GROUP 02(EFI)

GROUP 02(EFI)

SECTION 1

ZENITH ELECTRONIC ENGINE

MANAGEMENT SYSTEM

Specifications .........................................................................................1

Safety Procedures ..................................................................................2

Definition of Terms................................................................................4

System Operation ..................................................................................5

Maintenance Procedures ....................................................................16

Ignition Timing....................................................................................17

System Operating Specifiactions........................................................18

Wiring Diagrams .................................................................................21

Troubleshooting ...................................................................................25

SM 612, Dec '99 Zenith Fuel Systems, Inc.

 GROUP 02(EFI)

SPECIFICATIONS:

Clark 3.0L/ 4.3L Gasoline Dual Fuel

Engine RPM:
Mechanical throttle stop 500 RPM
Electronic Idle 750 RPM - 3.0L
700 RPM 4.3L
Max governed speed 2,600 RPM

Fuel Pressure:
Gasoline 10 psi measured at idle
LPG 24 psi with lock-off energized, engine off.

Ignition Timing: 0 deg. BTDC with engine running and Clark harness # 929713
connected. (See page 5:4)

Sensor Resistance:
Air & Coolant 2106-2393 ohms @ 30 deg. F
265- 516 ohms @ 70 deg. F
182-199 ohms @ 100 deg. F

Governor idle self learn:

Time 2 1/2 min.
Coolant Temp.161 deg. F. or above

Procedure Allow engine to idle for 2 1/2 minutes at or above 161 deg. F.
ECT Use Clark connector (See page 5:2)

SM 612, Dec '99 Zenith Fuel Systems, Inc. 02(EFI)-1-1

SAFETY PROCEDURES

Garaging and Repairing Machines

Safety in garaging and repairing machinery is an important consideration. Follow the rules and proce-
dures that apply to the machine local when repairing both gasoline and propane fuel systems.

Propane has an excellent safety record, but just like other hydrocarbon fuels, injury can occur when
mishandled. The physical properties of propane are somewhat different than gasoline, thus requiring
different handling and safety procedures.

NFPA 58 chapter 8: 6 lays out the basic procedures for garaging and repairing propane powered ve-
hicles.

Vehicles with LP-Gas fuel systems shall be permitted to be serviced or stored inside garages, provided
that:

(a) The fuel system is leak-free and the container is not filled beyond the limits specified.

(b) The container shutoff valve is closed when vehicles or engines are under repair except when
engine is operated.

(c) The vehicle is not parked near sources of heat, open flames, or similar sources of ignition, or
near inadequately ventilated pits.

Carbon Monoxide. Carbon monoxide (CO) is a colorless, tasteless, and odorless gas and gives no
warning of its presence. Those exposed to it do not realize it is present until symptoms begin to de-
velop.

The exhaust emissions from internal combustion engines can increase through the lack of mainte-
nance. This can cause the carbon monoxide inside a building to climb above the OSHA maximum limit
of 50 ppm during an eight-hour period.

Procedures to vent the exhaust to a safe environment should be carried out during maintenance and
repair procedures.

02(EFI)-1-2 Zenith Fuel Systems, Inc. SM 612, Dec 99

 GROUP 02(EFI)

Levels of Effects of
Carbon Monoxide Exposure Carbon Monoxide Exposure

9 PPM (0.0009%) The maximum allowable concentration for short-

term exposure in living areas, according to the
American Society of Heating, Refrigeration, and Air
Conditioning Engineers

50 PPM (0.005%) The maximum allowable US OSHA concentration

for continues exposure in any eight-hour period, ac-
cording to federal law

200 PPM (0.02%) Slight headaches, tiredness, dizziness, and nausea

after 2-3 hours

400 PPM (0.040%) Frontal headache within 1-2 hours. Life threaten-
ing
after three hours. The maximum allowable
Concentration according to the US EPA and AGA

800 PPM (0.08%) Dizziness, Nausea, and convulsions within 45 min-

utes. Death within 1 hour

SM 612, Dec '99 Zenith Fuel Systems, Inc. 02(EFI)-1-3

DEFINITION of TERMS

BAT Battery Voltage

CAT Catalyst or Catalytic converter

CKP Crankshaft Position

CKPS Crankshaft Position Sensor

ECU Electronic Control Unit

ECT Engine Coolant Temperature

ECTS Engine Coolant Temperature Sensor

EGO Exhaust Gas Oxygen

EGOS Exhaust Gas Oxygen Sensor

ESC Electronic Spark Control

ESCM Electronic Spark Control Module

IAT Intake Air Temperature

IATS Intake Air Temperature Sensor

IMAP Intake Manifold Absolute Pressure

IMAPS Intake Manifold Absolute Pressure Sensor

LPG Liquid Petroleum Gas (propane)

NFPA National Fire Protection Association

SFC System Fault Code

SFL System Fault Light

Vsw Switched battery voltage

ZEEMS Zenith Electronic Engine Management System

02(EFI)-1-4 Zenith Fuel Systems, Inc. SM 612, Dec 99

 GROUP 02(EFI)
SYSTEM OPERATION
The spark-ignited engine (Otto Cycle) is a con-
stant air-fuel ratio engine, and although the vol-
ume of air inside the cylinders remains constant,
the density of air (MAP or Vacuum) varies accord-
ing to the throttle position.

Absolute Pressure: Absolute Pressure is a pres-

sure using a scale with zero starting at zero atmo-
spheric pressure (PSIA)
Figure 3.1
Gauge Pressure: Gauge Pressure is a pressure
using a scale with zero starting at atmospheric
pressure (PSIG) Zero PSIG = 14.7 PSIA 29.9" hg.

The Zenith Electronic Engine Management Sys-

tem (ZEEMS) controls both fuel delivery and the
governor/throttle with an integrated throttle body
and electronic control unit design. Each control
system is described separately, but in actual op-
erations control of fuel and throttle happen simul-
taneously.

Fuel System: Float chamber

needle valve
Review of a gasoline carburetor system will aid
in understanding the ZEEMS fuel system opera-
tion. Carburetors, mechanical fuel injection sys- Float
tems and electronic fuel injection systems all per-
form the same basic functions; however, the meth-
ods incorporated to perform these functions dif- Fuel
outlet
fer. The fundamental purpose of any fuel system
is to measure the incoming air and mix the appro-
Idle speed Main Acceleration
priate amount of fuel with it under all engine op- control Idling mixture fuel jet pump linkage
erating conditions. This applies equally to gaso- butterfly control
Figure 3.2
line or gaseous fuel systems.

The carburetor performs three main functions. These functions are:

a. To deliver a mixture of gas and air in a ratio that suits each condition of engine operation.
b. To atomize the gasoline as it enters the intake manifold.
c. To control the volume of air / fuel delivered in response to throttle position and engine operation
condition. In reality, each engine operating condition requires a circuit or mechanism to be de-
signed into and attached to the gasoline carburetor to ensure that the engine will operate without
hesitation or flat-spot and give maximum power with the optimum fuel economy within the
levels of emissions for that model and year of engine design.

