File: 06-t02-10016 Page 1 of 49 Engine Performance Troubleshooting Tree - ISB, ISBe, and QSB engines without EGR (CM800 and CM850 Electronic Control System) This troubleshooting procedure should be followed for the following symptoms: Engine Acceleration or Response Poor Engine Difficult to Start or Will Not Start (Exhaust Smoke) Engine Difficult to Start or Will Not Start (No Exhaust Smoke) Engine Power Output Low Engine Runs Rough at idle Engine Runs Rough or Misfres Engine Speed Surges at Low or High Idle Engine Speed Surges Under Load or in Operating Range Smoke, Black - Excessive ‘Smoke, White - Excessive Engine Shuts Off or Dies Unexpectedly or Dies During Deceleration Engine Decelerates Slowly Engine Starts but Will Not Keep Running Engine Will Not Reach Rated Speed (RPM) Inlake Manifold Pressure (Boost) is Below Normal Engine Vibration Excessive How to Use This Troubleshooting Procedure This symptom tree can be used to troubleshoot all performance-based symptoms listed above. Start by performing Step 1 troubleshooting. Step 2 will ask a series of questions and will provide a list of troubleshooting steps to perform, depending on the symptom. Many steps will reference using INSITE™ electronic service tool to check for fault codes, perform tests, monitor data, and check features and parameters. It is recommended that INSITE™ electronic service tool remain connected while using this troubleshooting tree, to periodically check for fault codes. If any fault codes become active during use of the troubleshooting tree, discontinue using this troubleshooting tree and troubleshoot the active fault code. This symptom tree often references other procedures and symptom trees. The procedures and symptom trees referenced may not be located in the same service literature as this symptom tree. Use the following procedure for a listing of the service literature available for the engine being serviced. Refer to Procedure 205-001 in Section L. Shop Talk: Driveabilty is a term that in general describes vehicle performance on the road. Driveabilty problems for an engine can be caused by several different factors. Some of the factors are engine-related and some are not. Before troubleshooting, itis important to determine the exact complaint and whether the engine has a real driveability problem or if it simply does not meet driver expectations. Low power is a term that is used in the field to describe many different performance problems. Low power is defined as the inability of the engine to produce the power necessary to move the vehicle at a speed that can be reasonably ‘expected under the given conditions of load, grade, wind, and so on. With industrial equipment, low power might relate to the inability of the equipment to pick up or maintain load. Poor acceleration or response is described as the inability of the vehicle to accelerate satistactorly from a stop or from the bottom of a grade. It can also be the lag in acceleration during an attempt to pass or overtake another vehicle at conditions less than rated speed and load. Poor acceleration or response is difficult to troubleshoot, since it can be caused by several factors. (© 2008 Cummins inc., Box 3005, Columbus, IN 47202-3005 U.S.A. Printed from QuickServe® Online. Al Rights Reserved. Last Modified: 14-May-2012File: 06-02-1001b Page 2 of 49 TROUBLESHOOTING SUMMARY STEPS SPECIFICATIONS SRT CODE STEP 1: Perform basic troubleshooting procedures. STEP 1A: Check for active fault codes or Active fault codes or high high counts of inactive fault counts of inactive fault codes? codes. STEP 1B: Perform basic troubleshooting All steps have been verified to checks. be correct? STEP Determination of engine symptom. STEP 2A: Engine Difficult to Start or Will Is the engine symptom Engine Not Start (With or Without Difficult to Start or Will Not Start Exhaust Smoke), Engine Shuts (With or Without Exhaust Off or Dies Unexpectedly or Smoke), Engine Shuts Off or During Deceleration, or Engine Dies Unexpectedly or Dies Starts but Will Not Keep During Deceleration, or Engine Running. Starts but Will Not Keep Running? STEP 2B: Engine Runs Rough at Idle, Is the engine symptom Engine Engine Runs Rough or Misfires, Runs Rough at idle, Engine Engine Speed Surges at