the support brackets. See the figure below.

FIGURE 42. SUPPORT BRACKETS

11. Remove the side support brackets.
12. Remove the bolts for the bottom bracket. See the figure below.

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FIGURE 43. SUPPORT BRACKETS AND BOTTOM BRACKET

13. Remove the radiator assembly on the side. See the figure below.

FIGURE 44. REMOVE RADIATOR

For radiator assembly installation, follow the previous steps in reverse order.

NOTICE
Alternator disc bolts and adapter bolts are all 52 Nm torque with +/- 5 Nm (38.5 ft-lb with +/- 3.7 ft-
lb) tolerances.

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4.6.2.2 Water Pump Removal and Installation

Water Pump Removal
1. Drain the coolant.
2. Remove radiator hose from inlet of water pump.
3. Remove the timing belt.
4. Remove the water pump bolts.
5. Remove the water pump.

FIGURE 45. WATER PUMP

Water Pump Installation
1. Install the water pump with a new gasket.
2. Tighten the water pump bolts to 14 Nm (10.4 ft-lb).
3. Install the radiator hose.
4. Install the timing belt.

4.6.2.3 Thermostat Installation

1. Check that the rubber ring is undamaged and seated correctly in the thermostat flange. See the
figure below.

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FIGURE 46. THERMOSTAT HOUSING LOCATION

2. Install the thermostat. Make sure that the jiggle valve is at the uppermost position. Tightening torque:
24 Nm. See the figure below.

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FIGURE 47. THERMOSTAT

4.7 Exhaust System

4.7.1 Overview
NOTICE
Read the warranty statement provided with the generator set for US Environmental Protection
Agency (EPA) restrictions on servicing specific components.

The exhaust system is comprised of up to three active components - the turbocharger (if equipped), the
oxygen sensor, and the muffler/catalytic converter (if equipped) - in addition to manifold(s) and piping
connecting the components.

4.7.2 Oxygen Sensor

During normal operation, the oxygen sensor monitors the oxygen content of the exhaust gases and sends
a voltage signal to the ECM. The ECM monitors this voltage. The oxygen sensor has a heating element
incorporated into the sensor to aid in the warm-up to the proper operating temperature and to maintain
that temperature.
The oxygen sensor produces no voltage when it is below its normal operating temperature of about 600 °F
(315.5 °C). During this warm-up period, the ECM operates in an open-loop fuel control mode. It does not
use the oxygen sensor signal. Instead, the ECM controls fuel metering based on other inputs and its own
program. Refer to the Sensors section for more information.

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Proper operation of the oxygen sensor depends on three conditions:

• Good electrical connections: The low voltages generated by the sensor require good, clean
connections which should be checked whenever a sensor problem is suspected or indicated.
• Outside air supply: The sensor needs proper exhaust circulation to the internal portion of the sensor
and proper air circulation to the external portion of the sensor. Whenever the sensor is installed,
make sure the air passages are not restricted.
• Proper operating temperature: The ECM will not react to the sensor signal until the sensor reaches
approximately 600 °F (315.5 °C). This factor must be considered when evaluation the performance
of the sensor.
Your authorized Cummins distributor can monitor fuel system/oxygen sensor operation using the GCP
Display service tool (latest version) and the ECM.

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4.7.3 Exhaust System Graphic

No. Description No. Description

1 Clamp 4 Muffler Out
2 Oxygen Sensor 5 Muffler
3 Gasket 6 Muffler In

FIGURE 48. EXHAUST SYSTEM

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4.7.4 Muffler Removal

WARNING
Exhaust pipes and mufflers are very hot and can cause severe personal injury or death from
direct contact or from fire hazard. Allow the muffler to cool down before removing.

4.7.4.1 Remove Enclosure End Panel

1. Remove bolts from top panel (1). Torque 9.8 to 11.9 Nm (7.3 to 8.8 ft-lb).

No. Description No. Description

1 Top Panel 2 End Panel

FIGURE 49. ENCLOSURE END PANEL REMOVAL

2. Remove top panel (1).
3. Slide end panel (2) up to unlatch the panel, then pull the end panel off.

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4.7.4.2 Remove Muffler

No. Description No. Description

1 Clamps 3 Bolts
2 Exhaust Pipe 4 Muffler

FIGURE 50. MUFFLER REMOVAL

1. Remove three clamps (1).
2. Remove exhaust pipes (2) from muffler (4).
3. Remove two bolts (3) from each end of muffler (4).
4. Remove muffler (4) from enclosure.

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4.7.5 Muffler Installation

4.7.5.1 Install Muffler
1. Place the muffler (4) over the four bolt holes in the skid. Refer to Figure 50.
2. Attach the muffler (4) with two bolts (3) on each end of muffler (4).
3. Install exhaust pipes (2) on the muffler (4).
4. Install three clamps (1).

4.7.5.2 Install Enclosure End Panel

1. Place the end panel (2) on each side panel locating pin. Refer to Figure 49.
2. Slide the end panel (2) down to latch the panel onto the locating pins.
3. Attach the top panel (1) with bolts on three sides and the top.

4.8 Engine and Accessories

4.8.1 Timing Belt Removal (A)
1. Remove the enclosure covers. See the figure below.

FIGURE 51. ENCLOSURE COVER REMOVAL

2. Disconnect the battery connections.
3. Remove CAC inlet and outlet connections (if equipped with turbocharger and after cooler).
4. Remove the coolant reservoir bottle from fan guard, but do not disconnect.
5. Remove the fan guards. See the figure below.

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FIGURE 52. FAN GUARD REMOVAL

6. Remove the fan. See the figure below.

FIGURE 53. FAN REMOVAL

7. Remove the water pump, fan, and battery charging alternator belt. See the figure below.

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FIGURE 54. WATER PUMP, FAN, AND BATTERY CHARGING ALTERNATOR BELT
8. Remove all of the ignition coils and spark plugs. See the figure below.

FIGURE 55. IGNITION COILS AND SPARK PLUGS

9. Remove the timing belt upper covers. See the figure below.

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FIGURE 56. TIMING BELT UPPER COVER REMOVAL

10. Remove the crankshaft pulley.
11. Remove the cylinder block plug as shown in the figure below.

FIGURE 57. CYLINDER BLOCK PLUG

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12. Check the orientation of the balance shaft by inserting a Phillips screwdriver with a shaft diameter of
8 mm (0.32 in).
• The correct orientation of the balance shaft allows the screwdriver to be inserted 60 mm (2.36
in) before contacting the balance shaft.
• The incorrect orientation of the balance shaft will only allow the screwdriver to be inserted 20 -
25 mm (0.79 - 0.98 in) before contacting the balance shaft.
If the balance shaft orientation is incorrect, rotate the oil pump sprocket 1 full revolution and re-check
the balance shaft orientation. Repeat until the balance shaft is correctly oriented.

NOTICE
Do not remove the screwdriver until after the timing belt has been installed.

13. Remove the timing belt lower cover. See the figure below.

FIGURE 58. TIMING BELT LOWER COVER REMOVAL

14. Rotate the engine, and ensure that all of the timing marks are aligned. See the figure below.

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FIGURE 59. TIMING MARK ALIGNMENT

15. Mark the arrow on the belt if the belt is going to be reused. See the figure below.

FIGURE 60. ARROW MARK

NOTICE
Water or oil on the belt shortens its life drastically, so wash or immerse the removed timing
belt, sprocket, and tensioner in solvent. Replace parts if contaminated. If there is oil or
water on any part, check the front case oil seals, camshaft oil seal, and water pump for
leaks.

16. Remove the autotensioner on the front case.

17. Loosen the center bolt on the tensioner pulley. See the figure below.

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No. Description No. Description

1 Autotensioner 2 Center Bolt

FIGURE 61. AUTOTENSIONER

18. Remove the timing belt.

4.8.2 Timing Belt Removal (B)

1. See the procedures in the Timing Belt Removal (A) section.
2. Remove the timing belt indicator.
3. Loosen the center bolt on the tensioner pulley.
4. Remove the timing belt. See the figure below.

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No. Description No. Description

1 Timing Belt Indicator 2 Timing Belt B Tensioner

FIGURE 62. TENSIONER PULLEY

4.8.3 Timing Belt Installation (A)

NOTICE
Special tool(s) required: Tension Pulley Wrench (part number A044J293)

1. If timing belt B was removed, refer to the Timing Belt Installation (B) section before installing timing
belt A.
2. Install the tensioner pulley. See the figure below.

FIGURE 63. TENSIONER PULLEY

3. If the autotensioner rod is fully extended, clamp it in a vise with soft jaws. See the figure below.

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FIGURE 64. AUTOTENSIONER IN VISE

4. Push in the rod slowly with the vise until the set hole A in the rod is aligned with hole B in the
cylinder. See the figure below.

FIGURE 65. HOLE ALIGNMENT

5. Insert a wire (1.4 mm in diameter) into the set holes. This autotensioner setting wire is used during
timing belt alignment.
6. Unclamp the autotensioner from the vise.
7. Install the autotensioner onto the front case and tighten. Torque 24± 3 Nm (17.8 ft-lb +/- 2.2 ft-lb).
See the figure below.

NOTICE
Leave the wire installed in the autotensioner.

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FIGURE 66. INSTALL AUTOTENSIONER

8. Align the timing mark on the camshaft sprocket with the timing mark on the rocker cover. See the
figure below.

FIGURE 67. CAMSHAFT SPROCKET AND ROCKER COVER TIMING MARKS

9. Align the timing mark on the crankshaft sprocket with the timing mark on the front case. See the
figure below.

FIGURE 68. CRANKSHAFT SPROCKET AND FRONT CASE TIMING MARKS

10. Align the timing mark on oil pump sprocket with its mating mark. See the figure below.

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FIGURE 69. OIL PUMP SPROCKET AND MATING TIMING MARKS

11. In the following order, install the timing belt on the crankshaft sprocket, oil pump sprocket, idler
pulley, camshaft sprocket, and tensioner pulley. Ensure that all timing marks are aligned and that
there is no slack on the tension side. See the figure below.

FIGURE 70. TIMING BELT A TENSION SIDE

12. Lift up the tensioner pulley in the direction of the arrow and tighten the center bolt. See the figure
below.

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FIGURE 71. AUTOTENSIONER DIRECTION

13. Check that all timing marks are aligned.
14. Turn the crankshaft a quarter turn counterclockwise. Then, turn it clockwise until the timing marks
are aligned again.
15. Install special tool tension pulley socket wrench. See the figure below.

FIGURE 72. AUTOTENSIONER WITH SOCKET WRENCH

16. With the special tool tension pulley socket wrench, socket wrench, and torque wrench, loosen the
tensioner pulley center bolt. Use a beam or dial style torque wrench that can measure 0 to 5.0 Nm (0
to 3.7 ft-lb). See the figure below.

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FIGURE 73. AUTOTENSIONER WITH SOCKET WRENCH (WITH BELT TENSIONING ARM)
17. Torque counter-clockwise (as shown in the figure above) to 2.5 to 2.6 Nm (1.85 to 2 ft-lb) with the
torque wrench so that the belt tensioning arm puts pressure on the autotensioner when released.
18. Holding the tensioner pulley with the special tool and torque wrench, tighten the center bolt to 48 ± 5
Nm (36 +/- 3.7 ft-lb).
19. Pull out the wire inserted at the autotensioner assembly. See the figure below.

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FIGURE 74. REMOVE METAL WIRE

20. Give two clockwise turns to the crankshaft. Wait 15 minutes.
21. Check that the rod protrusion of the auto-tensioner is within the standard value, which is 3.8 to 4.5
mm (0.15 to 0.18 in).
22. If the protrusion is not to specification, repeat the previous steps until the standard value is obtained
as measured by the rod projection of the autotensioner rod.
23. Install the cover. Torque 11 Nm (8.1 ft-lb).
24. Install the crank pulley. Torque 25 Nm (18.5 ft-lb).
25. Install the timing belt front upper cover. Torque 11 Nm (8.1 ft-lb).
26. Install the spark plugs. Torque 22.5 Nm (16.7 ft-lb).
27. Install the engine bracket to the intake manifold. Torque 11 Nm ± 1 Nm (8.1 +/- 0.74 ft-lb).
28. Install the ignition coil to the engine bracket. Torque 5 Nm ± 0.3 Nm (3.7 +/- 0.2 ft-lb).

4.8.4 Timing Belt Installation (B)

1. Align timing marks on the crankshaft sprocket and counterbalance shaft sprocket with the marks on
the front case. See the figure below.

FIGURE 75. TIMING MARKS

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2. Install the timing belt on the crankshaft sprocket and counterbalance shaft sprocket. Make sure that
there is no slack on the tension side.
3. Make sure that the tensioner pulley center and the bolt center are positioned as shown in the figure
below. See the figure below.

FIGURE 76. TENSIONER PULLEY CENTER

4. Move the tensioner in the direction of the arrow while lifting with your finger to give sufficient tension
to the tension side of timing belt, and tighten the bolt to secure tensioner. Torque to 19 ± 3 Nm (14
+/- 2.2 ft-lb). See the figure below.

NOTICE
When the bolt is tightened, use care to prevent the tensioner pulley shaft from turning with
the bolt. If the shaft is turned with the bolt, the belt will be over tensioned.

FIGURE 77. TENSIONER DIRECTION

5. Check that timing marks on the sprockets are aligned with the timing marks on the front case.
6. With your index finger, press the midway of span on the tension side of timing belt. The belt must
deflect 5 to 7 mm. See the figure below.

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FIGURE 78. CHECK TIMING BELT TENSION

4.8.5 Cylinder Head Assembly Torquing

Special tool(s) required: Cylinder Bolt Wrench (part number A044J309)
1. Install the cylinder head bolt.
a. If reusing the removed cylinder head bolts, check that the shank length of each bolt meets the
limit 3.9 in (99.4 mm). If it exceeds the limit, replace the bolts.
b. Apply engine oil to the thread of the bolts and to the washers. See the figure below.

FIGURE 79. SHANK LENGTH

2. Using special tool cylinder head bolt wrench, tighten the bolts to the specified torque, using the
tightening sequence shown below. Torque to 78 ± 2 Nm (58 ± 1.5 ft-lb). See the figure below.

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FIGURE 80. TORQUE SEQUENCE

3. Loosen all bolts fully in the reverse order of tightening.
4. Retighten the loosened bolts to in the tightening sequence shown. Torque to 20 ± 2 Nm (14.8 +/-
1.48 ft-lb).
5. Use a torque angle gauge or make a paint mark across each bolt head and cylinder head.
6. Tighten the cylinder head bolts 90° in the specified order.
7. Tighten the bolts another 90° in the same order sequence as referenced above, and check that the
paint marks on the cylinder head bolt are aligned with the paint marks on the cylinder head. See the
figure below.

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FIGURE 81. PAINT MARK ALIGNMENT

NOTICE
If the bolt is turned less than 90°, proper fastening performance may not be achieved. Be
careful to turn each bolt exactly 90°. If the bolt is overtightened, loosen the bolt completely
and then retighten it by repeating the tightening procedure.

8. Install the camshaft pin if the cylinder head was replaced. See the figure below.
a. Apply thread adhesive to the pin threads.
b. Install the pin into the dimpled spoke on the camshaft sprocket. Torque to 11 Nm (8.1 ft-lb).

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FIGURE 82. CAMSHAFT PIN MOUNTING

4.8.6 Front Seal Installation

Special tool(s) required: Crankshaft Sprocket Puller (part number A044H748) and Crankshaft Front Oil
Seal Installer (part number A044J299)
1. Remove the timing belts (A and B).
2. Loosen the crankshaft bolt, and remove the crankshaft bolt and washer. See the figure below.

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FIGURE 83. CRANKSHAFT BOLT AND WASHER

3. Remove the crankshaft sprocket. See the figure below.
a. Set the special crankshaft sprocket puller tool.
b. Screw in the center bolt of the special tool to remove the crankshaft sprocket.
c. Repeat this procedure for the other crankshaft sprocket.

FIGURE 84. CRANKSHAFT SPROCKET REMOVAL

4. Install the crankshaft front oil seal into the front case using the special tool. See the figure below.

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FIGURE 85. CRANKSHAFT FRONT OIL SEAL

4.8.7 Engine Removal and Installation

Follow these steps to remove the engine:

NOTICE
For models C20 N6, C22 N6, C25 N6, and C30 N6H, the terminal boxes will need to be removed to
more readily access the alternator adaptor and drive disk bolts.

1. Remove the enclosure covers as applicable. See the figure below.

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FIGURE 86. REMOVAL OF ENCLOSURE COVERS

2. Disconnect the following:
a. Disconnect the battery connections.
b. Disconnect all harness connections between engine and other systems of generator set.
c. Drain the coolant.
d. Drain the engine oil (if equipped with oil cooler).
e. Disconnect coolant heater connections.
f. Disconnect CAC inlet and outlet connections (if equipped with turbocharger and after cooler).
g. Disconnect oil cooler connections.
3. Do the following:
a. Disengage the coolant reservoir bottle from fan guard (do not disconnect).
b. Disconnect coolant connections from the engine.
c. Disconnect exhaust connections from the engine.
d. Remove the fan belt.
e. Remove the fan and keep it in the shroud. See the figure below.

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FIGURE 87. DISCONNECTION OF ENGINE SYSTEMS

4. Remove the terminal box cover/dome and alternator fan cover. See the figure below.

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FIGURE 88. REMOVAL OF TERMINAL BOX COVER AND DOME

5. Position the fixture and remove bolts:
a. Securely support the engine with appropriate blocking which provides approximately 2° before
and after the tilt of the engine/generator (with the generator end higher). This should be enough
to allow removal of the engine from the studs.
b. Remove the alternator drive disc bolts first and then remove the alternator adaptor bolts. See
the figure below.

NOTICE
Alternator drive disc bolts and adaptor bolts should be torqued to 52 Nm +/- 5 Nm (38.5
+/- 3.7 ft-lb).

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FIGURE 89. DISENGAGEMENT OF ENGINE AND ALTERNATOR

6. Secure the alternator with an appropriate lifting device. Pay attention to engine tilts and potential
damage to other nearby components. See the figure below.

NOTICE
Engine weight is approximately 450 pounds.

NOTICE
A Cummins lifting kit (part number A046P026) can be used for lifting the engine.

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FIGURE 90. ENGINE REMOVAL

For engine installation, follow the previous steps in reverse order.

NOTICE
Alternator drive disc bolts and adaptor bolts should be torqued to 52 Nm +/- 5 Nm (38.5 +/- 3.7 ft-
lb).

4.8.8 QSJ2.4 Engine Torque Specifications

Item Nm ft-lb Angular
Ignition System
Ignition coil 10 7.2
Spark plugs 24.5 18.08
Exhaust Manifold
Thermostat housing bolts 23.5 17.36
Timing Belt

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Item Nm ft-lb Angular

Auto-tensioner bolts 23.5 17.36
Camshaft sprocket bolt 88.5 65.1
Counterbalance shaft sprocket bolt 45 33.27
Crankshaft pulley bolts 24.5 18.08
Crankshaft bolt 117.5 86.8
Engine support bracket bolt 48 35.44
Idler pulley bolt 35.5 26.4
Oil pump sprocket nut 54 39.78
Tensioner "B" bolt 18.5 13.74
Tensioner arm bolt 21.5 15.91
Tensioner pulley bolt 48 35.44
Timing belt cover bolts (bolt, washer assembly) 11 7.96
Timing belt cover bolts (flange bolt and nut) 11 7.96
Inlet Manifold and Water Pump
Water pump bolts 14 10.4
Water pump pulley bolts 9 6.51
Engine hanger bolt 18.5 13.74
Oil pressure switch 10 7.2
Water temp gauge 29.5 21.7
Water outlet fitting bolts 19.5 14.5
Rocker Arms and Camshaft
Rocker arms and rocker arm shaft bolts 31.5 23.14
Rocker cover bolts 4 2.89
Thrust screw 18.5 13.74
Cylinder Head and Valves
Cylinder head bolts 196 144.7 +90° to 100°
Oil Pan and Oil Pump
Drain plug 44 32.55
Flange bolt 36.5 26.76
Front case bolts 23.5 17.36
Oil filter bracket bolts 18.5 13.74
Oil filter 18.5 13.74
Oil pan bolts 7 5.06
Oil pump cover bolts 15.5 11.57

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Item Nm ft-lb Angular

Oil pump cover screws 10 7.2
Oil screen bolts 18.5 13.74
Plug 23.5 17.36
Relief plug 44 32.55
Piston and Connecting Rod
Connecting rod cap nuts 196 144.7 +90° to 100°
Crankshaft and Cylinder Block
Bearing cap bolts 24.5 18.08 +90° to 100°
Bell housing cover bolts 9 6.51
Oil seal case bolts 11 7.96
Rear plate bolts 11 7.96

4.9 Alternator Service

4.9.1 General Description
CA115 Alternator
The CA115 alternator is of brushless rotating field design, available up to 600V, 60Hz (1800 RPM, 4 pole
and 3600 RPM, 2 pole), and built to meet B.S. 5000 Part 3 and other international standards.
Standard CA115 alternators are self-excited, with excitation power derived from the main output windings
using either an AS480 AVR or PCC controller. A permanent magnet generator (PMG) powered excitation
system is available as an option with either an AS480 AVR or PCC controller.

CA125 Alternator
The CA125 alternator is of brushless rotating field design, available up to 600V/60Hz (1800 RPM), and
built to meet BS5000 Part 3 and international standards.
The standard CA125 alternator is self-excited, with excitation power derived from the main output windings
using an SX460 AVR, AS440 AVR, or PCC controller.
A permanent magnet generator (PMG) powered excitation system is available as an option using an
MX341 AVR, MX321 AVR, or PCC controller.

CA135 Alternator
The CA135 alternator is of brushless rotating field design, available up to 600V/60Hz (3600 RPM), and
built to meet BS5000 Part 3 and international standards.
The CA135 alternator is self-excited, with excitation power derived from the main output windings using an
SX460 AVR, AS440 AVR or PCC controller.