SM 612, Dec '99 Zenith Fuel Systems, Inc. 02(EFI)-1-5

The ZEEMS fuel injection system is based on the
INPUTS OUTPUT
speed-density concept. The ECU uses engine
MANIFOLD ABSOLUTE
RPM, IMAP, IAT and ECT to calculate the fuel PRESSURE
required for a specific engine operating condition. E
ENGINE RPM
By using RPM, IMAP, IAT and ECT to calculate
intake manifold air density, the ECU calculates ENGINE COOLANT C INJECTOR
TEMP .(ECT)
the correct fuel requirements regardless of ma-
chine geographic location. INTAKE AIR TEMP. (IAT) U

Figure 3.3

In the near future when exhaust catalysts are FUEL INJECTION

PULSE WIDTH
needed to make the required emission standards, INJECTOR ON-TIME
an exhaust gas oxygen sensor (EGOS) will be in-
cluded to make further corrections to fuel require-
ments to enhance exhaust catalyst efficiency.

Once the required fuel delivery is calculated fuel

under pressure from the fuel pump is injected via
the fuel injector into the air stream above the
throttle plate.
The fuel injector acts as a simple on/off solenoid.
ON OFF
The volume of fuel flow is determined by varying
Figure 3.4
the length of time the injector is held open by the
ECU. This is known as pulse width modulation
(PWM) and is measured in milliseconds. The in- PULSE WIDTH
INJECTOR ON-TIME
jector is pulsed each time a spark plug fires. Each
time a plug fires and that cylinder is in the power
stroke, another cylinder is in the intake stroke. Be-
tween each spark plug firing, the ECU calculates
the fuel required for the next engine event based
on the information provided to the ECU.

LEANER RICHER
MIXTURE MIXTURE

SAME INTERVAL
BETWEEN PULSES

Figure 3.5

02(EFI)-1-6 Zenith Fuel Systems, Inc. SM 612, Dec 99

 GROUP 02(EFI)
ZEEMS uses two different types of injectors, de- ELECTRICAL
TERMINALS
pending on the type of fuel. For gasoline, a pintle
valve and seat injector is used. When the gaso-
line injector coil is energized, a pintle is lifted from
SOLENIOD
a fuel seat to allow the flow of pressurized gaso- COIL
line.
The LPG injector incorporates a flapper valve
design. When the injector coil is energized, a flat CORE PIECE FUEL IN
disc is lifted from the fuel seat allowing LPG to
flow.
VALVE SEAT
BALL VALVE
ATOMIZER

Fuel injectors are sensitive to contaminants and Figure 3.6 - Gasoline Injector
require filters in the 20 - 30 micron range. Both
the gasoline and propane systems use a 20 micron
filter.

Figure 3.7 - Propane Injector

Figure 3.8 - Gasoline Fuel Filter

Figure 3.9 - Propane Fuel Filter

SM 612, Dec '99 Zenith Fuel Systems, Inc. 02(EFI)-1-7

Fuel Enrichment:
For optimum engine performance and emissions,
the ECU will automatically increase the fuel in-
jection rate (accelerator pump) on gasoline or pro-
pane under engine acceleration and during cold
starts (choke). This is factory calibrated for each
engine application.

Fuel Pump:
To supply gasoline to the injector, ZEEMS uti-
lizes a high capacity (16 gallons / hour) fuel pump
mounted in the fuel tank Figure 3.10 - Gasoline Fuel Pump

Note: When installing or replacing the in-line

pump, make sure:

A pressure regulator, mounted in the throttle body

and downstream of the injector, maintains the
gasoline fuel pressure to approximately 10 psi.
Unused fuel is returned to the fuel tank via a re-
turn line from the pressure regulator.

Figure 3.11 - Gasoline Regulator

02(EFI)-1-8 Zenith Fuel Systems, Inc. SM 612, Dec 99

 GROUP 02(EFI)

11

4
5
8 12

6 11

10

13

6 9

3 2

Figure 3.12 - Gasoline Component Locations

2. Manifold Adapter 6. Fuel Pressure Regulator 10. IMAP Sensor

3. Manifold Gasket 8. Gasoline Fuel Inlet 11. ECU
4. Gasoline Injector 9. IAT Sensor 13. Throttle body with Actuator

SM 612, Dec '99 Zenith Fuel Systems, Inc. 02(EFI)-1-9

 L.P. Fuel Line from Regulator to
Gasoline Line to Z.E.EM.S Unit In-Line
Z.E.E.M.S Unit Gasoline Filter

Z.E.E.M.S Unit Second Gasoline Line

Stage to Tank
Reg.
First
Water Return Stage
from L.P. Reg.
Vaporizer

Water Line to L.P. In-Line L.P.

Vaporizer Filter
Relief Valve

Figure 3.13 - Gasoline Component Locations

Operational sequences of the propane fuel sys-

tem: Vent
1. Liquid propane, at approximately 100 psi,
Diaphragm Diaphragm
flows from the tank through the service line. Springs
The hydrostatic relief valve is located in the
service line fitting. Its function is to relieve Valve
Seat
pressure at 450 psi that could occur if the
Fuel Valve
liquid in the service line were to be heated
by a fire, etc. Fuel Chamber
Fuel Inlet
Fuel Outlet
2. Fuel then passes to a filter and through a shut Fuel Valve Spring
off valve. This is commonly known as a lock
off. This device prevents fuel from flowing
to the rest of the system unless it is activated Water Outlet Water
by 12 volts from the ECU. Inlet

3. From the shut off valve, fuel enters the pri- Water Jacket
mary vaporizer regulator (converter). Gas
pressure is reduced to 28 PSI and changes Heat Exchanger
from a liquid to vapor state. Engine coolant
flows through this device to aide fuel va- Figure 3.11 - Gasoline Regulator
porization. Fuel then enters the secondary
pressure regulator where gas pressure is re-
duced to 24 psi for delivery to the injector.

02(EFI)-1-10 Zenith Fuel Systems, Inc. SM 612, Dec 99

 GROUP 02(EFI)
Governor Operation:
ZEEMS has an innovative state-of-the-art throttle/
governor system. This is a drive by wire sys-
tem that gives significant torque and drivability
improvements to the spark ignited engine.

Engine speed is maintained by controlling air flow

via the throttle plate. The ZEEMS drive by wire
system has full authority of the throttle fly and
will seek to maintain the commanded engine speed
regardless of engine load, this is similar to a vari-
able speed diesel governor, this significantly im-
proves performance of the spark ignited engine
over conventional speed limiting governor system.

An electric actuator controls the throttle plate. Throttle Actuator

With no voltage applied to the throttle / governor
control, the throttle is closed against the throttle Figure 3.15
stop. The mechanical throttle stop is set at an RPM
below normal idle, typically around 500 RPM.

The ECU receives a voltage input from accelera-

tor pedal position sensor. With 12 volts DC ap-
plied, the throttle is wide open. The ECU con-
trols the throttle opening by pulsing the voltage
between 0 and 12 volts to obtain an average ap-
plied voltage and opening.

When the operator calls for an increase/ decrease

in speed, the ECU compares the current engine
RPM to the desired engine RPM. The ECU ap-
plies a pulse width to the throttle actuator to in-
crease/decrease engine

RPM accordingly. Once the desired RPM is ob-

tained and a demand for increased/decreased en-
Throttle Actuator
gine load is called for, the ECU will command
the actuator to open or close the throttle plate with- Figure 3.16
out operator interference maintaining a constant
engine RPM.