Low or Runs Rough or Misfires, Engine High Idle, Eng Surges ‘Speed Surges at Low or High Idle, Engine Speed Surges under Lead or in Operating Range? STEP 2C: — Smoke, Black - Excessive, Is the engine symptom Smoke, Black - Excessive? STEP 2D: Smoke, White - Excessive. Is the engine symptom Smoke, White - Excessive? STEP 2D-1: Smoke, White - Excessive Is the engine using coolant? STEP 2D-2: Smoke, White - Excessive Is the white smoke excessive Engine Acceleration or Response Poor, Engine Power Output Low, Engine Decelerates Slowly, Intake Manifold Pressure (Boost) is Below Normal or Engine Will Not Reach Rated ‘Speed (RPM). STEP 2F: Engine vibration is excessive. STEP 3: STEP 3A: Verify the operation of cold weather starting aids. STEP 3B: Check electronic features and programmable parameters. STEP 3C: Monitor the engine speed during © 2008 Cummins inc., Box 3005, Columbus, IN 47202-3005 U.S.A, AAll Rights Reserved. complaint only occurring when the engine is cold and during cold ambient conditions? Is the engine symptom - Engine ‘Acceleration or Response Poor, Engine Power Output Low, Engine Decelerates Slowly, Intake Manifold Pressure (Boost) is Below Normal or Engine Will Not Reach Rated Speed (RPM)? Is the engine symptom - Engine Vibration Excessive? Engine will not start or stalls troubleshooting procedures. Are the necessary cold weather starting aids being used and are they operational as required? Are electronic features and programmable parameters the ‘cause for the engine shutting down or the no-start complaint? Is the engine speed greater than 150 rpm during cranking? Printed from QuickServe® Online. Last Modified: 14-May-2012File: 06-t02-10016 STEP 3D: STEP 3E: STEP 36: STEP 3H: STEP 4: STEP 4A: STEP 4B: STEP 4B. STEP 4c: STEP 4D: STEP at STEP 4F: STEP 4G: STEP 4H: STEP at: STEP 4J: STEP 4K: © 2008 Cummins inc., Box 3005, Columbus, IN 47202-3005 U.S.A, All Rights Reser Monitor the ECM keyswitch input. Monitor the ECM battery supply. Check the load carrying capabilities of the ECM power and ground circuits. Check orientation of connector. Verify rail fuel pressure sensor accuracy. Monitor fue! rail pressure while Page 3 of 49 Does the User Fueling State indicate cranking or is keyswitch voltage equal to battery voltage? Is the ECM battery supply voltage greater than +11-VDC for 42 volt systems or +22-VDC for 24 volt systems? Do the headlights illuminate brightly? Is the rail fuel pressure sensor connector installed correctly? Is the Fuel Rail Pressure (measured) less than 30 bar [435 psi]? Did the Fuel Rail Pressure (measured) equal the Fuel Rail Pressure (commanded)? Fuel system troubleshooting procedures. Check for alr in the fuel supply line. Check for air in the high Pressure pump fuel supply. Measure the fuel inlet restriction. Measure fuel pressure at the outlet of the on engine fuel filter. Perform INSITE™ electronic service tool single cylinder cutout test. Perform a manual single cylinder cut-out test. Measure the injector return fue! drain flow from the cylinder head. causing excessive injector fuel drain flow from the cylinder head. Monitor Commanded Fuel Rail Pressure and Measured Fuel Rail Pressure. Check the fuel pressure relief valve for excessive leakage. Measure the high-pressure fuel supply pump fuel drain flow. Measure fuel drain line restriction. rved. Is air present in the fuel supply? Is the pressure measured within specification? Is the pressure measured within specification? Is the pressure drop across the filter greater than the specification? Can the miss or excessive ‘smoke be attributed to a single cylinder? Did the engine start after blocking off a cylinder(s) or can the miss or excessive smoke be attributed to a cylinder(s)? Is injector fuel drain flow from the cylinder head greater than specification? Did blocking off a cylinder(s) decrease the flow rate below the maximum specified flow rate? Does the Measured Fuel Rail Pressure vary more than + 35 bar [500 psi] from the ‘Commanded Fuel Rail Pressure? Is the fuel pressure relief valve within specification? Is the high pressure fuel supply pump fuel return flow greater than specification? Is the drain line restriction less than specification? Printed from QuickServe® Online. Last Modified: 14-May-2012