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4.9.2 Winding Resistances

4.9.2.1 CA115 Winding Resistances
TABLE 25. CA115 WINDING RESISTANCES

Resistance of Windings at 22 °C
(Measured Values Should Be within 10%)

Exciter Rotor, L-L (Ohms)

Main Stator Windings,

Exciter Stator (Ohms)

L-N (leads) (Ohms)

Main Rotor (Ohms)

Alternator Type

EBG (Ohms)
311 41 17 06
CA115-M12 0.156 0.207 - 0.078 18.81 0.268 1.536 12.9
CA115-T12 0.112 0.124 - 0.048 19.31 0.210 1.767 12.9
CA115-P12 0.112 0.156 - - 19.31 0.210 1.531 12.9
CA115-J12 0.204 0.270 - - 17.68 0.256 1.248 12.9
CA115-R12 - - - 0.060 19.31 0.210 1.548 12.9
CA115-D14 0.961 1.227 1.910 0.539 17.68 0.256 0.412 12.9
CA115-H14 0.374 0.466 0.736 - 18.81 0.268 0.543 12.9
CA115-J14 - - - 0.128 18.81 0.268 0.606 12.9
CA115-L14 0.199 0.276 0.437 0.092 19.31 0.210 0.668 12.9
CA115-P14 0.194 0.244 0.384 - 20.61 0.216 0.779 12.9
CA115-R14 - - - 0.070 20.61 0.216 0.806 12.9
CA115-S14 0.142 0.191 0.304 - 20.61 0.216 0.869 12.9
CA115-V14 0.119 0.175 0.259 0.048 21.27 0.224 0.944 12.9

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4.9.2.2 CA125 Winding Resistances

TABLE 26. CA125 WINDING RESISTANCES

Resistance of Windings at 22 °C
(Measured Values Should Be within 10%)

Exciter Rotor, L-L (Ohms)

Main Stator Windings, L-N

PMG Stator, L-L (Ohms)

(leads)
(Ohms)

Exciter Stator (Ohms)

Main Rotor (Ohms)

Alternator Type

311 41 17 06
CA125-G14 - - - 0.048 20.76 0.142 0.594 3.8
CA125-J14 0.094 0.122 0.192 - 20.76 0.142 0.640 3.8
CA125-L14 0.078 0.105 0.160 0.032 20.87 0.156 0.736 3.8
CA125-P14 - - - 0.028 20.87 0.142 0.800 3.8

4.9.2.3 CA135 Winding Resistances

TABLE 27. CA135 WINDING RESISTANCES

Resistance of windings at 22 °C
(Measured Values Should Be within 10%)
Exciter Rotor, L-L (Ohms)

Main Stator Windings,

PMG Stator, L-L (Ohms)

Exciter Stator (Ohms)

L-N (leads) (Ohms)

Main Rotor (0hms)
Alternator Type

311 41 17 06
CA135-E12 0.061 0.094 - 0.029 23.55 0.082 1.279 3.8

4.9.3 Air Flow

Make sure that the air inlets and outlets are not obstructed when the alternator is running.

4.9.4 Humid Conditions

The water carrying capacity of air depends on temperature. If the air temperature falls below its saturation
point, dew may form on the windings, reducing the electrical resistance of the insulation. In humid
conditions, additional protection may be required even if the alternator is fitted inside an enclosure. Anti-
condensation heaters are supplied on request.

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4.9.5 Anti-Condensation Heaters

DANGER
Live Electrical Conductors
Live electrical conductors can cause serious injury or death by electric shock and burns.
To prevent injury and before removing covers over electrical conductors, isolate the generator
set from all energy sources, remove stored energy and use lock out/tag out safety procedures.

Power to the anti-condensation heater is supplied from a separate source. Anti-condensation heaters raise
the air temperature around the windings to deter condensation forming in humid conditions when the
alternator is not operating. Best practice is to energize the heaters automatically when the alternator is off.

4.9.6 Alternator Removal and Installation

The following instructions describe alternator removal and installation.
1. Remove enclosure components:
a. Remove the roof, side doors and end cap.

NOTICE
Torque enclosure panel fasteners 9.8 to 11.9 Nm.

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FIGURE 91. REMOVE ENCLOSURE

b. Remove covers, panels and plates:
i. Remove the terminal box cover/dome and the covers attached to the dome on either side
of the alternator facing the rear of the engine.

NOTICE
Torque M6 hex head bolt 4.5 to 5.7 Nm. Torque #8 star head bolt 4 to 5 Nm.

ii. Remove the cover panels (2 per side) from the terminal boxes (8 bolts on each side).

NOTICE
Torque 4.7 to 5.7 Nm.

iii. Ensure that all wires are labelled, marked or photographed so that they can be
reconnected to the same points.
iv. Disconnect all wires in the circuit breaker box that are connected to the alternator (load,
neutral and ground).

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NOTICE
The load wire lug torque at the circuit breaker is listed on the breaker.

v. Push the wires through the terminal box to disconnect the terminal box from the
alternator.

NOTICE
The ground lug torque to the terminal box is 4.7 to 5.7 Nm.

NOTICE
The neutral lug torque to the terminal box is 12.3 to 15 Nm.

vi. Disconnect connectors J17, J18 and J22 from the control board.
vii. Push the wires through the terminal box to disconnect the terminal box from the
alternator.
viii. Remove the alternator air inlet grill and drip cover from the terminal box (3 bolts per
side).

NOTICE
Torque the #8 star head bolt 4 to 5 Nm.

2. Remove the terminal box mounting bolts (6 bolts on each side) on both sides.

NOTICE
Torque 12.3 to 15 Nm.

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FIGURE 92. REMOVE TERMINAL BOX MOUNTING BOLTS

3. Remove the terminal boxes as required. Disconnect the terminal box on the left hand side first and
then reposition the terminal box. Doing this will reduce the amount of impact on the harness. To
remove the left hand terminal box, the plug that connects the control harness to the engine harness
must first be separated. This plug is near the terminal box.
4. Support the engine and alternator:
a. Loosen the alternator and engine isolator nuts on both sides.

NOTICE
Torque each isolator nut 82 to 100 Nm.

b. Securely support the engine with appropriate blocking which provides approximately 2° before
and after the tilt of the engine/alternator (with the alternator end higher). This should be enough
to allow removal of the alternator from the isolator studs.
c. Secure the alternator with an appropriate lifting device. It is highly recommended to use a 3-
point lift.

NOTICE
The alternator weighs up to 600 pounds.

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FIGURE 93. REMOVE AND SECURE THE ALTERNATOR (WITH DETAIL)

5. Remove the alternator fan guard and bolts:
a. Remove the alternator fan guard.
b. Remove the alternator drive disc bolts first and then remove the alternator adaptor bolts.

CAUTION
Do not attempt to rotate the generator rotor by levering against the vanes of the
cooling fan. The fan is not designed to withstand such forces and will be damaged.

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FIGURE 94. DO NOT ROTATE ROTOR USING FAN

CAUTION
The alternator drive disc fits into a relief cut into the engine flywheel. There is little
clearance between the outside diameter of the drive disc and the wall of the flywheel
relief. Extreme care is needed while the alternator is being removed and reattached to
the engine to prevent damage to the drive disc. The drive disc must be fully seated
into the flywheel relief during assembly.

NOTICE
Torque the alternator drive disc bolts and adaptor bolts to 52 Nm +/- 5 Nm.

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FIGURE 95. ALTERNATOR FAN GUARD (WITH DETAIL)

6. Carefully move the alternator away from the engine. The alternator drive disks can be easily
damaged during removal of the alternator. Make sure the alternator movement is controlled to
prevent contact and damage to other components.

NOTICE
The alternator weighs up to 600 pounds.

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FIGURE 96. MOVING THE ALTERNATOR

For alternator installation, follow the previous steps in reverse order.

4.9.7 Bearings
4.9.7.1 Bearing Life
Factors that reduce bearing life or lead to bearing failure include:
• Adverse operating conditions and environment.
• Stress caused by misalignment of the generator set.
• Vibration from the engine that exceeds the limits in BS 5000-3 and ISO 8528-9.
• Long periods (including transportation) when the alternator is stationary and subjected to vibration
can cause false brinelling wear (flats on the balls and grooves on the races).
• Humid or wet conditions that cause corrosion and deterioration of the grease by emulsification.

4.9.7.2 Sealed Bearings

Inspect sealed-for-life bearings periodically. Check for signs of wear, fretting or other detrimental features.
Damage to seals, grease leakage or discoloration of the bearing races indicate that the bearing may need
to be replaced.

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4.9.7.3 Generator Set Coupling

NOTICE
Do not attempt to rotate the generator rotor by levering against the vanes of the cooling fan. The
fan is not designed to withstand such forces and will be damaged.

FIGURE 97. DO NOT ROTATE ROTOR USING FAN

No. Description No. Description

1 Coupling Disc 2 Drive End Coupling Hub

FIGURE 98. SINGLE BEARING GENERATOR ROTOR SHOWING COUPLING DISC BOLTED TO DRIVE END
COUPLING HUB (AT RIGHT)

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4.9.8 Parts Identification

4.9.8.1 CA115 Single Bearing Alternator

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TABLE 28. CA115 PARTS AND FASTENERS

Reference Component
1 Excitation Boost System (EBS)
2 NDE Cover (without EBS)
NDE Cover (with EBS)
3 NDE Bracket M/C (New Cast Iron)
NDE Bracket M/C (New GDC)
4 NDE Bottom Access Screen LHS
NDE Bottom Access Screen RHS
5 Bearing
6 Exciter Stator
7 Stator Frame Assembly
8 Rotor Shaft Assembly
9 Excitor Rotor Assembly
10 Rotating Rectifier Assembly
11 Diode (Forward/Reverse) & Varistor Assembly
12 Fan
13 Coupling Disc (SAE 10, 1.5 THK)
14 Adapter Kit
15 DE Screen
16 Current Transformer Assembly
17 Terminal Board
18 Heater

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4.9.8.2 CA125 Single Bearing Alternator

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TABLE 29. CA125 PARTS AND FASTENERS

Reference Component
1 PMG Cover
2 Complete PMG Kit
3 PMG Rotor Assembly
4 PMG Stator Assembly
5 NDE Cover for Use with PMG
NDE Cover for Use without PMG
6 NDE Bracket
7 Bearing
8 Exciter Stator Assembly
9 Stator Frame Assembly
10 Bottom Screen
11 Rotor Shaft Assembly
12 Exciter Rotor Assembly
13 Rotating Rectifier Assembly
14 Diode (Forward/Reverse) & Varistor Assembly
15 Fan
16 Coupling Disc (SAE 10)
17 Adapter Kit (SAE 4)
18 DE Screen
19 Terminal Board
21 Heater

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4.9.8.3 CA135 Single Bearing Alternator

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TABLE 30. CA135 PARTS AND FASTENERS

Reference Component
1 NDE Cover
2 NDE Bracket
3 Bearing
4 Exciter Stator Assembly
5 Stator Frame Assembly
6 Bottom Screen
7 Baffle
8 Rotor Shaft Assembly
9 Exciter Rotor Assembly
10 Rotating Rectifier Assembly
11 Diode (Forward/Reverse) & Varistor Assembly
12 Fan
13 Coupling Disc (SAE 10)
14 Adapter Kit (SAE 4)
15 DE Screen
16 Terminal Board
18 Heater

4.9.9 Rectifier System

4.9.9.1 Introduction
The rectifier converts alternating current (AC) induced in the exciter rotor windings into direct current (DC)
to magnetize the main rotor poles. The rectifier comprises two semicircular annular positive and negative
plates, each with three diodes. In addition to connecting to the main rotor, the DC output of the rectifier
also connects to a varistor. The varistor protects the rectifier from voltage spikes and surge voltages that
may be present on the rotor under various loading conditions of the alternator.
Diodes provide a low resistance to current in one direction only: Positive current will flow from anode to
cathode, or another way of viewing it is that negative current will flow from cathode to anode.
The exciter rotor windings are connected to 3 diode anodes to form the positive plate and to 3 diode
cathodes to form the negative plate to give full wave rectification from AC to DC. The rectifier is mounted
on, and rotates with, the exciter rotor at the non-drive end (NDE).

4.9.9.2 Safety
DANGER
Live Electrical Conductors
Live electrical conductors can cause serious injury or death by electric shock and burns.
To prevent injury and before removing covers over electrical conductors, isolate the generator
set from all energy sources, remove stored energy and use lock out/tag out safety procedures.

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DANGER
Rotating Mechanical Parts
Rotating mechanical parts can cause serious injury or death by crushing, severing or trapping.
To prevent injury and before removing covers over rotating parts, isolate the generator set from
all energy sources, remove stored energy and use lock out/tag out safety procedures.

4.9.9.3 Test and Replace Rectifier System Component Requirements

TABLE 31. RECIFIER SYSTEM TEST AND REPLACE REQUIREMENTS

Requirements Description
Personal Protective Equipment (PPE) Wear appropriate PPE
Consumables • Loctite 241 thread locking adhesive
• Dow Corning silicone heat sink compound
type 340 or similar
Parts • Full set of three anode lead diodes and three
cathode lead diodes (all from the same
manufacturer)
• One metal-oxide varistor
Tools • Insulation tester
• Multimeter
• Torque wrench

4.9.9.4 Test and Replace Varistor

1. Inspect the varistor, (if fitted).
2. Record varistor as faulty if there are signs of overheating (discoloration, blisters, melting) or
disintegration.
3. Disconnect one varistor lead. Store fastener and washers.
4. Measure the resistance across the varistor. Good varistors have a resistance greater than 100 MΩ.
5. Record the varistor as faulty if the resistance is short circuit or open circuit in either direction. (Some
multimeters will read O.L. at high resistance levels. Please be aware of the limits of your tools.)
6. If the varistor is faulty, replace it and replace all diodes.
7. Reconnect and check that all leads are secure, washers fitted and fasteners tight.

4.9.9.5 Test and Replace Diodes

NOTICE
Do not tighten a diode above the stated torque. The diode will be damaged.

1. Disconnect the lead of one diode where it joins the windings at the insulated terminal post. Store
fastener and washers.

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2. Measure the voltage drop across the diode in the forward direction, using the diode test function of a
multimeter.
3. Measure the resistance across the diode in the reverse direction, using the 1000 VDC test voltage of
an insulation tester.
4. Diode is faulty if the voltage drop in the forward direction is outside the range 0.3 to 0.9 VDC, or the
resistance is below 20 MΩ in the reverse direction.
5. Repeat the tests for the five remaining diodes.
6. If any diode is faulty, replace the full set of six diodes (same type, same manufacturer):
a. Remove diode(s).
b. Apply a small amount of heat sink compound only to the base of the replacement diode(s), not
the threads.
c. Check polarity of diode(s).
d. Screw each replacement diode into a threaded hole in the rectifier plate.
e. Apply 2.6 to 3.1 Nm (23 to 27.4 in-lb) torque to give good mechanical, electrical and thermal
contact.
f. Replace the varistor.
7. Reconnect and check that all leads are secure, washers fitted and fasteners tight.

4.9.10 Windings
4.9.10.1 Introduction
NOTICE
Disconnect all control wiring and customer load leads from alternator winding connections
before conducting these tests.

NOTICE
The Automatic Voltage Regulator (AVR) contains electronic components which would be
damaged by high voltage applied during insulation resistance tests. The AVR must be
disconnected before doing any insulation resistance test. Temperature sensors must be
grounded to earth before doing any insulation resistance test.
Damp or dirty windings have a lower electrical resistance and could be damaged by insulation
resistance tests at high voltage. If in doubt, test the resistance at low voltage (500 V) first.

Alternator performance depends on good electrical insulation of the windings. Electrical, mechanical and
thermal stresses, and chemical and environmental contamination, cause the insulation to degrade.
Various diagnostic tests indicate the condition of insulation by charging or discharging a test voltage on
isolated windings, measuring current flow, and calculating the electrical resistance by Ohm’s law.
When a DC test voltage is first applied, three currents can flow:
• Capacitive Current: To charge the winding to the test voltage (decays to zero in seconds),
• Polarizing Current: To align the insulation molecules to the applied electric field (decays to near-
zero in ten minutes), and
• Leakage Current: Discharge to earth where the insulation resistance is lowered by moisture and
contamination (increases to a constant in seconds).

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For an insulation resistance test, a single measurement is made one minute after a DC test voltage is
applied, when capacitive current has ended. For the polarization index test, a second measurement is
made after ten minutes. An acceptable result is where the second insulation resistance measurement is at
least double the first, because the polarization current has decayed. In poor insulation, where leakage
current dominates, the two values are similar. A dedicated Insulation Tester takes accurate, reliable
measurements and may automate some tests.

4.9.10.2 Safety
DANGER
Live Electrical Conductors
Live electrical conductors can cause serious injury or death by electric shock and burns.
To prevent injury and before removing covers over electrical conductors, isolate the generator
set from all energy sources, remove stored energy and use lock out/tag out safety procedures.

WARNING
Live Electrical Conductors
Live electrical conductors at the winding terminals after an insulation resistance test can cause
serious injury or death by electric shock or burns.
To prevent injury, discharge the windings by shorting to earth through an earthing rod for at
least 5 minutes.

4.9.10.3 Requirements
TABLE 32. WINDING TEST REQUIREMENTS

Requirement Description
Personal Protective Equipment (PPE) Wear mandatory site PPE.
Consumables None
Parts None
Tools • Insulation test meter
• Multimeter
• Milliohm meter or microohm meter
• Clamp ammeter
• Infrared thermometer
• Earth rod

4.9.10.4 Test the Insulation Resistance of Windings

NOTICE
The alternator must not be put into service until the minimum insulation resistance is achieved.

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TABLE 33. TEST VOLTAGE AND MINIMUM ACCEPTABLE INSULATION RESISTANCE FOR NEW
AND IN-SERVICE ALTERNATORS

Test Minimum Insulation Resistance

Component Voltage at 1 Minute (MΩ)
(V) New In-Service
Main Stator 500 10 5
Exciter Stator 500 10 5
Exciter Rotor, Rectifier & Main Rotor Combined 500 10 5

1. Inspect the windings for mechanical damage or discoloration from overheating. Clean the insulation if
there is hygroscopic dust and dirt contamination.
2. For main stators:
a. Disconnect the neutral to earth conductor (if equipped).
b. Connect together the three leads of all phase windings (if possible).
c. Apply the test voltage from the table between any phase lead and earth.
d. Measure the winding insulation resistance after 1 minute (IR1min). Disconnect all control wiring
and customer load leads from the alternator winding connections before conducting these
tests.
e. Discharge the test voltage with an earth rod for 5 minutes.
f. If the measured insulation resistance is less than the minimum acceptable value, dry the
insulation, and then repeat the method.
g. If minimum resistance is not above listed, replace the main stator.
h. Reconnect neutral to earth conductor (if equipped).
3. For exciter stators, and combined exciter and main rotors:
a. Connect together both ends of the winding (if possible).
b. Apply the test voltage from the table between the winding and earth.
c. Measure the winding insulation resistance after 1 minute, IR1min. Insulation should be measured
with winding temperatures of 20 °C.
d. Discharge the test voltage with an earth rod for 5 minutes.
e. If the measured insulation resistance is less than the minimum acceptable value, dry the
insulation, and then repeat the method.
f. Repeat the method for each winding.
g. If minimum resistance is not above listed, replace the exciter stator.
h. Remove the connections made for testing.

4.9.10.5 Remove Main Rotor

NOTICE
The rotor is heavy, with a small clearance to the stator. Windings will be damaged if the rotor
drops or swings in the crane sling and hits the stator or frame. To avoid damage, fit support
packing and carefully guide the rotor ends throughout. Do not allow the sling to touch the fan.

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NOTICE
To remove the main rotor safely and easily, use the following special tools: a rotor extension
stub shaft, a rotor extension tube (of similar length to the rotor shaft) and a height-adjustable V
roller extension tube support. Refer to the factory for the availability and specification of these
tools.

1. Remove non-drive end bracket, see Remove Non-Drive End section.

2. For a two bearing alternator, remove drive end bracket, see Remove Drive End section.
3. For a one bearing alternator, remove drive end adapter as follows:
a. Disconnect the alternator from the prime mover.
b. Remove the DE adapter.
4. Fix the rotor shaft extension stub shaft to the main rotor at the non-drive end.
5. Fix the extension tube to the stub shaft.
6. Position the V roller support underneath the shaft extension tube, close to the alternator frame.
7. Raise the V roller support to lift the extension tube a small amount, to support the weight of the main
rotor at the non-drive end.
8. Use a crane sling to lift the rotor at the drive end a small amount, to support its weight.
9. Carefully move the crane sling away so that the rotor withdraws from the alternator frame, as the
extension tube rolls on the V rollers, until the rotor windings are fully visible.
10. Support the rotor on wooden blocks to prevent it rolling and damaging the windings.
11. Tightly bind the crane sling near the middle of the main rotor windings, near the rotor center of
gravity.
12. Use a crane sling to lift the rotor a small amount, to test the rotor weight is balanced. Adjust the
crane sling as necessary.
13. Carefully move the crane sling away so that the rotor withdraws completely from the alternator
frame.
14. Lower the rotor onto wooden block supports and prevent it rolling and damaging the windings.
15. Remove the extension tube and stub shaft, as necessary.
16. Mark the position of the sling (to assist re-assembly) and remove the crane sling, as necessary.

4.9.10.6 Install Main Rotor

NOTICE
The rotor is heavy, with a small clearance to the stator. Windings will be damaged if the rotor
drops or swings in the crane sling and hits the stator or frame. To avoid damage, fit support
packing between the rotor and stator and carefully guide the rotor ends throughout. Do not allow
the sling to touch the fan.

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NOTICE
To install the main rotor safely and easily, use the following special tools: a rotor extension stub
shaft, a rotor extension tube (of similar length to the rotor shaft) and a height-adjustable V roller
extension tube support. Refer to the factory for the availability and specification of these tools.

1. Fix the rotor shaft extension stub shaft to the main rotor at the non-drive end (or to the NDE bearing
cartridge on some alternator models).
2. Fix the extension tube to the stub shaft.
3. Tightly bind the crane sling near the middle of the main rotor windings near the rotor center of
gravity.
4. Use a crane sling to lift the rotor a small amount, to test the rotor weight is balanced. Adjust the
crane sling as necessary.
5. Position the V roller support at the non-drive end, close to the alternator frame.
6. Carefully use the crane sling to insert the rotor into the alternator frame, extension tube first.
7. Guide the extension tube onto the V roller support. Adjust the height of the V roller support as
necessary.
8. Insert the rotor into the alternator frame, until the crane sling meets the frame.
9. Lower the rotor onto wooden blocks to prevent it rolling and damaging the windings.
10. Reposition the crane sling at the drive end of the rotor shaft.
11. Use the crane sling to lift the rotor at the drive end a small amount, to support its weight.
12. Carefully move the crane sling towards the alternator frame, as the extension tube rolls on the V
rollers, until the rotor windings are fully inserted.
13. Gently lower the crane sling to put the rotor weight onto the support packing and remove the sling.
14. For a two bearing alternator, refit drive end bracket, see Assemble Drive End section.
15. For a one bearing alternator, assemble the drive end as follows:
a. Refit the DE adapter
b. Couple the alternator to the prime mover.
c. Refit the upper and lower air outlet screen covers.
16. Refit the non-drive end bracket, see Assemble Non-Drive End section.
17. Remove the rotor shaft extension tube.
18. Remove the rotor shaft extension stub shaft.
19. Remove the V roller support.