SM 612, Dec '99 Zenith Fuel Systems, Inc. 02(EFI)-1-11

The ECU governs engine RPM with a proportional-integral-derivative (PID) controller. This type of
controller allows much faster governor response than conventional mechanical governors. Control to
idle or maximum engine RPM occurs very rapidly with minimum RPM undershoot/overshoot. For
optimum machine performance under all operating conditions, the governor is calibrated specifically
for each engine application.

Because no two machines are exactly alike, the ECU has the ability to learn and adjust the throttle
stop for improved idle quality and governing. After a period of extended, uninterrupted engine idle at
normal operating temperature, the ECU will reprogram idle parameters to correct idle speed and im-
proved decelerations. After the initial factory installation, it is unlikely that the ECU will need to
learn its base setting.

Failsafe Modes:

The maximum governed speed is factory set and tamper proof.

If any electrical failure to the throttle control occurs, the throttle will return to the mechanical idle stop
position.

If for any reason engine RPM exceeds the maximum limits, fuel delivery is interrupted.

The gasoline fuel pump or LPG lock-off will disengage in 2 - 4 seconds if the ignition key is on and
there is no secondary ignition pulse to the ignition coil.

Engine start sequence:

There is no need to depress the throttle pedal to set the choke or provide fuel for cold start. Depress-
ing the throttle pedal has no effect until the engine is running. The ECU opens the throttle to a prede-
termined position for starting.

02(EFI)-1-12 Zenith Fuel Systems, Inc. SM 612, Dec 99

 GROUP 02(EFI)
PROPANE FUEL SYSTEM

Propane Tank: Fuel Cylinder Safety Valve

Due to the difference in physical properties be- Gauge
Filler
tween propane and gasoline, the propane fuel tank Fluid Level Connection
is vastly different in construction and operation Gauge
than its gasoline counter part. Service Line
Connection

In order to keep the fuel in its liquid state at nor-

mal atmospheric temperatures, propane is stored Collar
under pressure hence the tank is constructed to Label Foot Ring
ASME standards. The maximum working pres-
sure of the tank is 312 psi . The pressure in the
tank will vary according to the outside air tem-
perature eg. 110 psig @ 70 deg. F. and 52 psig @
32 deg. F.
Pin
Because the fuel is under pressure, no fuel pump
is required to move fuel to the engine compart-
Bracket
ment. To prevent over pressurizing the tank, it is
Figure 3.17 - Propane Tank
only filled to 80% of its total capacity.

Liquid Service valve:

Located in the end of the tank, this valve will re-
main fully open during normal operation and is
shut when stored indoors or when the system is
under repair.

There is an excess flow device in the base of this

valve. Its function is to close off fuel flow should
the fuel line be severed.

Note:
Turn service valve on slowly. This will prevent
premature excess flow valve operation, if fuel line
is empty.

Figure 3.18 Liquid Service Valve

SM 612, Dec '99 Zenith Fuel Systems, Inc. 02(EFI)-1-13

PROPANE FUEL SYSTEM

Relief Valve:
The relief valve is preset by the manufacturer to
activate at 375 psig. Tank pressure will rise when
the liquid expands. This can be caused by over-
filling the tank, an external heat source eg. fire
etc. The valve will close when pressure drops be-
low 375 psig.

Figure 3.19 - Relief Valve

Outage Valve:
This valve is also called the 80% liquid level valve. Plug
This device when opened, allows gas (vapor) to
escape as the tank is being filled. When the liquid Restricting
Orifice
level reaches 80%, liquid spills out the valve, in-
dicating that the tank is filled to the correct level.

Body

Dip Tube

Figure 3.20 Outage Valve

02(EFI)-1-14 Zenith Fuel Systems, Inc. SM 612, Dec 99

 GROUP 02(EFI)

The sight gauge is designed so that there is no

physical connection between it and the float. The Counterweight
fuel level is transmitted from the float via a shaft
40
which has a permanent magnet attached. As the 30 50
magnet rotates, the magnetic field causes the gauge 60
20
needle to move to the indicated fuel level. The 10
site gauge will show 80% when the tank is filled
Die Cast Metal Plate
to its designated safe capacity. with O Ring Seal

Float
Quick Disconnect Couplings:
Figure 3.21
To aid in connection and disconnection the liquid
service valve has a male ACME quick connect
coupling. This coupling and its female counter-
Knurl
part, that is attached to the fuel supply line, are
equipped internal check valves. When connected Hose Check
the checks open and allow gas to flow. Valve

The male coupler has two seals. One, an O ring

and the other a flat ring, both are replaceable and
should be checked periodically.
Internal
Thread

Figure 3.22 Quick Disconnect Couplings

External
Threads

Check
Valve

Figure 3.23 Quick Disconnect Couplings

SM 612, Dec '99 Zenith Fuel Systems, Inc. 02(EFI)-1-15

MAINTENANCE PROCEDURES
Fuel Filters: Gasoline. Replace every
1,500 hrs. or 1 year.
Propane. Replace every
1,500 hrs. or 1 year.
Propane filter replacement procedure:
1. Shut service valve off at tank.
2. Run engine until it stalls.
3. Replace filter.
4. Open service vale.
5. Leak test connections.
Injector Flush: Gasoline only. Zenith does not
recommend a set period to flush the injector with
an injection cleaner, but does allow it if a build up
of gum and sludge occurs in the system. This de-
pends on the quality of the gasoline used.
If the propane injector is contaminated by gum
and sludge, it must be removed and cleaned with
a gum and sludge cleaner.
Clean Throttle Fly : It is not necessary to remove
gum and sludge from the ZEEMS throttle fly to
maintain a quality idle. Cleaning the shaft and fly
assembly with carburetor cleaners will not dam-
age the system.
Check Exhaust Emissions: With the increased
emphasis on air quality by regulatory authorities,
it is important to understand the proper procedure
to test exhaust emissions. Although the carbon
monoxide (CO) level in the exhaust is very im-
portant, it should not be the only exhaust constitu-
ent monitored during an exhaust emission test.
Zenith recommends using a quality four or five
gas analyzer for testing exhaust emissions. By
monitoring carbon monoxide (CO), hydrocarbons
(HC), exhaust oxygen (O2) and in some instances
oxide of nitrogen (No x), a technician can make a
proper diagnosis as to the cause of incorrect ex-
haust emissions.
02(EFI)-1-16 Zenith Fuel Systems, Inc.
A brief explanation of what CO, HC, O 2 are:
Carbon Monoxide is a indicator of how rich or
lean air / fuel mixtures are. It is formed as a result
of imperfect combustion. When hydrocarbon fu-
els burn completely, carbon dioxide and water va-
por form. When they burn incompletely, due to
insufficient oxygen, CO and other chemicals are
formed. Most repair grade analyzers measure CO
in percent (%) by volume. 1% CO means 1% of
the total 100% of the exhaust gas consists of CO.
Hydrocarbons (HC) are an indicator of how com-
plete the combustion process is. Hydrocarbons
are low when the air / fuel mixture is correct. It
will rise if the mixture is too rich, causing incom-
plete combustion or too lean causing partial mis-
fire and incomplete combustion.
It can also give an indication of ignition system
performance and engine mechanical condition.
HC is measured in parts per million (ppm) by vol-
ume.
Oxygen (O2) in the exhaust is a indicator of how
lean the air / fuel mixtures are O2 will increase in
proportion with the air fuel ratio. As fuel mixtures
richen, O 2 readings are low and CO readings are
high. A lean condition will show high O2 and low
CO. Like CO, it is measured in percent (%) by
volume.
Testing procedure:
1. Machine must be in a well ventilated area
or exhaust piped to the to the outside.
2. Gas analyzer must be correctly calibrated
and warmed up.
3. Engine must be at operating temperature
(above 161 deg. F.)
4. Readings should be made at idle, high idle
and load.
SM 612, Dec 99
 GROUP 02(EFI)
Correcting out-of-range Air/fuel mixtures: Service Adjustments
The fuel injection calibration tables are not field
adjustable; If emission readings do not meet the Ignition Timing
manufacturers specification, the following checks 1. Plug the CLARK test harness (#929713) into
can be made. H-MSTS Module located under the right
hand side of the dash.
1. Check ignition timing.
2. Check fuel pressure (adjustments can be NOTE: The 929713 Test Harness is included in
made to emission levels by adjusting the fuel the 1813198 Service Kit.
pressure regulator).
3. Check air cleaner restriction. 2. Connect the black ground lead of the test
4. Check ignition system. harness to a solid ground. Do not connect
5. Check PCV valve. the red lead. The red lead is used for check-
6 Check vacuum leaks. ing fault codes only.
3. With engine running and harness connected,
timing should be set at 0 (TDC).
4. With the black lead disconnect, H-MSTS
timing should be approximately 10 BTDC
with the engine at operating temperature and
at idle.
5. At 1600 RPM, timing will be approximately
15 advanced.

