Mopar1973Man

DTC 33 - A/C Clutch Relay Control Circuit - Test FC-9A Using DRB-II, erase fault codes and actuate A/C clutch relay. If A/C clutch relay is not clicking, go to step 4). If A/C clutch relay is clicking, condition required to set fault is not present at this time. A/C CLUTCH RELAY CIRCUIT fault sets if relay control circuit at PCM connector terminal No. 34 does not reflect proper state. Possible causes are relay coil open or shorted, control circuit open or shorted, ignition power feed circuit to relay coil open or shorted, and failed control driver in PCM. Inspect wiring and connectors. Repair harness or connector as necessary. Perform TEST VER-1. If no problems were found with wiring and connectors, start actuator test using DRB-II. Wiggle harness between A/C clutch relay and PCM. Using DRB-II, read faults. If A/C CLUTCH RELAY CONTROL CIRCUIT fault resets, repair connector or harness where wiggling caused fault to reset. Perform TEST VER-1. If A/C CLUTCH RELAY CONTROL CIRCUIT fault does not reset, see INACTIVE FAULT CONDITION. Test is complete. Perform TEST VER-1. Remove A/C clutch relay and substitute a known good relay. If substitute relay is clicking, replace original relay. Perform TEST VER-1. If substitute relay is not clicking, remove substitute relay. Using DRB-II in voltmeter mode, probe A/C clutch relay connector terminal "A", ignition feed circuit (Dark Blue wire). If reading is 10 volts or less, repair open ignition feed circuit to low speed fan control relay. Perform TEST VER-1. If reading is more than 10 volts, turn ignition off. Disconnect PCM. Using DRB-II in ohmmeter mode, probe A/C clutch relay connector terminal "C", relay control circuit (Dark Blue/Orange wire). If resistance is less than 5 ohms, repair Dark Blue/Orange wire for a short to ground. Perform TEST VER-1. If resistance is 5 ohms or more, check resistance of A/C clutch relay connector, relay control circuit (Dark Blue/Orange wire) using an external ohmmeter. If resistance is 5 ohms or more, repair open Dark Blue/Orange wire. Perform TEST VER-1. If resistance is less than 5 ohms, replace PCM. Perform TEST VER-1.

DTC 24 - Throttle Position Sensor Voltage Low - TEST FC-6A Using DRB-II, read Throttle Position Sensor (TPS) voltage. If TPS voltage is less than .2 volt, go to step 5). If TPS voltage is .2 volt or more, monitor TPS voltage on DRB-II while opening and closing throttle. If voltage change is not smooth, replace TPS. Perform TEST VER-1. If voltage change is smooth, wiggle TPS connectors and harness while monitoring DRB-II. If voltage changed when harness and connectors were wiggled, repair harness or connector where wiggling caused voltage change. Perform TEST VER-1. If voltage did not change when harness and connectors were wiggled, condition required to set fault is not present at this time. THROTTLE POSITION SENSOR VOLTAGE LOW fault sets if TPS voltage at PCM terminal No. 22 becomes less than .2 volt or if vehicle speed is greater than 20 MPH, engine speed is greater than 1500 RPM, engine vacuum is less than 2 in. Hg and TPS voltage is less than .5 volt. Possible causes are sensor signal wire shorted to ground, loss of 5-volt supply and TPS sensor failure. Inspect all related wiring and connectors. Repair wiring and connectors as necessary. Perform TEST VER-1. If no problems were found with wiring and connectors, see INACTIVE FAULT CONDITION. Test is complete. Perform TEST VER-1. Disconnect throttle position sensor. Using DRB-II, read TPS voltage. If TPS voltage is greater than one volt, replace throttle position sensor. Perform TEST VER-1. If TPS voltage is one volt or less, check for voltage at TPS connector, 5-volt supply circuit (Violet/White wire) using DRB-II in voltmeter mode. If voltage is 4 volts or less, repair open in Violet/White wire. Perform TEST VER-1. If voltage is greater than 4 volts, turn ignition off. Disconnect Powertrain Control Module (PCM). Using an external ohmmeter, check resistance between throttle position sensor connector, signal circuit Orange/Dark Blue wire) and ground circuit (Black/Light Blue wire). If resistance is less than 5 ohms, repair Orange/Dark Blue wire for a short to Black/Light Blue wire. Perform TEST VER-1. If resistance is 5 ohms or more, check resistance of throttle position sensor, signal circuit (Orange/Dark Blue wire) using DRB-II. If resistance is 5 ohms or more, replace PCM. Perform TEST VER-1. If resistance is less than 5 ohms, repair Orange/Dark Blue wire for a short to ground. Perform TEST VER-1.

DTC 24 - Throttle Position Sensor Voltage High - TEST FC-5A Using DRB-II, read Throttle Position Sensor (TPS) voltage. If TPS voltage is greater than 4.5 volts, go to step 4). If TPS voltage is 4.5 volts or less, monitor TPS voltage on DRB-II while opening and closing throttle. If voltage change is not smooth, replace TPS. Perform TEST VER-1. If voltage change is smooth, wiggle TPS connectors and harness while monitoring DRB-II. If voltage changed when harness and connectors were wiggled, repair harness or connector where wiggling caused voltage change. Perform TEST VER-1. If voltage did not change when harness and connectors were wiggled, condition required to set fault is not present at this time. THROTTLE POSITION SENSOR VOLTAGE HIGH fault sets if TPS voltage becomes greater than 4.5 volts. Possible causes are sensor output wire open, sensor ground wire open and TPS sensor failure. Inspect all related wiring and connectors. Repair wiring and connectors as necessary. Perform TEST VER-1. If no problems were found with wiring and connectors, see INACTIVE FAULT CONDITION. Test is complete. Perform TEST VER-1. Disconnect throttle position sensor. Connect a jumper wire between TPS connector terminal No. 2, signal circuit (Orange/Dark Blue wire) and ground circuit (Black/Light Blue wire). Using DRB-II, read TPS voltage. If DRB-II displays NO RESPONSE, repair Orange/Dark Blue wire for a short to Violet/White wire. Perform TEST VER-1. If TPS voltage is less than one volt, replace throttle position sensor. Perform TEST VER-1. If TPS voltage is one volt or more, move jumper wire from Orange/Dark Blue wire to a good engine ground. Using DRB-II, read TPS voltage. If voltage is less than one volt, repair open Black/Light Blue wire. Perform TEST VER-1. If voltage is one volt or more, turn ignition off. Disconnect Powertrain Control Module (PCM). Using external ohmmeter, check resistance of throttle position sensor signal circuit (Orange/Dark Blue wire) between TPS connector terminal No. 2 and PCM connector terminal No. 22. If resistance is less than 5 ohms, replace PCM. Perform TEST VER-1. If resistance is 5 ohms or more, repair open Orange/Dark Blue wire. Perform TEST VER-1.