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5 Troubleshooting
5.1 Troubleshooting Procedures
This section is a guide to help you evaluate problems with the generator set. You can save time if you
read through the entire manual ahead of time and understand the system.
This section contains the following information:
• How to troubleshoot symptom-based problems that are not numbered
• How to troubleshoot numeric fault codes, including descriptions of warning and shutdown code and
corrective actions, such as checking fluid levels, control reset functions, battery connections, etc.
Make sure the generator set is shut down and disabled before disconnecting or connecting harness
connectors to troubleshoot.
1. Press the generator set's "O" (Off) button to stop the generator set. Allow the generator set to
thoroughly cool to the touch.
2. If applicable, turn off and disconnect the battery charger from the AC source before disconnecting
the battery cables.
3. Disconnect the negative (–) cable from the battery and secure it from contacting the battery terminals
to prevent accidental starting.

NOTICE
It is recommended that all changes to settings be recorded at each site to help troubleshoot the
generator set.

NOTICE
Electrostatic discharge will damage circuit boards. Always wear a wrist strap when handling
circuit boards or when disconnecting or connecting harness connectors.

5.2 Safety Considerations

WARNING
Hazardous Voltage
Contact with high voltages can cause severe electrical shock, burns, or death.
Make sure that only personnel who are trained and qualified to work on this equipment are
allowed to operate the generator set and perform maintenance on it.

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WARNING
Combustible Gases
Ignition of battery gases is a fire and explosion hazard which can cause severe personal injury or
death.
Do not smoke, or switch the trouble light ON or OFF near a battery. Touch a grounded metal
surface first before touching batteries to discharge static electricity. Stop the generator set and
disconnect the battery charger before disconnecting battery cables. Using an insulated wrench,
disconnect the negative (–) cable first and reconnect it last.

WARNING
Automated Machinery
Accidental or remote starting of the generator set can cause severe personal injury or death.
Isolate all auxiliary supplies and use an insulated wrench to disconnect the starting battery
cables (negative [–] first).

Only trained and experienced service personnel with knowledge of fuels, electricity, and machinery
hazards should perform service procedures. Review the safety precautions in the Important Safety
Instructions section.
High voltages are present when the generator set is running. Do not open the generator set output box
while the generator set is running.

NOTICE
Disconnect the battery charger from the AC source before disconnecting the battery cables.
Otherwise, disconnecting cables can result in voltage spikes damaging to DC control circuits of
the generator set.

When troubleshooting a generator set that is shut down, make certain the generator set cannot be
accidentally restarted as follows:
1. Make sure the generator set is in the Off mode.
2. Turn off or remove AC power from the battery charger.
3. Using an insulated wrench, remove the negative (–) battery cable from the generator set starting
battery.

5.3 GATRR Troubleshooting Approach

Cummins recommends the GATRR (Gather, Analyze, Test, Repair, Retest) troubleshooting approach.

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TABLE 34. GATRR TROUBLESHOOTING APPROACH

Icon Description

G - Gather: Gather customer information, review service history, complete visual inspection, and
perform system operation check. Attempt to safely recreate the issue.

A - Analyze: Narrow down the possibilities by system and identify likely problem components.

T - Test: Perform tests in order of likelihood based on troubleshooting tees and symptoms
present.

R - Repair: If necessary, perform repair per manufacturing guidelines and document all of the
steps taken.

R - Re-test: Re-test the component, verify that the unit operates properly, and ensure that the
documentation is complete.

5.4 Service Repair Levels

The following table lists the differences in Repair Level (dealers) versus Full Service Level (distributors).

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TABLE 35. SERVICE BILL OF MATERIAL GUIDE

Service Type Description

• Maintenance items
• Water pumps
• Exhaust manifold
• Starter
• Alternator and bracket
• Fan hub
• Belt tensioner
• Valve cover and gasket
• Vibration damper
Repair Level
(Dealer) • Front cover and front cover gasket
• Thermostat
• Oil fill cap
• Dipstick and dipstick holder
• Filters and filter heads
• Belts
• Spark plugs and wire
• Gaskets associated with major components on this list (e.g. water pump gaskets, exhaust
manifold gaskets, etc.)
• Everything external on a long block (includes electronics and fuel systems)

• Maintenance items

Full Service • Repair items plus internal engine components (internal wear/failure items plus head
(Distributor) gaskets, rod/main bearings, rings, and lube pumps)
• Component rebuild parts, such as fuel system sub components, turbocharger sub
components, and air compressor sub components

5.5 Control System

The generator set control system continuously monitors engine sensors for abnormal conditions, such as
low oil pressure and high coolant temperature. If any of these conditions occur, the control will light a
yellow Warning lamp or a red Shutdown lamp and will display a message on the graphical display panel.
In the event of an engine shutdown fault (red Shutdown LED), the control will stop the engine immediately.

5.5.1 Display Setup and Software Information

The Display Setup Menu is used to modify the display and user preferences.
• Connection: A display can be set up to be Local or Remote (default = Local).
• Access Code: A display can be set up to require or not require an access code when entering the
mode (Auto, Manual Run, or Off).

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• Symbols: A display can be set up to display international symbols on the Operator Menus (default =
Yes).
To access the Display Setup Menu:
1. From any Information Menu, hold down the up and down arrows simultaneously for two seconds.
The Service Menu appears.
2. Select Setup Menus.
3. Enter the password 574 on the Password screen. The Setup Menu appears.
4. Select Genset Setup.
5. Advance through the screens until the Display Setup Menu appears.
To update the Connection, Access Code, or Symbols on the Display Setup Menu:
1. Access the Display Setup Menu.
2. Select Adjust.
3. Adjust settings, and press Save to save any changes.
When updating these settings, the functions of the keys are as follows:
• The horizontal right arrow key is used to select successive blocks for editing settings on the screen.
• Adjust values by using the + or - keys on the Adjust Menu of the Display Setup Menu.
• Press Save to save any changes. After savings, the Save button changes to the Adjust button.

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FIGURE 99. DISPLAY SETUP MENU NAVIGATION

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5.6 Fault Finding

WARNING
Troubleshooting procedures.
Troubleshooting procedures present hazards that can result in severe personal injury or death.
Only qualified service personnel with knowledge of fuels, electricity, and machinery hazards
should perform service procedures.
Review safety precautions listed in this manual together with the documentation supplied with
the generator set.

For any symptom not listed, contact your authorized dealer for assistance.
Before starting any fault finding, ensure that the following basic checks are carried out:
• All switches and controls are in their correct positions
• Fuel system is connected and fuel is available
• The lubricating oil level is correct
• The coolant level is correct
• The radiator cooling air flow is free from obstruction
• The battery charge condition is satisfactory and the connections are secure
• The generator set electrics and alternator connections are secure
• The panel connections are secure
• The protection circuits have been reset
• Blown fuses have been replaced
• Tripped contactors or circuit breakers have been reset

5.7 InPower Service Tool

The InPowerTM service tool can be used in troubleshooting to perform tests, verify control inputs and
outputs, and test protective functions. Refer to the InPower User's Guide, provided with the InPower
software for test procedures.

5.7.1 Disabling the AMF Feature

NOTICE
This procedure must be performed by a qualified technician.

On single-phase units, the control is shipped with the Automatic Mains Failure (AMF) feature enabled.
This feature has logic to control the RA Automatic Transfer Switch (ATS), including a 5-minute retransfer
to utility delay. If you are not using an RA ATS, you can eliminate the 5-minute retransfer to utility delay by
disabling the AMF feature using the instructions below.

NOTICE
This procedure is optional. If you do not disable the AMF feature, the generator set will just run
for an additional 5 minutes after the utility has been restored.

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NOTICE
These steps cannot be performed with the HMI211; they can only be performed with the InPower
service tool.

1. Connect to the PCC 1.1 or PCC 2.3 via InPower.

2. Navigate to the Adjustments->Features->Automatic Transfer Switch folder.
3. Select the Auto Mains Failure Enable parameter.
4. Double-click on Enabled in the Value field.
5. A pop-up will appear with available choices. Select Disabled.
6. Select Device->Save Adjustments from the top menu bar.
7. A pop-up will appear asking if the change is to be saved. Click the Save button.
8. After a pop-up appears confirming that the change has been saved, disconnect InPower from the
PCC1302.

5.8 Mechanical Service Tools List

TABLE 36. MECHANICAL SERVICE TOOLS LIST

Part Number Description Image Required or Purpose

Recommended
A044J293 Tension Pulley Wrench Required Adjustment of timing
belt tension

A047V508 End Yoke Holder Recommended kit Holding camshaft

sprocket when
loosening or torquing
bolt

A044J295 Camshaft Oil Seal Recommended Installation of camshaft

Installer oil seal

A044J297 Crankshaft Front Oil Recommended Installation of

Seal Guide crankshaft front oil seal

A044J299 Crankshaft Front Oil Recommended Installation of

Seal Installer crankshaft front oil seal

A044J303 Crankshaft Rear Oil Recommended Installation of

Seal Installer crankshaft rear oil seal

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Part Number Description Image Required or Purpose

Recommended
A044J025 Handle Recommended Installation of
crankshaft rear oil seal

5.9 Network Applications and Customer Inputs

In applications with networks and remote customer inputs, the generator set may start unexpectedly or fail
to crank as a result of these inputs. These symptoms may appear to be caused by the base board. Verify
that the remote input is not causing the symptom or isolate the control from these inputs before
troubleshooting the control.

5.10 Display Text or Symbolic Version

The operator panel graphical display can be set to show text (English only) or symbols for fault messages,
operator menus, and the Mode Change Menu. Descriptions of commonly used symbols are included in
the following table. Combinations of symbols are used to display some fault conditions.
When shipped from the factory, the display is set to display symbols. Qualified service personnel are
required to change the default setting.

TABLE 37. SYMBOLS

Symbol Text

Generator Warning Fault

Generator Shutdown Fault

Coolant Temperature

Oil Pressure

Voltage Alternating Current (VAC)

Voltage Direct Current (VDC)

AC Current

Hz Frequency

Battery

Out of Range

High or Pre-High

Low or Pre-Low

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Symbol Text

Annunciator

Over Speed

Crank Fail

Emergency Stop

5.11 Troubleshooting by Symptom

5.11.1 Alternator Performance Troubleshooting
5.11.1.1 Low AC Voltage at Startup
Possible Causes:
1. Loss of residual magnetism in the exciter stator lamination
Diagnosis and Repair:
1. Loss of residual magnetism in the exciter stator lamination
This can be caused by:
• Extended storage
• Reversed magnetic field by flashing with wrong battery polarity
• Exciter stator rewind
• Mechanical shock (replacement)
a. Restore magnetism.
i. Attach leads to a 12 VDC battery with a diode in the positive lead as shown below.

NOTICE
The PCC will be destroyed if connected with the wrong polarity and no diode.

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No. Description No. Description

1 12V Battery 3 AVR/PC1.1 control
2 Blocking Diode

FIGURE 100. RESTORE MAGNETISM

ii. Run the generator at rated speed, no load.
iii. Briefly (maximum one second) connect the positive lead to PCC terminal X+ (F1: P17-1)
and the negative lead to PCC terminal XX- (F2: P17-2).

5.11.1.2 Unstable Voltage (No Load)

Possible Causes:
1. Engine governing unstable
2. Loose or corroded connections
3. Intermittent ground on machine
Diagnosis and Repair:
1. Engine governing unstable
• Check for engine governor hunting with a frequency meter or tachometer, or cyclic irregularities
in the engine with InPower.
• If any engine DTC fault codes are present, troubleshoot them using the E-Controls manual.
• Check fuel supply pressure to ensure that it is consistent.
• Ensure that the throttle assembly moves freely. Clean it if necessary.
• Check the spark plugs for buildup; ensure that a spark is present at each cylinder. Repair or
replace them if necessary.

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• Check for any exhaust restriction. Clean or replace components as necessary.

• Check for an intake leak. Repair or replace components as necessary.
• Check for proper function of the crankshaft and camshaft position sensors, and the wiring to
the ECM from the sensors. Repair or replace components as necessary.
• Check the fuel mix control valve for proper operation, such that it can move freely and easily.
Clean or replace the valve if necessary.
2. Loose or corroded connections
• Check electrical connectors on terminals on the control board. Check auxiliary terminals for
loose connections. Repair or replace as necessary.
3. Intermittent earth on machine

NOTICE
Voltage induced during megger test may damage the PCC. Disconnect the PCC before
megger test.

• Megger test all the windings, including the exciter stator. Low insulation resistance can affect
the PCC.

5.11.1.3 Unbalanced Voltage (With Load)

Possible Causes:
1. Engine governing unstable
Diagnosis and Repair:
1. Engine governing Unstable
• Check with frequency meter or tachometer for engine governor hunting, or cyclic irregularities
in the engine with InPower.
• If any engine DTC fault codes are present, troubleshoot those using the E-Controls manual.
• Check fuel supply pressure to ensure that it is consistent.
• Ensure that throttle assembly moves freely, clean if necessary.
• Check the spark plugs for buildup, ensure that spark is present at each cylinder. Repair or
replace if necessary.
• Check for any exhaust restriction. Clean or replace if necessary.
• Check for an intake leak. Repair or replace if necessary.
• Check for proper function of the crankshaft and camshaft position sensors, and the wiring to
the ECM from the sensors. Repair or replace if necessary.
• Check the Fuel mix control valve for proper operation, such that it can move freely and easily.
Clean or replace if necessary.

5.11.1.4 Unstable Voltage (With Load)

Possible Causes:
1. Engine governing unstable
2. Leading power factor load created by power factor correction capacitors
3. Fluctuations in load current (motor starting or reciprocating loads)
4. Automatic voltage regulator parameters configured incorrectly

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5. Non-linear loads causing interaction between dynamic closed loop control systems.
Diagnosis and Repair:
1. Engine governing unstable
• Refer to the engine service manual (if applicable) or E-Controls service manual.
2. Leading power factor load created by power factor correction capacitors
• Isolate the power factor correction capacitors until sufficient motor load has been applied to
counteract the leading power factor. Adjust as required if corrects the issue.
3. Fluctuations in load current (motor starting or reciprocating loads)
• Check the load current on a stable supply (i.e., mains), or separately excite the machine. A
variable DC supply is required for on load separate excitation tests.
4. Automatic voltage regulator parameters configured incorrectly
• Contact your local Cummins distributor.
5. Non-linear loads causing interaction between dynamic closed loop control systems.
• The interaction of the alternator and the engine closed loop controls the load.
◦ Instability is caused by the oversensitive control settings.
◦ Reduce automatic voltage regulator gain (stability).

5.11.1.5 Poor Voltage Regulation (With Load)

Possible Causes:
1. Unbalanced load
2. Voltage drop between alternator and load, caused by losses in supply cable (power losses)
3. Fault on main rectifier or excitation winding
4. Under frequency roll-off protection activated
Diagnosis and Repair:
1. Unbalanced load.
• Check voltage and load current on all phases. If unbalanced, redistribute the load more evenly
across the phases.
2. Voltage drop between alternator and load, caused by losses in supply cable (power losses).
• Check the voltage at both ends of the cable run at full load.
◦ Large differences in voltages indicate a large volts drop along the cable.
◦ A larger diameter cable is required in severe cases.
3. Fault on main rectifier or excitation winding.
• Check the no load excitation voltage across automatic voltage regulator X+ (F1) and XX- (F2).
Voltage should be no higher than 12 VDC.
4. Under frequency roll-off protection activated.
• Under frequency roll-off protection is activated, indicating excessive load. Check that under
frequency roll-off set point and slope are correct.
• Load on generator is in excess of rated. Ensure that the load on the generator set does not
exceed the generator kW rating. Revisit the generator set sizing process to ensure that the
generator set is correctly sized for the application, especially if new loads have been introduced
into the system.

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5.11.1.6 Poor Response to Load Surges or Motor Starting (With Load)

Possible Causes:
1. Engine performance
2. Load current surges
3. Active under-frequency roll-off protection on automatic voltage regulator
4. Voltage drop between alternator and load
5. Fault on windings or rotating rectifier
6. Fault in automatic voltage regulator
Diagnosis and Repair:
1. Engine performance
• Check performance of the engine during the application of load.
2. Load current surges
• When surges significantly exceed the full load of the generator, check surges with a clip-on
ammeter.
◦ Check with factory for advice on voltage dips for motor starting.
3. Active under-frequency roll-off protection on automatic voltage regulator
• Low engine speed will activate under frequency roll-off protection circuit. Check the engine
speed dip on load application.
4. Voltage drop between alternator and load
• The drop is caused by power losses in the supply cable, which will be worse during current
surges (motor starting, etc.). Check the voltage at both ends of the cable run at full load.
◦ Differences in voltages indicate a volts drop along the cable.
◦ A larger diameter cable may be required in severe cases.
◦ This will be worse during current surges (motor starting, etc.).
5. Fault on windings or rotating rectifier
• Check the no load excitation voltage across automatic voltage regulator X+ (F1) and XX- (F2).
Voltage should be no higher than 12 VDC.
6. Fault in automatic voltage regulator
• Replace the automatic voltage regulator and re-test when loaded.

5.11.1.7 High Voltage (With Load)

Possible Causes:
1. Unbalanced load
2. Leading power factor
Diagnosis and Repair:
1. Unbalanced load.
• Check voltage on all three phases. If unbalanced, re-distribute loading over the three phases.

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2. Leading power factor.

• Check for capacitive (leading) PF load (i.e. kVA correction fluorescent lights).
◦ Apply motor (lagging) PF load, or switch off capacitors.
◦ A leading power factor load will give abnormally low DC excitation volts across X+ (F1)
and XX-(F2).

5.11.1.8 Low Voltage (With Load)

Possible Causes:
1. Under frequency roll-off protection activated
2. Faulty permanent magnet generator (PMG) (if used)
3. Fault on winding or rotating diodes
4. Voltage drop between alternator and load, due to power losses in the cable
Diagnosis and Repair:
1. Under frequency roll-off protection activated
• Under frequency roll-off protection is activated, indicating excessive load. Check that under
frequency roll-off set point and slope are correct.
• Load on generator is in excess of rated. Ensure that the load on the generator set does not
exceed the generator kW rating. Revisit the generator set sizing process to ensure that the
generator set is correctly sized for the application, especially if new loads have been introduced
into the system.
2. Faulty permanent magnet generator (PMG) (if used)
• Start the generator set and run at rated speed. Measure the voltages at the terminals P2 (J18-
1) and P3 (J18-2). These should be balanced and within the range of 60 Hz generators 190 to
220 V.
3. Fault on winding or rotating diodes
• Any fault in this area will appear as high excitation voltage across X+ (F1) and XX- (F2).
a. Remove external leads from the alternator.
b. Use appropriate metering equipment (Wheatstone bridge or Kelvin bridge). Measure the
winding resistance of the main rotor and stator.
c. Check diodes.
d. Test diodes on the main rotating rectifier assembly with a multimeter.
4. Voltage drop between alternator and load, due to power losses in the cable
• Check the voltage at both ends of the cable run at full load.
◦ Differences in voltage levels indicate a voltage drop along the cable.
◦ In severe cases, a larger diameter cable is required.
◦ This will be worse during current surges (motor starting, etc.).

5.11.1.9 Fault Finding

Before starting any fault finding procedure, examine all wiring for broken or loose connections. If in doubt,
refer to the wiring diagram supplied with the alternator.

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The following list is to aid in troubleshooting and is not exhaustive. If after completing the appropriate
action the problem still persists refer to the Fault Finding manual or consult Cummins Generator
Technologies Customer Service Department. For details of your nearest outlet or to refer to the Fault
Finding Manual visit www.stamford-avk.com.

5.11.1.9.1 Without AVR

NOTICE
Perform the tests in order, unless stated otherwise. Perform the method steps in order. Achieve a
result before doing the next step.

NOTICE
Disconnect the exciter stator leads X+ (F1) and XX- (F2) from the PCC 1302 control board, then
do the tests in the table below.

TABLE 38. FAULT FINDING: WITHOUT AVR

Test Result Action

Disconnect the sensing leads from Clean the main stator, allow it to
the AVR (6, 7, and 8), the ground dry, and repeat the test. If the same
Resistance is less than 1 MΩ.
cable, and customer connection result is achieved, replace the
1
from the terminal block. Use a µΩ alternator/main stator.
meter to measure resistance from
the leads to ground. Resistance is greater than 1 MΩ. Proceed to Test 2.

Resistance is not with 10% of the

Stator windings are damaged.
relevant value in the Windings
Use a multimeter to measure the Replace the exciter stator.
section.
2 exciter stator resistance across the
leads X+ (F1) and XX- (F2). Resistance is within 10% of the
relevant value in the Windings Proceed to Test 3.
section.
Clean the exciter stator, allow it to
dry, and repeat the test. If the same
Resistance value is less than 1 MΩ.
Use an insulation tester to megger result is achieved, replace the
3 exciter stator.
from the XX- (F2) to ground.
Resistance value is greater than 1 Exciter stator is good. Proceed to
MΩ. Test 4.
Main stator, main rotor, exciter
Voltage is balanced between
stator, exciter rotor, and rectifier are
phases within 1%, and within 10%
functioning properly. Proceed to
Connect a 12V battery to the exciter of nominal. Test 10.
stator windings, positive terminal to
X+ (F1), negative terminal to XX- Main stator is functioning properly.
4 Voltage is balanced between
(F2). Disconnect all loads. Run the Proceed to Test 6. If Tests 6 and 7
phases within 1%, but greater than
generator at nominal speed. already completed, proceed to Test
10% below nominal.
Measure AC output voltage. 8.
Voltage is unbalanced by greater Main stator windings are faulty.
than 1%. Proceed to Test 5.

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Test Result Action

Resistances are not within 10% of
the relevant value from the
Replace the alternator.
At the terminal block, disconnect all Windings section, or are not
leads. Use a µΩ meter/kelvin bridge balanced within 1%.
5
to measure each winding Resistances are within 10% of the
resistance. relevant value from the Windings Reconnect all leads, and then return
section, and are balanced within to Test 2.
1%.

Disconnect the flexible lead ends of One or more diodes do not function Replace all diodes, as well as the
6 each diode on the rotating rectifier. properly. varistor. Return to Test 4.
Use a multimeter to test each diode. All diodes function properly. Proceed to Test 7.
The varistor shows signs of a
Inspect the varistor for signs of Replace all diodes and the varistor.
thermal event or measures no
damage or overheating. Disconnect Return to Test 4.
resistance in one or both directions.
7 the positive output lead from the
rotating rectifier. Measure resistance The varistor shows no signs of a
across the varistor. thermal event and has near infinite Proceed to Test 8.
resistance in both directions.
Replace the exciter rotor/alternator
assembly.

NOTICE
Resistance is within 10% of the
Disconnect the 6 exciter rotor leads The exciter rotor should only be
relevant value in the Windings
from the rotating rectifier. Use a µΩ replaced in a workshop
section.
8 meter to measure the resistance environment as the exciter
across all of the leads connected to needs to be press fit onto the
the same polarity diodes. rotor shaft.