H-MSTS Module

Malfunction
Diagnostic Lamp

Deutsch Connector

Harness

Red Lead (positive)

Black Lead (negative)

SM 612, Dec '99 Zenith Fuel Systems, Inc. 02(EFI)-1-17
SYSTEM OPERATING SPECIFICATIONS
Governor Idle Self Learn Procedure
ZEEMS features an adaptive self learning feature
which electronically provides the proper closed
throttle stop position for optimum low speed gov-
erning.
The following steps are required to allow the elec-
tronic control unit to self learn the correct throttle
stop posifion
1. Be sure engine coolant temperature is a mini-
mum of 161 deg F. ( If coolant temperature
is below 161 deg F. or falls below 161 deg.
F. governor self learn will not start or be
complete.)
NOTE:Machines equipped with ECU revision
level G or higher will idle at 1200 RPM until
coolant temperature reaches 161 deg.F.
2. Set parking brake. Do not engage brake
pedal, steering or any other hydraulic
funcfion.
3. Disconnect the 12 pin connector from the
wiring harness and install the self learn pro-
gramming connector Clark P/N ******
NOTE:Do not connect jumper leads when run-
ning on gasoline.
4. The ECU will self learn after 3 minutes of
running. During this period, let the engine
idle with no external hydraulic load applied.
5. After three minutes, disconnect the self learn
programming connector and reconnect the
vehicle harness. The ECU self learning pro-
cess is complete.
6. For dual fuel machines, repeat steps 1
through 5 with machine operating on LPG
after connecting the blue wires on the self
learn programming connector.
This procedure is to be carried out when the ECU
and or the throttle body is replaced. It may also
solve poor low speed governor performance.
02(EFI)-1-18 Zenith Fuel Systems, Inc.
Setting Mechanical Idle
IMPORTANT
Set ignition timing before attempting to set
mechanical idle (see page 3-17). Timing
harness should be removed prior to set-
ting mechanical idle.
IMPORTANT
Before setting the self learn idle, the me-
chanical idle must be properly adjusted.
Note: When working on a truck equipped with
the dual fuel system, set the mechanical idle with
truck operating on LPG fuel.
1. Disconnect the throttle actuator wire harness.
2. Start engine and set the mechanical idle
screw to 500-550 RPMS.
3. Reconnect the throttle actuator wire harness.
4. Apply a silicone type sealer to the top of the
adjustment screw to prevent moisture from
entering the throttle actuator motor.
Idle Self Learn Procedure
ZEEMS features an adaptive self learning idle
feature which electronically provides the proper
closed throttle stop position for optimum low
speed idle.
The following steps are required to allow the elec-
tronic control unit to self learn the correct throttle
stop position
SM 612, Dec 99

IMPORTANT
The self learning idle procedure should
only be performed after the timing and
mechanical idle is properly set.
1. Be sure engine coolant temperature is a mini-
mum of 161 deg F. ( If coolant temperature
is below 161 deg F. or falls below 161 deg.
F. governor self learn will not start or be
complete.)
Note: Machines equipped with ECU revision level
G or higher will idle at 1000-1200 RPM until
coolant temperature reaches 161 deg.F.
2. Set parking brake. Do not engage brake
pedal, steering or any other hydraulic func-
tions.
3. Disconnect the 12 pin connector from the
wiring harness to the ECU and install the:
Self Learn Programming Connector,
Clark P/N 932145
Note: The 12 pin connector is attached to the wire
harness connecting the ECU to the throttle pedal
position sensor.
SM 612, Dec '99
GROUP 02(EFI)
Note: Do not connect the Self Programming Con-
nector jumper leads when operating on gasoline.
Connect jumper leads only when operating on
LPG.
4. The ECU will self learn after 3 minutes of
running. During this period, let the engine
idle with no external hydraulic load applied.
5. After three minutes, disconnect the self learn
programming connector and reconnect the
vehicle harness. The ECU self learning pro-
cess is complete.
6. For dual fuel machines, repeat steps 1
through 5 with machine operating on LPG
after connecting the blue jumper wires to-
gether on the self learn programming con-
nector.
This procedure is to be carried out when the ECU
and or the throttle body is replaced. It may also
solve poor low speed idle performance.
Special Tools
There is a service kit available for troubleshoot-
ing the fuel injection system.
Service Kit Part #1813198
This kit consist of the following:
Description Part Number
Test Harness 929713
Idle Test Plug 932145
Comp. Test Harness 932146
Temp. Sensor Harness 932147
MAP Sensor Connector 932148
Zenith Fuel Systems, Inc. 02(EFI)-1-19
SYSTEM OPERATING SPECIFICATIONS

Air & Coolant Sensor Resistance

Nominal Minimum Maximum

Temp Temp Resistance Resistance Resistance
deg. C deg. F ohms ohms ohms

-40 -40 93630 85570 1-01400

-30 -22 49320 45250 53310
-20 -4 27050 24910 29160
-10 14 1.5420 14250 16580
0 32 9099 8442 9767
10 50 5546 51.65 5939
20 es 3481 3254 3719
25 77 2787 2609 2974
30 86 2245 2106 2393
40 104 1484 1398 1579
50 122 1004 949 1065
60 140 693 657 734
70 168 488 465 516
80 176 349 334 369
90 194 255 244 268
100 212 189 182 199
110 230 144 139 151
120 248 109 105 114
130 266 84 80 88

02(EFI)-1-20 Zenith Fuel Systems, Inc. SM 612, Dec 99

 GND REC

X-MIT.