DTC 23 - Intake Air Temperature Sensor Voltage Low - TEST FC-4A Using DRB-II, read Intake Air Temperature (IAT) sensor voltage. If IAT sensor voltage is less than .5 volt, go to step 4). If voltage is .5 volt or more, wiggle IAT sensor harness while observing DRB-II display. If voltage changed while harness was wiggled, repair harness where wiggling caused change. Perform TEST VER-1. If wiggling harness did not cause a voltage change, condition required to set fault is not present at this time. INTAKE AIR TEMP SENSOR VOLTAGE LOW fault sets if intake air temperature sensor circuit voltage drops to less than .5 volt. Possible causes are: sensor circuit shorted to ground or sensor shorted internally. Inspect all related wiring and connectors. Repair wiring and connectors as necessary. Perform TEST VER-1. If no problems were found with wiring and connectors, see INACTIVE FAULT CONDITION. Test is complete. Perform TEST VER-1. Disconnect IAT sensor. Using DRB-II, read IAT sensor voltage. If IAT sensor voltage is greater than 4 volts, replace intake air temperature sensor. Perform TEST VER-1. If IAT sensor voltage is 4 volts or less, turn ignition off. Disconnect Powertrain Control Module (PCM). Using DRB-II in ohmmeter mode, probe IAT sensor signal circuit (Black/Red wire) at IAT sensor connector. If resistance is less than 5 ohms, repair Black/Red wire for a short to ground. Perform TEST VER-1. If resistance is 5 ohms or more, replace PCM. Perform TEST VER-1.

DTC 23 - Intake Air Temperature Sensor Voltage High Test FC-3A Using DRB-II, read Intake Air Temperature (IAT) sensor voltage. If voltage is greater than 4.5 volts, go to step 4). If voltage is 4.5 volts or less, wiggle IAT sensor harness while observing DRB-II display. If voltage changed while harness was wiggled, repair harness where wiggling caused change. Perform TEST VER-1. If wiggling harness did not cause a voltage change, condition required to set fault is not present at this time. INTAKE AIR TEMP SENSOR VOLTAGE HIGH fault sets if IAT sensor circuit voltage is greater than 4.5 volts. Possible causes are: sensor circuit open, sensor open internally or sensor ground wire open. Inspect all related wiring and connectors. Repair wiring and connectors as necessary. Perform TEST VER-1. If no problems were found with wiring and connectors, see INACTIVE FAULT CONDITION. Test is complete. Perform TEST VER-1. Disconnect IAT sensor. Connect a jumper wire between IAT sensor connector terminals, signal circuit (Black/Red wire) and ground circuit (Black/Light Blue wire). Using DRB-II, read IAT sensor voltage. If voltage is less than one volt, replace IAT sensor. Perform TEST VER-1. If voltage is one volt or more, move jumper wire from IAT sensor connector, ground circuit (Black/Light Blue wire) to engine ground. Using DRB-II, read IAT sensor voltage. If voltage is less than one volt, repair open ground wire. Perform TEST VER-1. If voltage is one volt or more, turn ignition off. Disconnect Powertrain Control Module (PCM). Using external ohmmeter, check resistance of IAT sensor signal circuit (Black/Red wire) between IAT sensor connector and PCM connector terminal No. 21. If resistance is 5 ohms or more, repair open Black/Red wire. Perform TEST VER-1. If resistance is less than 5 ohms, replace PCM. Perform TEST VER-1.

DTC 22 - ECT Sensor Voltage Too Low - TEST FC-8A Using DRB-II, read Engine Coolant Temperature (ECT) sensor voltage. If voltage is less than .5 volt, go to step 3). If voltage is .5 volt or more, wiggle CTS connectors and harness while monitoring DRB-II. If voltage changed when harness and connectors were wiggled, repair harness or connector where wiggling caused voltage change. Perform TEST VER-1. If voltage did not change when harness and connectors were wiggled, condition required to set fault is not present at this time. ECT SENSOR VOLTAGE TOO LOW fault sets if coolant sensor circuit voltage at terminal No. 2 drops to less than .5 volt. Possible causes are sensor circuit shorted to ground and sensor shorted internally. Inspect wiring and connectors. Repair harness or connector as necessary. Perform TEST VER-1. If no problems were found with wiring and connectors, see INACTIVE FAULT CONDITION. Test is complete. Perform TEST VER-1. Disconnect ECT connector. Using DRB-II, read coolant temperature sensor voltage. If reading is more than 4 volts, replace ECT. Perform TEST VER-1. If reading is 4 volts or less, turn ignition off. Disconnect Powertrain Control Module (PCM). Using DRB-II in ohmmeter mode, probe ECT sensor connector, signal circuit (Tan/Black wire). If resistance is 5 ohms or more, replace PCM. Perform TEST VER-1. If resistance is less than 5 ohms, repair Tan/Black wire for a short to ground. Perform TEST VER-1.

DTC 22 - ECT Sensor Voltage Too High - TEST FC-7A Using DRB-II, read Engine Coolant Temperature (ECT) sensor voltage. If voltage is greater than 4.5 volts, go to step 3). If voltage is 4.5 volts or less, wiggle ECT sensor connectors and harness while monitoring DRB-II. If voltage changed when harness and connectors were wiggled, repair harness or connector where wiggling caused voltage change. Perform TEST VER-1. If voltage did not change when harness and connectors were wiggled, condition required to set fault is not present at this time. ECT SENSOR VOLTAGE TOO HIGH fault sets if coolant sensor circuit voltage at terminal No. 2 goes to more than 4.9 volts. Possible causes are sensor circuit open, sensor open internally and sensor ground wire open. Inspect wiring and connectors. Repair harness or connector as necessary. Perform TEST VER-1. If no problems were found with wiring and connectors, see INACTIVE FAULT CONDITION. Test is complete. Perform TEST VER-1. Disconnect ECT sensor connector. Connect jumper wire between ECT sensor connector, signal circuit (Tan/Black wire) and ground circuit (Black/Light Blue wire). Using DRB-II, read ECT sensor voltage. If reading is less than one volt, replace ECT. Perform TEST VER-1. If reading is one volt or more, move jumper wire from ECT sensor connector, ground circuit (Black/Light Blue wire) to engine ground. Using DRB-II, read ECT sensor voltage. If reading is less than one volt, repair open sensor ground wire. Perform TEST VER-1. If reading is one volt or more, turn ignition off. Disconnect Powertrain Control Module (PCM). Using an external ohmmeter, check resistance of ECT sensor connector, signal circuit (Tan/Black wire). If resistance is less than 5 ohms, replace PCM. Perform TEST VER-1. If resistance is 5 ohms or more, repair open ECT sensor signal wire. Perform TEST VER-1