Resistance is not within 10% of the

relevant value in the Windings Proceed to Test 9.
section.
Replace the main rotor/alternator
assembly.

NOTICE
Resistance value is more than 10%
The exciter rotor should only be
Disconnect one of the main rotor different than the relevant value
replaced in a workshop
leads from the rotating rectifier. Use from the Windings section. environment as the exciter
9
a multimeter to measure the needs to be press fit onto the
resistance of the main rotor. rotor shaft.

Resistance value is less than 10%

different than the relevant value Proceed to Test 10.
from the Windings section.

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One or more sense leads measure

Replace the sensing leads.
"open".
Use a multimeter to check the Proceed to Test 11 if equipped with
10
continuity of the sense leads. All sense leads measure EBS. Proceed to Test 13 if
continuous. equipped with PMG. If not equipped
with either, replace control board.
Proceed to Test 12 if the EBS
Output voltage is within 10% of
service tool is available. If not,
Disconnect EBS. Run the generator nominal.
replace the EBS.
set at nominal speed. Use a
11 Replace the control board. Proceed
multimeter to measure AC output
voltage. Output voltage is not within 10% of to Test 12 if the EBS/EBC service
nominal. tool is available. If not, replace the
EBS.

Use the EBS service tool to check EBS or EBC does not operate
Replace the faulty component.
12 for proper function of the EBS and properly.
EBC. EBS and EBC operate properly. Replace the control board.
All voltages are 170-220V phase to
Replace the control board.
Use a multimeter to measure the phase and are balanced within 1%.
13 voltage across the leads of the Voltages are not 170-220V phase to
PMG. phase and/or not balanced within Proceed to Test 14.
1%.
Resistance is not within 10% of the
relevant value in the Windings Replace the PMG stator.
Use a multimeter to measure the section.
14
resistance of the PMG stator. Resistance is within 10% of the
relevant value in the Windings Replace the PMG rotor.
section.

5.11.2 Engine Performance Troubleshooting

5.11.2.1 Engine Is Difficult to Start or Does Not Start
Possible Causes:
1. Battery voltage is low, interrupted, or open
2. Sensor issues
3. Fuel system issues
4. Air intake or exhaust issues
5. Base engine problem
Diagnosis and Repair:
1. Battery voltage is low, interrupted, or open
a. Check the battery connections, unswitched battery supply circuit, and fuses.
b. Correct or replace if necessary.

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2. Sensor issues
a. The intake manifold pressure sensor is malfunctioning.
i. Check the intake manifold pressure sensor.
ii. Correct or replace if necessary.
b. The temperature manifold absolute pressure (TMAP) sensor is malfunctioning.
i. Refer to the Sensors section.
c. The crankshaft and/or camshaft speed/position sensors are reading incorrectly.
i. Check for rpm on HMI. If speed cannot be seen on HMI, check the sensors.
ii. Refer to Section 4.3 on page 66 for information on the inspection and replacement of
sensors.
3. Fuel system issues
a. Verify fuel pressure at the generator set.
b. Inspect fuel lines and connections for leaks. Spray soapy water along the lines and at
connection. Bubbling indicates a likely leak location.
i. Repair the leaks. Refer to the Fuel System section.
c. The manual fuel shutoff (FSO) valve is closed.
i. Open the valve.
d. FSO valve solenoids or circuit are malfunctioning.
i. Check the FSO valve solenoids and circuit for proper operation. Check for continuity, and
proper operation.
ii. Correct or replace if necessary. Refer to the Fuel System section.
e. The wiring to the throttle body has failed (shorted or open).
i. Examine the wiring for damage.
ii. Check for DTC fault codes. If any are present, troubleshoot as specified in the E-Controls
manual.
iii. Repair if necessary
f. The throttle plate and shaft are binding.
i. Check for fault codes using the E-Controls tool. Troubleshoot those as specified in the E-
Controls manual.
ii. Inspect the bore of the throttle body.
iii. Clean if necessary, or replace if worn.
g. Inspect the pressure regulator and EPR assembly for damage.
i. The valve located inside the assembly should move freely.
ii. Clean or replace if necessary.
4. Air intake or exhaust issues
a. The air intake system restriction is above specification.
i. Check the air intake system restriction.
ii. Clean or replace the air filter and inlet piping if necessary. Refer to the Air Intake section.

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b. The exhaust system restriction is above specification.

i. Check the exhaust system restrictions.
ii. Correct or replace if necessary. Refer to the Exhaust section.
5. Base engine problem
a. Check the engine for high crankcase pressure and low compression, as well as damaged
pistons, camshaft, and other parts.
b. Correct or replace if necessary.

5.11.2.2 Engine Experiences Low Power, Poor Acceleration, or Poor

Response
Possible Causes:
1. Excessive load
2. Fuel system issues
3. Engine air intake system or engine exhaust system issues
4. Other issues
Diagnosis and Repair:
1. Excessive loads
a. Make sure that the load on the generator set does not exceed the generator set kW rating.
i. Verify actual load applied to the generator set.
ii. Revisit the generator set sizing process to make sure that the generator set is correctly
sized for the application, especially if new loads have been introduced into the system.
Refer to the T-030 manual for proper generator set sizing and application.
2. Fuel system issues
a. Verify that the proper fuel type is selected in the PCC.
b. Inspect fuel lines and fuel connections for leaks.
i. Repair if leaks are found.
c. Verify fuel pressure at the generator set when applying load.
d. Verify coils are on the right plugs.
3. Engine air intake system or engine exhaust system issues
a. The engine air intake system restriction is above specification.
i. Check the air intake system restriction.
ii. Clean or replace the air filter and inlet piping if necessary.
b. There are air intake system or exhaust system leaks.
i. Repair if necessary.
c. The turbocharger is malfunctioning (if used).
i. Monitor the turbocharger boost pressure.
d. Exhaust system back pressure is above specification.
i. Check the exhaust system back pressure.
ii. Replace exhaust system if necessary.

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4. Other issues
a. The engine is operating above the recommended altitude.
i. Generator set power decreases above recommended altitude.
A. Verify product capability at altitude against installed load.
B. Refer to altitude and temperature derates to calculate expected power.
b. There is a base engine problem.
i. Check the engine for high crankcase pressure and low compression, as well as damaged
pistons, camshaft, and other parts.
ii. Correct or replace if necessary.

5.11.2.3 Engine Runs Rough or Misfires

Possible Cause:
1. Ignition system issues
2. Fuel system issues
3. Engine air intake system or engine exhaust system issues
4. Sensor issues
5. Other issues
Diagnosis and Repair:
1. Ignition system issues
a. Replace the spark plugs.
i. Spark plug defects on gaseous engines are very hard to detect. Microscopic carbon
tracing can be very hard to see. Replace the spark plugs with Cummins approved spark
plugs to ensure this is not an issue.
b. Check the spark plug wires.
i. Inspect connection points and wires for breaks or damage.
c. Test the ignition coils.

NOTICE
This type of ignition coil cannot be tested using resistance checks.

i. Use a coil on a plug tester (or in-line spark tester) to isolate the faulty coil.
ii. Replace the faulty coil if necessary.
2. Fuel system issues
a. Inspect fuel lines and fuel connections for leaks.
i. Repair if leaks are found.
b. Check for excessive distance from the regulator to the generator set. This is more likely to be
an issue at light loads (> 150 ft).
i. Use Econtrols software to check the command fuel pressure against the actual fuel
pressure: MJ_P_cmd vs. MJ_P_act.
ii. If there is a variation in the command versus the actual, add a regulator right at the
generator set

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FIGURE 101. POOR FUEL CONTROL EXAMPLE

FIGURE 102. GOOD FUEL CONTROL EXAMPLE

3. Engine air intake system or engine exhaust system issues
a. Engine air intake system restriction is above specification.
i. Check the air intake system for restriction.
ii. Clean or replace the air filter and inlet piping as necessary.
b. There are air intake system or exhaust system leaks.
i. Repair if necessary.
c. Exhaust system back pressure is above specification.
i. Check the exhaust system back pressure.
ii. Replace the exhaust system if necessary.
4. Sensor issues
a. Crankshaft and/or camshaft speed/position sensors reading incorrectly.
i. Check for fault codes at the PCC.
ii. Check for fault codes at the Engine Control Module (ECM).
iii. Correct or replace if necessary.
5. Other issues
• Verify that the proper fuel type is selected.

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• There is a base engine problem.

a. Check the engine for high crankcase pressure and low compression, as well as damaged
pistons, camshaft, and other parts.
b. Correct or replace if necessary.

5.11.2.4 Engine Shuts Off Unexpectedly or Dies during Deceleration

Possible Causes:
1. Emergency Stop (if used)
2. Fuel system issues
3. Wiring to the throttle body has failed (shorted or open)
4. Engine Control Module (ECM) related issues
5. Base engine problem
Diagnosis and Repair:
1. Emergency Stop (if used)
a. The Emergency Stop circuit is energized.
i. Make sure that the Emergency Stop circuit is not energized.
2. Fuel system issues
a. Check the fuel supply for appropriate pressure and flow.
b. The manual fuel shutoff (FSO) valve is closed.
i. Open the valves.
c. The FSO valve solenoids or circuit are malfunctioning.
i. Check the FSO valve solenoids and circuit.
ii. Repair if necessary.
3. Wiring to the throttle body has failed (shorted or open)
a. Verify that the wiring is intact.
b. Repair if necessary.
4. Engine Control Module (ECM) related issues
a. The battery voltage supply to the ECM has been lost.
i. Check the battery connections.
ii. Check all components in the un-switched battery supply circuit to the ECM.
b. The ECM is not grounded correctly.
i. Check the grounding and verify the correct placement of the star washer on the engine
block ground cable.
c. There is a problem between the ECM and the PCC.
i. Check connections, wiring and components (i.e., relays).
d. The ECM is malfunctioning.
i. Correct or replace if necessary.

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5. Base engine problem

a. Check the engine for high crankcase pressure and low compression, as well as damaged
pistons, camshaft, and other parts.
b. Correct or replace if necessary.

5.11.2.5 Engine Speed Surges Under Load or in Operating Range

Possible Causes:
1. Ignition system issues
2. Fuel system issues
3. Engine air intake system or engine exhaust system issues
4. Sensor issues
5. Other issues
Diagnosis and Repair:
1. Ignition system issues
a. Replace the spark plugs.
i. Spark plug defects on gaseous engines are very hard to detect. Microscopic carbon
tracing can be very hard to see. Replace the spark plugs with Cummins approved spark
plugs to ensure this is not an issue.
b. Check the spark plug wires.
i. Inspect connection points and wires for breaks or damage.
c. Test the ignition coils.

NOTICE
This type of ignition coil cannot be tested using resistance checks.

i. Use a coil on a plug tester (or in-line spark tester) to isolate the faulty coil.
ii. Replace the faulty coil if necessary.
2. Fuel system issues
a. Inspect fuel lines and fuel connections for leaks.
i. Repair if leaks are found.
b. Check for excessive distance from the regulator to the generator set. This is more likely to be
an issue at light loads (> 150 ft).
i. Use Econtrols software to check the command fuel pressure against the actual fuel
pressure: MJ_P_cmd vs. MJ_P_act.
ii. If there is a variation in the command versus the actual, add a regulator right at the
generator set

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FIGURE 103. POOR FUEL CONTROL EXAMPLE

FIGURE 104. GOOD FUEL CONTROL EXAMPLE

3. Engine air intake system or engine exhaust system issues
a. Engine air intake system restriction is above specification.
i. Check the air intake system for restriction.
ii. Clean or replace the air filter and inlet piping as necessary.
b. There are air intake system or exhaust system leaks.
i. Repair if necessary.
c. Exhaust system back pressure is above specification.
i. Check the exhaust system back pressure.
ii. Replace the exhaust system if necessary.
4. Sensor issues
a. Crankshaft and/or camshaft speed/position sensors reading incorrectly.
i. Check for fault codes at the PCC.
ii. Check for fault codes at the Engine Control Module (ECM).
iii. Correct or replace if necessary.
5. Other issues
a. There is moisture in the wiring harness connectors.
i. Dry the connectors with Cummins electronic cleaner, Part Number 3824510.

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b. There is a base engine problem.

i. Check the engine for high crankcase pressure and low compression, as well as damaged
pistons, camshaft, and other parts.
ii. Correct or replace if necessary.
c. The alternator is malfunctioning.
i. Temporarily disconnect the alternator and test-run the engine.
ii. Replace the alternator if necessary.

5.11.2.6 Poor Engine Transient Response

Possible Cause:
1. Excessive loads
2. Fuel system issues
3. Air intake or exhaust issues
4. Other issues
Diagnosis and Repair:
1. Excessive loads
a. Make sure that the load on the generator set does not exceed the generator set KW rating.
i. Re-visit the generator set sizing process to ensure that the generator set is correctly
sized for the application, especially if new loads have been introduced into the system.
Refer to the T-030 manual for proper generator set sizing and application.
2. Fuel system issues
a. Verify fuel pressure at the generator set.
b. Inspect fuel lines and connections for leaks. Spray soapy water along the lines and at
connection. Bubbling indicates a likely leak location.
i. Repair or replace leaks, if found.
c. The throttle plate and shaft are binding.
i. Check for fault codes using the E-Controls tool. Troubleshoot those as specified in the E-
Controls manual.
ii. Inspect the bore of the throttle body.
iii. Clean if necessary, or replace if worn.
d. Inspect the pressure regulator and EPR assembly for damage.
i. The valve located inside the assembly should move freely.
ii. Clean or replace if necessary.
3. Air intake or exhaust issues
a. There are air intake or exhaust leaks.
i. Inspect the air intake and exhaust systems for air leaks.
ii. Correct or replace if necessary.
b. The air intake system restriction is above specification.
i. Check the air intake system restriction.
ii. Clean or replace the air filter and inlet piping as necessary.

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c. The exhaust system back pressure is above specification.

i. Check the exhaust system back pressure.
ii. Replace the exhaust system if necessary.
d. The turbocharger is malfunctioning.
i. Monitor the turbocharger boost pressure.
ii. Correct or replace if necessary.
4. Other issues
a. The engine is operating above the recommended altitude.
i. Verify product capability at altitude against installed load.
b. There is a base engine problem.
i. Check the engine for high crankcase pressure and low compression, as well as damaged
pistons, camshaft, and other parts.
ii. Correct or replace if necessary.

5.11.2.7 Engine Will Not Reach Rated Speed (RPM)

Possible Causes:
1. Excessive loads
2. Air intake or exhaust issues
3. Other issues
Diagnosis and Repair:
1. Excessive loads
a. Make sure that the load on the generator set does not exceed the generator set KW rating.
i. Re-visit the generator set sizing process to ensure that the generator set is correctly
sized for the application, especially if new loads have been introduced into the system.
Refer to the T-030 manual for proper generator set sizing and application.
2. Air intake or exhaust issues
a. The air intake system restriction is above specification.
i. Check the air intake system restriction.
ii. Clean or replace the air filter and inlet piping if necessary.
b. The exhaust system back pressure is above specification.
i. Check the exhaust system back pressure.
ii. Clean or replace if necessary.
3. Other issues
a. The engine is operating above the recommended altitude.
i. Verify the product capability at altitude against the installed load.
ii. Refer to altitude and temperature derates to calculate expected power.
b. There is a base engine problem.
i. Check the engine for high crankcase pressure and low compression, as well as damaged
pistons, camshaft, and other parts.
ii. Correct or replace if necessary.

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5.11.2.8 Engine Does Not Crank in Manual Mode (No Fault Message)
Logic: The PCC has not received or recognized a manual start signal.
Possible Causes:
1. No power supplied to the control (green "Heartbeat" LED on the baseboard not flashing)
2. Baseboard not properly calibrated or corrupt calibration (green "Heartbeat" LED on baseboard
flashes every 0.5 seconds)
3. Active Emergency Stop switch or defective wiring
4. Defective Manual Run/Stop button, harness, or baseboard
5. Bad starter relay, wiring issue, bad starter or key switch relay
Diagnosis and Repair:
1. No power supplied to the control (green "Heartbeat" LED on the baseboard not flashing)
a. There are poor battery cable connections.
i. Clean the battery cable terminals and tighten all connections.
b. There is a continuity problem.
i. Remove Fuse F3 and check continuity. If open, replace the fuse with one of the same
type and amp rating (20 Amps).
ii. If Fuse F3 is OK, remove connector PCC-P20 and check for B+ at pins 9, 10, 20, and 21;
and ground at pins 2, 4, 7, and 12.
iii. If B+ and ground are OK, the baseboard may be defective. Cycle power to the baseboard
by reconnecting PCC-P20.
iv. Replace the baseboard if necessary.
2. Baseboard not properly calibrated or corrupt calibration (green "Heartbeat" LED on baseboard
flashes every 0.5 seconds)
a. Confirm that the installed calibration part number matches the serial plate information.
b. Re-enter a calibration file if necessary.

NOTICE
When properly installed, the green "Heartbeat" LED flashes once every second.

3. Active Emergency Stop switch or defective wiring

a. With the Emergency Stop push button not activated, remove connectors JE and PE.
b. Bypass the Emergency Stop switch by connecting the JE and PE connectors.
c. Attempt to start the generator set in manual mode. If it starts, the Emergency Stop Switch is
faulty.
d. Correct or replace if necessary.
4. Defective Manual Run/Stop button, harness, or baseboard
a. Remove connector PCC-P25 from the baseboard and check for continuity from pin PCC-P25-
10 to Display P1-6.
b. If there is no continuity when pressing the Manual Run/Stop button, replace the front
membrane panel.

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5. Bad starter relay, wiring issue, bad starter or key switch relay
a. Inspect and test these components.
b. Correct and replace components if necessary.

5.11.2.9 Engine Starts but Will Not Keep Running

Possible Causes:
1. Battery voltage is low, interrupted, or open
2. Run/Stop circuit issues
3. Fuel system issues
4. Base engine problem
Diagnosis and Repair:
1. Battery voltage is low, interrupted, or open.
a. Check the battery connections, unswitched battery supply circuit, and fuses.
b. Correct or replace if necessary.
2. Run/Stop circuit issues
a. The alternator Run/Stop circuit is malfunctioning.
i. Check the alternator Run/Stop circuit.
ii. Correct or replace if necessary.
3. Fuel system issues
a. Verify fuel pressure at the generator set.
b. Inspect fuel lines and connections for leaks. Spray soapy water along the lines and at
connection. Bubbling indicates a likely leak location.
i. Repair leaks, if found
c. The fuel shutoff (FSO) valve is closed.
i. Open the valve.
d. FSO valve solenoid or circuit are malfunctioning.
i. Check the FSO valve solenoids and circuit for proper operation. Check for continuity, and
proper operation.
ii. Correct or replace if necessary.
e. The wiring to the throttle body has failed (shorted, or open).
i. Examine the wiring for damage.
ii. Check for DTC fault codes. If any are present, troubleshoot as specified in the E-Controls
manual.
iii. Repair if necessary
f. The throttle plate and shaft are binding.
i. Check for fault codes using the E-Controls tool. Troubleshoot those as specified in the E-
Controls manual.
ii. Inspect the bore of the throttle body.
iii. Clean if necessary. Replace if worn.

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g. Inspect the pressure regulator and EPR assembly for damage.

i. The valve located inside the assembly should move freely.
ii. Clean or replace if necessary.
4. Base engine problem
a. Check the engine for high crankcase pressure and low compression, as well as damaged
pistons, camshaft, and other parts.
b. Correct or replace if necessary.

5.11.2.10 Engine Will Not Shut Off

Possible Cause:
1. Run/Stop circuit issue
Diagnosis and Repair:
1. Run/Stop circuit issue
a. Run/stop circuit is malfunctioning.
i. Check the alternator Run/Stop circuit.
ii. Correct or replace if necessary.

5.11.2.11 Fuel Consumption Is Excessive

Possible Causes:
1. Excessive loads
2. Maintenance, repair or environmental effects
3. Air intake or exhaust issues
4. Fuel system issues
5. Crankshaft and/or camshaft speed/position sensors are reading incorrectly
6. Other issues
Diagnosis and Repair:
1. Excessive loads
a. Make sure that the load on the generator set does not exceed the generator set kW rating.
i. Re-visit the generator set sizing process to make sure that the generator set is correctly
sized for the application, especially if new loads have been introduced into the system.
Refer to the T-030 manual for proper generator set sizing and application.
2. Maintenance, repair or environmental effects
a. Fuel consumption has increased after an engine repair.
i. Evaluate the engine repair to determine its effect on fuel consumption.
A. Correct if necessary.
ii. Check part numbers to make sure the correct parts were used.
A. Replace incorrect parts.
b. Lubricating oil level is above specification.
i. Check the oil level.
ii. Verify the dipstick calibration and oil pan capacity.

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iii. Fill the system to the specified level.

c. Environmental factors are affecting fuel consumption.
i. Consider altitude and ambient air temperature when evaluating fuel consumption. Refer
to the specific Engine Data Sheets for altitude derate information.
3. Air intake or exhaust issues
a. There are air intake or exhaust leaks.
i. Inspect the air intake and exhaust systems for air leaks. Refer to the Air Intake System
section.
b. The air intake system restriction is above specification.
i. Check the air intake system for a restriction.
ii. Clean or replace the air filter and inlet piping if necessary. Refer to the Air Intake System
section.
4. Fuel system issues
a. There are leaks in fuel lines and/or fuel connections.
i. Repair the leaks. Refer to the Fuel System section.
b. The fuel system pressure sensors (fueling/timing) are malfunctioning.
i. Check the fuel system pressure sensors (fueling/timing), including: the camshaft sensor,
fuel pressure sensors, throttle positions sensors, crankshaft sensor, O2 sensor, and
TMAP sensors for proper operation. Refer to the E-Controls manual for test methods for
each device.
5. Crankshaft and/or camshaft speed/position sensors are reading incorrectly
a. Check the sensors.
b. Check for ECM fault codes related to these sensors. Refer to the Engine Control Module
(ECM) section.
c. Correct or replace if necessary.
6. Other issues
a. Engine parasitics are excessive.
i. Check engine-driven units for correct operation. Refer to the operator manual.
ii. Check the cooling fan for correct operation. With fan belt removed, the fan should spin
freely by hand in both directions.
A. Correct or replace if necessary.
b. There is a base engine problem.
i. Check the engine for high crankcase pressure, low compression, damaged pistons,
camshaft, and other parts. Listen for unusual noises, and inspect possible causes.
Analyze the oil and inspect the filters to locate an area of probable damage.
ii. Correct or replace if necessary.