SIGNAL
GO.
tlmdc +12vclc
I

6h 7 a*

Cl2 +12
Vdc
+12 a>
-1 +12

3.OL GM D U A L FUEL
Vdc VdC Vdc
r
 E.C.
POWER

-
8h
1I
ZXTERNAL ELECTRICAL CONNIK!TIONS

-8 7 8
8 ENGINE GROUND.
I - - CONNECTOR
CLARK 8 PIN
3 DISTRIBUTOR LEAD
(TACA INPUT)

3 COOLANT TEMP. SENSOR.

T
(THERMOSTAT HOUSING
F O R 3.OL)

3 12 PIN CONNECTOR TO "EHICLP,

HARNESS. +12

8 PIN CONNECTOR TO "EHICLE

3.OL GM GASOLINE ONLY
3
HARNESS.
 +12Vdc +12Vdc
I I
B.C.
PO,/JEI

--
- A
EXTERNAL ELECTRICAL CONNECTIONS

0 ENGINE QROUND.

0 DISTRIBUTOR LEAD
(TACR INPUT)

0 COO- TEMP. S E N S O R .
(CYLINDER - 4.3L)

0 12 PIN CONNeCTOR TO
V E H I C L E HARNESS.
+12
0 V8 EPIN CONNECTOR TO
N I C L E NARNESS.
Vdc

4.3L GM DUAL FUEL

E:XTERNAL ELECTRICAL CONNECTIONS

0 ENGINE GROUND.

0 DTSTRTBUFOR LEAD (TAmI INPUT,

0 coo- TEMP. SENSOR.

~CYLINDER HEAD 4.3L.l

0 12 PIN CONNECTOR To VEHICLE

HAPJiEss.

0 8 PIN CONNECTOR To VEHICLE

I-mmmss.

4.3L GM GASOLINE ONLY

 GROUP 02(EFI)

GROUP 02(EFI)

TROUBLESHOOTING

SM 612, Dec '99 Zenith Fuel Systems, Inc. 02(EFI)-1-25

 Position Sensor Trouble Shooting Procedure

The pedal position sensor used on fuel injected fork lift trucks can be thought of as an electronic
version of a conventional adjustable resistor or rheostat. Because it is electronic, however, it must be
checked with voltage applied instead of being checked as a separate component.

1. Locate the 12 pin connector in the harness from the throttle body ECU. This procedure is done
with ignition switch on, engine does not need to be running.

2. Voltage across Pins 7, 8 and 9 may be checked by back probing the connector with a voltmeter
(preferably an analog type). Ref. electrical schematic in service manual. NOTE: Do not perfo-
rate wire insulation.

3. Pin 7 is the signal ground.

Pin 9 is 5 volts DC input to pedal.
Pin 8 is signal output from pedal.

4. Voltage at Pins 7 and 9 will be approx. 5 volts.

5. Voltage between Pin 7 and Pin 8 should vary between approx. 1 volt and approx. 4 volts as the
pedal is depressed.

If the voltage between Pin 7 and 9 is not approx. 5 volts, suspect harness to ECU or ECU. If pedal
sensor has 5 volts input with no output (Pin 7 and 8) replace pedal sensor.

02(EFI)-1-26 Zenith Fuel Systems, Inc. SM 612, Dec 99

 GROUP 02tEFI)

I YES

Repair
wiring or
YES
voltage

rl Replace
fuel press.
regulator

I YES

I I
Check
ground or
replace ECU

I NO

SM 612, Dee 99 Zenith Fuel Systems, Inc. 02(EFI)-1-27

 1 YES

YES

YES

/ v
\
Replace
injector or
o-rings
\ ,

02(EFI)-1-28 Zenith Fuel Systems, Inc. SM 612, Dee 99

e LqRK Mlder&Handling
GROUP 02(EFI)

Check ignition timing Engine idle speed high

Check vacuum leaks:
Intake manifold
Throttle body
Throttle adapter

I OK

YES

With engine coolant temperature

above 161 deg. F allow engine
to idle for 3 min. to self learn
idle speed.

SEE operating
suecifications

SM 612, Dee 99 Zenith Fuel Systems, Inc. 02(EFI)-1-29

 Engine runs but will not accelerate

Qip=JT]

1 YES

1 YES

I Check throttle
plate rotation

02(EFI)-1-30 Zenith Fuel Systems, Inc. SM 612, Dee 99

 GROUP 02tEFI)

Engine speed surges

engine runs erratically poor governor performance

/ \
Correct NO
charging 13.5 - 14.7 volts
system fault
.

r %
Repair NO
ground
L /

1 NO

/ .
SEE engine YES
diagnostics
L /

/ Y

SEE engine idle NO YES Replace throttle

speed high body
\ /

SM 612, Dee 99 Zenith Fuel Systems, Inc. 02(EFI)-1-31

 Engine runs rich - LPG

c 3 / \ / b
Check MAP Check MAP Check coolant and
OK OK
sensor sensor with ) air temperature
connections alternate sensor sensor connection
\ J \ / L /
OK
+
r \ f \

YES OK Check air/coolant

Replace fuel sensor resistance
injector 4
as per chart
L J \ /

1 NO

/ \
Adjust/replace NO
primary 4
regulator
\ /

1 YES

f \
NO Adjust / replace
k secondary
regulator
\ /

r \
Adjust timing NO
or repair
harness / module
\ /

02(EFI)-1-32 Zenith Fuel Systems, Inc. SM 612, Dee 99

 GROUP 02tEFI)

Engine runs rich - gasoline

f \ / \ /
Check coolant and OK Check air/coolant OK Check MAP
air temperature b sensors resistance b sensor
sensor connection per chart connections
\ / \ / \ I

/ , /
I
v
OK

\
OK Check MAP
Check for
sensor with
leaky injector
alternate sensor
J \ J

in fuel return

1 NO

/ \
Adjust timing NO
or repair
harness / module
L /

NO
1

SM 612, Dee 99 Zenith Fuel Systems, Inc. 02(EFI)-1-33

 Gasoline fuel pump diagnosis

I YES

from ECU when

NO

YES

OS(EFI)-l-34 Zenith Fuel Systems, Inc. SM 612, Dee 99

 GROUP 02(EFI)

LP Lock-off Valve

at lockoff when key

I NO

from ECU when

I
YES

SM 612, Dee 99 Zenith Fuel Systems, Inc. 02(EFI)-1-35

 Engine wont start -Duel Fuel

1 OK

I Go to gasoline
no start
diagnostic
NO GAS
b
LPG YES
\
Go to LPG
no start
diagnostic

1 Neither
fuel starts

Go to gasoline
no start
diagnostic

1 NO

/
Check wiring
fuel selector
switch
L

NO

Ground YES 12v to NO Repair 12v

continuity? ECU? source to ECU

o - 6 :

02(EFI)-1-36 Zenith Fuel Systems, Inc. SM 612, Dee 99

 GROUP 02(EFI)

Engine runs low power, lean or misfires

Gasoline
Check vacuum leaks: /
Intake manifold NO Repair
Throttle body F chrarging
Throttle adapter system
PCV valve 1 L /
/
Replace
fuel pressure
regulator
/

NO fuel return line

/ \
Is injector
clogged?
/

/ \
Replace NO
MAP 4
sensor
\ /

/ \
Set ignition timing NO
SEE engine service (
manual
L /

r >
Replace NO
module
\ /

Continued

SM 612, Dee 99 Zenith Fuel Systems, Inc. 02(EFI)-1-37

 Engine runs low power, lean or misfires
Gasoline
Continued

02(EFI)-1-38 Zenith Fuel Systems, Inc. SM 612, Dee 99

C Lq RK F&r&Handling
GROUP 02tEFIl

Engine runs with low poer (lean) and/or misfires - LPG

Position tank for

liquid withdrawal

Replace or fill tank?