DTC 15 - No Vehicle Speed Sensor Signal Test FC-2A Raise and support vehicle so that wheels are allowed to spin. Start engine. Using DRB-II, read Vehicle Speed Sensor (VSS) signal. Put transmission in any forward gear. If vehicle speed sensor signal is NOT greater than zero MPH, go to step 4). If vehicle speed sensor signal is greater than zero MPH, condition required to set fault code is not present at this time. NO VEHICLE SPEED SENSOR SIGNAL fault sets if Powertrain Control Module (PCM) does not see a VSS signal at PCM terminal No. 47, VSS signal circuit (White/Orange wire) under road load conditions. Possible causes are: open or shorted VSS signal circuit, open VSS 8-volt supply at sensor, open sensor ground, failed VSS, failed PCM or failed DRL module. Inspect all related wiring and connectors. Repair wiring and connectors as necessary. Perform TEST VER-1. If no problems were found with wiring and connectors, see INACTIVE FAULT CONDITION. Perform TEST VER-1. Turn ignition off. Disconnect VSS. On 2WD A/T models, go to TEST FC-2B. On all other models, turn ignition on. Using DRB-II in voltmeter mode, probe VSS connector, VSS signal circuit (White/Orange wire). If reading is 4 volts or less, go to TEST FC-2C. If reading is greater than 4 volts, connect jumper wire to VSS connector White/Orange wire. While reading VSS signal on DRB-II, tap other end of jumper wire to VSS connector, sensor ground circuit (Black/Light Blue wire). If DRB-II display is greater than zero MPH, replace vehicle speed sensor. Perform TEST VER-1. If display is not greater than zero MPH, turn ignition off. Put DRB-II in ohmmeter mode. Probe VSS connector, sensor ground circuit (Black/Light Blue wire). If resistance is 5 ohms or more, repair Black/Light Blue wire for an open circuit to wiring harness splice. Perform TEST VER-1. If resistance is 5 ohms or less, go to TEST FC-2C. No Vehicle Speed Sensor Signal Test FC-2B Turn ignition on. Put DRB-II in voltmeter mode. Using DRB-II, check voltage on VSS connector terminal No. 3, 8-volt supply circuit (Tan/Yellow wire). If reading is 7 volts or less, repair open in Tan/Yellow wire. Perform TEST VER-1. If voltage is more than 7 volts, probe VSS connector terminal No. 1, signal circuit (White/Orange wire) using DRB-II. If reading is 4 volts or less, go to TEST FC-2C. If reading is more than 4 volts, connect a jumper wire to VSS connector terminal No. 1, signal circuit (White/Orange wire). Using DRB-II, read VSS signal while tapping other end of jumper wire to VSS connector terminal No. 2, ground circuit (Black/Light Blue wire). If DRB-II display is more than zero MPH, replace VSS. Perform TEST VER-1. If DRB-II display was not more than zero MPH, turn ignition off. Using DRB-II in ohmmeter mode, check resistance of VSS connector terminal No. 2, ground circuit (Black/Light Blue wire). If reading is 5 ohms or more, repair open in Black/Light Blue wire to harness splice. Perform VERIFICATION TEST VER-2. If resistance is less than 5 ohms, go to TEST FC-2C. No Vehicle Speed Sensor Signal Test FC-2C Turn ignition off. Disconnect PCM connector. Inspect PCM connector for damaged or pushed-out terminals. Repair as necessary. Perform TEST VER-1. If PCM connector terminals are okay, check resistance of VSS signal circuit (White/Orange wire) between PCM connector terminal No. 47 and VSS connector using an external ohmmeter. If reading is 5 ohms or more, repair open in White/Orange wire. Perform TEST VER-1. If reading is less than 5 ohms, put DRB-II in ohmmeter mode. Probe PCM terminal No. 47, VSS signal circuit (Orange/White wire) at PCM connector. If reading is 5 ohms or more, replace PCM. Perform TEST VER-1. If resistance is less than 5 ohms, repair short to ground in White/Orange wire. Perform TEST VER-1.

DTC 11 - No Crank reference Signal At PCM - Test FC-11A Using DRB-II, select SENSOR TESTS. Start engine. Using DRB-II, read engine RPM. If DRB-II does not show a RPM reading, go to step 3). If DRB-II shows a RPM reading, condition required to set fault is not present at this time. NO CRANK REFERENCE SIGNAL AT PCM fault sets if no signal is present during load conditions with vehicle speed more than 10 MPH. Possible causes are open or shorted 8-volt supply, open or shorted CKP signal circuit, open sensor ground, failed CKP sensor, and failed PCM. Inspect wiring and connectors. Repair harness or connector as necessary. Perform TEST VER-1. If no problems were found with wiring and connectors, wiggle harness between PCM and sensor while observing RPM reading on DRB-II. If RPM became erratic or stopped, repair harness or connector where problem occurred. Perform TEST VER-1. If RPM did not become erratic or stop, see INACTIVE FAULT CONDITION. Test is complete. Perform TEST VER-1. Turn ignition off. Disconnect crankshaft position sensor. Using DRB-II in ohmmeter mode, probe 8-volt power supply circuit (Tan/Yellow wire) in crankshaft position sensor harness connector. If resistance is less than 5 ohms, repair Tan/Yellow wire for a short to ground. Perform TEST VER-1. If resistance is 5 ohms or more, turn ignition on. Using DRB-II in voltmeter mode, probe 8-volt power supply circuit (Tan/Yellow wire) in crankshaft position sensor harness connector. If reading is 7 volts or less, go to TEST FC-11B. If reading is more than 7 volts, connect a jumper wire to crankshaft position sensor harness connector, signal circuit (Gray/Black wire). Using DRB-II, read RPM while tapping other end of jumper wire to sensor ground circuit (Black/Light Blue wire). If DRB-II shows an RPM reading, replace crankshaft position sensor. Perform TEST VER-1. If DRB-II does not show RPM reading, turn ignition off. Using DRB-II in ohmmeter mode, probe crankshaft position sensor, ground circuit (Black/Light Blue wire). If resistance is 5 ohms or more, repair Black/Light Blue wire for an open circuit to wiring harness splice. Perform TEST VER-1. If resistance is less than 5 ohms, disconnect PCM connector. Check connector, and repair as necessary. Perform TEST VER-1. If connector is okay, check resistance of crankshaft position sensor signal circuit (Gray/Black wire) using an external ohmmeter. If resistance is 5 ohms or more, repair Gray/Black wire for open circuit. Perform TEST VER-1. If resistance is less than 5 ohms, put DRB-II in ohmmeter mode. Probe crankshaft position sensor harness connector, signal circuit (Gray/Black wire). If resistance is 5 ohms or more, replace PCM. Perform TEST VER-1. If resistance is less than 5 ohms, repair Gray/Black wire for a short to ground. Perform TEST VER-1. Test FC-11B - No Crank reference Signal At PCM Turn ignition off. Disconnect Powertrain Control Module (PCM). Check PCM connector, and repair as necessary. Perform TEST VER-1. If connector is okay, check resistance of crankshaft position sensor harness connector 8-volt supply circuit (Tan/Yellow wire) using an external ohmmeter. If resistance is 5 ohms or more, repair Tan/Yellow wire for an open circuit. Perform TEST VER-1. If resistance is less than 5 ohms, replace PCM. Perform TEST VER-1.