5.11.2.12 Engine Noise Is Excessive

Possible Cause:
1. Air intake or exhaust leaks
2. Turbocharger noise
3. Mechanical or internal component wear or damage

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Diagnosis and Repair:

1. Air intake or exhaust leaks
a. There are air intake or exhaust leaks.
i. Inspect the air intake and exhaust systems for air leaks. Refer to the Air Intake System
section and/or Exhaust System section.
b. There is a faulty muffler.
i. Replace the muffler if necessary. Refer to the Exhaust System section.
2. Turbocharger noise
a. Inspect the turbochargers for excessive mechanical noise.
i. Replace them if necessary.
3. Mechanical or internal component wear or damage
a. There is internal engine damage.
i. Analyze the oil and inspect the filters to locate an area of probable damage.
ii. Inspect and further investigate area of probable damage.
b. Valvetrain components are damaged.
i. Replace damaged components.
c. The vibration damper is damaged.
i. Replace the vibration damper.
d. There is main bearing or connecting rod bearing noise.
i. The engine is damaged, and needs repair or replacement.
e. Flywheel or flexplate cap screws are loose or broken.
i. Check the flywheel or flexplate and the mounting cap screws.
ii. Tighten any loose screws; replace any broken screws.
f. Piston, piston rings, or cylinder liner is/are worn or damaged.
i. Replace worn or damaged components.

5.12 Troubleshooting with Fault Codes

5.12.1 Fault Code Introduction
Fault code information, together with warning and shutdown information, is provided in this section to
assist in locating and identifying the possible causes of faults in the generator set system.
Refer also to the engine-specific operator manual, if it exists. The engine operator manual contains
additional information regarding the running and care of the generator set as well as specific equipment
instructions that may differ from the standard generator set.
For any fault codes that occur but are not listed, contact your Cummins service representative.

5.12.2 Code 135 - Oil Pressure Sensor OOR - High

Logic:
Engine oil pressure sensor signal is out of range – shorted high.

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Possible Causes:
1. Faulty oil pressure sensor and/or circuit
2. Faulty ECM
3. Faulty ECM connection or harness
Diagnosis and Repair:
1. Faulty oil pressure sensor and/or circuit
a. Connect the GCP service tool.
b. Start the generator set.
c. Check the oil pressure voltage. If the value is greater than that the limit defined in calibration,
stop the engine and disconnect the oil pressure sensor from the wire harness.
d. Re-check the oil pressure voltage. If the value is greater than or equal to 4.9 VDC, jumper the
oil pressure sensor circuit to 5V Analog Return.
e. Re-check the oil pressure voltage.
i. If the value is less than 0.1 VDC, then at least one of the following conditions apply:
• There is a faulty connection to the sensor. Inspect the oil pressure sensor and
harness connectors and pins. Repair as needed.
• The oil pressure sensor is faulty. Repair or replace it.
ii. If the value displayed is greater than 0.1 VDC, jumper the oil pressure sensor circuit to
ground.
iii. Re-check the oil pressure voltage. If the service tool displays a value that is less than 0.1
VDC, then at least one of the following conditions apply:
• There is a faulty connection to the sensor. Inspect the oil pressure sensor and
harness connectors and pins. Repair as needed.
• The oil pressure sensor is faulty. Repair or replace it.
• There is an open oil pressure ground (5Vrtn1) circuit. Repair it.
2. Faulty ECM connection or harness
a. Connect the GCP service tool.
b. Start the generator set.
c. Check the oil pressure voltage. If the value is greater than the limit defined in calibration, stop
the engine, disconnect the oil pressure sensor from the wire harness.
d. Re-check the oil pressure voltage. If the value displayed is less than 4.9 VDC, the ECM is
faulty. Repair or replace as necessary.
3. Faulty ECM
a. Check the ECM, and wiring harness for bent, broken, or missing pins. Repair as necessary.
b. If none of the previous steps fix the problem, replace the ECM.

5.12.3 Code 141 - Oil Pressure Sensor OOR Low

Logic:
Engine oil pressure sensor signal is out of range – shorted low.
Possible Causes:
1. Faulty oil pressure sensor

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2. External wiring problem

3. Faulty ECM
Diagnosis and Repair:
1. Faulty oil pressure sensor
a. Connect the GCP service tool.
b. Start the generator set.
c. Check the oil pressure voltage. If the value displayed is less than the limit defined in
calibration, stop the engine and disconnect the oil pressure sensor from the wire harness.
d. Re-check the oil pressure voltage. If the value displayed is greater than or equal to 4.9 VDC,
the oil pressure sensor is faulty. Repair or replace it.
2. External wiring problem
a. Connect the GCP service tool.
b. Start the generator set.
c. Check the oil pressure voltage. If the value displayed is less than the limit defined in
calibration, stop the engine and disconnect the oil pressure sensor from the wire harness.
d. Re-check the oil pressure voltage. If the value displayed is not greater than 4.9 VDC, the oil
pressure sensor signal circuit oil is faulty. Check the wire harness for a short to ground.
Repair or replace the harness.
3. Faulty ECM
a. If none of the previous steps fixes the problem, refer to the Engine Control Module (ECM)
section. If the ECM is faulty, replace it.

5.12.4 Code 143 - Engine Oil Pressure Low (Warning)

Logic: Engine oil pressure is below the low oil pressure warning threshold (<25 psig for more than 20
seconds).

NOTICE
This is an ECM driven fault. The corresponding DTC is 524.

NOTICE
The generator set uses either a normally open switch type (two wire) or a sensor type (three wire)
pressure sensor. See Appendix A for pressure sensor connections.

Possible Cause:
1. Low lubricating oil level
2. External leak
3. Fault simulation enabled or threshold set too high
4. Coolant temperature above specification
5. Lubricating oil does not meet specifications
6. Lubricating oil contaminated with coolant or fuel
7. Oil pressure sensor inaccurate or blocked
8. Engine angularity during operation exceeds specification

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9. Incorrect lubricating oil cooler installed

10. Plugged lubricating oil cooler
11. Faulty main oil pressure regulator
12. Loose or broken lubricating oil suction or transfer tube
13. Damaged or incorrectly installed piston cooling nozzles
14. Lubricating oil filter plumbing routed incorrectly
Diagnosis and Repair:
1. Low lubricating oil level
a. Check the oil level. Add or drain oil, if necessary.
2. External leak
a. Inspect the engine and surrounding area for external oil leaks.
b. Tighten the capscrews, pipe plugs, and fittings.
c. Replace gaskets that show signs of oil leaks.
3. Fault simulation is enabled or the threshold set too high
a. Connect to the control with InPower and ensure that the fault simulation for LOP is not
enabled.
b. Using the electronic service tool, verify that the fault threshold is not within the normal
operating range for the oil pressure sensor (>25 psig).
4. Coolant temperature above specification
a. On the display or using the InPower service tool, read the engine coolant temperature.
b. Compare the coolant temperature against the expected coolant temperature for that engine
model. (Should be <105 °C.)
c. If the coolant temperature is outside of the expected range, refer to DTC 217 in the E-controls
manual.
5. Lubricating oil does not meet specifications
a. Verify lubricating oil meets the specifications (5W-30 API SM or newer).
b. Verify alternative oil and additives were not added during the oil life.
c. Verify the age of the lubricating oil.
d. If necessary, take an oil sample. Refer to oil analysis technique bulletins for instructions on how
to take an oil sample.
6. Lubricating oil contaminated with coolant or fuel
a. Damaged head gasket.
b. Damaged intake gasket.
7. Inaccurate or blocked oil pressure sensor
a. Connect a mechanical oil pressure gauge of known good quality and calibration to the engine
at one of the plugs on top of the oil filter head.
b. Connect InPower.
c. While engine is stopped, compare the oil pressure reading on the service tool to the reading on
the mechanical oil pressure gauge.

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d. Only proceed if engine troubleshooting has been completed. Do not attempt to start the engine
if there is doubt about oil pressure.
e. Start the generator set.
f. Compare the oil pressure reading on the service tool to the reading on the mechanical oil
pressure gauge.
g. Oil pressure should be greater than 25 psig.
8. Engine angularity during operation above specification
a. Verify container is level or near level.
9. Incorrect lubricating oil cooler installed
a. Check if the correct lubricating oil cooler part number is installed. Verify against the
appropriate parts manual.
10. Plugged lubricating oil cooler
a. Visually inspect the oil cooler for cleanliness.
b. If the fins are clogged, or show excessive dirt build up, follow the procedures detailed in
Section 4.8.
c. If the plug is in the oil circuit, add an oil system cleaner or detergent as per the instructions,
drain the oil, and refill using 5W-30 API SM or newer motor oil.
d. If the plug is still not removed, replace radiator and oil cooler assembly.
11. Faulty lubricating oil pump
a. Ensure that oil pump turns freely.
i. Mark the angle of the oil pump shaft.
ii. Remove timing belt A, and turn the oil pump shaft, it should spin freely. Repair or replace
as necessary.
iii. Re-align the oil pump shaft with the mark made earlier, and re-install timing belt A.
b. Inspect the lubricating oil pump gears for chips, cracks, or excessive wear.
c. Check side clearances on the oil pump gears.
i. Drive gear side clearance: .08-.14 mm (.0031-.005 in.)
ii. Driven/idler gear side clearance: .06 - .12 mm (.0024-.0047 in.)
d. If debris is suspected of having gone through the pump, drain the oil, and inspect the pump.
Replace as necessary.
e. Inspect the rear cover plate for scoring and grooves.
f. Inspect the pump housing for damage and excessive wear.
12. Faulty main oil pressure regulator
a. Inspect the plunger and plunger bore for nicks or scratches.
b. Verify the plunger moves freely in the bore.
c. Repair or replace as necessary.
13. Loose or broken lubricating oil suction or transfer tube
a. Inspect lubricating oil suction tube or transfer tube for leaks. Visually inspect for cracks, kinks,
or tears.
b. Inspect the capscrews for signs of leaks.

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c. Inspect the gaskets and o-rings for signs of damage, excessive wear or pinching.
14. Damaged or incorrectly installed piston cooling nozzles
a. Inspect capscrew and piston cooling nozzle for damage.
b. Check for leaks and improper seating.
15. Lubricating oil filter plumbing routed incorrectly
a. Inspect the lubricating oil filter plumbing.
b. Compare plumbing to appropriate parts manual, repair or replace as necessary.

5.12.5 Code 144 - Engine Coolant Temperature OOR Low

(Warning)
Logic:
Engine coolant temperature signal voltage is out of range - shorted low.

NOTICE
The E-controls manual applies to several applications. See the wiring diagrams provided with the
generator set or in APPENDIX for appropriate pin numbers.

Diagnosis and Repair:

For the troubleshooting procedure, refer to DTC 118 in the E-Controls Service Manual.

5.12.6 Code 145 - Engine Coolant Temperature OOR High

(Warning)
Logic: Engine coolant temperature signal voltage is out of range - shorted high.
Diagnosis and Repair:
For the troubleshooting procedure, refer to DTC 117 in the E-Controls Manual, which applies to several
applications. See the drawings provided with the generator set or the wiring diagrams appendix for the
appropriate pin numbers.

5.12.7 Code 146 - Engine Coolant Temperature Above Normal

(Warning)
Logic:
Engine coolant temperature has exceeded 107.2° C (225° F) for greater than 5 seconds.
Possible Cause:
1. High ambient temperature
2. Radiator blocked
3. Louvers are closed or damaged
4. Charge air cooler fins or radiator fins are damaged or obstructed
5. Coolant level is below specification
6. Antifreeze and water mixture is not correct
7. Fan shroud is damaged or air recirculation baffles are damaged

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8. Fan belt is broken or loose

9. Fan drive or fan controls are malfunctioning
10. Radiator cap is not faulty
11. Thermostat is faulty
12. Cooling system hose is collapsed, restricted or leaking
13. Intake manifold air temperature is above specification
14. Cooling system is contaminated with dirt, scale, or sludge
15. Water pump is malfunctioning
16. Air or combustion gases are entering the cooling system
17. Inaccurate coolant temperature sensor
18. Fault simulation feature is enabled
19. Incorrect threshold setting
Diagnosis and Repair:
1. High ambient temperature
a. Using thermocouple verify air temperature entering intake louver of generator.
b. Reduce loads or recirculation of discharge air to generator in elevated ambient.
2. Radiator blocked
a. Inspect for dirt, debris or obstructions.
b. Remove blockage or winterfront as applicable.
3. Louvers are closed or damaged
a. Inspect louvers for proper operation.
b. Repair or replace if damaged.
c. Check louver motor for proper operation.
d. If louver motor is operational, verify louver shutterstat is operational.
4. Charge air cooler fins or radiator fins are damaged or obstructed
a. Inspect for dirt, debris or obstructions.
b. Clean if necessary.
5. Coolant level is below specification
a. Inspect the engine, cooling system, and surrounding area for external coolant leaks.
b. Repair as required.
c. Inspect the coolant level is correct via the sight glass.
d. Add coolant as necessary.
6. Antifreeze and water mixture is not correct
a. Verify the concentration of antifreeze in the coolant. Add coolant as necessary.
7. Fan shroud is damaged or air recirculation baffles are damaged
a. Inspect shroud and baffles for damage and clearance.
b. Repair or replace if damaged.

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8. Fan belt is broken or loose

a. Inspect belt(s) for damage, wear, and proper tension
b. Repair or replace if damaged or worn.
9. Fan drive or fan controls are malfunctioning
a. Inspect pulleys and belt tensioner for damage or wear.
b. Repair or replace if damaged or worn.
10. Radiator cap is not faulty
a. Inspect radiator cap and gasket for damage and proper pressure operation.
b. Replace if damaged or worn.
11. Thermostat is faulty
a. Remove thermostat and inspect/test for proper operation.
b. Replace if damaged or malfunctioning.
12. Cooling system hose is collapsed, restricted or leaking
a. Inspect upper and lower radiator hoses for collapse, distortion, or fluid leaks.
b. Replace if damaged or worn.
13. Intake manifold air temperature is above specification
a. Use a thermocouple to verify manifold air temperature.
b. Repair or replace faulty after cooler components.
14. Cooling system is contaminated with dirt, scale, or sludge
a. Inspect cooling system components for external contaminates and clean as required.
b. Open radiator cap and inspect for contaminated coolant and scale.
c. Flush cooling system per engine service manual.
15. Water pump is malfunctioning
a. Inspect water pump for proper operation.
b. Replace if damaged or worn.
16. Air or combustion gases are entering the cooling system
a. Inspect engine for head gasket leak.
b. Repair or replace faulty components.
17. Inaccurate coolant temperature sensor
a. Using a thermocouple or similar device, measure coolant temperature near sender and
compare to coolant temperature displayed.
b. Verify the temperature sender resistance and compare to specifications called out in the engine
manual.
c. Verify continuity from temperature sender wire pin to engine ECM pin. Harness resistance
should be less than 5 Ohms.
d. Repair or replace faulty components or wiring
18. Fault simulation feature is enabled
a. Use the service tool to connect to the engine ECM and verify fault override toggle is disabled.
b. Reconfigure generator and disable fault overrides.

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19. Incorrect threshold setting

a. Use the service tool to connect to the engine ECM and verify fault threshold settings and
compare to the specifications called out in the engine manual.
b. Verify ECM and PCC calibration number and revision is correct.
c. Recalibrate the engine ECM to reset the threshold settings.

5.12.8 Code 151 - Engine Coolant Temperature High (Shutdown)

Logic: The engine coolant temperature has exceeded the alarm (shutdown) threshold for high coolant
temperature.
Diagnosis and Repair
For the troubleshooting procedure, refer to DTC 217 in the E-Controls Manual, which applies to several
applications. See the drawings provided with the generator set or the wiring diagrams appendix for the
appropriate pin numbers.

5.12.9 Code 153 - Intake Manifold Temperature OOR High

(Warning)
Logic:
Engine intake manifold temperature sensor signal is out of range – shorted high.

NOTICE
The E-controls manual applies to several applications. See the wiring diagrams provided with the
generator set or in APPENDIX for appropriate pin numbers.

Diagnosis and Repair:

For the troubleshooting procedure, refer to DTC 113 in the E-Controls Manual.

5.12.10 Code 154 - Intake Manifold Temperature OOR Low

(Warning)
Logic:
Engine intake manifold temperature sensor signal is out of range – shorted low.

NOTICE
The E-controls manual applies to several applications. See the wiring diagrams provided with the
generator set or in APPENDIX for appropriate pin numbers.

Diagnosis and Repair:

For the troubleshooting procedure, refer to DTC 112 in the E-Controls Manual.

5.12.11 Code 155 - Intake Manifold Temperature High (Shutdown)

Logic: The engine intake manifold temperature has exceeded 95 °C (203 °F) for greater than 10 seconds.
Diagnosis and Repair:

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For the troubleshooting procedure, refer to DTC 127 in the E-Controls Manual, which applies to several
applications. See the drawings provided with the generator set or the wiring diagrams appendix for the
appropriate pin numbers.

5.12.12 Code 234 - Engine Speed High (Shutdown)

Logic:
Engine speed signals indicate an engine speed greater than the shutdown threshold.
Possible Causes:
1. Faulty Hall Effect (HE) sensor connections and wiring
2. Faulty HE sensor
3. Fault simulation feature is enabled
4. Incorrect threshold setting
5. Incorrect settings on the ECM
6. Incorrect calibrations in the PowerCommand control (PCC)
7. Flywheel teeth number is incorrectly set in the PCC or E-Controls
8. Engine speed is higher than shutdown threshold
Diagnosis and Repair:
1. Faulty HE sensor connections and wiring
a. Inspect the HE sensor and the main harness connector pins.
i. Disconnect the main harness connector from the HE sensor.
ii. Inspect for corroded, bent, broken, pushed back, expanded, or loose pins.
iii. Inspect for evidence of moisture in or on the connector.
A. Dry the connectors with Cummins electronic cleaner, Part Number 3824510.
iv. Inspect for missing or damaged connector seals.
v. Inspect for dirt or debris in or on the connector pins.
vi. Inspect the wiring for any damage or shorting.
b. Check for 5V at the 5V supply pin of the harness, and ground at the ground pin.
i. If one or both are not present, repair or replace the harness.
c. Check continuity from the signal lead of the sensor to the ECM (see wiring diagrams for ECM
pin-outs).
i. If there is not continuity, repair or replace the harness.
2. Faulty HE sensor
a. Disconnect the main harness connector from the HE sensor.
b. Remove the sensor from the flywheel housing, clean and inspect it for damage. If damaged,
replace the HE sensor, as well as inspect the flywheel and starter.
c. Check for continuity across all three of the pins. If one or more pins are open, replace the HE
Sensor.
d. If an oscilloscope is available, with sensor connected to the wiring harness, measure the
voltage across the ground and output lead (ground and signal) while cranking the engine. A
clean square wave should appear. If not, replace the HE sensor.

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3. Fault simulation feature is enabled

a. Connect the InPower service tool.
b. Verify that the fault simulation is not enabled for the engine speed sensor by connecting to the
PCC.
4. Incorrect threshold setting
a. Use the service tool to connect to the PCC and verify fault threshold settings; then compare
them to the specifications. The threshold setting values are:
• Overspeed Trip Level (60 Hz) = 2250
• Secondary Overspeed Trip Speed (60 Hz) = 2250
b. Recalibrate the PCC to reset the threshold settings.
5. Incorrect settings on the ECM
a. Check that the max allowed governed speed is consistent with the PCC.
b. Verify that the HE sensor is communicating with the ECM with the E-Controls service tool.
6. Incorrect calibrations in the PowerCommand control (PCC)
a. Using the display or the InPower service tool, verify the calibration in the PCC.
i. If the calibration in the PCC matches the latest calibration on the InCal website, then the
calibration is correct. If it does not, update the calibration to the latest.
ii. Verify that the HE sensor feature is enabled in calibration.
7. Flywheel teeth number is incorrectly set in the PCC or E-Controls
a. Make sure that the correct number of flywheel teeth is set in the PCC and E-Controls.
i. Use InPower and the E-controls GCP to ensure that both the PCC and E-controls have
the correct number of teeth. These generator sets have 60 evenly spaced teeth, with 2
removed.
8. Engine speed is higher than shutdown threshold
a. The engine speed governor is not operating correctly. Verify that the throttle plate can move
freely. Clean or repair as required.

5.12.13 Code 286 - CAN Address Conflict Failure (Warning)

Logic: There are two or more devices on the network use the same source address.

NOTICE
The E-controls manual applies to several applications. See the wiring diagrams provided with the
generator set or in APPENDIX for appropriate pin numbers.

Diagnosis and Repair:

1. For the troubleshooting procedure, refer to DTC 1628 in the E-Controls Manual.
a. If another Cummins device is found to have the same slave address, refer to that service
manual for that device to change the slave address.

5.12.14 Code 359 - Fail to Start

Logic:
This indicates that the engine failed to start after the expiration of crank time.

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Possible Causes:
1. Ignition system issues
2. Incorrect flywheel teeth setting
3. Incorrect starter disconnect speed
Diagnosis and Repair:
1. Ignition system issues
a. Check for spark.
b. If there is no spark, check ECM for no-spark DTCs and troubleshoot accordingly.
c. If there is a spark, check for any active/historical DTCs in ECM and follow respective
troubleshooting steps.
d. If there is still no spark, check for Camshaft sensor.
e. If there is spark, check fuel lines. Check for fuel supply pressure, verify if fuel solenoids open
during cranking, and use EControls software to check target vs. actual fuel pressure.
2. Incorrect flywheel teeth setting
a. Connect to the control via the InPower service tool. Make sure Teeth
Pulses Per Revolution matches the specified number (110) of flywheel ring
gear teeth.
3. Incorrect starter disconnect speed
a. Connect to the control via the InPower service tool. Make sure Starter
Disconnect Speed is set to 400 RPM.

5.12.15 Code 415 - Engine Oil Pressure Low (Shutdown)

Logic: Engine oil pressure is below the low oil pressure shutdown threshold (less than 10 psig for more
than 2 seconds).

NOTICE
This is an ECM driven fault. The corresponding DTC is 524.

NOTICE
The generator set uses either a normally open switch type (two wire) or a sensor type (three wire)
pressure sensor. See the Wiring Diagrams appendix for pressure sensor connections.