< t i m i n g >zA S e t i g n i t i o n t i m i n g 1

Adjust pressure
or I
replace regulator

1 YES

Continued

SM 612, Dee 99 Zenith Fuel Systems, Inc. 02(EFI)-1-39

 Engine runs with low poer (lean) and/or misfires - LPG (continued)

/ 3
Check vacuum leaks:
Intake manifold
Throttle adapter
Throttle body
k PCV valve 2
OK

P .
NO Replace
b MAP sensor
. a

YES

/ I
NO Replace
b module
. 2

YES

r I .
Tune
engine
. /

OK

02(EFI)-1-40 Zenith Fuel Systems, Inc. SM 612, Dee 99

 GROUP 02(EFI)

GROUP 02(EFI)

SECTION 2

HYBRID MICROPROCESSOR
SPARK TIMING SYSTEM

SM 612, Dec '99 Zenith Fuel Systems, Inc. 02(EFI)-2-1

 Microprocessor Spark Timing Module
General Description
The Hybrid Microprocessor Spark Timing Sys-
tem (HMSTS) is equipped with a computer that
provides the engine with state-of-the-art spark
delivery. Before we discuss the computers on these
applications, lets discuss how computers use volt-
age to send and receive information.
Computers and Voltage Signals
Voltage is electrical pressure. Voltage does not
flow through circuits. Instead, voltage causes cur-
rent. Current does the real work in electrical cir-
cuits. It is current, the flow of electrically charged
particles, that energizes solenoids, closes relays
and illuminates lamps.
Besides causing current flow in circuits, voltage
can be used as a signal. Voltage signals can send
information by changing levels, changing wave-
form (shape) or changing the speed at which the
signal switches from one level to another. Com-
puters use voltage signals to communicate with
one another. The different components inside com-
puters also use voltage signals to communicate.
There are two kinds of voltage signals, analog and
digital. Both of these are used in computer sys-
tems. It is important to understand the difference
between them and the different ways they are used.
02(EFI)-2-2 Zenith Fuel Systems, Inc.
Analog Signals
An analog signal is continuously variable. This
means that the signal can be any voltage within a
certain range. An analog signal usually gives in-
formation about a condition that changes continu-
ously over a certain range. For example, engine
coolant temperature is usually provided by an ana-
log signal.
There are two general types of sensors that pro-
duce analog signals, the 3-wire and the 2-wire
sensors.
Sensors
The illustration below shows a schematic repre-
sentation of a 3-wire sensor. All 3-wire sensors
have a reference voltage, a ground, and a variable
Wiper. The lead coming off of the wiper will
be the signal to the Engine Control Module
(ECM). As this wiper position changes, the volt-
age signal to the ECM also changes. The pedal
position sensor is an example of a 3 wire sensor.
The wiper voltage starts at approx. 1 volt and will
raise to approx. 4 volts as the accelerator pedal is
depressed.
3 Wire Sensor
SM 612, Dec '99

2 Wire Sensor
The illustration below shows a schematic repre-
sentation of a 2-wire sensor. This sensor is basi-
cally a variable resistor in series with a
known-fixed resistor within the ECM. By know-
ing the values of the input voltage and the voltage
drop across the known resistor, the value of the
variable resistor can be determined. The variable
resistors that are commonly used are called ther-
mistors. A thermistors resistance varies with tem-
perature.
Digital Signals
Digital signals are also variable, but not continu-
ously. They can only be represented by distinct
voltages within a range. For example, 1 V, 2V or
3V would be allowed, but 1.27V or 2.56V would
not. Digital signals are especially useful when the
information can only refer to two conditions:
YES and NO, ON and OFF, or HIGH
and LOW. This would be called a digital bi-
nary signal.
A digital binary signal is limited to two voltage
levels. One level is a positive voltage, the other is
no voltage (zero volts).
The illustration below shows that a digital binary
signal is a square wave. The ECM uses digital
signals in a code that contains only ones and ze-
ros. The high voltage of the digital signal repre-
sents a one (1), and no voltage represents a zero
(0). Each zero and each one is called a bit of
information, or just a bit. Eight bits together are
called a word A word, therefore, contains some
combination of eight binary code bits.
SM 612, Dec '99
GROUP 02(EFI)
Binary code is used inside the ECM and between
a computer and any electronic device that under-
stands the code. By stringing together thousands
of bits, computers can communicate and store in-
finite varieties of information. To a computer that
understands binary, 11001011 might mean that it
should turn an output device ON at slow speed.
Although the ECM uses 8-bit digital codes inter-
nally and when talking to another computer, each
bit can have a meaning.
Switch Types
Switched inputs to the ECM can cause one bit to
change, resulting in information being communi-
cated to the ECM. CLARK uses a three position
switch on the dual fuel system to communicate to
the ECM and ECU which fuel, LPG or gasoline,
the operator chooses to use. The three positions are:
1. LPG
2. OFF
3. Gasoline
Pulse Counters
For the ECM to determine frequency information
from a switched input, the ECM must measure
the time between the voltage pulses. As a number
of pulses are recorded in a set amount of time, the
ECM can calculate the frequency. The meaning
of the frequency number can have any number of
meanings to the ECM.
An example of a pulse counter type of input is the
distributor reference pulse input. The ECM can
count a train of pulses, a given number of pulses
per engine revolution. In this way, the ECM can
determine the RPM of the engine.
Zenith Fuel Systems, Inc. 02(EFI)-2-3
Engine Control Module (ECM)
The Engine Control Module (ECM), located un-
der the dash, is the control center of the spark de-
livery system. It controls the following:
Ignition timing
Idle speed stabilization
Engine Control Module (ECM)
It constantly looks at the information from vari-
ous sensors, and controls the systems that affect
engine performance. The ECM also performs the
diagnostic function of the system. It can recog-
nize operational problems, and store Diagnostic
Trouble Codes (DTC) which identify the problem
areas to aid the technician in making repairs. Re-
fer to the troubleshooting section for more infor-
mation on using the diagnostic function of the
ECM.
ECM Function
The ECM supplies either 5 or 12 volts to power
various sensors or switches. This is done through
resistances in the ECM which are so high in value
that a test light will not light when connected to
the circuit. In some cases, even an ordinary shop
voltmeter will not give an accurate reading be-
cause its resistance is too low. Therefore, a digital
voltmeter with at least 10 megohms input imped-
ance is required to ensure accurate voltage read-
ings.
On the dual fuel system, the ECM determines the
proper spark timing using the fuel selector switch
input as a reference.
02(EFI)-2-4 Zenith Fuel Systems, Inc.
ECM Inputs and Sensor Descriptions
Data sensors, switches, and other inputs are used
by the ECM to control its various systems. Al-
though we will not cover them all in great detail,
there will be a brief description of each.
Engine Coolant Temperature (ECT) Sensor
The engine coolant temperature (ECT) sensor is a
thermistor, (a resistor which changes value based
on temperature), mounted in the engine coolant
stream. Low coolant temperature produces a high
resistance (100,000 ohms at -40C/-40F) while
high temperature causes low resistance (70 ohms
at 130C/266F).
The ECM supplies a 5 volt signal to the ECT sen-
sor through a resistor in the ECM and measures
the voltage. The voltage will be high when the
engine is cold, and low when the engine is hot.
By measuring the voltage, the ECM calculates the
engine coolant temperature.
A hard fault in the engine coolant sensor circuit
should set DTC 14 or DTC 15; an intermittent
fault may or may not set a DTC. The DTC Diag-
nostic Aids also contains a table to check for sen-
sor resistance values relative to temperature.
SM 612, Dec '99