Here is a brief write up on how to turn up the power on your 1st Generation Cummins truck with a Bosch VE Injection pump. Low Boost Fueling Adjustment (Smoke Screw) Beneath the cap is a Torx T-25 screw and a lock nut that holds it. The locknut is 13 mm and has a 'break-away torque' of around 100 in-lbs. Tightening this screw will increase low boost fueling. Loosening this screw will reduce low boost fueling. You should adjust this screw to the point there is a light haze with heavy throttle but 0 boost pressure. Full Load Fueling Adjustment (Fuel Pin) The fueling pin is located under the cover with the smoke screw. Carefully remove the banjo bolt from the rear of the cover. Take notice to how little torque it took to loosen this banjo bolt. This banjo bolt is very thin and can be easily broken. Remove the cover and the diaphragm is underneath. Mark the position of the diaphragm before you remove it. Take notice that this pin, when removed, has a taper to it that is offset from the center of the pin. The deeper the offset placed forward will increase fueling. Shallower will decrease fueling. There are ground pins that are ground even deeper that will enhance fueling even more. The governor pin comes from the front of the pump and points towards the rear on the pin. There is aftermarket fuel pin available from vendors on the internet like www.dennytperformance.com . AFC Starwheel Adjustment The star wheel adjustment will change how fast the fuel pin will move in relationship to boost pressure. More you screw the starwheel down (tighten) the quicker the fuel pin will react to boost pressure. More you screw the starwheel up (loosen) the more boost pressure it will take to move the fueling pin. Full Power Adjustment (Main Fuel Screw) Take a 13mm wrench from the bottom area you should be able to reach up and loosen the jam nut. Now the more you screw in the main fuel screw the more fuel will be delivered. This adjustment will alter idle setting so more your screw in the higher the idle will become. WARNING! Turning up the main fuel screw too far might cause a run-away condition so make sure you have a board or a heavy rubber cap or such to cover the turbo with to shut down the engine in a runaway condition.

Old School Method The first thing you need to do is pull the valve covers off the engine. You'll need a socket and a 3/8" ratchet. Loosen all the bolts till you can lift the bolt up. Don't bother removing the bolts from the valve cover. Once you got that the valve covers will come off. Just lift the 6 covers straight up. Now you need to use your 1/2" ratchet and the 15/16" socket to rotate the alternator. You want to turn it towards the passenger side (or towards coolant bottle). You want to get the gear to be in the TDC (Top Dead Center) using the timing pin found under the injection pump. Mopar's Notes Once TDC found using the timing pin mark the damper and the gear case in one spot denoting TDC. There is a reason for this... Now check the rocker arms on number 1 cylinder. both should be loose at this point. If not check both rockers on cylinder number 6. If cylinder number 6 is loose then your 360° out on the crank, so rotate another 360° till you line up on your TDC marks again. WARNING! Be sure that the timing pin is pulled out of the gear before rotating the engine. Otherwise damage to the timing pin will occur! Here is the valve clearance measurement Valve Clearance Exhaust Valves 0.020 Inches Intake Valves 0.010 Inches But if you followed my suggestion above now you wouldn't need to mess with that pin anymore! But for making things simple we'll start at TDC of number 1 cylinder with both rockers loose. Step 1 Cylinder Number Exhaust Valves 1,3,5 Intake Valves 1,2,4 now rotate the engine crank 360° again so now cylinder number 6 rockers should be loose. Using your new timing marks on the damper. Step 2 Cylinder Number Exhaust Valves 2,4,6 Intake Valves 3,5,6 Now reassemble the valve covers.

Repriming The Fuel System Procedures You'll have us this procedure if... Your truck has run out of fuel. You got a air leak in the fuel system allowing the injection pump to lose prime. Done any kind of fuel system work. Reprime procedure 1. Add 5 to 10 gallons of fuel to vehicle tank. 2. Open the hood and hand operate the fuel lift pump by pushing down on prime button until resistance is felt approximately 30 times). 3. Start engine using normal procedure. 4. Engine may run rough until air is forced from lines. Mopar's Notes To make it easier to start crack injection line 1,2, and 3 loose. This will open every other injector line in the firing order. Firing Order: 1,5,3,6,2,4 Once the engine start to sputter. Then tighten the injection lines and try starting again. WARNING! Don't run the starter more than 30 seconds or starter damage could occur. Allow starter to cool for about 1-2 minutes before trying again. DANGER! Don't bleed the fuel system of a hot engine! Be aware of high pressure spray from the injector line could cause personal injury or death! Engine might start during reprime procedure.

Here are the fuel pressure requirements for a 1st Generation Dodge Cummins with a Bosch VE injection pump. Maximum Inlet restriction ............................... 4 In Hg Maximum Return line Restriction ................ 20.4 In Hg Maximum pressure drop across fuel filter ............ 5 PSI Maximum pressure at the injection pump .......... 10 PSI Minimum pressure at the injection pump ............. 3 PSI Volume of fuel pumped in 30 seconds ........ 0.79 Quarts The maximum inlet and return line restriction is measured using a vacuum pump against the lines looking for flow restrictions. Minimum and maximum fuel pressure are measured between both idle and WOT operation looking for the performance of the fuel pump are with the specification. The measured fuel pressure should be measured near the injection pump. The volume of fuel is measured by disconnection the fuel line and disconnecting the fuel shutoff solenoid and cranking the engine for 30 seconds. WARNING! Don't crank the engine for more than 30 seconds or starter damage could occur. If you need to repeat the test allow the starter to cool for at least 2-3 minutes before testing again.