Possible Causes:
1. Lubricating oil level is low
2. External leak
3. Fault simulation is enabled or the threshold is set too high
4. Coolant temperature is above specification
5. Lubricating oil does not meet specifications
6. Lubricating oil is contaminated with coolant or fuel
7. Oil pressure sensor is inaccurate or blocked

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8. Engine angularity during operation exceeds specification

9. Incorrect lubricating oil cooler is installed
10. Lubricating oil pump is faulty
11. Main oil pressure regulator is faulty
12. Lubricating oil suction or transfer tube is loose or broken
13. Piston cooling nozzles are damaged or are not installed correctly
14. Lubricating oil filter plumbing is not routed correctly
Diagnosis and Repair:
1. Lubricating oil level is low
a. Check the oil level. Add or drain oil, if necessary.
2. External leak
a. Inspect the engine and surrounding area for external oil leaks.
b. Tighten the capscrews, pipe plugs, and fittings.
c. Replace gaskets that show signs of oil leaks.
3. Fault simulation is enabled or the threshold is set too high
a. Connect to the control with InPower and ensure that the fault simulation for LOP (Low Oil
Pressure) is not enabled.
b. Using the electronic service tool, verify that the fault threshold is not within the normal
operating range for the oil pressure sensor (greater than 20 - 65 psig).
4. Coolant temperature is above specification
a. On the display or using the InPower service tool, read the engine coolant temperature.
b. Compare the coolant temperature against the expected coolant temperature for that engine
model (less than 221 °F [105 °C]).
c. If the coolant temperature is outside of the expected range, refer to DTC 217 in the E-Controls
manual.
5. Lubricating oil does not meet specifications
a. Verify lubricating oil meets the specifications as described in the Model Specifications section.
b. Verify alternative oil and additives were not added during the oil life.
c. Verify the age of the lubricating oil.
d. If necessary, take an oil sample. Refer to oil analysis technique bulletins for instructions on how
to take an oil sample.
6. Lubricating oil is contaminated with coolant or fuel
a. Damaged head gasket
b. Damaged intake gasket
7. Oil pressure sensor is inaccurate or blocked
a. Connect a mechanical oil pressure gauge of known good quality and calibration to the engine
at one of the plugs on top of the oil filter head.
b. Connect InPower.
c. While engine is stopped, compare the oil pressure reading on the service tool to the reading on
the mechanical oil pressure gauge.

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d. Only proceed if engine troubleshooting has been completed. Do not attempt to start the engine
if there is doubt about oil pressure.
e. Start the generator set.
f. Compare the oil pressure reading on the service tool to the reading on the mechanical oil
pressure gauge. Oil pressure should be greater than 15 psig (low oil pressure warning level).
8. Engine angularity during operation exceeds specification
a. Verify container is level or near level.
9. Incorrect lubricating oil cooler is installed
a. Check if the correct lubricating oil cooler part number is installed. Verify against the
appropriate parts manual.
10. Lubricating oil pump is faulty
a. Ensure that oil pump turns freely.
i. Mark the angle of the oil pump shaft.
ii. Remove the front gear cover. The oil pump should spin freely. Repair or replace as
necessary.
iii. Re-align the oil pump shaft with the mark made earlier.
b. Inspect the lubricating oil pump gears for chips, cracks, or excessive wear.
c. Check side clearances on the oil pump gears. Refer to the Engine Operation & Maintenance
Manual for QSJ5.9G.
d. If debris is suspected of having gone through the pump, drain the oil, and inspect the pump.
Replace as necessary.
e. Inspect the rear cover plate for scoring and grooves.
f. Inspect the pump housing for damage and excessive wear.
11. Main oil pressure regulator is faulty
a. Inspect the plunger and plunger bore for nicks or scratches.
b. Verify the plunger moves freely in the bore.
c. Repair or replace as necessary.
12. Lubricating oil suction or transfer tube is loose or broken
a. Inspect lubricating oil suction tube or transfer tube for leaks. Visually inspect for cracks, kinks,
or tears.
b. Inspect the capscrews for signs of leaks.
c. Inspect the gaskets and o-rings for signs of damage, excessive wear or pinching.
13. Piston cooling nozzles are damaged or are not installed correctly
a. Inspect capscrew and piston cooling nozzle for damage.
b. Check for leaks and improper seating.
14. Lubricating oil filter plumbing is not routed correctly
a. Inspect the lubricating oil filter plumbing.
b. Compare plumbing to appropriate parts manual, repair or replace as necessary.

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5.12.16 Code 427 - CAN Data Link Degraded

Logic:
Communication between the engine control module (ECM) and the generator set control is severed.
Possible Causes:
1. The engine ECM has lost power or failed
2. The CAN datalink has failed
Diagnosis and Repair:
1. The engine ECM has lost power or failed
a. The Emergency (E-Stop) button, if installed, is a closed relay when it is pulled out (inactive),
and is an open relay when pressed (active). The E-Stop button disables power to the keyswitch
input on the engine ECM when it is pressed (active); and CAN-LINK communication will stop.
Make sure that the E-Stop is not active on the control:
i. Pull out (inactivate) the E-Stop button.
ii. Reset the E-Stop button.
iii. Press the Off button on the Operator Panel.
iv. Press the Reset button.
v. Select Manual or Auto as required.
b. Make sure that the E-Stop button is functioning correctly:
i. Measure the outputs of the E-Stop (Normally Open and Normally Closed contacts).
ii. Make sure that the outputs switch state correctly when engaged and disengaged.
iii. Replace the switch if faulty.
c. Check the wiring from the baseboard.
d. The keyswitch control relay is a normally open relay. Make sure that B+ is available at the relay
input, then measure the voltage output.
• If there is a B+ at both the input and output of the keyswitch control relay, the relay is not
faulty.
• If B+ is noted at the input but not at the output of the keyswitch control relay, replace the
relay.
e. Connect to the engine ECM with E-Controls GCP Display (latest version) or 4G Display (latest
version) to verify that the ECM is functioning properly and is communicating with the CAN-LINK
network.
i. Refer to the Engine Control Module (ECM) section. If the ECM is faulty, replace it.
2. The CAN datalink has failed
a. There is a defective datalink harness connection, or open circuit.
i. Inspect the datalink harness and connector pins from J11-20 to J1939+ and from J11-19
to J1939-.
ii. Check the shield ground connection at J11-17.

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b. Check the terminating resistors.

i. With connector J11 disconnected from the baseboard and the engine datalink connection
disconnected from the ECM control, measure resistance between pins J11-19 and J11-
20. When disconnecting the harness, the resistance should be 120 Ohm. When
disconnecting both ends of the CAN datalink, then the resistance would be 60 Ohm each.
ii. If resistance is not 120 Ohm (or 60 Ohm each respectively), replace the resistor.

5.12.17 Code 441 - Low Battery Voltage

Logic:
Battery voltage is low.
Possible Causes:
1. Damaged battery cable connections
2. Low battery voltage
3. Discharged or defective battery
4. Bad battery ground connection
5. Damaged accessory wiring at B+
6. Faulty engine DC alternator
7. Battery voltage (12 VDC) does not match calibration
8. Battery charger (if equipped) is not adjusted and/or is not functioning properly
Diagnosis and Repair:
1. Damaged battery cable connections
a. Inspect the battery cable connections for loose connections and/or corrosion, and repair if
necessary.
2. Low battery voltage
a. Using DVM, measure the battery voltage from the positive (+) terminal to the negative (-)
terminal.
b. If it is not within 11.0 to 14.2 V recharge the battery.
3. Discharged or defective battery
a. Check the electrolyte level (if possible).
b. Replenish the electrolyte level if low and recharge the battery (if possible). The specific gravity
of a fully charged lead acid battery is approximately 1.26 at 80 °F (27 °C).
c. If the battery is not able to hold adequate voltage, replace the battery.
4. Bad battery ground connection
a. Inspect the battery ground connection.
i. Disconnect the engine harness.
ii. Measure the resistance from the negative (-) battery terminal to the engine block ground.
iii. If the resistance is more than 1 Ohm, repair the battery ground connection.

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5. Damaged accessory wiring at B+

a. Check for add-on or accessory wiring at the positive (+) terminal of the battery.
i. Starting at the positive (+) terminal, follow any add-on or accessory wiring and examine
the wire(s) for damaged insulation or an installation error that can cause supply wire to be
shorted to the engine block.
6. Faulty engine DC alternator
a. Check the engine DC alternator.
b. If the normal charging voltage is not 12-14 VDC then troubleshoot the DC alternator.
i. Inspect alternator for signs of damage or excessive heat. If damaged, replace the DC
alternator.
ii. Check belt tension, and adjust the position of the DC alternator to ensure that the belt is
properly tensioned and not slipping on the pulley.
iii. If belt is properly tensioned, but still slips on the DC alternator pulley, remove the fan belt
from the pulley, and spin the DC alternator by hand. It should spin freely and easily. If
not, replace the DC alternator.
iv. If the alternator still does not produce 12-14 VDC, replace the alternator.
7. Battery voltage (12 VDC) does not match calibration
a. Verify the battery voltage in the calibration.
b. Verify the DC voltage selection in the control calibration matches the generator set system DC
voltage (12 VDC).
8. Battery charger (if equipped) is not adjusted and/or is not functioning properly
a. Verify that the battery charger is adjusted properly.
b. Verify that the battery charger is functioning properly.

5.12.18 Code 442 - High Battery Voltage

Logic:
Battery voltage is high.
Possible Causes:
1. A 12 VDC battery is connected but the charger is set for 24 VDC
2. Faulty engine DC alternator
3. Fault threshold is incorrect
Diagnosis and Repair:
1. A 12 VDC battery is connected but the charger is set for 24 VDC
a. Adjust the battery charger to 12 VDC.
b. Verify the battery selection and charger voltage selection match the requirements.
2. Faulty engine DC alternator
a. Check the engine DC alternator.
b. If the normal charging voltage is not 12-14 VDC, then troubleshoot the DC alternator.
i. Inspect alternator for signs of damage or excessive heat. If damaged, replace the DC
alternator.

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ii. Check belt tension, and adjust the position of the DC alternator to ensure that the belt is
properly tensioned and not slipping on the pulley.
iii. If belt is properly tensioned, but still slips on the DC alternator pulley, remove the fan belt
from the pulley, and spin the DC alternator by hand. It should spin freely and easily. If
not, replace the DC alternator.
iv. If the alternator still does not produce 12-14 VDC, replace the alternator.
3. Fault threshold is incorrect
a. Check the fault threshold values 16 V, 60 seconds.

5.12.19 Code 781 - ECM CAN Datalink Has Failed

Logic:
Communication between the Engine Control Module (ECM) and the generator set control is cut off.
Possible Causes:
1. The ECM has lost power or failed
2. The CAN datalink has failed
Diagnosis and Repair:
1. The ECM has lost power or failed
a. The Emergency Stop (E-Stop) button, if installed, is a closed relay when it is pulled out (not
active), and open relay when pressed (active). The E-Stop button disables power to the
keyswitch input on the ECM when it is pressed (active), and CAN-LINK communication will
stop. Make sure that the E-Stop is not active on the control:
i. Pull out (inactivate) the Emergency Stop button.
ii. Reset the Emergency Stop button.
iii. Press the Off button on the operator panel.
iv. Press the Reset button.
v. Select Manual or Auto as required.
b. Make sure that the Emergency Stop button is functioning correctly.
i. Measure the outputs of the E-Stop (Normally Open and Normally Closed contacts).
ii. Make sure that the outputs switch state correctly when engaged and disengaged.
iii. Replace the switch if faulty.
c. Check the wiring from the baseboard.
d. The keyswitch control relay is a normally open relay. Make sure that B+ is available at the relay
input, then measure the voltage output.
• If there is a B+ at both the input and output of the keyswitch control relay, the relay is not
faulty.
• If B+ is noted at the input but not at the output of the keyswitch control relay, replace the
relay.
e. Connect to the ECM with E-Controls GCP, to verify that the ECM is functioning properly and is
communicating with the CAN-LINK network.
i. If CAN-LINK communications is disabled, enable CAN-LINK.
ii. Inspect the ECM for bent or damaged pins. Repair as necessary.

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iii. Ensure that connectors are securely connected.

iv. Inspect the CAN datalink, as specified in the next troubleshooting step.
v. If none of the previous steps resolve the issue, replace the ECM.
2. The CAN datalink has failed
a. There is a defective datalink harness connection, or open circuit.
i. Inspect the Datalink harness and connector pins from J11-20 to J1939+ and from J11-19
to J1939-.
ii. Check the shield ground connection at J11-17.
b. Check the terminating resistors.
i. With connector J11 disconnected from the baseboard and the engine datalink connection
disconnected from the ECM control, measure resistance between pins J11-19 and J11-
20.
ii. If resistance is not 120 Ohms, replace the resistor.

5.12.20 Code 1117 - ECM Power Lost

Logic:
This indicates that "keyswitch" to the Engine Control Module (ECM) was not removed for 30 seconds
before removing battery power to the ECM (removing connectors or battery cable).
Possible Causes:
1. ECM power lost
Diagnosis and Repair:
1. ECM power lost
a. To reset, press the Off button, press the Emergency Stop button, and wait 30 seconds.

5.12.21 Code 1244 - Engine Normal Shutdown

Logic:
The engine has received a normal shutdown request.
Possible Causes:
1. The generator set is going through a normal shutdown.
Diagnosis and Repair:
1. The generator set is going through a normal shutdown.
a. The generator set is going through a normal shutdown and there are no active shutdown
fault(s) in the ECM for at least 2 seconds.

5.12.22 Code 1245 - Engine Shutdown Fault

Logic:
An engine shutdown fault has occurred in the Engine Control Module (ECM), and no other active
shutdown faults exist on the PCC.
Possible Cause:
1. Event/fault code 1245 is activated by another active shutdown fault in the ECM

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Diagnosis and Repair:

1. Event/fault code 1245 is activated by another active shutdown fault in the ECM
a. Connect to the ECM with E-Controls GCP Display (latest version) or 4G Display (latest version)
to determine the actual shutdown fault that is generating event/fault code 1245.
b. Troubleshoot the shutdown fault(s).

5.12.23 Code 1246 - CAN Unknown Engine Fault

Logic: The PCC received an unknown message from the ECM.
Possible Cause:
1. ECM/engine fault
Diagnosis and Repair:
1. ECM/engine fault
a. Refer to the E-Controls service tool.
b. Refer to Section 4.3 on page 66 for information on inspection and replacement of sensors.

5.12.24 Code 1248 - Engine Warning

Logic:
An engine warning fault has occurred in the Engine Control Module (ECM), and there are no active
warning faults on the PCC.
Possible Cause:
1. Another active warning fault in the ECM activates event/fault code 1248
Diagnosis and Repair:
1. Another active warning fault in the ECM activates event/fault code 1248
a. Connect to the ECM with E-Controls GCP Display (latest version) or 4G Display (latest version)
to determine the actual warning fault that is generating event/fault code 1248.
b. Troubleshoot the shutdown fault(s).

5.12.25 Codes 1311 and 1312 - Customer Input #1 and #2

(Warning or Shutdown)
Logic:
The nature of the fault is an optional customer selection. Examples of inputs: Low Fuel Day Tank, Water
In Fuel, Ground Fault, Low Starting Hydraulic Pressure, Low Starting Air Pressure, etc.
Each of the fault functions can be programmed using the InPower service tool, as follows:
• Enable/disable input (default: enable)
• Status, Warning, or Shutdown (default: #1-None, #2-Warning and #3-Warning)
• Active closed or open (default: closed [ground])
Change the display name using up to 19 characters (default: #1-Customer Fault 1, #2-Ground Fault, #3-
Low Fuel).
Possible Cause:
1. Fault condition exists at customer inputs

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2. External wiring problem

3. Incorrect fault function settings are programmed into the control calibration
Diagnosis and Repair:
1. Fault condition exists at customer inputs
2. External wiring problem
a. Disconnect the signal lead from TB1 and reset the control.
i. Configure input 1 - TB1-12
ii. Configure input 2 - TB1-14
b. Disconnect the signal wire from the relevant customer sensor. Check resistance to GND at
TB1-12 (fault 1311) or TB1-14 (fault 1312). If there is a continuity, repair or replace the
harness.
c. If the message goes away, the external wiring has a short circuit. Check for any grounding of
either input because that activates the fault.
3. Incorrect fault function settings are programmed into the control calibration
a. Verify that control values match the parameters necessary for fault detection.

5.12.26 Code 1317 - Low Coolant Level (Warning or Shutdown)

Logic: This fault is used when an optional coolant level sensor is installed. The nature of the fault is an
optional customer selection. The fault function can be programmed (using the InPower service tool), as
follows:
• Enable/disable input (default: enable)
• Status, Warning, or Shutdown (default: #1-None, #2 and #3-Warning)
• Active closed or open (default: closed [ground])
• Change the display name using up to 19 characters (default: #1- Customer Fault 1, #2-Ground Fault,
#3-Low Fuel).
Possible Causes:
1. Low coolant
2. Faulty coolant level sensor connections
3. Faulty coolant level sensor
4. Incorrect calibration settings for the Low Coolant fault in the control
5. Faulty control board
Diagnosis and Repair:
1. Low coolant
a. Stop the engine and allow the engine to cool down.
b. Visually inspect and verify that the engine coolant is at the appropriate level.
c. If the coolant level is too low, add coolant per specifications.
2. Faulty coolant level sensor connections
a. Inspect the coolant level sensor and the main harness connector pins.
i. Disconnect the main harness connector from the coolant level sensor.

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ii. Inspect for:

A. Corroded, bent, broken, pushed back, or expanded pins
B. Evidence of moisture in or on the connector
C. Missing or damaged connector seals
D. Dirt or debris in or on the connector pins
E. Wiring for any damage or shorting
3. Faulty coolant level sensor
a. Check sender operation.
i. Remove the connector from the sensor.
ii. Verify battery power at pin C of the sensor harness plug (Sig P-9 lead into connector). If
B+ is not present, check Fuse F1; repair or replace the harness.
iii. Verify ground at pin B of the sensor harness plug (Sig P-11 lead into connector). If
ground is not present, repair or replace the harness.
iv. Verify continuity of pin D of sensor harness plug (Sig P-10 lead into connector) and the
J20-17 connector. If continuity is not present, repair or replace the harness.
v. With the sensor out of coolant:
A. Provide power to sensor pin C, and ground at pin B.
B. With a multimeter in diode/continuity test mode, connect the red meter lead to pin D
and black to ground.
• The meter indication should be "continuity". If this indication is not present, the
sensor is defective.
vi. With the sensor in coolant:
A. Provide power to sensor pin C, and ground at pin B.
B. With a multimeter in diode/continuity test mode, connect the red meter lead to pin D
and black to ground.
• The meter indication should not be "continuity". If this indication is present, the
sensor is defective.
4. Incorrect calibration settings for the Low Coolant fault in the control
• Verify calibration setting for Configurable Input #3 as "Fault Active State Selection = Active
Closed".
5. Faulty control board
• If the sender, harness and control settings are acceptable, replace the baseboard.

5.12.27 Code 1318 - Low Fuel (Warning or Shutdown)

Logic: This fault is used when an optional low fuel level switch is installed. The nature of the fault is an
optional customer selection. The fault function can be programmed using the InPower service tool, as
follows:

Fault Function Default

Enable/disable input Enable
Status, Warning, or Shutdown #1-None, #2-Warning and #3-Warning

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Fault Function Default

Active closed or open Closed (ground)

Change the display name using up to 19 characters (default: #1-Customer Fault 1, #2-Ground Fault, #3-
Low Fuel).
Possible Causes:
1. Low fuel pressure
2. Faulty or inoperable switch
3. No actual fault; external wiring problem
4. Incorrect fault function settings are programmed into the control calibration
Diagnosis and Repair:
1. Low fuel pressure
• Measure the fuel pressure at the fuel pump inlet.
2. Faulty or inoperable switch
• Remove the switch and verify proper switch operation. If either of the following conditions is not
demonstrated, the switch is defective:
◦ When the float is at the bottom of the switch, the wires must show continuity.
◦ When the float is raised, the wires must show an open circuit.
3. No actual fault; external wiring problem
a. Disconnect the signal lead from TB1 and reset the control.
b. Disconnect the signal wire from the fuel level switch. Check resistance to GND at the J20-18
harness wire or on the back of the annunciator (if equipped). If there is continuity, repair or
replace the harness.
c. If the message goes away, the external wiring has a short circuit. Check for any grounding of
either input, which activates the fault.
4. Incorrect fault function settings are programmed into the control calibration
• Verify that control values match the parameters necessary for fault detection.

5.12.28 Code 1417 - Power Down Failure

Logic:
The PCC has failed to go to sleep.
Possible Cause:
1. Incorrect calibrations in PowerCommand controls
2. Faulty baseboard
Diagnosis and Repair:
1. Incorrect calibrations in PowerCommand controls
a. Using the display or the InPower Service tool, verify the calibration in the PCC.
i. If the calibration in the PCC matches the latest calibration on the InCal website, then the
calibration is correct. If it does not, update the calibration to the latest.

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2. Faulty baseboard
a. Remove power (B+) from the PCC for 5 to 10 seconds and reconnect B+ to the PCC.
i. If the PCC fails to go to sleep after power is cycled from the PCC and the PCC shows
event/fault code 1417 again, replace the baseboard.

5.12.29 Code 1433 - Local E-Stop

Logic:
The state of the Local Emergency Stop (E-Stop) has been changed.
Possible Causes:
1. The local E-Stop button has been activated
2. Faulty connection or faulty E-Stop switch
Diagnosis and Repair:
1. The Local E-Stop button has been activated
a. Reset the Local E-Stop:
i. Pull the Local E-Stop button out.
ii. Press the Off button.
iii. Press the Reset button.
iv. Select Manual or Auto as required.
2. Faulty connection or faulty E-Stop switch
a. Verify that the E-Stop button is working properly. The E-Stop button is a closed contact when it
is pulled out (not active), and an open contact when pressed (active).
i. Check for an open circuit condition in the connection and/or wiring from the Local E-Stop
switch to the PCC. A ground connection to the Local E-Stop control input (J25-2 Input;
J25-6 Ground) disables the E-Stop alarm. An open circuit should activate the E-Stop
alarm.

5.12.30 Code 1435 - Low Coolant Temperature (Warning)

Logic:
The engine coolant temperature is below the low coolant temperature warning threshold (50 °F [10 °C] for
D1703M and V2203M engines).
Possible Causes:
1. Coolant heater(s) is/are not operating properly
2. Low ambient temperature
3. Threshold is set too high

NOTICE
In applications where the ambient temperature falls below 40 °F (4 °C), the Low Coolant Temp
may be indicated even though the coolant heaters are operating.

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Diagnosis and Repair:

1. Coolant heater(s) is/are not operating properly
a. Make sure that the coolant heater(s) is/are connected properly to a power supply.
i. Check for open circuits in the wiring.
ii. Make sure that the power supply of the coolant heater is working properly.
b. Measure the temperature of the coolant. If the coolant temperature is close to the ambient
temperature when the ambient air temperature is below the coolant heater thermostat setting,
replace the coolant heater(s).
2. Low ambient temperature
a. If the coolant heater(s) is/are working properly and the radiator has enough coolant, but the
ambient temperature around the generator set is very cold (less than 40 °F [4 °C]), the coolant
heaters might not have the capability to keep the coolant temperature above the low coolant
temperature warning threshold. This could be an application issue and will need to be further
investigated.
3. Threshold is set too high
a. Verify that the LCT Warning Threshold is set to 50 °F (10 °C).