Manifold Absolute Pressure (MAP) Sensor
The Manifold Absolute Pressure (MAP) sensor is
a pressure transducer that measures the changes
in the intake manifold pressure. The pressure
changes as a result of engine load and speed
change, and the MAP sensor converts this into a
voltage output.
A closed throttle on engine coastdown would pro-
duce a relatively low MAP output voltage, while
a wide open throttle would produce a high MAP
output voltage. This high output voltage is pro-
duced because the pressure inside the manifold is
almost the same as outside the manifold, so you
measure almost 100% of outside air pressure.
MAP is the opposite of what you would measure
on a vacuum gauge. When manifold pressure is
high, vacuum is low, causing a high MAP output
voltage. The MAP sensor is also used to measure
barometric pressure under certain conditions,
which allows the ECM to automatically adjust for
different altitudes.
The ECM sends a 5 volt reference voltage to the
MAP sensor. As the manifold pressure changes,
the electrical resistance of the MAP sensor also
changes. By monitoring the sensor output volt-
age, the ECM knows the manifold pressure. A
higher pressure, low vacuum (high voltage) re-
quires different spark timing than lower pressure,
high vacuum (low voltage). The ECM uses the
MAP sensor to control ignition timing.
A failure in the MAP sensor circuit should set a
DTC 34.
SM 612, Dec '99
GROUP 02(EFI)
Engine Control Module (ECM) Self-Diagnostics
The Engine Control Module (ECM) performs a
continuous self-diagnosis on certain control func-
tions. This diagnostic capability is complemented
by the diagnostic procedures contained in this
manual. The ECMs language for communicating
the source of a malfunction is a system of Diag-
nostic Trouble Codes (DTCs). The DTCs are two
digit numbers that can range from 12 to 43. When
a malfunction is detected by the ECM, a DTC is
set and stored in the ECMs memory.
Service Mode
CLARK test harness part #929713 will allow
you to:
Display the DTC 12 by flashing the test har-
ness light indicating that the system is func-
tioning correctly.
Display any stored DTCs by flashing the test
harness light. Each DTC will be flashed 3
times. DTC 12 will then flash indicating that
there are no other fault codes.
The ignition timing is controlled to a fixed tim-
ing degree programmed in the ECM. This will
allow base timing to be adjusted.
Reading Diagnostic Trouble Codes (DTCs)
Once the test harness is properly connected, the
ignition switch must be moved to the key ON,
engine OFF position. At this point, the test har-
ness light should flash DTC 12, three times con-
secutively. This would be the following flash se-
quence: flash, pause, flash-flash, long pause,
flash, pause, flash-flash, long pause, flash, pause,
flash-flash.
DTC 12 indicates that the ECMs diagnostic sys-
tem is operating. If DTC 12 is not indicated, a
problem is present within the diagnostic system
itself, and should be addressed by consulting the
Diagnosis section.
Zenith Fuel Systems, Inc. 02(EFI)-2-5
Following the output of DTC 12, the test harness
light will indicate a DTC three times if a DTC is
present, or it will continue to flash DTC 12. If
more than one DTC has been stored in the ECMs
memory, the DTCs will be flashed out from the
lowest to the highest, with each DTC being flashed
three times. At the end of the DTCs, the ECM
will simply go back and start over with flashing
DTC 12.
How Diagnostic Trouble Codes (DTC) Are Set
The ECM is programmed to receive calibrated
voltage signals from the sensors. The voltage sig-
nal from the sensor may range from as low as 0.1
volt to as high as 4.9 volts.
The sensor voltage signal is calibrated for engine
application. This would be the sensors operating
parameter or window. The ECM and sensors will
be discussed further in the ECM and Sensor section.
If a sensor is within its operating or acceptable
parameters, the ECM does not detect a problem.
When a sensor voltage signal falls out of this win-
dow the ECM no longer receives a voltage sig-
nal within the operating window When the ECM
does not receive the window voltage for a
calibratible length of time, a DTC will be stored.
02(EFI)-2-6 Zenith Fuel Systems, Inc.
Clearing Diagnostic Trouble Codes
1. Enter service mode by installing the test
harness, part #929713 and connecting the red
test harness lead to battery positive and the
black harness lead to battery negative.
2. Ignition ON engine OFF. the test light
should now be flashing trouble codes.
3. Turn the ignition switch to OFF, leaving
the test harness connected.
4. Turn the ignition switch back ON and
verify DTC 12 only.
5. Return to normal mode by removing the
Test Harness.
Diagnosis Of Drivability Concerns
If a drivability concern still exists after following
the Diagnostic system check and reviewing the
Symptoms section, an out of range sensor may be
suspected. Because of the unique design of the
H-MSTS system, the ECM will replace sensed
values with calibrated default values in the case
of a sensor or circuit malfunction. By allowing
this to occur, limited engine performance is re-
stored until the vehicle is repaired. A basic under-
standing of sensor operation is necessary to be able
to diagnose an out of range sensor.
If the sensor value has shifted, but still within the
operating window of the ECM, the problem will
go undetected by the ECM and may result in a
drivability concern.
A good example of this would be if the coolant
sensor was reading incorrectly and indicating to
the ECM that coolant temperature was at 50F but
actual coolant temperature was at 150F. This
would cause the ECM to deliver incorrect spark
timing for the engine.
SM 612, Dec '99