Error Codes (Flash Codes) Reading Diagnostic Trouble Codes When the check engine light comes on and stays on (after start-up), this indicates that a code (or codes) has been stored in memory. To retrieve this information for purpose of troubleshooting, cycle the ignition switch ON-OFF-ON-OFF-ON within five seconds. The check engine lamp will then flash the DTC(s). Each code, if there is more than one, will be preceded by a 4 second pause, to distinguish it from the previous code. An example of a DTC would be as follows: * Lamp on for 2 seconds, then turns off. * Lamp flashes 4 times, then pauses, then flashes 1 more time. * Lamp pauses 4 seconds, then flashes 4 times. * Lamp flashes 7 times. The two DTC's displayed, following the two second pause, were 41 and 47. Whenever the malfunction indicator is operated, as many DTC's as are in memory will be displayed. At the end of the sequence, it will flash 55, which indicates it is the end of the stored codes. Mopar1973Man Note: Its still suggested to used a code reader. These errors are very general in description. A normal code reader will show more information. Like error code 43 Ignition coil circuit could be a misfire code (P0300 to P0310) when a error code reader is used you can see the cylinder number. Clearing Diagnostic Trouble Codes When the problem has been sorted out and repaired, you will have to erase the DTC(s) from memory to shut off the CHECK ENGINE light. The proper way to erase is with the DRBII scan tool, or equivalent. If you do not have access to this tool you will have to take the vehicle to a shop that does. If the cause for the blown trouble code is indeed repaired, the memory will automatically be cleared by the engine controller after 50 start-ups. Mopar1973Man Note: Better explanation at this link. Diagnostic Trouble Code Check Engine Light DRB Scan Tool Display Description of DTC 11 No No crank reference signal at PCM No crank reference signal detected during engine cranking. 12 No None Direct battery input to PCM was disconnected with the last 50 key on cycles. 13 Yes No change in MAP from start to run No difference recognized between the engine MAP reading and the atmospheric pressure reading at start up. 14 Yes MAP sensor voltage too high or too low. MAP sensor voltage above or below acceptable voltage. 15 Yes No vehicle speed sensor signal No vehicle distance (speed) sensor detected during road load conditions. 17 No Engine is cold to long Engine coolant temperature remains below normal operating temperatures during vehicle travel. (Faulty thermostat) 21 Yes O² sensor at center Neither rich or lean condition detected from the oxygen sensor input. 22 Yes ECT sensor voltage to high or too low. .Engine Coolant Temperature sensor voltage above or below acceptable voltage. 23 Yes IAT sensor voltage to high or too low Intake Air Temperature sensor voltage above or below acceptable voltage. 24 Yes TPS sensor voltage to high or too low Throttle Position Sensor voltage above or below acceptable voltage. 25 Yes Idle Air Control motor circuits A shorted condition detected in one or more of the idle air control motor circuits. 27 No Injector control circuits (1-8) Injector (1-8) output driver does not respond properly to the control signal. 31 Yes EVAP solenoid circuit An open or shorted condition detected in the EVAP solenoid circuit. 32 Yes EGR solenoid circuit EGR failure An open or shorted condition detected in the Exhaust Gas Recirculation solenoid circuit. A mechanical problem found in the EGR system. (Vacuum leak, defective EGR valve, plugged EGP tube, etc.) 33 No A/C clutch relay circuit An open or shorted condition detected in the Air Conditioning clutch circuit. 34 No Speed control circuits Speed control switch always high or low An open or shorted condition detected in the speed control vacuum and vent solenoid circuits. Speed control switch input above or below acceptable voltage. 37 Yes Torque converter clutch solenoid circuit Trans temp to high or too low An open or shorted condition detected in the CKT solenoid circuit. Voltage to high or too low at the trans temp sensor. 41 Yes Generator field not switch properly An open or shorted condition detected in the generator field control circuit. 42 No Auto Shutdown Relay control circuit An open or shorted condition detected in the ASD relay circuit. 43 Yes Ignition coil circuit An open or shorted condition detected in the EVAP solenoid circuit. (Mis-fire code) 44 No Battery temp sensor volt out of limits An open or shorted condition detected in the engine coolant sensor circuit or a problem exist in the PCM's battery temp voltage circuit. 45 No Trans overdrive solenoid circuit An open or shorted condition detected in the trans overdrive solenoid circuit. 46 Yes Charging system voltage too high Battery voltage sense input above target charging voltage during engine operation. 47 Yes Charging system voltage too low Battery voltage sense input below target charging voltage during engine operation. 51 Yes System lean adap at rich limit Oxygen sensor signal input indicates lean air/fuel ratio condition. 52 Yes System rich adap at lean limit Oxygen sensor signal input indicates rich air/fuel ratio condition. 53 No Internal PCM failure PCM failure SPI (Serial Peripheral Interface) PCM internal fault detected. PCM internal fault detected. 54 No No cam sync signal at PCM No fuel sync (camshaft signal) detected during engine cranking. 55 No Not display on DRB scan tool A DTC #55 is used to end all DTC messages. This code indicates a completion of all DTC's displayed on the Check Engine Light. 62 No PCM Failure SRI miles not stored Unsuccessful attempt to update SRI (service reminder indicator) miles in the EEPROM. 63 No PCM Failure EEPROM write denial Unsuccessful attempt to write to an EEPROM location by the PCM.

P2609 NO VOLTAGE DROP SEEN FROM INTAKE AIR HEATERS When Monitored and Set Condition: When Monitored: First 15 seconds of engine operation. Set Condition: The ECM does not detect a voltage drop on the intake air heater circuit. POSSIBLE CAUSES INTAKE AIR HEATER OPEN INTAKE AIR HEATER GROUND OPEN OPEN BATTERY CABLE FROM INTAKE AIR HEATER RELAY BATTERY CABLE OPEN #1 INTAKE AIR HEATER RELAY #2 INTAKE AIR HEATER RELAY INTERMITTENT CONDITION DIAGNOSTIC PROCEDURE NOTE: Refer to VERIFICATION TESTS for appropriate verification test procedures. Measure the resistance between the intake air heater supply and ground terminal on each intake air heater. Is the resistance less than 10 Ohms? Yes --> Go To 2 No --> Replace the open Intake Air Heater. Measure the resistance of the intake air heater ground circuit between the intake air heater terminal and the intake manifold cover ground connection. Is the resistance less than 10 Ohms? Yes --> Go To 3 No --> Repair the open Intake Air heater ground. Measure the resistance of the battery cable between the intake air heater and the intake air heater relay for both intake air heaters. Is the resistance less than 10 Ohms? Yes --> Go To 4 No --> Repair The open or high resistance battery cable from the intake heater relay to heater. Measure the resistance of the battery cable between the battery and the intake air heater relay for both relays. Is the resistance less than 10 Ohms? Yes --> Go To 5 No --> Replace the battery cable from the battery to the Intake Air Heater Relay. Disconnect the #1 intake air heater relay signal wire. Connect a jumper wire from the signal terminal of the #1 intake air heater relay to battery positive. Did the relay click when 12 volts was applied? Yes --> Go To 6 No --> Replace #1 Intake Air Heater Relay. Disconnect the #2 intake air heater relay signal wire. Connect a jumper wire from the signal terminal of the #2 intake air heater relay to battery positive. Did the relay click when 12 volts was applied? Yes --> Refer to the SYMPTOM: INTERMITTENT CONDITION Symptom (Diagnostic Procedure). No --> Replace #2 Intake Air Heater Relay.

P2608 HIGH VOLTAGE AT THE #2 INTAKE AIR HEATER RELAY When Monitored: When the ignition is on. Set Condition: When the signal from the #2 Intake Air Heater output does not match the signal from the #2 Intake Air Heater feedback. POSSIBLE CAUSES LOOSE CONNECTION INTAKE AIR HEATER RELAY SIGNAL CIRCUIT SHORTED TO BATTERY NEGATIVE ECM INTERMITTENT CONDITION DIAGNOSTIC PROCEDURE Ignition on, engine not running. With the DRBIII®, actuate the Intake Air Heater relay. Can you hear the Relay clicking? Yes --> Go To 2 No --> Go To 3 2. While the relay is clicking, wiggle the wiring harness and connectors. Does this interrupt the clicking? Yes --> Repair the poor connection. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 3 3. Turn the ignition off. Remove the Intake Air Heater Relay. Check connectors - Clean/repair as necessary. Measure the resistance between the signal and return posts of the intake air heater relay. Is the resistance between 15 and 25 Ohms? Yes --> Go To 4 No --> Replace the Intake Air Heater relay. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). 4. Disconnect the ECM harness connector(s). Check connectors - Clean/repair as necessary. Measure the resistance between the signal circuit of the intake air heater relay and battery negative. Is the resistance greater than 100 K ohms? Yes --> Go To 5 No --> Repair signal circuit shorted to battery negative. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). 5. Reconnect the ECM harness connectors. Turn the ignition on. Disconnect the intake air heater relay signal wire. Did DTC P0542 or 2608 set? Yes --> Refer to the SYMPTOM: INTERMITTENT CONDITION Symptom (Diagnostic Procedure). Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Replace the ECM. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL).