5.12.31 Code 1438 - Fail to Crank (Shutdown)

Logic:
The engine failed to crank after the generator control received a start signal.
Possible Cause:
1. Dead or weak battery
2. Failed starter
3. Failed starter solenoid
4. Failed starter relay
5. Engine or rotor is locked or binding
6. No CAM sense (bad or damaged CAM sensor, harness issue)
7. No Crank sense (bad or damaged Crank sense, harness issue)
Diagnosis and Repair:
1. Dead or weak battery
a. Verify battery voltage is at least 12 VDC (24 VDC where applicable).
b. Charge or replace the battery as necessary.
2. Failed starter
a. Press the Reset/Fault Acknowledge button on the display.
b. Attempt to start the generator and test for B+ at the starter supply lug.
c. If B+ is present at the starter supply lug, the starter could be defective.
3. Failed starter solenoid
a. Press the Reset/Fault Acknowledge button on the display.
b. Check wiring for continuity between terminal 87 on the starter relay and start solenoid SW
terminal. Resistance should be less than 5 Ohms.

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c. Attempt to start the generator set and test for B+ at SW terminal of the starter solenoid.
d. Check wiring for continuity between the solenoid COM terminal and B+ lug of the battery.
Resistance should be less than 1 Ohm.
e. Attempt to start the generator set and test for B+ at the solenoid output lug.
f. If B+ is not present, the starter solenoid is defective.
4. Failed starter relay
a. Check wiring for continuity between terminal 86 on the starter relay and J20-13 control board
terminal. Resistance should be less than 1 Ohm.
b. Check wiring for continuity between terminal 85 on the starter relay and J20-15 control board
terminal. Resistance should be less than 1 Ohm.
c. Check for B+ at terminal 30 on the starter relay. If voltage is not present, verify the 20 Amp
fuse is in place and functional.
d. Attempt to start the generator set and test for B+ at terminal 86 of the starter relay.
e. Check wiring for continuity between terminal 85 of the starter relay and ground. Resistance
should be less than 1 Ohm.
f. Attempt to start the generator and test for B+ at terminal 87 of the starter relay.
g. If B+ is not present, the starter relay is defective.
5. Engine or rotor is locked or binding
a. Verify that the generator can rotate freely by barring the engine over by hand. If generator set
cannot be turned over, identify the source of the bind, and repair as necessary.

NOTICE
Do not use the alternator fan to rotate the engine.

6. No CAM Sense
a. Check CAM sensor for damage.
b. Check for continuity/polarity of harness.
c. Refer to Section 4.3 on page 66 for information on inspection and replacement of sensors.
7. No Crank Sense
a. Check crankshaft sensor for damage or alignment.
b. Check for continuity/polarity of harness.
c. Refer to Section 4.3 on page 66 for information on inspection and replacement of sensors.

5.12.32 Code 1442 - Weak Battery

Logic:
This fault occurs when the engine is starting (cranking) and the voltage of the battery drops below the
Weak Battery Voltage Threshold (8 V) for the time set in the Weak Battery Voltage Set Time (2 seconds).
Possible Causes:
1. Weak or discharged battery
2. Battery connections are loose or dirty
3. Insufficient battery charging voltage

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4. Faulty engine DC alternator

5. Faulty harness
6. Weak Battery Voltage Threshold is set too high
Diagnosis and Repair:
1. Weak or discharged battery
a. Measure the voltage of the battery with a voltmeter. Battery voltage should be 12 VDC or
greater.
b. If the battery voltage is low, check the electrolyte level in the battery (if possible). Replenish the
electrolyte level if low and recharge the battery; the specific gravity for a fully charged lead acid
battery is approximately 1.26 at 80 °F (27 °C).
c. If the battery cannot hold adequate voltage, replace the battery.
2. Battery connections are loose or dirty
a. Clean and tighten battery terminals and battery cable connectors. If the battery cable
connectors are cracked or worn out, replace them.
3. Insufficient battery charging voltage
a. Make sure that the battery charger (if applicable) is charging the battery at an acceptable rate.
Adjust the charge rate if the rate is below the recommendation of the manufacturer.
b. If the battery located far from the battery charger, make sure that a proper wire size is used to
compensate for voltage drop.
4. Faulty engine DC alternator
a. Check the engine DC alternator.
b. If normal charging voltage is not 12-14 VDC, then troubleshoot the DC alternator.
i. Inspect alternator for signs of damage or excessive heat. If damaged, replace the DC
alternator.
ii. Check belt tension, and adjust the position of the DC alternator to ensure that the belt is
properly tensioned and not slipping on the pulley.
iii. If belt is properly tensioned, but still slips on the DC alternator pulley, remove the fan belt
from the pulley, and spin the DC alternator by hand. It should spin freely and easily. If
not, replace the DC alternator
iv. If the alternator still does not produce 12-14 VDC, replace the alternator.
5. Faulty harness
a. Measure the battery voltage at the battery terminals.
b. Measure the battery voltage at the baseboard input.
c. Measure the voltage at:
• B+ (J20-9, J20-10, J20-20, and J20-21) and
• B- (negative) input (J20-1, J20-2, J20-4, J20-7, J20-12)
d. If the voltage at the battery terminals and the control is not the same, check the harness and
replace it if necessary.
6. Weak Battery Voltage Threshold is set too high
a. Make sure that the Weak Battery Voltage Threshold is set to the specified values (8 V, 2
seconds).

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5.12.33 Code 1446 - High AC Voltage

Logic:
One or more of the phase voltages has exceeded the High AC Voltage Threshold (110% of nominal
voltage, 10 seconds).
Possible Causes:
1. High AC Voltage Threshold is set too low
2. Faulty PCC control board (AVR circuit)
3. Improper connections at generator output terminals
4. Faulty PMG (if used)
5. Engine speed/frequency surge
6. Faulty EBS (Excitation Boost System) or EBS installed incorrectly (if used)
Diagnosis and Repair:
1. High AC Voltage threshold is set too low
a. Verify parameter settings.
2. Faulty PCC control board (AVR circuit)
a. Measure the output at J17-1 and J17-2 on the PCC board. The output should be at 3 - 30 VDC
when the generator set is operating at “No Load".
i. If the voltage output of J17-1 and J17-2 is constantly above 30 VDC at no load, then the
AVR portion of the baseboard is faulty. Replace the baseboard.
3. Improper connections at generator output terminals
a. Compare connections in the generator to the wiring schematic.
b. Correct according to the appropriate schematic if necessary.
4. Faulty PMG (if used)
a. Start the generator set and run at rated speed. Measure the voltages at the terminals P2 (J18-
1) and P3 (J18-2). These should be balanced and within the range of 60 Hz generators 190 to
220 V.
5. Engine speed/frequency surge
a. Refer to fault codes 234 and 1449 for diagnosis.
6. Faulty EBS (Excitation Boost System) or EBS installed incorrectly (if used)
a. Connect with the InPower service tool and change the Local Status Output Function to Default.
b. Disconnect the EBS field jack from the alternator field plug.
c. Disconnect the EBS plug from the field jack (connected to P17-1, P17-2).
d. Reconnect the alternator field plug to the field jack.
e. The set is now connected in a Shunt configuration. Start the generator set and determine if the
issue still exists.
f. If the problem does not exist, the EBS is faulty; replace it.

5.12.34 Code 1447 - Low AC Voltage (Shutdown)

Logic:

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One or more of the phase voltages has dropped below the Low AC Voltage Threshold (85%) for more
than the specified amount of time (10 seconds).
Possible Causes:
1. Incorrect threshold setting or AVR settings
2. Overload
3. Improper connections at generator output terminals
4. Incorrect voltage sense or setup wiring connection
5. Faulty PCC board (AVR circuit)
6. Faulty rotating rectifier assembly (diodes CR1 through CR6)
7. Low residual magnetism in excitation coil
Diagnosis and Repair:
1. Incorrect threshold setting or AVR settings
a. Verify factory settings have not changed. Contact factory service support for original settings.
2. Overload
a. Make sure that the load on the generator set does not exceed the generator set kW rating.
b. If the generator set is producing correct voltage with no load, but shutting down on under
voltage when the generator set picks up certain loads, the undervoltage shutdowns are being
caused by the load. Motors, Uninterruptible Power Supply (UPS), Variable Frequency Drive
(VFD), Medical Diagnostic Imagining Equipment, Fire Pumps and certain types of lighting have
a considerable and different influence on a generator and might require starting these loads
when there is a minimum load on the generator set.
c. Revisit the generator set sizing process to make sure that the generator set is correctly sized
for the application, especially if new loads have been introduced into the system. Refer to the
T-030 manual.
3. Improper connections at generator output terminals
a. Check connections.
i. Compare connections in generator to wiring schematic.
ii. Correct according to the appropriate schematic as needed.
4. Incorrect voltage sense or setup wiring connection
a. Verify that the voltage sensing inputs J22-1, J22-2, J22-3, and J22-4 are connected to L1, L2,
L3, and L0 respectively.
b. Verify that excitation inputs J18-1 and J18-2 are connected to the correct generator terminals.
5. Faulty PCC board (AVR circuit)
a. Connect the InPower service tool.
b. Start the generator set.
c. Using the InPower service tool, verify that the AC voltage output is greater than residual.
d. If the AC voltage output is residual, using the InPower service tool, verify that the AVR is
enabled.
e. Inspect the generator control harness connector pins for voltage sense and field connections.
f. Turn off the generator set.
g. Visually inspect harness for corroded pins, bent or broken pins, pushed back or expanded pins.

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6. Faulty rotating rectifier assembly (diodes CR1 through CR6)

a. Check each diode. Refer to the Alternator Performance Troubleshooting section.
7. Low residual magnetism in excitation coil
a. The excitation coil may need to be flashed:
i. Remove the Field Coil+ and Field Coil- leads from the alternator.
ii. Using a 12 VDC supply:
A. Touch the positive supply terminal to Field Coil+ and the negative supply terminal to
Field Coil-.
B. Remove after brief contact.
C. Repeat three times.
iii. Reconnect the Field Coil+ and Field Coil- leads to the alternator.
iv. Reset the control.
v. Restart the generator set.

5.12.35 Code 1448 - Underfrequency

Logic:
The frequency has dropped below the Underfrequency Threshold (6 Hz) for the time set in the
Underfrequency Delay parameter (10 seconds).
Possible Causes:
1. Overrides are enabled
2. Underfrequency threshold is set too high
3. Overload
4. Engine governor problem
Diagnosis and Repair:
1. Overrides are enabled
a. Connect with the InPower service tool.
b. Make sure that the Alternator LX-N overrides are not enabled. If required, disable the Alternator
LX-N overrides.
2. Underfrequency threshold is set too high
a. Verify the Underfrequency Threshold and Underfrequency Time Delay set values.
3. Overload
a. Make sure that the load on the generator set does not exceed the generator set kW rating.
b. If the generator set is producing correct voltage with no load, but is shutting down on under
voltage when the generator set picks up certain loads, the under voltage shutdowns are being
caused by the load. Motors, Uninterruptible Power Supply (UPS), Variable Frequency Drive
(VFD), Medical Diagnostic Imagining Equipment, Fire Pumps, and certain types of lighting have
a considerable and different influence on a generator and might require starting these loads
when there is a minimum load on the generator set. Refer to the T-030 manual.
c. Revisit the generator set sizing process to make sure that the generator set is correctly sized
for the application, especially if new loads have been introduced into the system.

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4. Engine governor problem

a. Verify that the wiring to the throttle body actuator works correctly. Correct if faulty.
b. Verify that the throttle shaft and plate are free to move. Clean or repair if necessary.

5.12.36 Code 1449 - Overfrequency

Logic:
The frequency has gone above the Overfrequency Threshold (6 Hz) for the time that is registered in the
Overfrequency Delay (10 seconds).
Possible Causes:
1. Overfrequency threshold is set too low
2. Engine governor problem
Diagnosis and Repair:
1. Overfrequency threshold is set too low
a. To access the Overfrequency configuration menu on the operator panel, go to Setup > Genset
Setup > Volt Protection.
b. Verify that the Overfrequency Threshold and Overfrequency Time Delay are per specification.
Refer to the list to see the default value for Overfrequency.
2. Engine governor problem
a. Verify that the wiring to the throttle body actuator works correctly. Correct if faulty.
b. Verify that the throttle shaft and plate are free to move. Clean or repair if necessary.

5.12.37 Code 1471 - High AC Current (Warning)

Logic:
The generator output current has exceeded the warning limit threshold (110%) for greater than the set
time limit (60 seconds).
Possible Causes:
1. Short
2. Overload
3. Incorrect CTs, CT connections, or CT setup
4. Incorrect CT harness connections
5. Incorrect rating setup
6. Fault override enabled
7. Parameter set incorrectly
Diagnosis and Repair:
1. Short
a. Inspect the load cables and the AC harness connections.
b. Disconnect the AC harness from the load cables.
c. Inspect the AC harness and board connector pins.
d. Visually inspect for corroded pins, bent or broken pins, and/or pushed back or expanded pins.
e. Check for a short circuit of the harness to engine block ground.

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2. Overload
a. Make sure that the load on the generator set does not exceed the generator set kW rating.
b. If the generator set is producing correct frequency with no load, but shutting down on
underfrequency when the generator set picks up certain loads, the underfrequency shutdowns
are being cause by the load. Motors, Uninterruptible Power Supply (UPS), Variable Frequency
Drive (VFD), Medical Diagnostic Imagining Equipment, Fire Pumps, and certain types of
lighting have a considerable and different influence on a generator and might require starting
these loads when there is a minimum load on the generator set.
c. Revisit the generator set sizing process to make sure that the generator set is correctly sized
for the application, especially if new loads have been introduced into the system. Refer to the
T-030 manual.
3. Incorrect CTs, CT connections, or CT setup
a. Check that the correct CT(s) has/have been installed.
b. Check that CT connections are secure.
c. Check that the CTs are installed correctly.
d. Connect the InPower service tool.
e. Verify that the correct CT ratio has been used. Adjust the setting if necessary.
f. Check and correct connections for any bent pins, sockets, dirt, etc.
4. Incorrect CT harness connections
a. Measure the resistance of the CT harness on each pin.
b. Disconnect connector P12 from the control board and CTs.
c. Measure the resistance of each pin on the CT harness connector to engine block ground.
Resistance should be open or infinite.
d. Verify that the CT harness plug wiring is correct. Verify continuity between pin pairs as follows:
• P12-1 (CT1) to P12-4 (CT1-COM)
• P12-2 (CT2) to P12-5 (CT2-COM)
• P12-3 (CT3) to P12-6 (CT3-COM)
e. Re-terminate connections if necessary.
5. Incorrect rating setup
a. Connect the InPower service tool.
b. Verify the generator set rating is set correctly. Adjust settings if necessary.
6. Fault override enabled
a. Connect the InPower service tool and make sure that the fault is not enabled.
b. If InPower is not available, cycle power to the control:
i. Press the Emergency Stop (E-Stop) button (if installed) and wait 30 seconds.
ii. Disconnect and disable the stand alone battery charger (if installed).
iii. Disconnect the battery (disconnect the negative first).
iv. Leave the controller without power for 1 minute.
v. In the following order: Reconnect the battery, enable the stand alone battery charger, pull
out the E-Stop button, and reset the control.

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7. Parameter set incorrectly

a. Verify fault threshold values in calibration.

5.12.38 Code 1472 - High AC Current (Shutdown)

Logic:
The generator output current has exceeded the Shutdown set limit (150%) for greater than the set time
limit (10 seconds).
Possible Causes:
1. Short
2. Overload
3. Incorrect CTs, CT connections, or CT setup
4. Incorrect CT harness connections
5. Incorrect rating setup
6. Fault override enabled
7. Parameter set incorrectly
Diagnosis and Repair:
1. Short or overload
a. Inspect the load cables and the AC harness connections.
b. Disconnect the AC harness from the load cables.
c. Inspect the AC harness and board connector pins.
d. Visually inspect for corroded pins, bent or broken pins, and pushed back or expanded pins.
e. Check for a short circuit of the harness to engine block ground.
2. Overload
a. Make sure that the load on the generator set does not exceed the generator set kW rating.
b. If the generator set is producing correct frequency with no load, but shutting down on
underfrequency when the generator set picks up certain loads, the underfrequency shutdowns
are being cause by the load. Motors, Uninterruptible Power Supply (UPS), Variable Frequency
Drive (VFD), Medical Diagnostic Imagining Equipment, Fire Pumps, and certain types of
lighting have a considerable and different influence on a generator and might require starting
these loads when there is a minimum load on the generator set.
c. Revisit the generator set sizing process to make sure that the generator set is correctly sized
for the application, especially if new loads have been introduced into the system. Refer to the
T-030 manual.
3. Incorrect CTs, CT connections, or CT setup
a. Check that correct CTs have been installed.
b. Check that CT connections are secure.
c. Check that CTs are installed correctly.
d. Connect the InPower service tools.
e. Verify the correct CT ratio has been used. Adjust the setting if necessary.
f. Check and correct connections for any bent pins, sockets, dirt, etc.

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4. Incorrect CT harness connections

a. Measure the resistance of the CT harness on each pin.
b. Disconnect connector P12 from the control board and CTs.
c. Measure the resistance of each pin on the CT harness connector to engine block ground.
Resistance should be open or infinite.
d. Verify the CT harness plug wiring is correct. Verify that continuity between pins pairs is as
follows:
• P12-1 (CT1) to P12-4 (CT1-COM)
• P12-2 (CT2) to P12-5 (CT2-COM)
• P12-3 (CT3) to P12-6 (CT3-COM)
e. Re-terminate connections if necessary.
5. Incorrect rating setup
a. Connect the InPower service tool and make sure that the fault is not enabled.
b. Verify the generator set rating is set correctly.
c. Verify CT ratings in the control are set correctly. Adjust settings if necessary.
6. Fault override enabled
a. Connect with the InPower service tool and make sure that the fault is not enabled.
b. If InPower is not available, cycle power to the control:
i. Press the Emergency Stop (E-Stop) button (if installed) and wait 30 seconds.
ii. Disconnect and disable the stand alone battery charger (if installed).
iii. Disconnect the battery (disconnect the negative first).
iv. Leave the controller without power for 1 minute.
v. In the following order: Reconnect the battery, enable the stand alone battery charger, pull
out the E-Stop button, and reset the control.
7. Parameter set incorrectly
a. Verify the fault threshold values in the calibration.

5.12.39 Code 1853 - Annunciator Input 1 Fault

Logic:
Customer fault 1 (input 1, LED 1) on the universal annunciator is active.
Possible Cause:
1. Condition for which "Annunciator Input #1" is configured for is active
2. Incorrectly configured or wiring issue
3. Faulty annunciator
Diagnosis and Repair:
1. Condition for which "Annunciator Input #1" is configured for is active
a. Check the condition for which "Annunciator Input #1" has been configured for. For example, if
"Annunciator Input #1" was configured to become active when the fuel level is low, check the
fuel level and add fuel if needed. After the issue is resolved, press the Reset button on the
operator panel in order to clear the fault. If the fault does not clear, go to the next step.

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Configurable Parameter Option 1 (Default) Option 2

Negative or Positive Input 1 Negative Input (Ground Input) Positive Input (B+ Input)
Activation
Inverting Active Hardware Signals Do Not Invert Invert
2. Incorrectly configured or wiring issue
a. Customer input 1 on the universal annunciator can be configured to conform to different
applications. Below are two configurations that have an impact on how input 1 becomes active:
• Negative or positive Input 1 activation: Allows the user to activate with a negative
(ground) or positive (B+) input; the default setting is a negative (ground) input.
• Inverting active hardware signals: Input 1 has the capability to be inverted. If annunciator
input 1 is set to inverted, then an active hardware signal will be considered inactive and
an inactive signal will be considered active; the default is set to non-inverted.
b. When set to default, event/fault code 1853 (customer input 1) becomes active when there is a
ground input at TB1-1 on the back of the universal annunciator.
c. Make sure that the universal annunciator is correctly configured; for setup and configuration
instructions, refer to the universal annunciator operator's manual.
d. Check the wiring at TB1-1 and make sure that customer input 1 is wired correctly. Depending
on the configuration of the annunciator shown in step 1, make sure that there is not a short or
open circuit at the TB1-1 connection.
e. Check the sender, relay, or device that is activating Input 1 on the universal annunciator.
Replace if faulty.
3. Faulty annunciator
a. If the wiring and configuration is satisfactory, replace the universal annunciator.

5.12.40 Code 1854 - Annunciator Input 2 Fault

Logic:
Customer fault 2 (Input 2, LED 2) on the universal annunciator is active.
Possible Cause:
1. Condition for which "Annunciator Input #2" is configured for is active
2. Incorrectly configured or wiring issue
3. Faulty annunciator
Diagnosis and Repair:
1. Condition for which "Annunciator Input #2" is configured for is active
a. Check the condition for which "Annunciator Input #2" has been configured for. For example, if
"Annunciator Input #2" was configured to become active when the fuel level is low, check the
fuel level and add fuel if needed. After the issue is resolved, press the Reset button on the
operator panel in order to clear the fault. If the fault does not clear, go to the next step.

Configurable Parameter Option 1 (Default) Option 2

Negative or Positive Input 2 Negative Input (Ground Input) Positive Input (B+ Input)
Activation
Inverting Active Hardware Signals Do Not Invert Invert

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2. Incorrectly configured or wiring issue

a. Customer input 2 on the universal annunciator can be configured to conform to different
applications. Below are two configurations that have an impact on how Input 2 becomes active:
• Negative or positive Input 2 activation: Allows the user to activate with a negative
(ground) or positive (B+) input; the default setting is a negative (ground) input.
• Inverting active hardware signals: Input 2 has the capability to be inverted. If annunciator
input 2 is set to inverted, then an active hardware signal will be considered inactive and
an inactive signal will be considered active; the default is set to non-inverted.
b. When set to default, event/fault code 1854 (customer input 2) becomes active when there is a
ground input at TB1-2 on the back of the universal annunciator.
c. Make sure that the universal annunciator is correctly configured; for setup and configuration
instructions, refer to the universal annunciator operator's manual.
d. Check the wiring at TB1-2 and make sure that customer input 2 is wired correctly. Depending
on the configuration of the annunciator in step 1, make sure that there is not a short or open
circuit at the TB1-2 connection.
e. Check the sender, relay, or device that is activating input 2 on the universal annunciator.
Replace if faulty.
3. Faulty annunciator
a. If the wiring and configuration is satisfactory, replace the universal annunciator.

5.12.41 Code 1855 - Annunciator Input 3 Fault

Note: The nature of the annunciator fault is an optional configurable selection.
Logic:
Customer fault 3 (input 3, LED 3) on the universal annunciator is active.
Possible Cause:
1. Condition for which "Annunciator Input #3" is configured for is active
2. Incorrectly configured or wiring issue
3. Faulty annunciator
Diagnosis and Repair:
1. Condition for which "Annunciator Input #3" is configured for is active
a. Check the condition for which "Annunciator Input #3" has been configured for. For example, if
"Annunciator Input #3" was configured to become active when the fuel level is low, check the
fuel level and add fuel if needed. After the issue is resolved, press the Reset button on the
operator panel in order to clear the fault. If the fault does not clear, go to the next step.

Configurable Parameter Option 1 (Default) Option 2

Negative or Positive Negative Input Positive Input
Input 3 Activation (Ground Input) (B+ Input)
Inverting Active Do Not Invert Invert
Hardware Signals

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2. Incorrectly configured or wiring issue

a. Customer input 3 on the universal annunciator can be configured to conform to different
applications. Below are two configurations that have an impact on how input 3 becomes active.
• Negative or positive Input 3 activation: Allows the user to activate with a negative
(ground) or positive (B+) input; the default setting is a negative (ground) input.
• Inverting active hardware signals: Input 3 has the capability to be inverted. If annunciator
input 3 is set to inverted, then an active hardware signal will be considered inactive and
an inactive signal will be considered active; the default is set to non-inverted.
b. When set to default, event/fault code 1855 (customer input 3) becomes active when there is a
ground input at TB1-3 on the back of the universal annunciator.
c. Make sure that the universal annunciator is correctly configured; for setup and configuration
instructions, refer to the universal annunciator operator's manual.
d. Check the wiring at TB1-3 and make sure that customer input 3 is wired correctly. Depending
on the configuration of the annunciator, make sure that there is not a short or open circuit at
the TB1-3 connection.
e. Check the sender, relay, or device that is activating Input 3 on the universal annunciator,
replace if faulty.
3. Faulty Annunciator
a. If the wiring and configuration is satisfactory, replace the universal annunciator.

5.12.42 Code 1944 - Annunciator Configuration Error (Warning)

Logic: More than one network device is configured to activate one of the annunciator output relays.
Possible Causes:
1. Bad network configuration
2. Bad device on network
Diagnosis and Repair
1. Bad network configuration
a. Check the setup of devices on the network against duplicate use of the same annunciator relay
output.
2. Bad device on network
a. Troubleshoot the network for malfunctioning devices.

5.12.43 Code 2118 - Fuel Pressure Low

Logic:
This fault is used when an optional low fuel pressure switch is installed. The nature of the fault is an
optional customer selection. The fault function is programmed (using the InPower service tool), as follows:
• Function: Low Fuel Pressure Switch (default: Disabled)
• Fault Level Response: Warning (default: #1-None, #2-Warning and #3-Warning)
• Fault Active State Selection: Active Closed (default: Active Closed)
• Display Name: LOW FUEL PRESSURE
Possible Causes:
1. Low fuel pressure

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2. Faulty fuel pressure switch connections

3. Faulty fuel pressure switch
4. Incorrect fuel system selected in control
5. Faulty control board
Diagnosis and Repair:
1. Low fuel pressure
a. Check fuel supply and change as required.
2. Faulty fuel pressure switch connections
a. Inspect the fuel pressure switch and the harness connectors.
b. Disconnect the harness connector from the fuel pressure switch.
c. Inspect for corroded pins, bent or broken pins, pushed back or expanded pins.
d. Inspect for evidence of moisture in or on the connector.
e. Inspect for dirt or debris in or on the connector pins.
f. Inspect the wiring for any damage or shorting.
3. Faulty fuel pressure switch
a. Check switch operation.
b. Turn off the fuel supply to the unit, and vent fuel in the line. Check for continuity across the two
leads of the switch. The circuit should be open.
c. Turn fuel supply to the unit on, and check for continuity across the two leads of the switch. The
circuit should be closed
4. Incorrect fuel system selected in control
a. Verify fuel system selection in control menu. Refer to the Converting the Fuel System Type
section.
5. Faulty control board
a. If the sender, harness and control settings are acceptable, the baseboard is defective. Replace
it.

5.12.44 Code 2335 - Excitation Fault (Loss of AC Sense)

Logic:
The control has lost voltage sensing or has lost zero cross sensing.
Possible Causes:
1. Incorrect configuration
2. Bad fuse
3. Bad wire harness or wrong connections
4. Low residual magnetism in excitation coil
5. Excitation coil is defective
6. Incorrect generator set setup
7. Bad control board
8. Short circuit

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Diagnosis and Repair:

1. Incorrect configuration
a. Make sure that values for the Low of AC Voltage Threshold (85%) and Low of AC Voltage
Time Delay (10 seconds) are correct in calibration.
2. Bad fuse
a. Check the fuse F5 (10 Amp).
b. Replace if necessary.
3. Bad wire harness or wrong connections

CAUTION
Excessive voltage is possible during testing. Make sure your meter can handle alternator
full voltage.

a. Check electrical continuity between the following locations. If resistance is greater than 1 Ohm,
repair or replace the harness:
• J22 Pin 4 and the terminal marked N on the alternator terminal block (identified as Sense
N on the generator wiring diagram)
• J22 Pin 3 and the terminal marked W on the alternator terminal block (identified as Sense
W on the generator wiring diagram)
• J22 Pin 2 and the terminal marked V on the alternator terminal block (identified as Sense
V on the generator wiring diagram)
• J22 Pin 1 and the terminal marked U on the alternator terminal block (identified as Sense
U on the generator wiring diagram)
b. Check continuity between the following leads. If resistance is greater than 1 Ohm, repair or
replace the harness.
• J17 Pin 1 and Field Coil + (F1)
• J17 Pin 2 and Field Coil - (F2)
c. Check continuity between the following leads. If resistance is greater than 1 Ohm, repair or
replace the harness:
• J18 Pin 1 and the terminal marked Shunt 1 on the alternator terminal block or PMG
terminal marked P2
• J18 Pin 2 and the terminal marked Shunt 2 on the alternator terminal block or PMG
terminal marked P3
d. Make sure that the inline connectors in the wiring harness are connected properly.
4. Low residual magnetism in excitation coil
a. Flash the excitation coil:
i. Remove Field Coil+ and Field Coil- leads from the alternator.
ii. Using a 12 VDC supply, touch the positive supply terminal to Field Coil+ and the negative
supply terminal to Field Coil-. Remove after brief contact. Repeat three times.
iii. Reconnect Field Coil+ and Field Coil- leads to the alternator.
iv. Reset the control, and restart the generator set.
5. Excitation coil is defective
a. Refer to the Alternator Performance Troubleshooting section.

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6. Incorrect generator set setup

a. Verify that the generator set is capable of reaching the rated speed.
7. Bad control board
a. Replace the control board module after performing all other steps.
8. Short circuit
a. If none of the previous debugging steps solve the problem, then the shutdown may be due to a
short circuit on the main output lines of the alternator. Inspect the main output lines from the
alternator for mis-wire, faulty wire, or any other signs of short circuit.

5.12.45 Code 2676 - Alternator Frequency Conflict (Shutdown)

Logic: The Alternator Line Frequency and Alternator Excitation Frequency do not match.
Possible Causes:
1. Incorrect setting
2. Bad wire harness or wrong connections
3. Bad control board
4. Bad alternator
Diagnosis and Repair:
1. Incorrect setting
a. Check the Alternator Line Frequency Gain trim using the operator panel or the InPower service
tool.
• When Shunt is selected, a gain of 1 is the default.
• When PMG is selected, a gain of 2 is the default.
b. Measure the Alternator Line Frequency (J22-1 to J22-4).
c. Measure the Alternator Excitation Frequency (J18-1 to J18-2).
d. Calculate the Alternator Excitation Frequency value using the following equation:
Alternator Line Frequency * Alternator Line Frequency Gain = Alternator Excitation Frequency
e. Compare the Alternator Excitation Frequency that was measured to the Alternator Excitation
Frequency that was calculated.
f. Check the voltage sense leads and exciter power lead for open circuits or short circuits.
2. Bad wire harness or wrong connections

CAUTION
Excessive voltage is possible during testing. Make sure your meter can handle alternator
full voltage.

a. Check continuity between the following leads; if resistance is greater than 1 Ohm, repair or
replace the harness:
• J17 Pin 1 and Field Coil + (F1)
• J17 Pin 2 and Field Coil - (F2)
b. Make sure that the inline connectors in the wiring harness are connected properly.

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3. Bad control board

• Replace the control board.
4. Bad alternator
• Replace the alternator.

5.12.46 Code 2677 - Fail to Stop (Shutdown)

Logic:
The generator set continues to run after receiving shutdown command from the controller.
Possible Causes:
1. Stuck fuel shutoff (FSO) valve
Diagnosis and Repair:
1. Stuck fuel shutoff (FSO) valve
a. Check keyswitch operation and make sure it is not stuck closed. Use a multimeter and check
continuity across the relay (K3-1 and K3-4). With the Emergency stop pressed, the relay should
be open.
b. Check for a stuck FSO valve. Check the FSO relay and related wiring. Check that the FSO is
not mechanically stuck. (The controller shuts off the fuel supply valves only or the spark plug
supply.)
c. If issue persists, consult DTC 1181 in the E-Controls manual.

5.12.47 Code 2729 - IO Module Lost (Warning)

Logic: There is an intermittent data link between the I/O module and the PCC control (Aux 101 I/O
Module option) and no input fault levels were set to Shutdown.
Possible Causes:
1. Incorrect wiring
2. I/O settings misconfigured
Diagnosis and Repair:
1. Incorrect wiring
a. The connection between AUX 101 and PCC 1302 is incorrect. Make sure there is proper
wiring.
• PCC 1302 TB1-1 – PCC Net A (+) to AUX 101 J1-3
• PCC 1302 TB1-2 – PCC Net B (-) to AUX 101 J1-4
• PCC 1302 TB1-3 – B+ Return to AUX 101 J14-2
• PCC 1302 TB1-5 – Customer Fused B+ to AUX 101 J14-1
• PCC 1302 TB15-5 – System Wake-up to AUX 101 J1-5
2. I/O settings misconfigured
a. If no AUX 101 is connected to PCC 1302, connect to the InPower service tool.
• Go to Adjustments > System I/O Adjustment > Output Relays. Make sure System IO
Board Enable is disabled.
• Go to Adjustments > System I/O Adjustment. Make sure no inputs or outputs are
configured as enabled.

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5.12.48 Code 2731 - IO Module Lost (Shutdown)

Logic: Indicates an intermittent data link between the I/O module and the PCC control (Aux 101 I/O
Module option) and at least one input fault level was set to Shutdown.
Possible Causes:
1. Incorrect wiring
2. I/O settings misconfigured
Diagnosis and Repair:
1. Incorrect wiring
a. The connection between AUX 101 and PCC 1302 is incorrect. Make sure there is proper
wiring.
• PCC 1302 TB1-1 – PCC Net A (+) to AUX 101 J1-3
• PCC 1302 TB1-2 – PCC Net B (-) to AUX 101 J1-4
• PCC 1302 TB1-3 – B+ Return to AUX 101 J14-2
• PCC 1302 TB1-5 – Customer Fused B+ to AUX 101 J14-1
• PCC 1302 TB15-5 – System Wake-up to AUX 101 J1-5
2. I/O settings misconfigured
a. If no AUX 101 is connected to PCC 1302, connect to InPower.
i. Go to Adjustments > System I/O Adjustment > Output Relays. Make sure System IO
Board Enable is disabled.
ii. Go to Adjustments > System I/O Adjustment. Make sure no inputs or outputs are
configured as enabled.

5.12.49 Code 2897 - Factory Memory Block Corrupt

Logic: The control has detected a corrupted memory block.
Possible Cause:
1. Defective memory block
Diagnosis and Repair:
1. Defective memory block
a. Connect to device using InPower version 10.0 or greater.
b. In InPower, right click on the device, and select Initial Calibration (Recover Device) from the
menu that appears.
c. If the capture file for the device is available, select "overlay capture file". If not, select feature
codes.
• Feature codes can be found on the nameplate of the device, located on the alternator
housing.
d. If the problem persists, contact the factory for support.

5.12.50 Code 2898 - Periodic or Fault Memory Block Corrupt

Logic: The control has detected a corrupted memory block.

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Possible Cause:
1. Defective memory block
Diagnosis and Repair:
1. Defective memory block
a. Connect to the device using InPower version 10.0 or greater.
b. In InPower, right click on the device, and select Initial Calibration (Recover Device) from the
menu that appears.
c. If the capture file for the device is available, select "overlay capture file". If not, select feature
codes.
• Feature codes can be found on the nameplate of the device, located on the alternator
housing.
d. If the problem persists, contact the factory for support.

5.12.51 Code 2899 - User Memory Block Corrupt

Logic: The control has detected a corrupted memory block.
Possible Cause:
1. Defective memory block
Diagnosis and Repair:
1. Defective memory block
a. Connect to the device using InPower version 10.0 or greater.
b. In InPower, right click on the device, and select Initial Calibration (Recover Device) from the
menu that appears.
c. If the capture file for the device is available, select "overlay capture file". If not, select feature
codes.
• Feature codes can be found on the nameplate of the device, located on the alternator
housing.
d. If the problem persists, contact the factory for support.

5.12.52 Code 2911 - Trim Memory Block Corrupt

Logic: The control has detected a corrupted memory block.
Possible Cause:
1. Defective memory block
Diagnosis and Repair:
1. Defective memory block
a. Connect to the device using InPower version 10.0 or greater.
b. In InPower, right click on the device, and select Initial Calibration (Recover Device) from the
menu that appears.
c. If the capture file for the device is available, select "overlay capture file". If not, select feature
codes.
• Feature codes can be found on the nameplate of the device, located on the alternator
housing.

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d. If the problem persists, contact the factory for support.

5.12.53 Code 2964 - Intake Air Temperature Higher than Expected

Logic: The manifold air temperature exceeds 94 °C (200 °F) for more than 60 seconds, while the engine
is running (DTC 111 active).
Possible Causes:
1. Exhaust air entering intake
2. TMAP sensor failure
Diagnosis and Repair:
1. Exhaust air entering intake
a. Inspect the exhaust system for leaks. Check the exhaust manifold gaskets, turbo gasket (if
equipped), and exhaust tubing for holes or escaping exhaust. Replace the faulty component(s)
if necessary.
b. The unit is not properly ventilated. Make sure that the unit is greater than 5 feet from any
obstruction.
• For units located inside of a structure, make sure that exhaust gases do not exit within 5
feet of the intake for the structure or generator set.
• For enclosed sets, make sure that there are no objects blocking the exhaust opening on
the top of the enclosure, or objects that may redirect exiting airflow towards the intake
end of the unit.
2. TMAP sensor failure
a. Remove TMAP sensor from the intake manifold, and expose it to ambient air.
b. Make sure that the tip is well away from the engine or other heat/cold sources.
c. Connect using the E-controls service tool, and monitor the manifold air temperature. Compare
that to the known ambient air temperature.
d. Check for continuity across leads 1 and 2 of the TMAP sensor. If the circuit is open, replace the
TMAP sensor.

5.12.54 Code 2972 - Field Overload (Shutdown)

Logic:
If the time that the Field AVR Duty Cycle is operating at maximum output is longer than the time in the
“Max Field Time" parameter, event/fault code 2972 will become active.
Possible Causes:

CAUTION
Excessive voltage is possible during testing. Make sure your meter can handle alternator full
voltage.

1. Voltage sensing into the baseboard is too low, or there is an open/short circuit
2. Application issue

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Diagnosis and Repair:

1. Voltage sensing into the baseboard is too low, or there is an open/short circuit
a. Measure the voltage going into the baseboard at L1 = J22-1, L2 = J22-2, L3 = J22-3, and LN =
J22-4 (for single phase applications use L1, L2 and LN). If the generator set control is not
sensing voltage, it will try to overcompensate by maxing out the AVR output.
i. If the voltage going into the control board is zero, or less than the Nominal Voltage
calibration, then the wiring from the alternator to the baseboard for an open circuit or
short circuit.
b. Measure the output of the AVR at J17-1 and J17-2 while turning the generator set on. The
output should be at least 30 VDC when the generator set is starting, but the voltage should
decrease significantly when the generator set builds up voltage.
i. If the output of J17-1 and J17-2 is constantly high or is locked in, then the AVR portion of
the PCC is faulty. Replace the baseboard if the AVR is faulty.
2. Application issue
a. If the generator set runs adequately with no load or some load but as soon as additional load is
applied, the generator set shuts down on “Field Overload", then this might be an application
issue (load issue, generator set undersized, etc.).

5.12.55 Code 5134 - Unknown Shutdown at Idle

Logic:
Engine is not getting a proper fuel supply.
Possible Causes:
1. Fuel supply issue
Diagnosis and Repair:
1. Fuel supply issue
a. Check that there is a proper supply of fuel to the engine.

5.12.56 Code 5365 - Fault Code on Secondary Source

(Information that the Fueling Has Been Shifted to
Secondary Source)
Logic:
This fault is used when an optional low fuel pressure switch is installed and the generator set is set up for
dual fuel operation. The nature of the fault is an optional customer selection. The fault function is
programmed (using the InPower service tool), as follows:
• Low Fuel Pressure Switch Active State Selection: Active Closed
• Function: Low Fuel Pressure Switch (default: Disabled)
• Fault Level Response: Warning (default: #1-None, #2-Warning and #3-Warning)
• Fault Active State Selection: Active Closed (default: Active Closed)
• Gas Fuel Type: Dual
Possible Causes:
1. Low primary fuel pressure
2. Faulty fuel pressure switch connections

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3. Faulty fuel pressure switch

4. Incorrect calibration settings for the Low Fuel Pressure fault in the control
5. Faulty control board
Diagnosis and Repair:
1. Low primary fuel pressure
a. Check fuel supply. Diagnose and fix as required.
b. Check fuel valve connections and operation. Diagnose and fix as required.
2. Faulty fuel pressure switch connections
a. Inspect the fuel pressure switch and the harness connectors.
i. Disconnect the harness connector from the fuel pressure switch.
ii. Inspect for corroded, bent or broken tabs on the fuel pressure switch.
iii. Inspect for evidence of moisture in or on the harness connectors.
iv. Inspect for dirt or debris in or on the harness connectors.
v. Inspect the wiring for any damage or shorting.
3. Faulty fuel pressure switch
a. Check switch operation.
i. Remove the connector from the fuel pressure switch.
ii. Verify battery power on the sensor harness connector that plugs into tab NO on the fuel
pressure switch. If B+ not present, repair or replace the harness.
iii. Verify ground on the sensor harness connector that plugs into tab C on the fuel pressure
switch. If ground is not present, repair or replace the harness.
4. Incorrect calibration settings for the Low Fuel Pressure fault in the control
a. Verify calibration setting for Low Fuel Pressure Switch Active State Selection = Active Closed.
b. Verify calibration setting for Configurable Input #3 Function = Low Fuel Pressure Switch.
c. Verify calibration setting for Configurable Input #3 Fault Active State Selection = Active Closed.
5. Faulty control board
a. If the sender, harness and control settings are acceptable, the baseboard is defective. Swap
the control board.

5.12.57 Code 5669 - Engine Combustion (Shutdown)

Logic:
Rapid rate of increase of intake manifold temperature detected.
Possible Causes:
1. Intake manifold over-pressurization event
2. Faulty TMAP sensor
3. Faulty engine harness

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Diagnosis and Repair:

1. Intake manifold overpressurization event
a. Inspect the hose couplings between the compressor outlet and intake manifold.
i. Inspect the hose couplings for damage.
ii. Inspect the clamps for damage.
b. Inspect the turbocharger (if used).
i. Externally inspect the turbocharger for damage.
ii. Inspect for loose or missing bolts on the compressor housing.
c. Inspect the mixer.
i. Remove the air cleaner and confirm there are no loose pieces within the mixer.
2. Faulty TMAP sensor
a. For the troubleshooting procedure, refer to DTC 127 in the E-Controls manual.
3. Faulty engine harness
a. Inspect the engine harness and the connector pins.
i. Disconnect the engine harness connector from the extension harness.
ii. Inspect for corroded pins, bent or broken pins, pushed back or expanded pins.
iii. Inspect for evidence of moisture in or on the connector.
iv. Inspect for missing or damaged connector seals.
v. Inspect for dirt or debris in or on the connector pin.
vi. Disconnect the harness from the ECM and sensor.
vii. Measure the resistance in each pin from ECM to sensor. Resistance should be 5 Ohms
or less.
viii. Repair or replace the harness as necessary.

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Appendix A. Wiring Diagrams

Table of Contents
Figure 105. Wiring Diagram (Sheet 1 of 7) ............................................................................................... 225
Figure 106. Wiring Diagram (Sheet 2 of 7) ............................................................................................... 226
Figure 107. Wiring Diagram (Sheet 3 of 7) ............................................................................................... 227
Figure 108. Wiring Diagram (Sheet 4 of 7) ............................................................................................... 228
Figure 109. Wiring Diagram (Sheet 5 of 7) ............................................................................................... 229
Figure 110. Wiring Diagram (Sheet 6 of 7) ............................................................................................... 230
Figure 111. Wiring Diagram (Sheet 7 of 7) ............................................................................................... 231

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Appendix A. Wiring Diagrams 7-2022

A.0 Wiring Diagrams

The drawings included in this section are representative. For current complete information,
refer to the drawing package that was shipped with the unit.

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7-2022 Appendix A. Wiring Diagrams

FIGURE 105. WIRING DIAGRAM (SHEET 1 OF 7)

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FIGURE 106. WIRING DIAGRAM (SHEET 2 OF 7)

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FIGURE 107. WIRING DIAGRAM (SHEET 3 OF 7)

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Appendix A. Wiring Diagrams 7-2022

FIGURE 108. WIRING DIAGRAM (SHEET 4 OF 7)

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FIGURE 109. WIRING DIAGRAM (SHEET 5 OF 7)

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Appendix A. Wiring Diagrams 7-2022

FIGURE 110. WIRING DIAGRAM (SHEET 6 OF 7)

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7-2022 Appendix A. Wiring Diagrams

FIGURE 111. WIRING DIAGRAM (SHEET 7 OF 7)

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Appendix B. Alternator Reconnect Drawing

Table of Contents
Figure 112. Alternator Reconnect, Wiring Diagram for AW1 (Sheet 1 of 1) ......................................... 235
Figure 113. Alternator Reconnect, Wiring Diagram for AW2 and AW3 (Sheet 1 of 1) ........................ 236

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7-2022 Appendix B. Alternator Reconnect Drawing

B.0 Alternator Reconnect Wiring Diagrams

FIGURE 112. ALTERNATOR RECONNECT, WIRING DIAGRAM FOR AW1 (SHEET 1 OF 1)

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Appendix B. Alternator Reconnect Drawing 7-2022

FIGURE 113. ALTERNATOR RECONNECT, WIRING DIAGRAM FOR AW2 AND AW3 (SHEET 1 OF 1)

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