Service Precautions
Visual / Physical Inspection
A careful visual and physical inspection must be
performed as part of any diagnostic procedure.
This can often lead to fixing a problem without
further diagnostics.
Inspect all vacuum hoses for correct routing,
pinches, cracks or disconnects. Be sure to inspect
hoses that are difficult to see.
Inspect all the wires in the engine compartment
for proper connections, burned or chafed spots,
pinched wires, or contact with sharp edges or hot
manifolds.
This visual/physical inspection is very important.
It must be done carefully and thoroughly.
Basic Knowledge
To use this manual most effectively, a general
understanding of basic electrical circuits and cir-
cuit testing tools is required. You should be famil-
iar with wiring diagrams, the meaning of voltage,
ohms, amps, and the basic theories of electricity.
You should also understand what happens if a cir-
cuit becomes open, shorted to negative, or shorted
to positive.
Electrostatic Discharge Damage
Electronic components used in control systems are
often designed to carry very low voltage, and are
very susceptible to damage caused by electrostatic
discharge. It is possible for less than 100 volts of
static electricity to cause damage to some elec-
tronic components. By comparison, it takes as
much as 4,000 volts for a person to feel the zap of
a static discharge. Therefore, it is important to use
care when handling and testing electronic com-
ponents.
Engine Wiring
When it is necessary to move any of the wiring,
whether to lift wires away from their harnesses or
move harnesses to reach some component, take
care that all wiring is replaced in its original posi-
tion and all harnesses are routed correctly. If clips
or retainers break, replace them.
SM 612, Dec '99
GROUP 02(EFI)
Electrical problems can result from wiring or har-
nesses being miss-routed, or becoming loose and
moving from their original positions.
The following requirements must be observed
when working on H-MSTS equipped engines.
1. Before removing any system component,
disconnect the negative battery cable.
2. Never start the engine without the battery
being solidly connected.
3. Never separate the battery from the on-board
electrical system while the engine is running.
4. Never separate the battery feed wire from the
charging system while the engine is running.
5. When charging the battery, disconnect it
from the vehicles electrical system.
6. Ensure that all cable harnesses are connected
properly and the battery connections are
thoroughly clean.
7. Never connect or disconnect the wiring har-
ness at the ECM when the ignition is
switched ON.
8. Before attempting any electric arc welding
on the vehicle, disconnect the battery leads
and the ECM connector(s).
9. When steam cleaning engines, do not direct
the nozzle at the ECM system components.
If this happens, corrosion of the terminals
or damage of components can take place.
10. Use only the test equipment specified by
CLARK, since other test equipment may ei-
ther give incorrect test results or damage
good components.
11. All measurements using a multi-meter must
use a digital meter with a rating of 10
megaohm input impedance.
12. When a test light is specified, a low-power
test light must be used. Do not use a
high-wattage test light. While a particular
brand of test light is not suggested, a simple
test on any test light will ensure it to be safe
for system circuit testing. Connect an accu-
rate ammeter (such as the high-impedance
digital multi-meter) in series with the test
light being tested, and power the test light
ammeter circuit with the vehicle battery.
Zenith Fuel Systems, Inc. 02(EFI)-2-7
Diagnosis
Engine Control Module (ECM)
To read and clear DTCs, refer to the troubleshoot-
ing section for more information.
Since the ECM can have a failure which may af-
fect only one circuit, following the diagnostic pro-
cedures in this manual will determine which cir-
cuit has a problem and where it is.
If a DTC indicates that the ECM connections or
ECM is the cause of a problem, and the ECM is
replaced, but does not correct the problem, one of
the following may be the reason:
There is a problem with the ECM terminal con-
nections. The terminals may have to be removed
from the connector in order to check them prop-
erly.
EEPROM program is not correct for the applica-
tion. Incorrect components may cause a malfunc-
tion and may or may not set a DTC.
IMPORTANT
Use only CLARK approved replacement
components.
The problem is intermittent. This means
that the problem is not present at the time
the system is being checked. In this case,
refer to the Symptoms portion of the
manual and make a careful physical in-
spection of all portions of the system in-
volved.
A shorted or open harness. A shorted or
open harness will not damage the ECM
but will cause the ECM to be inoperative.
IMPORTANT
When replacing the ECM, the ignition
must be OFF and the battery discon-
nected before disconnecting or reconnect-
ing the ECM connectors to prevent inter-
nal damage to the ECM.
02(EFI)-2-8 Zenith Fuel Systems, Inc.
IMPORTANT
To prevent possible electrostatic discharge
damage to the ECM do not touch the con-
nector pins. The ECM is an electrical com-
ponent. Do not soak in any liquid cleaner
or solvent, as damage may result.
Replacing Components
Removing the ECM
1. Disconnect the negative battery cable.
2. Disconnect the connectors from ECM.
3. Remove the three ECM mounting screws.
4. Remove the ECM from mounting bracket.
Installing the ECM
1. Install the ECM into mounting bracket.
2. Reattach the three ECM mounting screws.
Torque to 4.5 N-m (40 in. lb.)
3. Reconnect connectors to the ECM.
4. Reconnect the negative battery cable.
Engine Coolant Temperature (ECT) Sensor
Note Care must be taken when handling the ECT
sensor. Damage to the sensor will affect proper
operation of the H-MSTS system.
Removing the ECT
1. Disconnect the negative battery cable.
2. Disconnect the ECT electrical connector.
3. Remove the ECT sensor.
IMPORTANT
Coat ECT sensor threads with teflon tape
sealant prior to installation.
Installing the ECT
1. Install the ECT sensor.
2. Reconnect the ECT electrical connector.
3. Reconnect the negative battery cable.
SM 612, Dec '99

Manifold Absolute Pressure (MAP) Sensor
Removing the MAP Sensor
1. Disconnect the negative battery cable.
2. Disconnect the MAP sensor electrical con-
nector.
3. Remove the vacuum line to MAP sensor.
4. Remove the MAP sensor attaching screws.
IMPORTANT
The MAP sensor is an electrical compo-
nent. Do Not soak in any liquid cleaner or
solvent, as damage may result.
Installing the MAP Sensor
1. Install the MAP sensor
2. Reattach the MAP sensor mounting screws.
Torque to 5-7 N-m (44-62 in. lb.).
3. Reconnect the MAP sensor electrical con-
nector.
4. Reinstall the vacuum line to MAP sensor.
5. Reconnect the negative battery cable.
H-MSTS Module
Malfunction
Diagnostic Lamp
Harness
Red Lead (positive)
SM 612, Dec '99
GROUP 02(EFI)
Troubleshooting the H-MSTS System
Reading Diagnostic Trouble Codes (DTCs)
1. Plug the CLARK test harness, part #929713
in to the open test socket on the H-MSTS
module.
2. Connect the red lead to battery positive.
3. Connect the black test harness lead to bat-
tery negative.
4. Turn the ignition switch to the key ON,
engine OFF position.
At this point, the test harness light should flash
DTC 12, three times consecutively.
This would be the following flash sequence:
flash, pause, flash-flash, long pause, flash, pause,
flash-flash, long pause, flash, pause, flash-flash.
Deutsch Connector
Black Lead (negative)
Zenith Fuel Systems, Inc. 02(EFI)-2-9
DTC 12 indicates that the ECMs diagnostic sys-
tem is operating. If DTC 12 is not indicated, a
problem is present within the diagnostic system
itself, and the ECM module will need replacing.
Following the output of DTC 12, the test harness
light will indicate a DTC three times if a DTC is
present, or it will continue to flash DTC 12. If
more than one DTC has been stored in the ECMs
memory, the DTCs will be flashed out from the
lowest to the highest, with each DTC being flashed
three times.
At the end of the DTCs, the ECM will simply go
back and start over with flashing DTC 12.
If a DTC is present, consult the trouble code chart
listed below.
Clearing Diagnostic Trouble Codes
1. Plug the CLARK test harness, part #929713
in to the open test socket on the H-MSTS
module.
2. Connect the red test harness lead to battery
positive and the black lead to battery negative.
3. Turn the ignition switch to the key ON,
engine OFF position.
4. Turn the ignition switch OFF, Leaving the
test harness connected.
5. Turn the ignition switch back ON and
verify DTC 12 only.
6. Return to normal mode by removing the
test harness.

Diagnostic Trouble Codes (DTC) for H-MSTS

DTC Problem

12 ECM functioning correctly

14 Engine Coolant Temperature (ETC) Sen-
sor Circuit-Low temp indicated
15 Engine Coolant Temperature Sensor
Circuit-High temp indicated
34 Manifold Absolute Pressure (MAP) Sen-
sor Circuit
41 Ignition Control (IC) Circuit-open IC
circuit
42 Ignition Control Circuit grounded IC cir-
cuit, open or grounded bypass
51 H-MSTS Module

02(EFI)-2-10 Zenith Fuel Systems, Inc. SM 612, Dec '99