P2607 LOW VOLTAGE AT THE #2 INTAKE AIR HEATER RELAY When Monitored: When the ignition is on. Set Condition: When the signal from the #1 intake air heater output does not match the signal from the #1 intake air heater feedback. POSSIBLE CAUSES LOOSE CONNECTION INTAKE AIR HEATER RELAY SIGNAL CIRCUIT OPEN FROM RELAY TO ECM SIGNAL CIRCUIT SHORTED TO BATTERY NEGATIVE ECM INTERMITTENT CONDITION DIAGNOSTIC PROCEDURE Ignition on, engine not running. With the DRBIII®, actuate the #1 Intake Air Heater. Can you hear the Relay clicking? Yes --> Go To 2 No --> Go To 3 While the relay is clicking, wiggle the wiring harness and connectors. Does this interrupt the clicking? Yes --> Repair the poor connection. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 3 Turn the ignition off. Remove the Intake Air Heater #1 Relay. Check connectors - Clean/repair as necessary. Measure the resistance between the signal and return posts of the intake air heater relay. Is the resistance between 15 and 25 Ohms? Yes --> Go To 4 No --> Replace the Intake Air Heater #1 relay. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Disconnect the ECM harness connectors. Check connectors - Clean/repair as necessary. Measure the resistance of the intake air heater relay signal circuit between the ECM connector and the intake air heater relay connector. Is the resistance less than 10 Ohms? Yes --> Go To 5 No --> Repair the open signal circuit from PDC to ECM harness connector. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the voltage between the signal circuit of the intake air heater relay and battery negative. Is the voltage greater than 1 volts? Yes --> Repair the signal circuit shorted to Battery negative. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 6 Reconnect the ECM harness connectors. Disconnect the intake air heater relay signal wire and use a jumper to connect it to battery negative. Turn the ignition on. With the DRBIII®, read DTCs. Did DTC P0542 set or P2608? Yes --> Refer to the SYMPTOM: INTERMITTENT CONDITION Symptom (Diagnostic Procedure). Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Replace the ECM. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL).

P2509 POWERDOWN DATA LOST ERROR When Monitored and Set Condition: When Monitored: Continuous - key on or key off. Set Condition: Loss of voltage detected at the ECM for a calibrated amount of time. POSSIBLE CAUSES POOR CONNECTIONS AT THE BATTERIES LOW BATTERY VOLTAGE OPEN FUSED B+ TO ECM OPEN GROUND CIRCUIT BATTERY + SHORTED TO OTHER CIRCUITS RETURN CIRCUIT SHORTED BATTERY + SHORTED TO GROUND INTERMITTENT CONDITION DIAGNOSTIC PROCEDURE NOTE: Refer to VERIFICATION TESTS for appropriate verification test procedures. Visually inspect the wiring at the battery for damaged wires, or corrosion. Are the connections tight and free of corrosion? Yes --> Go To 2 No --> Repair the poor connections at the batteries. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the voltage between the positive and negative posts of the batteries. Is the battery voltages both above 12 volts? Yes --> Go To 3 No --> Recharge or replace the battery (s). Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Turn the ignition off. Disconnect the ECM harness connectors. Turn the ignition on. Measure the resistance between the positive battery post and the ECM supply circuits. Is the resistance less than 10 Ohms? Yes --> Go To 4 No --> Repair the open fused B+ circuit to ECM. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance between the negative battery post and the ECM ground wire. Is the resistance less than 10 Ohms? Yes --> Go To 5 No --> Repair the open ground circuit. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance between the ECM supply circuits and all other circuits in the ECM harness connector, except other supply circuits. Is the resistance greater than 100k Ohms? Yes --> Go To 6 No --> Repair the battery circuit short to other circuits in engine harness. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance between the ECM return circuits and all other circuits in the ECM harness connector, except other return circuits. Is the resistance greater than 100k Ohms? Yes --> Go To 7 No --> Repair or replace the engine harness. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance between the ECM B+ supply circuit and ground. Is the resistance greater than 100k Ohms? Yes --> Refer to the SYMPTOM: INTERMITTENT CONDITION Symptom (Diagnostic Procedure). Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Repair Battery + shorted to ground. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL).

P2504 CHARGING SYSTEM OUTPUT HIGH When Monitored and Set Condition: When Monitored: While the engine is running. Set Condition: Battery voltage is less than 11.5 volts for more than 8 seconds. Battery voltage must exceed 12 volts for more than 5 seconds for fault to become inactive. POSSIBLE CAUSES OTHER DTC'S PRESENT DIRTY OR LOOSE CONNECTIONS ADD-ON OR ACCESSORY WIRES AT BATTERY TERMINAL HIGH RESISTANCE IN THE B+ CIRCUIT HIGH RESISTANCE IN THE B+ CROSS OVER CABLE HIGH RESISTANCE IN THE GROUND CIRCUIT GENERATOR ECM INTERMITTENT CONDITION DIAGNOSTIC PROCEDURE NOTE: Refer to VERIFICATION TESTS for appropriate verification test procedures. With the DRBIII®, read DTCs. Is DTC P2502 set? Yes --> Repair other DTCs first. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 2 Visually inspect the positive and negative connections at the battery. Visually inspect the battery negative connections at the engine block. Are the connections free of corrosion and are they tight? Yes --> Go To 3 No --> Clean and/or tighten the connections. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Check for add-on or accessory wiring at positive (+) terminal of the battery. Are there any damaged wires at the battery? Yes --> Remove defective or miss wired add-on or accessory wiring from battery. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 4 Measure the voltage between the B+ post of the generator and the B+ post of the battery while the engine is running. Is the voltage above .4 volts? Yes --> Repair the high resistance in the B+ circuit from battery to the generator. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 5 Measure the voltage between the B+ post of the generator and the B+ post of the right side battery to the left side battery while the engine is running. Is the voltage above .4 volts? Yes --> Repair the high resistance in the B+ cross over cable from right side battery to left side battery. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 6 Measure the voltage between the generator case and the B- post of the battery. Is the voltage above .1 volts? Yes --> Repair the high resistance in the ground circuit. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 7 Disconnect the Generator field harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between the generator field terminals at the generator. Is the resistance between .5 and 15 Ohms? Yes --> Go To 8 No --> Replace the generator. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure and record the voltage between battery positive circuit of the ECM harness connector and the battery negative circuits of the ECM harness connector. Reconnect the ECM connectors. Use the DRBIII® to measure and record battery voltage. Compare the voltage reading from the voltmeter with that of the DRBIII®. Are the readings within 3 volts of each other? Yes --> Refer to the SYMPTOM: INTERMITTENT CONDITION Symptom (Diagnostic Procedure). Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Replace and program the ECM in accordance with the Service Information. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL).

P2503 CHARGING SYSTEM OUTPUT LOW When Monitored and Set Condition: When Monitored: While the engine is running. Set Condition: The battery voltage exceeds target voltage by more than a calibrated value. POSSIBLE CAUSES OTHER DTC'S PRESENT GENERATOR FIELD DRIVER CIRCUIT SHORTED TO GROUND ECM INTERMITTENT CONDITION DIAGNOSTIC PROCEDURE NOTE: Refer to VERIFICATION TESTS for appropriate verification test procedures. With the DRBIII®, read DTCs. Is DTC P2502 set? Yes --> Repair other DTCs first. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 2 Disconnect the Generator field harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between the generator field terminals at the generator. Is the resistance between .5 and 15 Ohms? Yes --> Go To 3 No --> Replace the generator. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Disconnect the ECM harness connectors. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance of the generator field driver circuit between the generator and battery negative. Is the resistance greater than 100 ohms? Yes --> Go To 4 No --> Repair the generator field driver circuit shorted to ground. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure and record the voltage between battery positive circuit of the ECM harness connector and the battery negative circuits of the ECM harness connector. Reconnect the ECM connectors. Use the DRBIII® to measure and record battery voltage. Compare the voltage reading from the voltmeter with that of the DRBIII®. Are the readings within 3 volts of each other? Yes --> Refer to the SYMPTOM: INTERMITTENT CONDITION Symptom (Diagnostic Procedure). Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Replace and program the ECM in accordance with the Service Information. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL).

P2502 CHARGING SYSTEM ERROR When Monitored and Set Condition: When Monitored: While the engine is running. Set Condition: The ECM cycles the voltage regulator in the generator while monitoring for a change in output voltage. If the voltage does not drop when the regulator is off, the fault is set. POSSIBLE CAUSES DIRTY OR LOOSE CONNECTIONS HIGH RESISTANCE IN THE B+ CIRCUIT HIGH RESISTANCE IN THE B+ CROSS OVER CABLE HIGH RESISTANCE IN THE GROUND CIRCUIT GENERATOR ECM INTERMITTENT CONDITION DIAGNOIST PROCEDURE NOTE: Refer to VERIFICATION TESTS for appropriate verification test procedures. Visually inspect the positive and negative connections at the battery. Visually inspect the battery negative connections at the engine block. Are the connections free of corrosion and are they tight? Yes --> Go To 2 No --> Clean and/or tighten the connections. Perform POWERTRAIN VERIFICATION TEST VER - 4 (DIESEL). Measure the voltage between the B+ post of the generator and the B+ post of the battery while the engine is running. Is the voltage above .4 volts? Yes --> Repair the high resistance in the B+ circuit from battery to the generator. Perform POWERTRAIN VERIFICATION TEST VER - 4 (DIESEL). No --> Go To 3 Measure the voltage between the B+ post of the generator and the B+ post of the right side battery to the left side battery while the engine is running. Is the voltage above .4 volts? Yes --> Repair the high resistance in the B+ cross over cable from right side battery to left side battery. Perform POWERTRAIN VERIFICATION TEST VER - 4 (DIESEL). No --> Go To 4 Measure the voltage between the generator case and the B- post of the battery. Is the voltage above .1 volts? Yes --> Repair the high resistance in the ground circuit. Perform POWERTRAIN VERIFICATION TEST VER - 4 (DIESEL). No --> Go To 5 Disconnect the Generator field harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between the generator field terminals. Is the resistance between .5 and 15 Ohms? Yes --> Go To 6 No --> Replace the generator. Perform POWERTRAIN VERIFICATION TEST VER - 4 (DIESEL). Turn the ignition off. Reconnect the Generator field harness connector. Disconnect the ECM harness connectors. NOTE: Check connectors - Clean/repair as necessary. Ignition on, engine not running. Measure and record the voltage between battery positive circuits of the ECM harness connector and the battery negative circuits of the ECM harness connector. Turn the ignition off. Reconnect the ECM harness connectors. Start the engine. Use the DRBIII® to measure and record battery voltage. Compare the voltage reading from the voltmeter with that of the DRBIII®. Are the readings within 3 volts of each other? Yes --> Test Complete. No --> Replace and program the ECM in accordance with the Service Information. Perform POWERTRAIN VERIFICATION TEST VER - 4 (DIESEL).

P2266 WATER IN FUEL (WIF) SENSOR VOLTAGE TOO LOW When Monitored and Set Condition: When Monitored: Ignition on. Set Condition: Low voltage detected at the WIF signal circuit at the ECM. POSSIBLE CAUSES OTHER DTC'S PRESENT WATER IN FUEL ECM INTERMITTENT CONDITION DIAGNOSTIC PROCEDURE NOTE: Refer to VERIFICATION TESTS for appropriate verification test procedures. With the DRBIII®, read DTCs. Do you have any additional water in fuel DTCs? Yes --> Repair other Water in fuel sensor DTCs first. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 2 Using the service publications as a guide, drain the water in fuel separator. Did the DTC become inactive after draining the water in fuel separator? Yes --> Clear DTC, repair complete. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 3 Disconnect the WIF sensor harness connector. NOTE: Check connectors - Clean/repair as necessary. Using the DRBIII®, monitor for DTCs while connecting a jumper wire between the (G123) signal circuit of the water in fuel sensor and battery voltage. Did the water in fuel light go out? Yes --> Refer to the SYMPTOM: INTERMITTENT CONDITION Symptom (Diagnostic Procedure). Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Replace and program the ECM in accordance with the Service Information. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL).

P2149 BANK 2 (CYLINDERS 4-6) SHORTED HIGH OR LOW When Monitored and Set Condition: When Monitored: While the engine is running. Set Condition: A misfire detected at cylinders 4,5, or 6 or any combination of cylinders 4,5, or 6. POSSIBLE CAUSES OTHER DTC'S HIGH SIDE DRIVER CIRCUIT OPEN LOW SIDE DRIVER CIRCUIT OPEN HIGH SIDE DRIVER SHORTED TO LOW SIDE DRIVER HIGH SIDE DRIVERS SHORTED LOW LOW SIDE DRIVER CIRCUIT SHORTED OTHER LOW SIDE DRIVER CIRCUIT LOW SIDE DRIVERS SHORTED LOW HIGH SIDE DRIVER SHORTED TO VOLTAGE LOW SIDE DRIVER SHORTED TO VOLTAGE LOW SIDE DRIVER CIRCUIT SHORTED IN INJECTOR HARNESS INJECTOR INJECTOR HARNESS INTERMITTENT CONDITION ECM INTERMITTENT CONDITION DIAGNOSTIC PROCEDURE NOTE: Refer to VERIFICATION TESTS for appropriate verification test procedures. With the DRBIII®, read DTCs. Do you have any combination of DTCs P0201, P0202, or P0203? Yes --> Repair other DTCs first. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 2 Turn the ignition off. Disconnect the ECM harness connectors. Disconnect the Injector 4-6 harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance of the injector high side driver circuit between the Bank 2 high side driver circuit in the ECM harness connector and the high side driver circuit in the injector harness connectors for cylinders 4-6. Is the resistance less than 10 Ohms? Yes --> Go To 3 No --> Repair the open high side driver circuit from ECM harness connector to the Injector harness connector. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance of the #4,#5, and #6 injector low side driver circuits between the ECM harness connector and the injector harness connectors. Is the resistance less than 10 Ohms? Yes --> Go To 4 No --> Repair the open low side driver circuit. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance between the Bank 2 high side driver circuit at the ECM harness connector and the low side driver circuit for injectors 4-6 at the ECM harness connector. Is the resistance more than 100k Ohms? Yes --> Go To 5 No --> Repair the High side circuit shorted to the low side circuit. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance of the injector harness connector high side driver circuits to battery negative for injectors 4-6. Is the resistance more than 100k Ohms? Yes --> Go To 6 No --> Repair the High side driver shorted low in the harness. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance of the injector harness connector Low side driver circuits to battery negative for injectors 4-6. Is the resistance more than 100k Ohms? Yes --> Go To 7 No --> Repair the Low side driver shorted low in the harness. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the voltage between the high side driver circuit in the engine harness and battery negative. Is the voltage less than 1 volt? Yes --> Go To 8 No --> Repair the high side driver shorted to voltage. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the voltage between the low side driver circuit in the engine harness and battery negative for cylinders 4-6. Is the voltage less than 1 volt? Yes --> Go To 9 No --> Repair the low side driver shorted to voltage. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance of each of the Bank 2 low side driver circuit to all other Bank 1 low side driver circuits at the ECM harness connector. Is the resistance greater than 100k ohms? Yes --> Go To 10 No --> Repair Low side driver circuit shorted to other Low side driver circuit. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Reconnect the disconnected injector harness connector. Measure the resistance of each of the Bank 2 low side driver circuit to all other Bank 2 low side driver circuit at the ECM harness connector. Is the resistance greater than 100k ohms? Yes --> Go To 11 No --> Replace the injector harness. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance of each injector from the through head connector. NOTE: Be sure to zero the ohm meter prior to checking the injector circuit. Is the resistance greater than .8 ohm? Yes --> Go To 12 No --> Go To 14 Disconnect the pigtail nuts from injectors 4-6. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between the solenoid posts of each injector. NOTE: Be sure to zero the ohm meter prior to checking the injector circuit. Is the resistance less than 1 ohm and greater than 0 ohms? Yes --> Go To 13 No --> Replace the fuel injector or injectors. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure resistance of each circuit in the injector harness from pigtail side to injector harness connector. Is resistance above 1 ohm? Yes --> Replace the injector harness. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Refer to the SYMPTOM: INTERMITTENT CONDITION Symptom (Diagnostic Procedure). Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Reconnect the all injector pig tails harness connector. Reconnect the ECM harness connector. Reconnect the Injector harness connector. Start the engine. With the DRBIII®, read DTCs. Did the DTC return? Yes --> Replace and program the ECM in accordance with the Service Information. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Test Complete.

P2146 BANK 1 (CYLINDERS 1-3) SHORTED HIGH OR LOW When Monitored and Set Condition: When Monitored: While the engine is running. Set Condition: A circuit failure detected at cylinders 1,2, or 3 or any combination of cylinders 1,2, or 3. POSSIBLE CAUSES OTHER DTC'S HIGH SIDE DRIVER CIRCUIT OPEN LOW SIDE DRIVER CIRCUIT OPEN HIGH SIDE DRIVER SHORTED TO LOW SIDE DRIVER HIGH SIDE DRIVERS SHORTED LOW LOW SIDE DRIVER CIRCUIT SHORTED OTHER LOW SIDE DRIVER CIRCUIT LOW SIDE DRIVERS SHORTED LOW HIGH SIDE DRIVER SHORTED TO VOLTAGE LOW SIDE DRIVER SHORTED TO VOLTAGE LOW SIDE DRIVER CIRCUIT SHORTED IN INJECTOR HARNESS INJECTOR INJECTOR HARNESS INTERMITTENT CONDITION ECM INTERMITTENT CONDITION DIAGNOSTIC PROCEDURE NOTE: Refer to VERIFICATION TESTS for appropriate verification test procedures. With the DRBIII®, read DTCs. Do you have any combination of DTCs P0201, P0202, or P0203? Yes --> Repair other DTCs first. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Go To 2 Turn the ignition off. Disconnect the ECM harness connectors. Disconnect the Injector 1-3 harness connector. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance of the injector high side driver circuit between the Bank 1 high side driver circuit in the ECM harness connector and the high side driver circuit in the injector harness connectors for cylinders 1-3. Is the resistance less than 10 Ohms? Yes --> Go To 3 No --> Repair the open high side driver circuit from ECM harness connector to the Injector harness connector. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance of the #1,#2, and #3 injector low side driver circuits between the ECM harness connector and the injector harness connectors. Is the resistance less than 10 Ohms? Yes --> Go To 4 No --> Repair the open low side driver circuit. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance between the Bank 1 high side driver circuit at the ECM harness connector and the low side driver circuit for injectors 1-3 at the ECM harness connector. Is the resistance more than 100k Ohms? Yes --> Go To 5 No --> Repair the High side circuit shorted to the low side circuit. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance of the injector harness connector high side driver circuits to battery negative for injectors 1-3. Is the resistance more than 100k Ohms? Yes --> Go To 6 No --> Repair the High side driver shorted low in the harness. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance of the injector harness connector Low side driver circuits to battery negative for injectors 1-3. Is the resistance more than 100k Ohms? Yes --> Go To 7 No --> Repair the Low side driver shorted low in the harness. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the voltage between the high side driver circuit in the engine harness and battery negative. Is the voltage less than 1 volt? Yes --> Go To 8 No --> Repair the high side driver shorted to voltage. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the voltage between the low side driver circuit in the engine harness and battery negative for cylinders 1-3. Is the voltage less than 1 volt? Yes --> Go To 9 No --> Repair the low side driver shorted to voltage. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance of each of the Bank 1 low side driver circuit to all other Bank 1 low side driver circuits at the ECM harness connector. Is the resistance greater than 100k ohms? Yes --> Go To 10 No --> Repair Low side driver circuit shorted to other Low side driver circuit. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Reconnect the disconnected injector harness connector. Measure the resistance of each of the Bank 1 low side driver circuit to all other Bank 1 low side driver circuit at the ECM harness connector. Is the resistance greater than 100k ohms? Yes --> Go To 11 No --> Replace the injector harness. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure the resistance of each injector from the through head connector. NOTE: Be sure to zero the ohm meter prior to checking the injector circuit. Is the resistance greater than .8 ohm? Yes --> Go To 12 No --> Go To 14 Disconnect the pigtail nuts from injectors 1-3. NOTE: Check connectors - Clean/repair as necessary. Measure the resistance between the solenoid posts of each injector. NOTE: Be sure to zero the ohm meter prior to checking the injector circuit. Is the resistance less than 1 ohm and greater than 0 ohms? Yes --> Go To 13 No --> Replace the fuel injector or injectors. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Measure resistance of each circuit in the injector harness from pigtail side to injector harness connector. Is resistance above 1 ohm? Yes --> Replace the injector harness. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Refer to the SYMPTOM: INTERMITTENT CONDITION Symptom (Diagnostic Procedure). Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). Reconnect the all injector pig tails harness connector. Reconnect the ECM harness connector. Reconnect the Injector harness connector. Start the engine. With the DRBIII®, read DTCs. Did the DTC return? Yes --> Replace and program the ECM in accordance with the Service Information. Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). No --> Refer to the SYMPTOM: INTERMITTENT CONDITION Symptom (Diagnostic Procedure). Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL).