RENR1200-01

October 1999

Systems Operation
Testing and Adjusting
Electronic Modular Control Panel II+
(EMCP II+) for EUI Engines
4GM1-Up (Engine)
5XM1-Up (Engine)
6PM1-Up (Engine)
7KM1-Up (Engine)
8RM1-Up (Engine)
6HN1-Up (Engine)
6PN1-Up (Engine)
6WN1-Up (Engine)
7RN1-Up (Engine)
3LS1-Up (Engine)
3MS1-Up (Engine)
3NS1-Up (Engine)
1NW1-Up (Engine)
2HW1-Up (Engine)
4AW1-Up (Engine)

i01097883

Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such as
DANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by NOTICE labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Caterpillar is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Caterpillar dealers have the most current information available. For a list of the most
current publication form numbers available, see the Service Manual Contents Microfiche, REG1139F.

When replacement parts are required for this

product Caterpillar recommends using Caterpillar replacement parts or parts with equivalent
specifications including, but not limited to, physical dimensions, type, strength and material.
Failure to heed this warning can lead to premature failures, product damage, personal injury or
death.

3
Table of Contents

Table of Contents
Systems Operation Section
General Information ................................................ 5
Component Location ............................................... 6
EMCP Electronic Control (Generator Set) .............. 8
Instrument Panel .................................................. 15
Electrical Converter (Pulse Width Modulated) ...... 16
Data Link .............................................................. 17
Sensors ................................................................. 17
Electronic Control Module (Engine) ...................... 20
Modes Of Operation ............................................. 21
Normal Mode ........................................................ 22
Alarm Mode ......................................................... 24
Shutdown Mode .................................................... 25
Service Mode ........................................................ 26
Fault Log Viewing OP1 ......................................... 27
Engine/Generator Setpoint Viewing OP2-0 .......... 28
Protective Relaying Setpoint Viewing OP2-1 ........ 29
AC Factory Calibration Setpoint Viewing OP2-2 ... 29
Password Entry OP3 ............................................. 30
Fault Log Clearing OP4 ........................................ 30
Engine/Generator Programming OP5-0 ................ 31
Protective Relaying Programming OP5-1 ............. 34
Spare Input/Output Programming OP6 ................. 37
Hourmeter Programming OP7 .............................. 42
Voltmeter/Ammeter Programming OP8 ................ 43
Engine Setpoint Verification OP9 .......................... 44
AC Offset Adjustment OP10 ................................. 46
Fault Description ................................................... 47
AL Fault Codes ..................................................... 48
SP Fault Codes ..................................................... 51
Diagnostic Codes ................................................. 52
Programmable Spare Relay Outputs .................... 53
Programmable Spare Output ................................ 53
Programmable Kilowatt Level Output .................... 54
Alarm Modules ...................................................... 54
Alarm Module Control (NFPA 110) ....................... 59
Alarm Module Control (Custom) ........................... 60
Relay Driver Module ............................................. 61
Synchronizing Lights Module ................................ 62
Customer Interface Module ................................... 63
System Communication Module (Customer) ........ 64

Testing and Adjusting Section

Testing and Adjusting
General Information .............................................. 66
Service Tools ........................................................ 66
Fault Identification ................................................. 67
Troubleshooting Diagnostic Codes ....................... 68
CID 100 FMI 2 Pressure Sensor (Engine Oil)
Incorrect Signal - Test ......................................... 71
CID 110 FMI 2 Temperature Sensor (Engine Coolant)
Incorrect Signal - Test ......................................... 73
CID 111 FMI 3 Fluid Level Sensor (Engine Coolant)
Voltage Above Normal - Test ............................... 74

CID 168 FMI 3 Electrical System Voltage Above

Normal - Test ....................................................... 77
CID 168 FMI 4 Electrical System Voltage Below
Normal - Test ....................................................... 80
CID 175 FMI 2 Temperature Sensor (Engine Oil)
Incorrect Signal - Test ......................................... 84
CID 175 FMI 3 Temperature Sensor (Engine Oil)
Voltage Above Normal - Test ............................... 85
CID 175 FMI 4 Temperature Sensor (Engine Oil)
Voltage Below Normal - Test ............................... 88
CID 190 FMI 2 Speed Sensor (Engine) Incorrect
Signal - Test ........................................................ 89
CID 190 FMI 3 Speed Sensor (Engine) Voltage
Above Normal - Test ........................................... 92
CID 248 FMI 9 CAT Data Link Abnormal Update Test ..................................................................... 94
CID 268 FMI 2 EMCP Electronic Control (Generator
Set) Incorrect Signal - Test .................................. 95
CID 269 FMI 3 Sensor Power Supply Voltage Above
Normal - Test ....................................................... 96
CID 269 FMI 4 Sensor Power Supply Voltage Below
Normal - Test ....................................................... 97
CID 333 FMI 3 Alarm Module Control Voltage Above
Normal - Test ....................................................... 99
CID 333 FMI 4 Alarm Module Control Voltage Below
Normal - Test ..................................................... 101
CID 334 FMI 3 Spare Output Voltage Above Normal Test ................................................................... 103
CID 334 FMI 4 Spare Output Voltage Below Normal Test ................................................................... 104
CID 336 FMI 2 Switch (Engine Control) Incorrect
Signal - Test ...................................................... 104
CID 441 FMI 12 Electronic Governor Relay Failed Test ................................................................... 106
CID 442 FMI 12 Generator Fault Relay Failed Test ................................................................... 108
CID 443 FMI 12 Crank Termination Relay Failed Test ................................................................... 109
CID 444 FMI 12 Starting Motor Relay Failed Test ................................................................... 111
CID 445 FMI 12 Run Relay Failed - Test ............ 113
CID 446 FMI 12 Air Shutoff Relay Failed - Test .. 114
CID 447 FMI 12 Fuel Control Relay Failed Test ................................................................... 116
CID 448 FMI 12 Programmable Spare Relay Failed Test ................................................................... 117
CID 475 FMI 3 Relay Driver Module Voltage Above
Normal - Test ..................................................... 119
CID 475 FMI 4 Relay Driver Module Voltage Below
Normal - Test ..................................................... 120
CID 500 FMI 12 EMCP Electronic Control (Generator
Set) Failed - Test ............................................... 122
CID 566 FMI 7 Unexpected Shutdown Improper
Mechanical Response - Test ............................. 122
CID 590 FMI 9 Engine Electronic Control Module
Abnormal Update - Test .................................... 127
CID 770 FMI 9 Customer Communication Module
Data Link Abnormal Update - Test .................... 128
CID 859 FMI 3 Kilowatt Level Output Voltage Above
Normal - Test ..................................................... 128

4
Table of Contents

CID 859 FMI 4 Kilowatt Level Output Voltage Below

Normal - Test ..................................................... 129
SP Fault Code - Troubleshoot ............................. 129
AL Fault Code - Troubleshoot ............................. 130
Troubleshooting Dedicated Shutdown
Indicators .......................................................... 132
Indicator for Low Oil Pressure - Troubleshoot ..... 133
Indicator for Emergency Stop - Troubleshoot ...... 134
Indicator for High Water Temperature Troubleshoot ..................................................... 135
Indicator for Engine Overspeed - Troubleshoot ... 136
Indicator for Low Coolant Level - Troubleshoot ... 137
Indicator for Overcrank - Troubleshoot ................ 138
Troubleshooting Undiagnosed Problems ............ 142
Engaged Starting Motor - Troubleshoot .............. 143
No Engine Shutdown - Troubleshoot .................. 145
Alarm Module or Remote Annunciator Troubleshoot ..................................................... 148
Erratic GSC Operation - Troubleshoot ................ 149
Zero Display of Voltage or Current Troubleshoot ..................................................... 150
Inaccurate Display of Voltage or Current or Power Troubleshoot ..................................................... 153
Electrical Connector - Inspect ............................. 154
External Potential Transformer Connections ....... 156
AC Voltage Range - Adjust ................................. 158
Alarm Module Control - Adjust ............................ 160
Speed Sensor (Engine) - Adjust ......................... 161
Charging System - Test ...................................... 161
Starting Motor Magnetic Switch - Test ................ 170
Pulse Width Modulated (PWM) Sensor - Test .... 170
EMCP Electronic Control (AC Transformer Box) Replace ............................................................. 174
Relay Module - Replace ...................................... 176
EMCP Electronic Control (Generator Set) Replace ............................................................. 177
EMCP Electronic Control (Generator Set) - Flash
Program ............................................................ 178
Typical Generator Abbreviations ......................... 180
Symbols .............................................................. 181
Reading DC Schematics ..................................... 183
Block Diagram of Generator Set Control ............ 183
Connector Contact Identification of Generator Set
Control .............................................................. 185
Schematics and Wiring Diagrams ....................... 187
Service Record ................................................... 203

Index Section
Index ................................................................... 209

5
Systems Operation Section

Systems Operation Section

i01175982

General Information
SMCS Code: 4490; 7451

g00628841

Illustration 1
Block Diagram of a Generator Set With EMCPII+
Table 1

Service Literature for EMCP II+

Systems Operation/Testing And Adjusting, SENR6565, EPG Load Sensor and Load Sharing Module
Systems Operation/Testing And Adjusting, SENR3473, VR3 Voltage Regulator for 10/12 Lead Self-Excited SR4 Generators
Systems Operation/Testing And Adjusting, SENR3905, VR3 Voltage Regulator for Permanent Magnet Excited SR4
Generators
Systems Operation/Testing And Adjusting, SENR5205, VR3F Flat Top Voltage Regulator for 4/6 and 10/12 Lead Self-Excited
SR4 Generators
Systems Operation/Testing And Adjusting, SENR5829, VR3F Flat Top Voltage Regulator for Permanent Magnet Excited
SR4 Generators
Systems Operation/Testing And Adjusting, SENR5833, Digital Voltage Regulator
Operation and Maintenance Manual, SEBU6874, Customer Communication Module for EMCPII
Operation and Maintenance Manual, SEBU6918, SR4B Generators and Control Panels

6
Systems Operation Section

i01175984

Component Location
SMCS Code: 4490; 7451

g00633960

Illustration 2
(1) Generator Set Control (GSC+)
(2) Speed Potentiometer (SP)
(3) Engine Control Switch (ECS)

(4) Starting Aid Switch (SAS)

(5) Alarm Module (ALM) - Optional
(6 ) Synchronizing Light Module - Optional

Most of the EMCP II+ components are located on

the instrument panel. Other EMCP II+ components
that exist near the engine are as follows:

Engine Oil Pressure Sensor (EOPS)

Engine Coolant Temperature Sensor (ECTS)
Fuel Solenoid (FS)
Magnet Speed Pickup (MPU)
Engine Coolant Loss Sensor (ECLS) - Optional

(7) Voltage Adjust Rheostat (VAR)

(8) Emergency Stop Push Button (ESPB)
(9) Panel Light Switch (PLS)

7
Systems Operation Section

g00474193

Illustration 3
(1) Generator Set Control+ (GSC+)
(2) Speed Potentiometer (SP) - Optional
(3) Engine Control Switch (ECS)
(4) Start Aid Switch (SAS) - Optional
(5) Alarm Module (ALM) - Optional
(6) Synchronizing Lights Module (SLM) Optional
(7) Voltage Adjust Rheostat (VAR)
(8) Emergency Stop Push Button (ESPB)
(9) Panel Light Switch (PLS) - Optional
(10) Auxiliary Terminal Strip (AUX)
(11) Analog to Pulse Width Modulated
Convertor (PWM)

(12) Reverse Power Relay (RPR) - Optional

(13) AC Transformer Box (ATB)
(14) Ground Post High Voltage (GPHI)
(15) Starting Motor Magnetic Switch 1
(SMMS1)
(16) Starting Motor Magnetic Switch 2
(SMMS2)
(17) Air Shut Off Relay (ASR) - Optional
(18) Prelube Pump Relay Slave (PPPS) Optional
(19) Prelube Pump Relay Master (PPPM) Optional
(20) Ether Pull In Coil (EPC) - Optional

(21) Ether Hold In Coil (EMC) - Optional

(22) Auxiliary Relay (AUXREL) - Optional
(23) Starting Motor Circuit Breaker
(24) Air Shut Off Circuit Breaker
(25) Prelube Pump Circuit Breaker - Optional
(26) Relay Module (RM) - (Part of GSC+)

8
Systems Operation Section

i01174493

The GSC+ monitors the system for faults. If a

fault occurs, the GSC+ performs a controlled

fault shutdown. The GSC+ begins to provide
annunciation of the fault alarm. The GSC+ uses
indicators and displays in order to describe the
fault to the operator or the service technician.

EMCP Electronic Control

(Generator Set)
SMCS Code: 4490; 7451

The GSC+ contains programmable features for

certain applications. The programmable features
are also used by the GSC+ in order to meet the
requirements of the customers.
Note: Setting P023 to 0 ensures proper operation on
MUI engines. Failure to set setpoint P023 can result
in improper engine operation, incorrect display of
engine parameters, and logging an erroneous CID
590 fault. For more information on the P023 setpoint
and other GSC+ setpoints, see Systems Operation,
Engine-Generator Programming OP5-0.
_________
________________________________________________________

GSC+ Part Number

Illustration 4

g00394077

Display Area Of Generator Set Control + (GSC+)

(1)
(2)
(3)
(4)
(5)
(6)
(7)

Dedicated shutdown indicators

Spare fault indicators
Fault shutdown indicator
Fault alarm indicator
Upper display
Lower display
Keypad

The main component of the EMCP II+ is the

generator set control + (GSC+). The GSC+ is
designed to operate when the GSC+ is powered
by 24 DCV. The GSC+ will also power up when
the GSC+ is powered by 32 DCV. The GSC+
monitors many of the functions of the generator
set. The GSC+ controls many of the functions of
the generator set. The functions and features of the
GSC+ are listed below.

The GSC+ provides the generator AC output

information. The information includes the metering

of power. The GSC+ controls starting and
stopping of the engine.

The GSC+ shows engine conditions and

generator output information on two displays.

The displays show the fault codes. The displays

also show the information for programming that
is used by the GSC+.

Illustration 5

g00310244

Location Of GSC+ Part Number

Rear View Of GSC+

The part number is stamped into the rear housing

of every GSC+ above the harness connector. When
the GSC+ is updated internally, the part number
also changes. The part number can be used to
identify the effectivity of any changes.

9
Systems Operation Section

GSC+ Serial Number

Illustration 6

The yellow spare fault indicators (2) FLASH when

the conditions that are associated with that spare
fault are active. The three spare faults can be
programmed to show coolant loss, oil temperature,
spare fault condition or no assignment. The spare
fault condition may be a customer generated
switch input. See Systems Operation, SP Fault
Codes for more information. The yellow fault alarm
indicator (4) or the red fault shutdown indicator (3)
will accompany the spare fault indicators (2). The
spare fault indicators will tell whether the spare fault
input is programmed to be an alarm condition or a
shutdown condition.

g00394402

Location Of GSC+ Serial Number

Rear View Of GSC+

The serial number of the GSC+ is a ten digit number

which is unique for each GSC+. The preceding
illustration shows the location of the serial number
on the back of the GSC+. The serial number is also
shown to service personnel when the GSC+ is in
option OP2-2. The serial number which is shown
on the display and the actual serial number will
always match. See Systems Operation, AC Factory
Calibration Setpoint Viewing OP2-2.

Fault Indicators
The ten fault indicators are used in order to show a
fault that is present. The ten fault indicators are also
used to describe a fault that is present. The fault
indicators are divided into four groups. The four
groups are the fault alarm indicator (4), the spare
fault indicators (2), the fault shutdown indicator (3)
and the dedicated shutdown indicators (1).
The yellow fault alarm indicator (4) FLASHES when
the GSC+ detects a fault that is an alarm fault.
The alarm fault does not cause the engine status
to change. The engine is able to start. The engine
will continue operating, only if the engine is running
at the time of the alarm fault. Fault alarm indicator
(4) is accompanied by an alarm fault code that is
shown on upper display (5) when the alarm codes
key is pressed.
The red fault shutdown indicator (3) FLASHES when
the GSC+ detects a fault that is a shutdown fault.
The engine is shutdown if the engine is running and
the engine is not allowed to start. Fault shutdown
indicator (3) is accompanied by a fault code that is
immediately shown on the upper display (5).

The red dedicated shutdown indicators (1) represent

the following shutdown faults: low oil pressure,
emergency stop, high water temperature, engine
overspeed and engine overcrank. When the GSC+
detects a fault in one of these areas, the dedicated
shutdown indicator (that corresponds to the fault)
FLASHES. The engine is shutdown if the engine
is running, and the engine is not allowed to start.
No fault codes are associated with the dedicated
shutdown indicators because each indicator has
a descriptive label.
Many of the dedicated shutdown faults depend
on certain setpoints in the GSC+. See Systems
Operation, Setpoint Programming OP5 for more
information. To restart the engine after a shutdown,
see Systems Operation, Shutdown Mode.
The conditions that are required to activate the
dedicated fault shutdowns are in the following
list. The results of each dedicated fault are in the
following list.
_________
________________________________________________________

Low Oil Pressure The engine oil pressure drops

below the setpoints for low oil pressure shutdown
that are programmed into the GSC+. There are two
low oil pressure setpoints. One setpoint is used
when the engine is at idle speed. The other setpoint
is used when the engine is at rated speed. When
a low oil pressure fault occurs, the low oil pressure
indicator FLASHES, and the engine is shut down.
The engine is not allowed to start until the fault is
corrected.
Emergency Stop The operator presses the
emergency stop push button (ESPB) on the front
panel. When an emergency stop condition occurs,
the emergency stop indicator FLASHES and the
engine is shut down. The engine is not allowed to
start until the condition is corrected.

10
Systems Operation Section

High Water Temperature The engine coolant

temperature rises above the setpoint for high
water temperature shutdown that is programmed
into the GSC+. When the high water temperature
fault occurs, the high water temperature indicator
FLASHES. The engine is shutdown and the engine
is not allowed to start until the fault is corrected.

The primary function of the upper display (5) is

showing the following information of the generator
output: AC voltage, current, and frequency. Several
options are available on the upper display for AC
metering. These options can be viewed one at a
time by pressing the AC Meter key on the keypad.
The options are listed below.

Engine Overspeed The engine speed exceeds the

setpoint for engine overspeed that is programmed
into the GSC+. When the engine overspeed fault
occurs, the engine overspeed indicator FLASHES.
The engine is shutdown and the engine is not
allowed to start until the fault is corrected.

Voltage (average), generators frequency, and

current (total)

Voltage (average), generators frequency, and

current (line) for any one phase

Voltage (line to line) for all three phases

Overcrank The engine does not start within
the setpoint for total cycle crank time that is
programmed into the GSC+. When the overcrank
fault occurs, the overcrank indicator FLASHES.
The engine is not allowed to start until the fault is
corrected.
Note: The GSC+ can be programmed to override
the shutdown for low oil pressure and high water
temperature faults. When the operator overrides
the shutdown faults, the GSC+ responds to the
faults as though the faults are alarm faults. The
corresponding dedicated shutdown indicator is ON
CONTINUOUSLY. The corresponding dedicated
shutdown indicator will not be flashing. The engine
continues to run and the engine continues to start
instead of shutting down. When the dedicated
shutdown indicator is ON CONTINUOUSLY, the
setpoint for shutdown has been exceeded, but the
GSC+ is programmed to override the shutdown
fault. The GSC+ does not treat the shutdown fault
as a shutdown fault. The GSC+ treats the shutdown
fault as an alarm fault. At the factory, the GSC+ is
programmed to treat a low oil pressure fault and
a high water temperature fault as shutdown faults.
The operator or the service technician must decide
to override these shutdown faults. The operator or
the service technician must program the GSC+ to
treat the shutdown faults as alarm faults.

Current (line) for all three phases

Note: When total current increases above 9999A,
the GSC+ will show current in kA units.

Voltage (neutral line) for all three phases

Note: Neutral line voltages are not shown when
setpoint P032 is set to 1 (delta generator sets).
Upper display (5) is also used to show the various
fault codes for system faults. For more information
on fault codes, see Systems Operation, Fault
Description.

Illustration 8

g00394497

Upper Display Is Showing:

480 volts, line to line voltage, (A-B)
480 volts, line to line voltage (B-C)
480 volts, line to line voltage (C-A)

Upper Display

Illustration 9
Upper Display Is Showing:
Illustration 7
Upper Display (5) With All Segments

g00521435

1000 Amps, line current of phase A

1000 Amps, line current of phase B
1000 Amps, line current of phase C

g00394503

11
Systems Operation Section

Real power phase C (kW)

Total apparent power (kVA)
Total reactive power (KVAR)
Percentage of rated power (%kW)
Illustration 10

g00394505

Upper Display Is Showing:

Power factor (average)

Power factor phase A

277 Volts, line to neutral voltage of phase A

277 Volts, line to neutral voltage of phase B

Power factor phase B

277 Volts, line to neutral voltage of phase C

Note: Line to neutral voltages are not shown when

the setpoint P032 is set to 1 for delta generator sets.

Power factor phase C

Total energy output (kW/h)
Total reactive energy output (kvar)

Lower Display

Note: All real power values are signed with a + or

a . A negative value indicates reverse power.
Note: When the setpoint P032 is set to 1 for delta
generator sets, the real power phases are not
shown.
Illustration 11

g00394557

Lower Display (6) With All Segments

Note: When the setpoint P032 is set to 1 for delta

generator sets, the power factor phases are not
shown.

The lower display (6) shows values for power

metering, engine parameters and the relay status.
The left side of the lower display serves as a power
meter for the generator set. The following functions
will scroll automatically.

Total real power (kW)

Total reactive power (KVAR)
Percentage of rated power (%kW)

Illustration 12

g00394559

Lower Display Showing:

691 kW, total real power of generator output

Power factor (average)

Total energy output (kW/h)
The display will stop scrolling when the operator
presses the power meter key for less than five
seconds. The display will show a particular
parameter continuously. Additional power meter
functions will scroll, if the power meter key is held
for more than five seconds and then released. The
additional functions are shown below.

Illustration 13

Total real power (kW)

Note: Phase B and phase C can be viewed in a

similar manner.

Real power phase A (kW)

Real power phase B (kW)

g00394561

Lower Display Showing:

230 kW, real power of phase A

12
Systems Operation Section

Illustration 14

g00394562

Illustration 18

g00394567

Lower Display Showing:

Lower Display Showing:

831 kVA, total apparent power.

1000 kW/h, total energy of generator output

Illustration 15

Note: Total energy output that is greater than

999,999 kW/h will be shown as MW/h in two steps
in order to maintain a resolution of 1 kW/h. The
first step will show MW/h as a whole number up to
six places. The second step will show MW/h as a
decimal to three places. For example: 1,000,001
kW/h will be shown as 1000 MW/h (first step),
followed by .001 MW/h (second step).

g00394563

Lower Display Showing:

462 KVAR, total reactive power of generator output.

Illustration 19

g00394568

Lower Display Showing:

Illustration 16

g00394565

Lower Display Showing:

64 psi engine oil pressure.

The right side of lower display (6) shows the value

of certain engine parameters. The parameters are
listed below.

80 %kW, percentage of rated power of generator output

engine oil temperature (optional)

system battery voltage
engine hours
Illustration 17

g00394566

engine speed

Lower Display Showing:

.83 PF, average power factor of generator output

engine oil pressure

Lead Indicates that the current is leading voltage.

engine coolant temperature

Lag Indicates that the current is lagging voltage.

The value for one of these conditions is shown on

the display for two seconds. The display then scrolls
to the value for the next condition. A small pointer
identifies the engine condition that corresponds to
the value that is showing. When the engine meter
key is pressed, the lower display (6) stops scrolling.
The lower display continuously shows one particular
value. The pointer flashes above the value that is
showing on the display.

Note: You may view the power factor for the

individual phases in a similar manner.

13
Systems Operation Section

Engine Meter Key This key controls the viewing of

engine parameters on the lower display. Pressing
the key stops the scrolling of engine conditions. The
value for one particular engine condition will show
continuously. The pointer flashes indicating that the
scrolling is stopped. The scrolling of the engine
conditions will resume when the engine meter key
is pressed again.
Illustration 20

g00394569

Lower Display Showing:

K1, K3 and K5 are active.
K2, K4, K6, K7 and K8 are not active.

The relay status indicators are on the bottom of the

lower display. When a GSC+ relay is activated, the
corresponding indicator (K1, K2, etc) is shown on
lower display (6). When a relay is not activated, the
corresponding indicator (K1, K2, etc) is not shown.

Alarm Codes Key If fault alarm indicator (4) is

FLASHING, pressing this key causes upper display
(5) to show the corresponding alarm fault code.
Pressing the key again will resume the showing of
the AC generator output information on the upper
display (5). If fault alarm indicator (4) is OFF, this key
has no function. For more information on alarm fault
codes, see Systems Operation, Fault Description.

Keypad

Illustration 21

Lamp Test Key Pressing this key performs a lamp

test on the GSC+ and the optional alarm module.
On the GSC+, the ten fault indicators are ON
CONTINUOUSLY. Every segment of upper display
(5) and lower display (6) are ON. On the optional
alarm module, all of the indicators are ON and the
horn sounds. When an operator presses the key for
ten seconds, the lamp test function automatically
turns off.

g00395398

Exit Key This key only functions when the GSC+ is

in Service Mode. See Systems Operation, Service
Mode.

Keypad (7)

Keypad (7) is used to control the information that

is shown on upper display (5) and lower display
(6). The seven keys have two sets of functions,
normal functions and service functions. See the
topic Systems Operation, Service Mode for a
description of the service functions of the keys. The
normal functions of the keys are described in the
following paragraphs.

Service Mode Key Pressing this key causes

the GSC+ to enter service mode. See Systems
Operation, Service Mode for more information.

Relays

Power Meter Key This key controls the viewing of

power meter information. This information is shown
on the lower display. Pressing the key for at least
five seconds causes all the power meter data to
scroll once. The default power meter data then
resumes scrolling. Pressing the key for five seconds
will stop the scrolling of the power meter functions
until the key is pressed again.
AC Meter Key The AC meter key controls the
viewing of the AC parameters on the upper display.
Pressing the key causes the display to show a
different set of parameters.

Illustration 22
Relay Module On Rear Of GSC+

g00521482

14
Systems Operation Section

Note: Jumper block (1) is used to select the voltage

range of the voltmeter of the GSC+. A jumper block
(1) is installed for systems with 700 volts full scale
AC inputs. A jumper block (1) is NOT installed for
systems with 150 volts full scale AC inputs or for
any unit with external potential transformers. The
relay module comes with the jumper block (1).
See Testing And Adjusting, AC Voltage Range
Selection.
Table 2

Load Specifications For GSC+ Relay Module

Relay Module
Terminal Number

Rating For
Resistive
Loads

Rating For
Inductive
Loads

RM13,14 - K1 - EGR
N/O

0.45A at
24DCV

none(1)

RM15 - K7 - FCR N/O

RM16 - K3 - CTR N/O
RM17 - K3 - CTR N/C
RM18 - K4 - SMR N/O
RM21 - K4 - SMR N/C
RM19 - K6 - ASR N/O
RM20 - K6 - ASR N/C
RM22 - K2 - GFR N/O
RM24 - K5 - RR N/O

10A at
24DCV

10A at
24DCV

RM36,23 - K5 - RR N/C
RM37,26 - K8 - PSR
N/C
RM38,25 - K8 - PSR
N/O

10A at
24DCV

5A at 24DCV

(1)

Illustration 23

g00436699

Relays In Relay Module

(1) Jumper block

The relays are located in the relay module on the

rear of the GSC+. The relays are permanently
attached within the relay module. The relays are not
removable. The entire relay module is replaced if a
relay is faulty. For more information, see Schematics
And Wiring Diagrams, Generator Set Wiring
Diagram.
Some of the contacts of the relays are internally
connected to the terminals of the relay module. The
contacts are available for the customers use. The
voltage specifications and the current specifications
are listed in the following chart.

Do NOT connect inductive loads to these terminals.

The relays and the functions are listed below.

K1 Electronic Governor Relay (EGR)
This relay is not used for any factory installed
devices.

When the relay is active, the normally open

contacts close.

The relay has no normally closed contacts.

K2 Generator Fault Relay (GFR)
The GSC+ uses the generator fault relay (GFR) to
activate the shunt trip coil of the optional circuit
breaker during a shutdown fault. The optional circuit
breaker is located in the generator housing.

When the relay is active, the normally open

contacts close. This trips the optional circuit
breaker when a shutdown fault occurs.

The relay has no normally closed contacts.

K3 Crank Termination Relay (CTR)

15
Systems Operation Section

The CTR is used to indicate that the engine is

beginning to run without cranking. The GSC+
activates the CTR when the engine speed is
greater than the crank terminate setpoint (400 RPM,
setpoint P011) and the starting motor relay has
been deactivated. The CTR deactivates when the
engine RPM reaches 0.

When the relay is active, the normally open

contacts close. This activates the optional
generator running relay (GRR) and enables an
optional governor switch (GS) and the governor
synchronizing motor. The GRR is located in the
customer connection box. The GS is located on
the front panel.

When the relay is inactive, the normally closed

contacts close.

This relay is for customer use. It is programmable

to activate for a variety of conditions. For more
information, see Systems Operation, Service
Mode.

When the relay is active, the normally open

contacts close.

When the relay is inactive, the normally closed

contacts close.
i01174755

Instrument Panel
SMCS Code: 4490; 7451

Instrument Panel Switches

K4 Starting Motor Relay (SMR)

When the relay is active, the normally open

contacts close. This activates the starting motor

magnetic switch.

When the relay is inactive, the normally closed

contacts close.
K5 Run Relay (RR)

When the relay is active, the normally open

contacts close. This provides power to the
optional start aid switch (SAS).

When the relay is inactive, the normally closed

contacts close. This contacts are for customer
use.
K6 Air Shutoff Relay (ASR)

When the relay is active, the normally open

contacts close. This activates an optional air
shutoff solenoid during fault shutdowns.

When the relay is inactive, the normally closed

contacts close.
K7 Fuel Control Relay (FCR)

When the relay is active, the normally open

contacts close. This activates the fuel control
solenoid via the fuel control relay in the junction
box. Also, power is supplied to the optional
electronic governor.

The relay has no normally closed contacts.

K8 Programmable Spare Relay (PSR)

Illustration 24
Instrument Panel Switches
(1)
(2)
(3)
(4)
(5)
(6)

Speed potentiometer ( SP)

Engine control switch (ECS)
Optional starting aid switch (SAS)
Voltage adjust rheostat (VAR)
Emergency stop push button (ESPB)
Optional panel light switch (PLS)

g00474506

16
Systems Operation Section

The engine control switch (ECS) (2) determines

the status of the control panel. When the ECS
is in the AUTO position and the remote starting
contacts are closed, the GSC allows the engine
to start. The engine also shuts down after the
initiate contacts open. The cooldown period is
programmable in order to give a 0 to 30 minute
cooldown period before the engine shuts down. The
cooldown period is factory set at five minutes. In
the MANUAL START position, the engine starts and
runs as long as the ECS is in this position. When
the ECS is in the COOLDOWN/STOP position and
the cooldown is completed, the engine is turned
off. In the OFF/RESET position, the engine shuts
down immediately and any fault indicators are reset,
except emergency stop.
When the emergency stop push button (ESPB) (5)
is pressed, the fuel is shut off. Restart the engine
by turning the ESPB (5) clockwise, until the switch
releases. Turn the ECS to the OFF/RESET position.
Then turn the ECS to the MANUAL START position.
The voltage adjust rheostat (VAR) (4) is used to
adjust the generator voltage to the desired level.
The speed adjust potentiometer (SP) (1) controls
the engine speed.
The optional panel light switch (PLS) (6) turns the
panel lamps ON and OFF.
The starting aid switch (SAS) (3) allows the engine
ECM to control the ether injection system. The
ether injection system improves the cold starting
capability of the engine. The AUTO position is the
normal position of the switch. The system is always
in AUTOunless the switch is in MANUAL. Two
operation modes of the ether injection system exist:
Manual The manual position is momentary and
the SAS must be held in this position in order to
allow the ether system to operate in manual mode.
Manual mode allows ether to be injected for a
maximum of 130 seconds whenever the engine
coolant temperature is less than 30C (86F) and
the engine speed is greater than 50 rpm.
Automatic This is the normal position of the SAS.
The ether system is in automatic mode without
operator input whenever the engine is started.
In automatic mode, ether will be injected for a
minimum of 15 seconds whenever the engine
coolant temperature is less than 30C (86F) and
the maximum of 130 seconds at 50C (58F).
The automatic ether injection system is disabled
whenever the engine rpm exceeds 400 rpm or the
engine coolant temperature exceeds 30C (86F).

i01174806

Electrical Converter (Pulse

Width Modulated)
SMCS Code: 4490; 7451

Illustration 25

g00474634

Analog to PWM Converter

(1) Droop potentiometer.

The electrical converter is used to change the

analog signal of the speed potentiometer into
a pulse width modulated signal. The engine
electronics can now recognize the PWM signal. The
electrical converter is mounted on the subpanel
within the control panel.
The electrical converter continuously generates
two PWM signals, speed and droop. The duty
cycle of the speed cycle varies from 2% to 95% in
proportion to the signal that is being received from
the speed potentiometer. This is adjusted by the
operator. The duty cycle of the droop signal varies
from 2 to 95% in proportion to the signal that is
being received from the droop potentiometer on the
electrical converter. This is adjusted by the service
personnel. The base frequency of the PWM signals
are constant at 415 to 528 Hz.
The electrical converter is supplied by the operating
power at the throttle position sensor terminals. The
terminal 1 is an input and the terminal connects
to terminal 3 of the speed potentiometer. The
terminal 2 is an input and the terminal connects
to terminal 2 (wiper) of the speed potentiometer.
The terminal 3 of the electrical converter is an
input and the terminal connects to terminal 1 of
the speed potentiometer. The terminal S of the
electrical converter is an output and the terminal
provides a speed signal to the engine electronic
control. The terminal D of the electrical converter
is an output and the terminal provides a droop
signal to the engine electronic control.

17
Systems Operation Section

i01175985

Data Link
SMCS Code: 4490; 7451

CAT Data Link (ECM) This serial data link is

bidirectional. The GSC+ uses this data link for
two-way communication with the engine ECM. The
CAT data link consists of a cable that connects the
GSC+ (connector contacts 19 and 20) to the engine
ECM. The GSC+ expects to receive the data from
the engine ECM on these pins.
Customer Communication Module (CCM) Data
Link This data link is also bidirectional and the
data link connects the GSC+ to the Customer
Communication Module (CCM). The second CAT
data link allows eight generator set controls to be
connected. The GSC+ expects to receive data from
the CCM on these pins.
i01174846

Sensors
SMCS Code: 4490; 7451
The GSC+ monitors the following engine sensors:

Engine oil pressure sensor

Illustration 26

g00490405

Engine coolant temperature sensor

Connection Points For The Data Link

Note: These descriptions are for the EMCP II+ for

applications with the EUI.
There are four serial data links. The preceding
illustration shows the connection points at the
GSC+. The data links provide the means for the
GSC+ in order to communicate with other devices.
The data links are defined in the following list:
ALM Data Out This serial data link is a single
directional link. The GSC+ uses this data link for
one-way communication with the optional Alarm
Modules (ALM) or with the optional Customer
Interface Module (CIM). The data link for the ALM
consists of a single wire that connects the GSC+
(connector contact 35) to an ALM or CIM. A return
connection between the GSC+ and the module is
also required. For more information, see Systems
Operation, Alarm Modules or Systems Operation,
Customer Interface Module.
RDM Data Out This serial data link is a single
directional link. The GSC+ uses this data link for
one-way communication with the optional Relay
Driver Module (RDM). The RDM data link consists
of a single wire that connects the GSC+ (connector
contact 30) to the RDM. A return connection
between the GSC+ and the module is also required.
An RDM is used in conjunction with the optional
Customer Communication Module (CCM). For more
information, see Systems Operation, Relay Driver
Module.

Engine coolant level sensor

Engine oil temperature sensor
Engine speed sensor
Note: The engine coolant level sensor and the
engine oil temperature sensor are optional.

Engine Oil Pressure Sensor

Illustration 27
Engine Oil Pressure Sensor

g00311286

18
Systems Operation Section

The engine oil pressure sensor is an input of the

GSC+. The sensor tells the GSC+ the current
engine oil pressure. The GSC+ shows the engine
oil pressure on the lower display and the GSC+
also uses the sensor information to determine when
a low engine oil pressure fault exists. The engine
oil pressure sensor is mounted on the outside of
one of the engine oil galleries. The engine model
determines the exact location of the engine oil
pressure sensor.
The engine oil pressure sensor is a pulse width
modulated sensor. This sensor continuously
generates a PWM signal. The duty cycle of the
PWM signal varies from 10 to 90%. The duty
cycle varies proportionally to the oil pressure of
the engine. The GSC+ receives the PWM signal.
The GSC+ measures the duty cycle in order to
determine the oil pressure of the engine. The base
frequency of the signal is constant at 500 150
Hz. The signal wire (connector contact C) of the
oil pressure sensor connects to connector contact
8 of the GSC+. The sensor is supplied operating
power (8 DCV) at connector contact A from the
GSC+ (connector contact 9).
There are five setpoints that are related to engine oil
pressure. The setpoints that are programmed into
the GSC+ are listed below.

P003
P004
P012
P013
P014
See Systems Operation, Engine Generator
Programming OP5-0.

Engine Coolant Temperature

Sensor

Illustration 28

g00311256

Engine Coolant Temperature Sensor

The engine coolant temperature sensor is an input of

the GSC+. The engine coolant temperature sensor
tells the GSC+ the engine coolant temperature.
The GSC+ shows the engine coolant temperature
on the lower display. The GSC+ uses the sensor
information in order to determine when a high
coolant temperature fault exists or a low coolant
temperature fault exists. The engine coolant
temperature sensor is mounted in the water jacket
which is usually toward the front of the engine. The
exact location depends on the engine model.
The engine coolant temperature sensor is a pulse
width modulated type of sensor (PWM). This
sensor continuously generates a PWM signal. The
PWM duty cycle varies from 10% to 95%. This
variation is in a proportion with the engine coolant
temperature. The GSC+ receives the PWM signal.
Then, the GSC+ measures the duty cycle in order
to determine the coolant temperature of the engine.
The base frequency of the signal is constant at 455
Hz (370 to 550 Hz). The signal wire (connector
contact C) of the coolant temperature sensor
connects to connector contact 7 of the GSC+.
The sensor is supplied operating power (8 DCV) at
connector contact A from the GSC+ (connector
contact 9).
There are four setpoints that are related to engine
coolant temperature. These points are programmed
into the GSC+. The related setpoints are listed
below.

P003
P004
P015
P016

19
Systems Operation Section

P027

See Systems Operation, Engine/Generator

Programming OP5-0.

Engine Oil Temperature Sensor

See Systems Operation, Engine/Generator

Programming OP5-0.

Engine Coolant Fluid Level Sensor

Illustration 29

g00310269

Engine Oil Temperature Sensor

Illustration 30

The engine oil temperature sensor is optional.

This sensor is an input of the GSC+. The sensor
tells the value of the engine oil temperature to the
GSC+. The GSC+ shows the engine oil temperature
on the lower display. The GSC+ uses the sensor
information in order to determine when a high oil
temperature fault exists. The engine oil temperature
sensor is mounted on the outside of one of the
engine oil galleries. The exact location depends on
the engine model.
The engine oil temperature sensor is a pulse width
modulated type of sensor (PWM). This sensor
continuously generates a PWM signal. The duty
cycle in this signal varies from 10% to 95% in
proportion to the oil temperature of the engine. The
GSC+ receives the PWM signal. Then, the GSC+
measures the duty cycle in order to determine the
oil temperature of the engine. The base frequency
of the signal is constant at 455 Hz (370 to 550 Hz).
The signal wire (connector contact C) of the oil
temperature sensor connects to connector contact
14 of the GSC+. The sensor is supplied operating
power (8 DCV) at connector contact A from the
GSC+ (connector contact 9).
There are five setpoints that are related to engine oil
temperature. These points are programmed into the
GSC+. The related setpoints are listed below.

P003
P004
P025
P026

g00310269

Note: Engine Coolant Fluid Level Sensor is

commonly referred as the engine coolant loss
sensor.
The engine coolant fluid level sensor is optional.
The engine coolant fluid level sensor is an input of
the GSC+. The sensor tells the GSC+ when the
engine has lost coolant. The GSC+ uses the sensor
information to determine when a low coolant level
fault exists. The engine coolant fluid level sensor is
usually mounted near the top of the engine radiator.
The exact location depends on the engine model.
The engine coolant fluid level sensor sends one of
the following signals to the GSC+.

A battery negative signal (B-) for normal level

+5 DCV signal for a low level
The signal wire of the coolant fluid level sensor
connects to connector contact 13 of the GSC+.
The signal wire is connector contact C of the
coolant fluid level sensor. The sensor is supplied
operating power (8 DCV) at connector contact A
from the GSC+ (connector contact 9).
There are three setpoints that are related to engine
coolant fluid level. These setpoints are programmed
into the GSC+. The related setpoints are listed
below.

P004
P005
P006

20
Systems Operation Section

See Systems Operation, Engine/Generator

Programming OP5-0.

i01174888

Electronic Control Module

(Engine)

Engine Speed Sensor

SMCS Code: 1901; 4490; 7451

The engine ECM controls the engine speed on a
3500B EPG engine. The engine speed is based on
the operator input from the speed potentiometer
(SP). The engine speed is also based on the
feedback from the sensors for the engine ECM .
The GSC receives the following information from
the engine ECM:

engine oil pressure

engine coolant temperature
Illustration 31

g00311291

Engine Speed Sensor

Note: The engine Speed Sensor is commonly

referred as a magnetic pickup sensor.
The engine speed sensor is an input of the GSC+.
The sensor tells the engine speed to the GSC+.
The GSC+ shows the engine speed on the lower
display. The GSC+ uses the sensor information for
the following tasks: activating an engine overspeed
shutdown, terminating engine cranking, and
determining the oil step speed. The engine speed
sensor is mounted on the flywheel housing of the
engine.
The sensor creates a sine wave signal from passing
ring gear teeth at the rate of one pulse per tooth.
The sensor sends a sine wave signal to the GSC+.
The frequency of this signal is directly proportionate
to the engine speed. The GSC+ receives the sine
wave signal. The GSC+ measures the frequency
(one pulse per gear tooth) in order to determine
the speed of the engine. The wires of the sensor
connect to connector contact 1 and connector
contact 2 of the GSC+ within a shielded cable.
There are four setpoints that are related to the
engine speed. These setpoints are programmed into
the GSC+. The related setpoints are listed below.

P009
P010
P011
P012
See Systems Operation, Engine/Generator
Programming OP5-0.

engine hours
system battery voltage
The above information is shown on the lower display
of the GSC. The engine ECM is used by the GSC in
order to monitor system faults such as low engine
oil pressure or high engine coolant temperature.
The GSC receives the diagnostic codes from the
engine ECM. The GSC displays the diagnostic
codes as a convenience to the operator. The GSC
does not interpret the codes and the GSC does not
react to the codes. For more information on the
management of diagnostic codes by the GSC and
the engine ECM, see Testing And Adjusting, Fault
Identification.

21
Systems Operation Section

i01174908

Modes Of Operation
SMCS Code: 4490; 7451
Table 3

Display Area Functions When In Normal Mode, Alarm Mode Or Shutdown Mode(1)
Normal Mode

Alarm Mode

Shutdown Mode

Upper Display

AC Data Shown

AC Data Shown(2)

Fault Code Shown

Lower Display

Engine Data And Relay

Status Shown

Engine Data And Relay

Status Shown

Engine Data And Relay

Status Shown

All Off

All Off

Flashing

Fault Alarm Indicators

Off

Flashing(2)

Off

Key Function

Normal Mode

Alarm Mode

Shutdown Mode

No Function

No Function

No Function

Phase Select Key

Selects The AC Phase That Is

Shown On The Upper Display

Selects The AC Phase That Is

Shown On The Upper Display

No Function

Engine Meter Key

Stops And Starts The Scrolling

Of Engine Conditions On
Lower Display

Stops And Starts The Scrolling

Of Engine Conditions On
Lower Display

Stops And Starts The Scrolling

Of Engine Conditions On
Lower Display

Performs A Lamp Test

Performs A Lamp Test

Performs A Lamp Test

No Function

Shows The Fault Code On

The Upper Display

No Function

No Function

No Function

No Function

Enters The GSC Into

Service Mode

Enters The GSC Into

Service Mode

No Function

Item Of Display Area

Shutdown Indicators

Left Most

Key(3)

Lamp Test Key

Alarms Code Key
Exit Key(3)
Service Mode Key
(1)
(2)
(3)

For a description of the display area functions when in service mode, see the topic Service Mode.
When an alarm fault is present, the fault code is shown on the upper display when the alarm codes key is pressed.
This key only functions when in service mode, see the topic Service Mode.

22
Systems Operation Section

Service Mode The GSC goes into service mode

when the operator presses the service mode key on
the keypad. The operator can use service mode for
the following purposes.

Assist with troubleshooting diagnostic faults.

Calibrate generator set functions.
Adjust generator set functions.
Verify generator set functions.
Satisfy special applications.
Satisfy the needs of the customer.
The operator can identify service mode by
observing the display area. When the generator set
is in service mode, SERV is SHOWN on the upper
display.
Illustration 32

g00474240

Display Area Of Generator Set Control (GSC)

(1)
(2)
(3)
(4)
(5)
(6)

Dedicated Shutdown Indicators

Fault Shutdown Indicator
Fault Alarm Indicator
Upper Display
Lower Display
Keypad

The GSC has four modes of operation. A brief

description of each mode follows this paragraph.
See the individual topic for more detailed
information.
Normal Mode The GSC uses normal mode for the
normal operation of the generator set. The operator
can identify the normal mode by observing the
display area. When the GSC is in the normal mode,
all dedicated shutdown indicators are OFF. The
fault shutdown indicator is OFF . The fault alarm
indicator is OFF and SERV is NOT SHOWING on
the upper display.
Alarm Mode If there is an alarm fault, the GSC will
automatically go into alarm mode in order to alert
the operator. The operator can identify the alarm
mode by observing the display area. When the
GSC is in alarm mode, the fault alarm indicator is
FLASHING. When the alarm code key is pressed,
the fault code will be shown.
Shutdown Mode If there is a shutdown fault, the
GSC will automatically go into shutdown mode in
order to alert the operator. The operator can identify
the shutdown mode by observing the display area.
When the GSC is in shutdown mode, a dedicated
shutdown indicator is FLASHING, or the fault
shutdown indicator is FLASHING.

Note: Service mode can not be entered when the

ECS is in the AUTO position.
i01174913

Normal Mode
SMCS Code: 4490; 7451
Normal mode is used in order to monitor the
generator set. Normal mode is also used to control
the generator set. The GSC+ controls the engine
according to the information which is received from
the operator and the information that is received
from the engine sensors. The GSC+ performs the
following functions in normal mode:

Engine starting function

Monitoring of the important GSC+ conditions
Showing the important GSC+ conditions to the
operator

Fault detection
Engine stopping
The operator can identify normal mode by observing
the display area. When the GSC+ is in normal mode,
all shutdown indicators are OFF. The fault alarm
indicator is OFF and SERV is NOT SHOWING on
the upper display. When the GSC+ is in normal
mode, the engine is able to start or the engine is
able to run.

23
Systems Operation Section

Note: The optional Customer Communication

Module (CCM) can remotely control certain
generator set functions. This remote control can
only occur when the engine control switch (ECS)
is in the AUTO position. See Systems Operation,
System Communication Module (Customer)for
more information.

8. The GSC+ activates the electronic governor relay

(EGR) when the oil pressure reaches setpoint
P014. Setpoint P014 is for low oil pressure at idle
speed. The factory default of setpoint P014 is
70 kPa (10 psi). The EGR signals the electronic
governor (EG) in order to accelerate the engine
to the rated speed. This happens if the machine
is equipped with the EG.

Engine Starting Sequence

1. The GSC+ receives an engine start signal. The
signal will be one of three.

The operator turns the ECS to the Manual Start

position.

The ECS is in the AUTO position and the

remote initiate contacts (IC) close.

The ECS is in the AUTO position and a start

command is sent by the optional Customer
Communication Module (CCM).

Note: The electronic governor relay (EGR) is not

used on 8NS or 9ES generator sets.
Note: The optional customer communication module
(CCM) can remotely activate the EGR when the
low oil pressure setpoint is exceeded. The optional
customer communication module can remotely
deactivate the EGR when the low oil pressure
setpoint is exceeded.
9. The GSC+ shows the following information.

Information for one or more phases on the

upper display

2. The GSC+ checks the system before the cranking

sequence has begun. The GSC+ checks that no
system faults are present. The GSC+ checks that
all previous shutdown faults have been reset.
Note that shutdown faults are removed by turning
the ECS to OFF/RESETposition. The GSC+ also
checks that the engine is not already running.
3. The GSC+ activates the starting motor relay
(SMR) and the run relay (RR).

Information for power meter on the lower

display

Information for the engine system on the lower

display

The relay status of K1 (EGR), K3 (CTR), K5

(RR), and K7 (FCR) on the lower display

Engine Stopping Procedure

4. The GSC+ activates the fuel control relay (FCR).
5. The GSC+ cycle cranks the engine until the cycle
crank time reaches the setpoint (P017) for total
crank time or until the engine starts. The factory
setpoint of the setpoint (P017) is 10 seconds of
crank time and 10 seconds of rest time.

1. The GSC+ will receive an engine stop signal.

The signal will be one of three.

The operator turns the ECS to the STOP

position.

The ECS is in the AUTO position and the

6. While the starting motor is cranking, the GSC+
shows the status of the relays on the relay status
indicators of the lower display.

ETR fuel systems: K4 (SMR), K5 (RR), K7

(FCR)

ETS fuel systems: K4 (SMR), K5 (RR)

7. The GSC+ deactivates the starting motor relay
(SMR) and the GSC+ activates the crank
termination relay (CTR) when the engine speed
reaches the setpoint P011 for crank terminate
speed. The factory default of setpoint P011 is
400 rpm.

remote initiate contacts (IC) open.

The optional customer communication module

(CCM) sends a stop command to the GSC+
while the ECS is in the AUTO position and
while the remote initiate contacts are open.
2. After receiving the stop signal, the GSC+ checks
that there are no present system faults.
3. The GSC+ begins the cooldown time. The
cooldown time is the setpoint P019. The factory
default of setpoint P019 is five minutes.

24
Systems Operation Section

4. The GSC+ may now activate the spare output.

The spare output is activated only if the spare
output SP07 has been programmed. The spare
output can activate the slave relay during the
cooldown cycle. The optional circuit breaker is
then activated and this takes the generator off
load.
5. After the cooldown cycle (setpoint P019), the
GSC+ deactivates the run relay (RR). The
electronic governor relay is deactivated after
the engine oil pressure decreases to less than
the setpoint for low oil pressure shutdown at
idle speed (SP14). The GSC+ shuts off fuel by
deactivating the fuel control relay (FCR).
6. When the engine speed reaches zero rpm, the
GSC+ deactivates the crank terminate relay
(CTR) and a restart is now allowed.
Before the engine speed reaches 0 rpm, a
restart of the engine is possible. When the GSC+
receives an engine start signal, the GSC+ turns
on the fuel and the GSC+ allows the engine to
run. If the engine does not run, the starting motor
relay (SMR) does not activate until the crank
termination relay (CTR) is deactivated at 0 rpm.
7. The GSC+ shows the status of the relays on the
relay status indicator of the lower display. All
relay indicators should be OFF except the ETS
systems. On the ETS systems, the K7 indicator
remains active for 70 seconds after the engine
speed and oil pressure are at zero.
Note: The engines can be shut down immediately
by turning the ECS to the OFF/RESET. The cooldown
timer is bypassed and the spare data output is
deactivated.
i01174918

Alarm Mode
SMCS Code: 4490; 7451
The alarm mode alerts the operator when an alarm
fault is occurring. An alarm fault is not critical but
an alarm fault is potentially serious. An alarm fault
precedes certain dedicated shutdown faults. An
alarm fault can be protective relaying functions that
have been enabled as an alarm fault.

When an alarm fault exists the GSC+ automatically

activates alarm mode. The operator is alerted by the
FLASHING fault alarm indicator. Press the ALARM
CODES key in order to identify the alarm fault.
A corresponding fault code is then shown on the
upper display. This fault code can be an AL fault
code, a SP fault code or a diagnostic fault code.
Spare 1 indicator, Spare 2 indicator or Spare 3
indicator may be flashing. The fault alarm indicator
may also be flashing. For more information on fault
codes, see System Operation, Fault Description.
When the GSC+ is in alarm mode, the engine is
able to start or the engine is able to run.
The AL fault codes that are shown on the GSC+
indicate the current status of the generator set. The
GSC+ does not show the AL fault codes after the
fault has been corrected. Diagnostic fault codes are
logged in the GSC+ fault log for viewing by service
personnel.
Note: When the operator overrides a shutdown fault
to be an alarm fault, the corresponding dedicated
fault shutdown indicator is on continuously. The
fault shutdown indicator stays on continuously if the
particular fault occurs. When the fault shutdown
indicator is ON CONTINUOUSLY, the normal
shutdown response has been overridden by the
operator. The shutdown fault is treated as an alarm
fault. For shutdown faults that are overridden, the
fault is not displayed on the wall. The dedicated
shutdown indicator remains ON CONTINUOUSLY
until the fault is corrected and the engine control
switch (ECS) is turned to the OFF/RESET position.
The dedicated shutdown faults that can be
overridden are low oil pressure and high coolant
temperature. See Systems Operation, Setpoint
Programming OP5 (P03). For more information, see
System Operation, Shutdown Mode.
Alarm faults do not have an immediate adverse
effect on the generator set. However, the operator
should investigate the cause of the alarm fault
condition at the earliest opportunity. If the operation
of the generator set is mandatory then the procedure
to start and stop is identical to normal mode. The
GSC+ will respond to the operator input that is from
the instrument panel and the engine sensors.

Alarm Mode Sequence

1. An alarm fault occurs.
2. The GSC+ detects the alarm fault and the GSC+
FLASHES the fault alarm indicator. The GSC+
does not change the status or operation of the
generator set.

25
Systems Operation Section

3. Pressing the ALARM CODES key causes the

upper display to show a corresponding fault
code.
4. Correct the alarm fault. See Testing And
Adjusting, Fault Identification.

Shutdown Mode Sequence

1. A shutdown fault occurs and the GSC+ detects
the shutdown fault.
2. To shut off the fuel, the GSC+ deactivates the
fuel control relay (FCR).

5. After the alarm fault has been corrected, the

GSC+ turns OFF the fault alarm indicator and
the GSC+ removes the fault code from the upper
display. The GSC+ now returns to normal mode.
i01174924

Shutdown Mode
SMCS Code: 4490; 7451
Shutdown mode prevents damage to the generator
set when a shutdown fault is occurring. A shutdown
fault is critical. When a shutdown fault occurs, the
GSC+ automatically activates shutdown mode until
the shutdown fault is corrected. The GSC+ shuts
down the engine when the GSC+ is in shutdown
mode. The GSC+ prevents starting of the engine
and the GSC+ alerts the operator.
The GSC+ alerts the operator and the GSC+
identifies the shutdown fault by FLASHING the
corresponding shutdown indicator. The name of the
shutdown indicator identifies the shutdown fault.
Shutdown Indicators

Low oil pressure

Emergency stop
High water temperature
Engine overspeed
Engine overcrank
Fault shutdown
Spare 1 (that are accompanied by the fault
shutdown indicator)

Spare 2 (that are accompanied by the fault

shutdown indicator)

Spare 3 (that are accompanied by the fault

shutdown indicator)
If the fault shutdown indicator is the only indicator
FLASHING, additional information is available. A
fault code is shown on the upper display which
more precisely identifies the cause of the shutdown
fault. See System Operation, Fault Description for
more information.

3. In order to prevent the engine from starting, the

GSC+ deactivates the run relay (RR), and the
GSC+ deactivates the starting motor relay (SMR).
4. In order to remove the generator load, the GSC+
activates the genset fault relay (GFR). This
activates the optional circuit breaker shunt trip
coil.
Note: The spare output may also be programmed to
activate when a shutdown occurs. This output can
drive a relay in order to open the circuit breaker, or
the output can open a transfer switch. See System
Operation, Spare Input/Output Programming OP6.
5. The GSC+ activates the air shutoff relay (ASR)
for 15 seconds during an emergency stop fault,
during an engine overspeed fault, or during an
speed sensor fault (CID 190).
6. When engine speed reaches 0 rpm, the
GSC+ deactivates the crank termination relay
(CTR). The electronic governor relay (EGR)
is deactivated when the engine oil pressure
reaches the setpoint P014 for low oil pressure
shutdown at idle speed 70 kPa (10 psi).
7. If engine speed does not decrease by at least
100 rpm within five seconds, the GSC+ activates
the ASR for 15 seconds.
Note: The ASR would already be activated for an
emergency stop fault, engine overspeed fault, or
speed sensor fault.
8. The GSC+ FLASHES the corresponding
shutdown indicator. If the fault shutdown indicator
is FLASHING, a fault code is shown on the
upper display. See Systems Operation, Fault
Description.
9. If the fault shutdown indicator is the only indicator
FLASHING, additional information is available. A
fault code is shown on the upper display that
better identifies the cause of the shutdown fault.
See the Systems Operation, Fault Description.
10. The lower display continues to show the engine
data.
11. The relay status indicators show.

K2 (GFR)

26
Systems Operation Section

K6 (ASR) will show for 15 seconds for an

emergency stop fault, engine overspeed fault,

or speed sensor fault. K6 (ASR) will also show
if engine speed does not decrease at least
100 rpm.

K7 (FCR) - (ETS fuel systems) for 70 seconds

after engine speed decreases to 40 rpm and

oil pressure decreases to 80 kPa (12 psi). (K7
is not shown for ETR fuel systems.)

Assist with troubleshooting of diagnostic faults.

Satisfy special applications.
Satisfy customer needs.
Verify generator set functions.
Calibrate or adjust generator set functions.
Service Mode has ten options that can be selected.
Service personnel use the options to obtain
information about the generator set, and the
operator can program functions of the generator set.

Engine Start Sequence (After

Shutdown)
1. Correct the shutdown fault. See the System
Operation, Fault Identification.

Table 4

Service Mode Options

OP1

2. Turning the engine control switch (ECS) to the

OFF/RESET position resets the GSC+. If no
shutdown fault is active, the GSC+ returns to
normal mode and the engine is able to start.

Fault log viewing

OP2-0
OP2-1

Protective relaying setpoint viewing

OP2-2
i01175019

Engine/Generator setpoint viewing

AC factory calibration setpoint viewing

OP3
OP4

Service Mode

Password entry
Fault log clearing

OP5-0

Protective relaying programming

OP6

Spare Input/Output programming

OP7

Hourmeter programming (1)

OP8

Voltmeter/Ammeter programming

OP9

Engine setpoint verification

OP10
(1)

Engine/Generator programming

OP5-1

SMCS Code: 4490; 7451

AC offset adjustment

OP7 is not available for EUI engines.

The keypad and the display of the GSC+ are

used for activating service mode and selecting the
desired option. In service mode, the keys on the
keypad have different functions, and the keys on
the keypad have different names. The preceding
illustration shows the name of each key in service
mode. Also, there is a film (label) on the control
panel door that identifies each key. The service
functions of the keys are listed below.
Illustration 33

g00398567

GSC+ Display Area With The Service Mode Descriptions Of The

Keypad
(1)
(2)
(3)
(4)
(5)
(6)
(7)

Dedicated shutdown indicators

Spare fault indicators
Fault shutdown indicator
Fault alarm indicator
Upper display
Lower display
Keypad

Service mode is used for the following purposes.

Scroll Right Key This key is used in viewing

information. This key scrolls right through the
information. When you are entering the password,
this key represents the number 1.
Scroll Up Key This key is used to scroll up
information or this key is used to increase the value
of information. When you are entering the password
this key represents the number 2.

27
Systems Operation Section

Scroll Down Key This key is used to scroll down

through information or this key is used to decrease
the value of information. When you are entering the
password, this key represents the number 3.
Note: Scrolling rapidly through information requires
holding down the scroll key.
Select Key To view an option, use the Select key.
To change an option, use the Select key. To start
the scrolling of information, use the Select key.

Note: To enter service mode options OP4 through

OP8, the engine must be shut down. Turn the ECS
to the STOP position.
Service mode options OP4 through OP10 are
password protected. Password protection reduces
the possibility of changing information by mistake.
The password entry option (OP3) must be entered
correctly before access is gained to OP4 through
OP10. See System Operation, Password Entry
OP3. Options OP1 and OP2 are not password
protected.

Enter Key This key is used to enter information

that has been changed into the GSC+ memory.
i01175025

Exit Key This key is used to exit service mode.

The display now returns to normal mode. The
SERV indicator on the upper display is NOT
SHOWING when the GSC+ is NOT in service mode.
Service Mode Key This key is used to enter
service mode. The SERV indicator on the upper
display FLASHES when the GSC+ is in service
mode. The SERV indicator on the upper display
FLASHES when the keypad performs service mode
functions.

Procedure To Enter Service Mode

Note: Any active shutdown fault must be made
inactive in order to access service mode. A
FLASHING shutdown indicator means that a
shutdown fault exists. To temporarily change a
shutdown fault from an active shutdown fault to
an inactive shutdown fault, turn the ECS to the
OFF/RESET position. To permanently change a
shutdown fault from an active shutdown fault to
an inactive shutdown fault, the fault must not be
occurring. Also, the ECS must be turned to the
OFF/RESET position. If the jumper from terminal 6
to terminal 9 is not installed on the ECS, then the
GSC+ will not power up in OFF/RESET and any
active shutdown fault must be corrected before
entering service mode.
Note: Service mode cannot be entered when the
engine control switch (ECS) is in the AUTO position.
1. Press the SERVICE MODE key on the keypad
of the GSC+. The SERV indicator on the upper
display FLASHES whenever the GSC+ is in
service mode.
2. The desired option (OP1 through OP10) can now
be selected. Each option is described in the
topics that follow.
3. To return to normal mode, press the EXIT key
a few times until the SERV indicator is not
showing.

Fault Log Viewing OP1

SMCS Code: 4490; 7451
OP1 is the option that is used for viewing diagnostic
fault codes. The fault log contains a history of
the diagnostic faults. These diagnostic faults are
the faults that have occurred in the generator
set system since the last clearing. Also, the total
number of occurrences are shown on the upper
display. The fault log assists when service personnel
are troubleshooting the generator set system.
The diagnostic fault codes consist of the following
items: a component identifier (CID), a failure
mode identifier (FMI), and a DIAG indicator. These
diagnostic fault codes are shown on the upper
display. The CID informs the operator of faulty
components. The FMI describes the type of failure
that has occurred. When the CID FMI fault is active
the DIAG indicator FLASHES.
Only inactive diagnostic faults are stored in the
fault log. An active diagnostic alarm fault becomes
inactive when the fault is no longer occurring. An
active diagnostic shutdown fault becomes inactive
when the fault is no longer occurring and the engine
control switch (ECS) is turned to OFF/RESET. Active
diagnostic alarm faults and diagnostic shutdown
faults are indicated when DIAG is FLASHING.
When the faults become inactive DIAG is ON
CONTINUOUSLY. The GSC+ stores a maximum
of 12 diagnostic fault codes in the fault log. If an
additional diagnostic fault becomes inactive, the
GSC+ automatically clears the earliest inactive
diagnostic fault code. The GSC+ then places the
newinactive diagnostic fault code in the fault log.

28
Systems Operation Section

The GSC+ automatically clears any inactive

diagnostic fault codes that have been stored in the
fault log longer than 750 hours. For example, if a
CID FMI fault code is logged at 10 hours, then the
GSC+ clears the fault code when the hour meter
is at 760 hours. If a CID FMI fault code is logged
at 20 hours, then the fault code remains logged
until the hour meter is at 770 hours. This feature
prevents old fault codes from clogging the fault log,
if service personnel have forgotten to clear the log
after correcting faults.
When an active diagnostic fault changes to an
inactive diagnostic fault, the GSC+ will function in
the following manner.
1. The diagnostic fault is recorded in the fault log
of the GSC+.
2. If no other active faults are present the DIAG
indicator will stop FLASHING and the DIAG
indicator remains on CONTINUOUSLY.

2. Press SELECT key. If more than one fault code

is present then the fault codes begin scrolling on
the display. The number of occurrences is shown
above the COUNT indicator. The lower display
shows the hour meter data of the first occurrence
and the last occurrence of each fault.
3. Press SELECT key. The fault codes stop
scrolling.
4. Press SCROLL RIGHT key. If more than one
count of a fault code is logged then the first
occurrence with a corresponding hour meter
data is showing on the lower display.
5. Press SELECT key. Fault codes continue
scrolling.
6. Press EXIT key. OP 1 is showing on lower
display.
7. Press EXIT key. The display is now in normal
mode.

3. The fault alarm indicator or the shutdown fault

is turned OFF.

Procedure To View The Fault Log

Note: For a list of all diagnostic fault codes,
seeTesting And Adjusting, Diagnostic Fault Codes.
Note: Service Mode cannot be entered when the
ECS is in the AUTO position.
Note: Any active shutdown fault must be made
inactive in order to access service mode. A
FLASHING shutdown indicator indicates that a
shutdown fault exists. To temporarily change a
shutdown fault from an active shutdown fault to
an inactive shutdown fault, turn the ECS to the
OFF/RESET position. To permanently change a
shutdown fault from an active shutdown fault to
an inactive fault, the fault must not be occurring.
The ECS must also be turned to the OFF/RESET
position. If the jumper that electrically connects
terminal 6 to terminal 9 is not installed on the ECS,
then the GSC+ will not power up in OFF/RESET and
any active shutdown fault must be corrected before
entering service mode.
1. Press the SERVICE MODE key in order to
enter Service Mode. OP 1 is showing on the
lower display. See Systems Operation, Service
Modefor more information.

i01175067

Engine/Generator Setpoint
Viewing OP2-0
SMCS Code: 4490; 7451
OP2-0 is the option for viewing the engine/generator
setpoints. The engine/generator setpoints affect
the proper operation and serviceability of the
engine. The engine/generator setpoints also affect
the accuracy of the information that is shown on
the display. The setpoints that are viewed or the
setpoints that are stored in the GSC+ should match
the specified setpoints of the particular generator
set. The setpoints are from P001 through P033
and the setpoints are programmable. See System
Operation, Engine/Generator Programming OP5-0.

29
Systems Operation Section

i01175097

Protective Relaying Setpoint

Viewing OP2-1
SMCS Code: 4490; 7451
OP2-1 is the option for viewing the protective
relaying setpoints. The protective relaying setpoints
determine the response of the GSC+ when one or
more of the protective relaying functions occur. The
protective relaying functions reduce the possibility
of damaging the generator or the customers
equipment. These setpoints are from P101 through
P142 and the setpoints are programmable. For a
description of each of these setpoints, see System
Operation, Protective Relaying Programming
OP5-1.
i01175107

AC Factory Calibration
Setpoint Viewing OP2-2

Note: Service mode cannot be entered when the

engine control switch (ECS) is in the AUTO position.
Note: An active shutdown fault must be made
inactive in order to access service mode. To
temporarily change a shutdown fault from an active
shutdown fault to an inactive shutdown fault, turn the
ECS to the OFF/RESET position. The shutdown fault
must be corrected, and the ECS must be turned
to the OFF/RESET position in order to permanently
change a shutdown fault from an active shutdown
fault to an inactive shutdown fault. If the jumper
from terminal 6 to terminal 9 is not installed on the
ECS, the GSC+ does not power up in OFF/RESET
and any active shutdown fault must be corrected
before entering service mode.
1. Press SERVICE MODE key in order to enter
service mode. OP 1 is showing on the lower
display. See System Operation, Service Mode
for more information.
2. Press SCROLL UP key. OP2-0 is showing.

SMCS Code: 4490; 7451

a. Go to Step 3 in order to view the setpoints

that are within OP2-0.

The option for the AC factory calibration setpoint

viewing is OP2-2. OP2-2 is also used for viewing
other specific data. None of these items are
programmable by service personnel.

b. Press the SCROLL UP key once or press

the SCROLL UP key twice in order to view
OP2-1 or OP2-2. The display will show OP2-1
or OP2-2. Go to Step 3.

The following information is shown on the display.

3. Press SELECT key. P001 is showing for OP2-0

which is followed by the value of the setpoint.
P101 is showing for OP2-1 which is followed
by the value of the setpoint. The ten digit serial
number is showing on the display for OP2-2.

GSC+ Serial Number The serial number of the

GSC+ has ten digits. This number is unique for
each GSC+. The serial number is stamped on a
label on the back of the GSC+. The displayed serial
number will always match the number on the label.
GSC+ Software Level Identifier The software level
identifier indicates the level of the software that
is included within the GSC+. The identifier has
nine characters. XXXXXXX-XX is the form of the
identifier.
Setpoints P201 through P222 The setpoints are
the AC factory calibration setpoints. The AC factory
calibration setpoints contain information that is
used during the factory calibration procedures.
These setpoints are not programmable by service
personnel.

Procedure To View The Setpoints

Note: The engine may be running or the engine
may be stopped while the operator is viewing the
setpoints.

4. Press the SCROLL UP key or the SCROLL

DOWN key. The next setpoint value is showing.
Repeat this step until all the desired setpoints
and the setpoint values are viewed.
5. Press EXIT key. OP1 is showing on the lower
display.
6. Press EXIT key. The display returns to the
normal mode.

30
Systems Operation Section

i01175135

Password Entry OP3

SMCS Code: 4490; 7451
OP3 is the option for entering the password that
is required for accessing OP4 through OP10.
Password protection reduces the possibility of
mistakenly altering information . The service mode
options OP4 through OP10 are password protected.
Options OP1 and OP2 are used to view information.
Options OP1 and option OP2 are not password
protected.
Password entry requires entering the scroll keys in
the correct sequence. The password is identical for
every GSC+. The password cannot be changed.
After the password is entered, the OP4 through
OP10 options can be accessed. Incorrectly entering
the password causes the PE FAIL to be briefly
shown on the upper display. Pressing the SELECT
key will start the password entry procedure again.

Procedure To Enter The Password

Note: Service mode cannot be entered when the
engine control switch (ECS) is in the AUTO
position.
Note: An active shutdown fault will show a
FLASHING shutdown indicator. Any active shutdown
fault must be deactivated in order to access service
mode. To temporarily change a shutdown fault from
an active shutdown fault to an inactive shutdown
fault, turn the ECS to the OFF/RESET position. To
permanently change a shutdown fault from an active
shutdown fault to an inactive shutdown fault, the
fault must not be occurring. Also, the ECS must be
turned to the OFF/RESET position. If the jumper that
electrically connects terminal 6 to terminal 9 is not
installed on the ECS, then the GSC+ will not power
up in OFF/RESET and any active shutdown fault
must be corrected before entering service mode.
1. Press Service Mode key in order to enter
service mode. OP1 is showing on the lower
display. See Systems Operation, Service Mode
for more information.
2. Press the SCROLL UP key four times.OP3
is showing.
3. Press the SELECT key. P E _ _ _ _ _ is
showing on the display. The first dash is flashing.
4. Press SCROLL RIGHT key. P E 1 _ _ _ _ is
showing on the display. The second dash is
flashing.

5. Press SCROLL DOWN key. P E 1 3 _ _ _

is showing on the display. The third dash is
flashing.
6. Press SCROLL UP key. P E 1 3 2 _ _ is
showing on the display. The fourth dash is
flashing.
7. Press SCROLL DOWN key. P E 1 3 2 3 _ is
showing on the display. The fifth dash is flashing.
8. Press SCROLL RIGHT key. P E 1 3 2 3 1 is
showing.
9. Press ENTER key. P E PASS is showing.
10. Press EXIT key. OP 4 is showing.
Note: Once the password is entered, any option can
be accessed until service mode is exited.
i01175154

Fault Log Clearing OP4

SMCS Code: 4490; 7451

Fault Log Clearing OP4

OP4 is the option for clearing an inactive fault from
the fault log of the GSC+. After a diagnostic fault
is investigated and/or the fault is corrected, the
fault should be cleared from the fault log. Fault
log clearing helps prevent confusion during future
service calls. After all diagnostic faults are cleared
and the GSC+ is in normal mode, the DIAG
indicator is not shown on the upper display. See
Systems Operation, Fault Log Viewing OP1 for
more information.

Procedure for Clearing Faults

Note: Service Mode cannot be entered when the
engine control switch (ECS) is in the AUTO position.
Note: A active shutdown indicator will be FLASHING.
Active shutdown indicators must be deactivated
in order to access service mode. To temporarily
change a shutdown fault from an active shutdown
fault to an inactive shutdown fault, turn the ECS
to the OFF/RESET position. Permanently changing
a shutdown fault from an active shutdown fault
requires correcting the active shutdown fault. The
ECS must be turned to the OFF/RESET position
in order to correct the active shutdown fault. If
the jumper from terminal 6 to terminal 9 is not
installed on the ECS, the GSC+ does not power up
in OFF/RESET and any active shutdown fault must
be corrected before entering service mode.

31
Systems Operation Section

1. Turn the ECS to the STOP position in order

to shut down the engine. Enter service mode
and enter the password. OP 4 is showing
on the lower display. See Systems Operation,
Password Entry OP3 for more information on
entering the password.
2. Press SELECT key. The CID FMI fault code
and the number of occurrences are showing.
The lower display shows the hour meter data
of the first occurrence of the fault and the last
occurrence of the fault.
3. Press SELECT key. The CID FMI fault code,
the hour meter data, and the number of faults
will flash.
4. Press and hold ENTER key for two seconds. If
there is only one CID FMI fault code, the CID FMI
fault that was flashing disappears and the upper
display is blank except for the flashing SERV
indicator. OP1 is showing on the lower display.
Proceed to the next step. If there is more than
one CID FMI fault code, the CID FMI that was
flashing disappears. The upper display shows
the next CID FMI fault code, the number of faults,
and the hour meter data. Repeat steps 3 and 4
until all faults are erased. The lower display then
shows OP 1. Proceed to step 5 .
5. Press EXIT key. OP 1 is showing on the lower
display.
6. Press EXIT key. The display is now in normal
mode.
i01175191

Engine/Generator
Programming OP5-0
SMCS Code: 4490; 7451
OP5-0 is the option for programming the
engine/generator setpoints. The engine/generator
setpoints affect the proper operation and
serviceability of the engine, and the accuracy of
information shown on the display. The setpoints are
programmed in the GSC+ at the factory.
The setpoints may require changing when the
GSC+ is moved from one engine to another engine.
The setpoints may also require changing in order to
satisfy the customers requirements. The setpoints
that are stored in the GSC+ must match the
specified setpoints of the particular generator set.
The setpoints are P001 to P033 and the setpoints
are programmable. The setpoints are described in
the OP5-0 Setpoints. Refer to Table 5.

Procedure For Engine/Generator

Programming
Note: Service Mode cannot be entered when the
engine control switch (ECS) is in the AUTO position.
Note: Any active shutdown fault must be made
inactive in order to access service mode. When
a shutdown fault is active, a shutdown indicator
is FLASHING. To temporarily change a shutdown
fault from an active shutdown fault to an inactive
shutdown fault, turn the ECS to the OFF/RESET
position. To permanently change a shutdown
fault from an active shutdown fault to an inactive
shutdown fault, the shutdown fault must be no
longer occurring. The fault must be corrected and
the ECS must be turned to the OFF/RESET position.
If the jumper from terminal 6 to terminal 9 is not
installed on the ECS, the GSC+ does not power up
in the OFF/RESET position and any active shutdown
fault must be corrected before entering service
mode.
1. Turn the ECS to the STOP position in order to
shut down the engine. Enter service mode and
enter the password. OP4 is showing on the
lower display. For more information, see Systems
Operation, Password Entry OP3.
2. Press SCROLL UP key again. OP5-0 is
showing on the lower display.
3. Press SELECT key again. P001 is showing on
the display. P001 is followed by the value of
the setpoint.
4. Press the SCROLL UP key or the SCROLL
DOWN key. The next setpoint is showing with
the value of the setpoint. Repeat this step until
the desired setpoint is showing.
5. Press the SELECT key. The value of the setpoint
is flashing.
6. Press the SCROLL UP key or press the
SCROLL DOWN key in order to adjust the
value of the setpoint.
Note: Press and hold the appropriate SCROLL
key in order to rapidly scroll through a large range
of values.
7. Press the ENTER key. The value of the setpoint
stops flashing. Repeat steps 4, 5, 6, and 7 until
all the desired setpoints are adjusted.
8. Press EXIT key. OP 1 is showing on the lower
display.

32
Systems Operation Section

9. Press EXIT key. The display will return to the

normal mode.
Table 5

OP5-0 Setpoints for Engine/Generator Programming(1)

Name

Setpoint

Description

Range Of Value

Factory Default

P001

Fuel Solenoid
Type

Type of fuel system solenoid that is used on

the generator set.

0 - ETR fuel solenoid

1 - ETS fuel solenoid

P002

Units Shown

Type of measurement units shown on the

GSC+ display.

0 - English units (psi,

degrees F)
1 - Metric units (kPa,
degrees C)

P003

Shutdown
Override For
Engine Fault

GSC+ responds to a low engine oil pressure

or high coolant temperature fault. (Determined
by application or customer.)

0 - engine shutdown
1 - alarm only
(shutdown override,
no engine shutdown)

P004

Shutdown
Enable For
Sensor Fault

GSC+ responds to a diagnostic fault with

the engine oil pressure sensor, coolant
temperature sensor, oil temperature sensor,
sensor power supply or coolant loss sensor.
(Determined by application or customer.)

0 - alarm only
(shutdown override,
no engine shutdown)
1 - for engine shutdown

P005

Coolant Loss
Sensor Installed

Tells whether or not the optional engine

coolant loss sensor is installed on the
generator set.

0 - generator sets
without sensor
1 - generator sets with
sensor

P006

Shutdown
Override For
Coolant Loss
Fault

GSC+ responds to an engine coolant loss

fault. (Determined by application or customer.)

0 - engine shutdown
1 - alarm only
(shutdown override,
no engine shutdown.)

P007

System Voltage
24 Or 32 Volts

System voltage (battery voltage) of the

generator set. (Determined by application or
customer.)

24 or 32

24

P008

N/A

This setpoint is not currently being used by

the GSC+ and cannot be programmed.

N/A

N/A

P009

Number Of Ring
Gear Teeth

Number of teeth on the ring gear engine. Used

by the GSC+ to determine engine speed.

95 to 350 teeth
in increments of 1

136 teeth

P010

Engine
Overspeed

Engine speed used by the GSC+ to declare

that an engine overspeed fault exists. The
engine overspeed setpoint (for all 60 Hz
applications) is 1.18 times the rated speed.

500 to 4330 rpm

in increments of 10

2120 rpm

P011

Crank Terminate
Speed

Engine speed used by the GSC+ to disengage

the starting motor during engine cranking.

100 to 1000 rpm

in increments of 10

400 rpm

P012

Oil Step Speed

Engine speed used by the GSC+ for

distinguishing between rated speed and idle
speed when a low oil pressure fault exists.

400 to 1800 rpm

in increments of 10

1350 rpm

Low Oil Pressure

Shutdown At
Rated Speed

Oil pressure used by the GSC+ to declare

that a low oil pressure shutdown fault exists
with engine at rated speed (the engine must
have exceeded the oil step speed for at least
nine seconds).

34 to 420 kPa
(5 to 61 psi)
in increments of 1

205 kPa (30 psi)

P013(2)

(continued)

33
Systems Operation Section

(Table 5, contd)

OP5-0 Setpoints for Engine/Generator Programming(1)

Setpoint

Name

Description

P014(2)

Low Oil Pressure

Shutdown At Idle
Speed

Oil pressure used by the GSC+ to declare

that a low oil pressure shutdown fault exist
with the engine at idle speed (the engine must
have been running for at least nine seconds
and the engine speed must be less than oil
step speed).

20 to 336 kPa
(3 to 49 psi)
in increments of 1

70 kPa (10 psi)

P015(3)

High Water
Temperature
Shutdown

Coolant temperature used by the GSC+ to

declare a high coolant temperature shutdown
fault exists (after a 10 second delay).

85 to 123C
(185 to 253F)
in increments of 1

107C (225F)

P016

Low Water
Temperature
Alarm

Coolant temperature used by the GSC+ to

declare that a low temperature alarm fault
exists (after a 2 second delay). (Determined
by application or customer.)

0 to 36C (32 to 97F)

in increments of 1

21C (70F)

P017

Total Cycle Crank

Time

Cycle crank time used by the GSC+ to declare

that an overcrank fault exists.
(Determined by application or customer.)

5 to 360 seconds
in increments of 1

90 seconds

P018

Cycle Crank
Time

Amount of time the GSC+ cranks and then

rests the starting motor during a single crank
cycle. Determined by application of customer.)

5 to 300 seconds
in increments of 1

10 seconds

P019

Cooldown Time

Amount of time the GSC+ allows the engine

to run after a normal shutdown is initiated.
(Determined by application or customer.)

0 to 30 minutes
in increments of 1

5 minutes

AC Voltage

Full scale AC voltage of the generator. The

GSC+ measures the AC voltage and shows
it on the display. (Determined by application
or customer.)

700, 150, 300, 500,

600, 750, 3.0k, 4.5k,
5.25k, 9.0k, 15.0k,
18.0k, 30.0k

AC Current Full
Scale

AC current full scale is the ratio of the current

transformers (CT) based on a 5A secondary.
It does not represent the maximum AC current
of the generator. The GSC+ measures the
current and shows it on the display.

75, 100, 150, 200, 300,

400, 600, 800, 1000,
1200, 1500, 2000,
2500, 3000, 4000A

GSC+ Engine
Number

Informs other devices on the CAT Data Link

(for example, CCM) of the engine number
for the GSC+ (Determined by application or
customer).

01 through 08

01

P023

Engine Type

Identifies the engine as a mechanical unit

injector (MUI) diesel, spark ignited (gas), or
electronic unit injector (EUI) diesel engine.

0 - MUI diesel
1 - Gas
2 - EUI diesel

P024(6)

Crank Time
Delay

Amount of time the GSC+ delays activation

of the fuel control relay (FCR) during a crank
cycle. This setpoint is for gas engines only.
(Determined by application or customer.)

0 to 20 seconds
in increments of 1

P025

Oil Temperature
Sensor Installed

Tells whether or not the optional engine

oil temperature sensor is installed on the
generator set.

0 - generator sets
without an oil
temperature sensor
1 - generator sets with
an oil temperature
sensor

P026

High Oil
Temperature
Shutdown

Oil temperature used by the GSC+ to declare

a high oil temperature shutdown fault exists
(after a 10 second delay).

85 to 123C
(185 to 253F)
in increments of 1

P020(4)

P021

P022(5)

Range Of Value

Factory Default

700

600A

5 seconds

107C (225F)

(continued)

34
Systems Operation Section

(Table 5, contd)

OP5-0 Setpoints for Engine/Generator Programming(1)

Setpoint

Name

Description

Range Of Value

Factory Default
0

P027

Shutdown
Override For
High Oil
Temperature
Fault

GSC+ responds to an engine high oil

temperature fault. (Determined by application
or customer.)

0 - alarm only
(shutdown override,
no engine shutdown)
1 - engine shutdown

P028

Nameplate
Voltage

Rated voltage of the generator. This setpoint

is used for protective relaying functions.

100V to 25kV
in increments of 1

480V

P029

Nameplate
Current

Rated current output of the generator.

0 to 4000A
in increments of 1

600A

P030

Nameplate
Power

Rated power capability of the generator.

0 through 10MW
in increments of 1kW

P031

Rated Frequency

Nominal frequency rating of generator set.

50, 60 or 400Hz

P032

Connection
Configuration
Of Generator

Wye or delta configuration of generator.

0 - wye
1 - delta

Number Of
Generator Poles.

Number of generator poles.

0 through 254
in increments of 2

P033(7)
(1)
(2)
(3)
(4)
(5)
(6)
(7)

400kW
60Hz

The setpoints that are stored or the setpoints that are being programmed must match the specified setpoints of the particular generator set.
When oil pressure drops to within 34 kPA (5 psi) of the P013 or P014setpoint, a low oil pressure alarm is issued by the GSC+ and the
optional alarm module (with the exception of the NFPA 99 RAN).
When coolant temperature rises to within 6C (11F) of the P015 setpoint, a high water temperature alarm is issued by the GSC+ and the
optional alarm module (with the exception of the NFPA 99 RAN).
The values other than the default (700V) are for switchgear applications and require the use of external potential transformers and the
removal of the AC voltage range jumper located in the relay module. See Testing And Adjusting, AC Voltage Range Selection.
After setpoint P022 is reprogrammed, the GSC+ must be power cycled (powered down and then powered up).
The P024 setpoint only functions when the P023 setpoint is set to 1 (gas engine).
When P033 is programmed to 0 poles, the AL15 fault (GSC+ Configuration Error) is disabled.

i01175207

Protective Relaying
Programming OP5-1
SMCS Code: 4490; 7451

Protective Relaying Programming

OP5-1 is the option for the programming of the
protective relaying setpoints. When one or more of
the protective relay functions occur, the protective
relaying setpoints determine the response of the
GSC+. The GSC+ provides the protective relaying
function in order to reduce the possibility of damage
to the generator. The protective relaying functions
are used in order to reduce the possibility of
damage to the customers equipment. The setpoints
are programmed in the GSC+ at the factory to the
default values. The setpoints may be changed in
order to satisfy the requirements of the customer.
The setpoints are from P101 to P142 and the
setpoints are programmable. Each of the setpoints
is described in Table 6.

Procedure For Protective Relaying

Programming
Note: Service Mode cannot be accessed when the
engine control switch (ECS) is in the AUTO position.
Note: An active shutdown fault is indicated by a
FLASHING shutdown indicator . An active shutdown
fault must be made inactive in order to access
service mode. To temporarily change a shutdown
fault from an active shutdown fault to an inactive
shutdown fault, the shutdown fault must no longer
be occurring. The fault must be corrected. The
ECS must be returned to the OFF/RESET position.
If the jumper from terminal 6 to terminal 9 is not
installed on the ECS, the GSC+ does not power up
in OFF/RESET and any active shutdown fault must
be corrected before entering service mode.
1. Turn the ECS to the STOP position in order to
shut down the engine. Enter service mode and
enter the password. OP 4 is showing on the
lower display. For more information, see System
Operation, Password Entry OP3.

35
Systems Operation Section

2. Press CROLL UP key two times. OP5-1 is

showing on the lower display.
3. Press SELECT key once. P101 is showing.
P101 is followed by the value of the setpoint.
4. Press the SCROLL UP key or the SCROLL
DOWN key. The next setpoint is showing with
the setpoint value. Repeat this step until the
desired setpoint is showing.
5. Press SELECT key. The value of the setpoint
is flashing.
6. Press the SCROLL UP or the SCROLL DOWN
key in order to adjust the value of the setpoint.
Note: In order to rapidly scroll through a large
range of values, press and hold the appropriate
SCROLL key.
7. Press ENTER key. The value of the setpoint
stops flashing. Repeat steps 4 , 5, 6 and 7 until
all the desired setpoints are adjusted.
8. Press EXIT key. OP 1 is showing on the lower
display.
9. Press EXIT key. The display returns to normal
mode.
Table 6

OP5-1 Setpoints
Setpoint

Name

(1)

- Protective Relaying Programming

Description

Range Of Value

Factory
Default
1

P101

Overvoltage Alarm
Enable

The GSC+ enables the generator

alarm function or the GSC+disables
the generator alarm function.

0 - disabled
1 - enabled

P102

Overvoltage Alarm
Threshold

Voltage the GSC+ uses to issue an

overvoltage alarm.

100 to 125% of nameplate

voltage in increments of 1%

P103

Overvoltage Alarm
Time Delay

Amount of time the GSC+ waits before

issuing an overvoltage alarm.

0 to 120 seconds(2) in increments

of 1

P104

Overvoltage
Shutdown Enabled

The GSC+ enables or disables the

generator overvoltage shutdown
function.

0 - disabled
1 - enabled

P105

Overvoltage
Shutdown Threshold

Voltage the GSC+ uses to issue an

overvoltage shutdown.

100 to 125% of nameplate

voltage in increments of 1%

P106

Overvoltage
Shutdown Time Delay

Amount of time the GSC+ waits before

inssuing an overvoltage shutdown.

0 to 120 seconds(2) in increments

of 1

P107

Undervoltage Alarm
Enable

The GSC+ enables or disables the

generator undervoltage alarm function.

0 - disabled
1 - enabled

P108

Undervoltage Alarm
Threshold

Voltage the GSC+ uses to issue an

undervoltage alarm.

60 to 100% of nameplate voltage

in increments of 1%

90%

P109

Undervoltage Alarm
Time Delay

Amount of time the GSC+ waits before

inssuing an undervoltage alarm.

0 to 120 seconds(2) in increments

of 1

10
seconds

105%
10
seconds
1

110%
10
seconds
1

(continued)

36
Systems Operation Section

(Table 6, contd)

OP5-1 Setpoints
Setpoint

Name

(1)

- Protective Relaying Programming

Description

Range Of Value

Factory
Default
1

P110

Undervoltage
Shutdown Enable

The GSC+ enables or disables the

generator undervoltageshutdown
function.

0 - disabled
1 - enabled

P111

Undervoltage
Shutdown Threshold

Voltage the GSC+ uses to issue an

undervoltage shutdown.

60 to 100% of nameplate voltage

in increments of 1%

85%

P112

Undervoltage
Shutdown Time Delay

Amount of time the GSC+ waits before

issuing an undervoltage shutdown.

0 to 120 seconds(2) in increments

of 1

15
seconds

P113

Overfrequency Alarm
Enable

The GSC+ enables or disables

the generator overfrequency alarm
function.

0 - disabled
1 - enabled

P114

Overfrequency Alarm
Threshold

Frequency that the GSC+ uses to

issue an overfrequency alarm.

50 to 60, for 50 Hz GEN

60 to 70 , for 60 Hz Gen
400 to 480, for 400 Hz Gen

53 Hz
63 Hz
422 Hz

P115

Overfrequency Alarm
Time Delay

Amount of time the GSC+ waits before

issuing an overfrequency alarm.

0 to 120 seconds(2) in increments

of 1

10
seconds

P116

Overfrequency
Shutdown Enable

The GSC+ enables or disables the

generator overfrequency shutdown
function.

0 - disabled
1 - enabled

P117

Overfrequency
Shutdown Threshold

Frequency the GSC+ uses to issue an

overfrequency shutdown.

50 to 60, for 50 Hz Gen

60 to 70, for 60 Hz Gen
400 to 480, for 400 Hz Gen

55Hz
63 Hz
422 Hz

P118

Overfrequency
Shutdown Time Delay

Amount of time the GSC+ waits before

issuing an overfrequency shutdown.

0 to 120 seconds(2) in increments

of 1

10
seconds

P119

Underfrequency
Alarm Enable

The GSC+ enables or disables the

generator underfrequency alarm
function.

0 - disabled
1 - enabled

P120

Underfrequency
Alarm Threshold

Frequency the GSC+ uses to issue an

underfrequency alarm.

30 to 50, for 50 Hz Gen

60 to 70, for 60 Hz Gen
240 to 400, for 400 Hz Gen

45 Hz
54 Hz
360 Hz

P121

Underfrequency
Alarm Time Delay

Amount of time the GSC+ waits

beforeissuing an underfrequency
alarm.

0 to 120 seconds(2) in increments

of 1

10
seconds

P122

Underfrequency
Shutdown Enable

The GSC+ enables or disables the

generator underfrequency shutdown
function.

0 - disabled
1 - enabled

P123

Underfrequency
Shutdown Threshold

Frequency the GSC+ uses to issue an

underfrequency shutdown.

30 to 50, for 50 Hz Gen

36 to 60, for 60 Hz Gen
240 to 400, for 400 Hz Gen

45 Hz
54 Hz
360 Hz

P124

Underfrequency
Shutdown Time Delay

Amount of time the GSC+ waits before

issuing an underfrequency shutdown.

0 to 120 seconds(2) in increments

of 1

15
seconds

P125

Reverse Power
Shutdown Enable

The GSC+ enables or disables the

generatorreverse power shutdown
function.

0 - disabled
1 - enabled

P126

Reverse Power
Shutdown Threshold

Level of reverse power the GSC+ uses

to issue a reverse power shutdown.

0 to 20% of nameplate power in

increments of 1%

15%

P127

Reverse Power
Shutdown Time Delay

Amount of time the GSC+waits before

issuing a reverse power shutdown.

0 to 30 seconds(2) in increments
of 1

10
seconds

(continued)

37
Systems Operation Section

(Table 6, contd)

OP5-1 Setpoints
Setpoint

Name

(1)

- Protective Relaying Programming

Description

Range Of Value

Factory
Default
1

P128

0 - disabled
1 - enabled

Phase Overcurrent
Alarm Threshold

Level of current the GSC+ uses to

issue a phase overcurrent alarm.

100 to 160% of nameplate

current in increments of 5%

P130

Phase Overcurrent
Alarm Time Delay

Amount of time the GSC+ waits before

issuing a phase overcurrent alarm.

0 to 250 seconds(2) in increments

of 1

20
seconds

P131

Total Overcurrent
Alarm Threshold

Level of current the GSC+ uses to

issue a total overcurrent alarm.

100 to 160% of three times

nameplate current in increments
of 5%

105%

P132

Total Overcurrent
Alarm Time Delay

Amount of time the GSC+ waits before

issuing a total overcurrent alarm.

0 to 250 seconds(2) in increments

of 1

20
seconds

P133

Overcurrent Shutdown
Ecable

The GSC+ enables or disables the

overcurrent shutdown.

0 - disabled
1 - enabled

P134

Phase Overcurrent
Shutdown Threshold

Level of current the GSC+ uses to

issue a phase overcurrent shutdown.

100 to 160% in increments of 5%

110%

P135

Phase Overcurrent
Shutdown Time Delay

Amount of time the GSC+ waits before

issuing a phase overcurrent shutdown.

0 to 250 seconds(2) in increments

of 1

30
seconds

P136

Total Overcurrent
Shutdown Threshold

Level of current the GSC+ uses to

issue a total overcurrent shutdown.

100 to 160% of three times

nameplate current in increments
of 5%

110%

P137

Total Overcurrent
Shutdown Time Delay

Amount of time the GSC+ waits before

issuing a total overcurrent shutdown.

0 to 250 seconds(2) in increments

of one.

30
seconds

P138

KW Level Relay
Enable

The GSC+ enables or disables the kW

level relay function.

0 - disabled
1 - enabled

P139

KW Level Relay
Threshold

Level of power the GSC+ uses to

activate the kW level relay function.

0 to 110% of nameplate power in

increments of 1%

105%

P140

KW Level Relay Time

Delay

Amount of time the GSC+ waits before

activating the kW relay function.

0 to 120 seconds(2) in increments

of 1

0 seconds

P141

KW Level Relay
Disengage Threshold

Level of power the GSC+ uses

deactivate the kW level relay function.

0 to 110% of nameplate power in

increments of 1%

100%

P142

(2)

The GSC+ enables or disables the

overcurrent alarm.

P129

(1)

Overcurrent Alarm
Enable

KW Level Relay
Disengage Time Delay

Amount of time the GSC+ waits

before deactivating the kW level relay
function.

0 to 120 seconds(2) in increments

of 1

10
seconds

105%

The setpoints are programmed at the factory to the default value. The setpoints may be changed in order to satisfy the customer or
the applications requirements.
When programmed to 0 seconds, the actual time is from 0.5 to 1.0 seconds.

i01175243

Spare Input/Output
Programming OP6
SMCS Code: 4490; 7451
OP6 is the option for programming of the spare
inputs. OP6 is the option for programming the
spare output. These spare inputs and spare outputs
are provided in order to satisfy the needs of the
customer.

Spare Inputs
The spare inputs are referred to as SP1, SP2, SP3,
and SP4. The spare inputs are accessed on the
terminal strip within the control panel on the rear
wall. The terminations at the terminal strip for the
spare inputs are listed below.

SP1 Shown as SW1

SP2 Shown as SW2

38
Systems Operation Section

SP3 Shown as SW3

SP4 Shown as SW4
The active input state, response taken and time
delay for each spare input is programmable. The
GSC+ responds to the active state of an input and
the response can be delayed. The setpoints SP01
through SP12 are used for the programming of
the spare inputs. Table 7 describes each of the
setpoints.

The GSC+ must be programmed for the amount of

time to delay the response to a spare fault (active
input). After a spare fault occurs, the GSC+ does not
respond until the time delay has elapsed. Indicators
are not activated and codes are not shown. Engine
operation does not change. Setpoints SP03, SP06,
SP09 and SP12 are used for the programming of
the time delay. The time delay is selectable from 0
to 250 seconds. Table 7 describes the setpoints.
Alarm Mode Sequence Of Operation When a fault
occurs in a spare input and the fault is programmed
as an alarm fault, the GSC+ will respond in the
following manner:
Shutdown Mode Sequence Of Operation The
following sequence occurs when a fault occurs
in a spare input (input active) and the fault is
programmed as a shutdown fault.

Illustration 34

g00525961

Typical Active High Input Configuration For Spare Input 1 (SP1)

1. The GSC+ waits for the time delay.

2. The fault shutdown indicator FLASHES.
3. The corresponding code SP1, SP2, SP3 or SP4
is immediately shown on the upper display of
the GSC+.

Illustration 35

g00525969

Typical Active Low Input Configuration For Spare Input 1 (SP1)

Setpoints SP01, SP04, SP07 and SP10 are used

for programming the active input state of the spare
inputs. Table 7 describes each of the setpoints.
Note: If an input is left floating, the internal circuitry
of the GSC+ pulls the input high and the GSC+
responds accordingly. An example of a floating
input is an open switch.
The GSC+ must be programmed for a response
to an active spare fault. The GSC+ responds by
treating the condition as either a fault shutdown or a
fault alarm. Setpoints SP02, SP05, SP08 and SP11
are used for the programming of the response.
Table 7 describes each of the setpoints.
Note: Spare faults that are programmed to shutdown
are ignored by the GSC+ when engine speed is
less than crank termination speed.

4. The engine is shutdown or the engine is disabled

from starting.
The fault shutdown indicator remains FLASHING
and the spare fault code remains shown until the
engine control switch (ECS) is turned to OFF/RESET.
After the ECS is turned to OFF/RESET and after the
cause of the spare fault is corrected, the engine is
able to start and the engine is able to run.
Note: Spare faults are not logged into the GSC+
fault log.
Note: If you do not want to use the spare inputs,
program the spare inputs for a LOW active state.
Connect nothing to the spare input wiring.

Spare Indicators
The spare indicators are located on the face
of the GSC+. The spare indicators are Spare
1, Spare 2, and Spare 3. The spare indicators
are programmable. A large selection of trigger
conditions is available to activate the spare
indicators. Setpoints SP17, SP18, and SP19 are
used for the programming of the trigger condition.
Table 7 describes all of the setpoints.

39
Systems Operation Section

Spare Output

Note: The GSC+ diagnoses a fault in the spare

output circuit. See Testing And Adjusting, CID 334
Spare Output.

Programmable Spare Relay

Outputs
Illustration 36

g00307942

Typical Active Low Configuration For Spare Output

Illustration 37

g00308023

Typical Active High Configuration For Spare Output

The spare output responds to a selected trigger

condition. The response and the trigger condition
are programmable. The spare output is accessed
on the terminal strip in the customer connection box
on the side of the control panel. The spare output is
marked as SPARE on the auxiliary terminal strip.
The GSC+ must be programmed to accept a high
input or a low input for the active state of the spare
output. An active low state means that the output is
pulled to battery negative when the output is active.
The output draws approximately 100 mA when
the output is in the low state. An active high state
means that the output will be allowed to float high.
This is approximately 5.0 DCV when no devices are
connected to the spare output. When the spare
output is in the high state, the spare output is
floating. The spare output is capable of driving high
impedance logic circuits only. High impedance
logic circuits are the circuits with the 36000 ohm
minimum resistance. When the spare output is in
the high state, the spare output will not drive low
impedance loads such as relays. Setpoint SP13 is
used for the programming of the active state of the
spare output. Table 7 describes the setpoints.
The GSC+ must be programmed to accept the
condition that triggers the spare output to the
active state. A large selection of trigger conditions
is available to activate the spare output. Setpoint
SP14 is used for the programming of the trigger
condition. Table 7 describes the setpoints.
Note: The spare output is usually used in order to
activate the circuit breaker shunt trip coil during the
engine cooldown.

Illustration 38

g00633869

Programmable Spare Relay (PSR)

The programmable spare relay outputs respond

to a selected trigger condition. The response
and the trigger condition are programmable. The
programmable spare relay (K8) is located in the
relay module on the rear of the GSC+. RM-25 is the
termination for the programmable spare relay (PSR)
that is normally open. RM-26 is the termination for
PSR which is normally closed.
The GSC+ must be programmed to make the
active state high or low. In a active state, the
normally open contacts will close and the normally
closed contacts will open. Setpoint SP15 is used
for the programming of the active state of the
programmable spare relay output. The setpoint is
described in Table 7.
The condition that activates the spare output must
be programmed in the GSC+. A large selection of
trigger conditions is available in order to activate the
programmable spare relay output. Setpoint SP16 is
used for the programming of the trigger condition.
The setpoint is described in Table 7.
Note: The GSC+ diagnoses a fault in the
programmable spare relay output circuit.
See Testing And Adjusting, CID 448 FMI 12
Programmable Spare Relay Failed - Test.

40
Systems Operation Section

Procedure For Spare Input/Output

Programming
Note: Service Mode cannot be entered when the
engine control switch (ECS) is in the AUTO position.
Note: Any active shutdown fault must be made
inactive in order to access service mode. A
shutdown fault is active when a shutdown indicator
is FLASHING. In order to temporarily change a
shutdown fault from an active shutdown fault to
an inactive shutdown fault, turn the ECS to the
OFF/RESET position. In order to permanently
change a shutdown fault from an active shutdown
fault to an inactive shutdown fault, the shutdown
fault must no longer be occurring. The shutdown
fault must be corrected and the ECS must be
turned to the OFF/RESET position. If the jumper
from terminal 6 to terminal 9 is not installed on the
ECS, the GSC+ does not power up in OFF/RESET
and any active shutdown fault must be corrected
before entering Service Mode.
1. Turn the ECS to the STOP position in order
to shut down the engine. Enter service mode
and enter the password. OP 4 is showing on
lower display. For more information, see Systems
Operation, Password Entry OP3.
2. Press the SCROLL UP key three times. OP 6
is showing on the lower display.
3. Press the SELECT key. SP01 is showing.
SP01 is followed with the value of the setpoint.
4. Press the SCROLL UP or the SCROLL DOWN
key. The next setpoint with the value of the
setpoint is showing. Repeat this step until the
desired setpoint is showing.
5. Press the SELECT key. The value of the setpoint
is flashing.
6. Press the SCROLL UP key or the SCROLL
DOWN key in order to adjust the value of the
setpoint.
7. Press the ENTER key. The value of the setpoint
stops flashing. Repeat steps 4, 5, 6 and 7 until
all the desired setpoints are adjusted.
8. Press the EXIT key. OP 1 is showing on the
lower display.
9. Press the EXIT key. The display returns to the
normal state.

41
Systems Operation Section

Table 7

OP6-0 Setpoints(1) - Spare Input/Output Programming

Name

Description

Range Of Value

SP01

Spare Input 1
Active State

Input state used by the

GSC+ to declare that a
SP1 fault exists.

0 - active low
1 - active high

SP02

Spare input 1
Response

GSC+ response to a
SP1 fault.

0 - shutdown
1 - alarm

SP03

Spare Input 1
Time Delay

Amount of time the

GSC+ waits before
responding to a SP1
fault.

0 to 250 seconds
in increments of 1

SP04

Spare Input 2
Active State

Input state used by the

GSC+ to declare that a
SP2 fault exists.

0 - active low
1 - active high

SP05

Spare Input 2
Response

GSC+ response to a
SP2 fault

0 - shutdown
1 - alarm

SP06

Spare Input 2
Time Delay

Amount of time the

GSC+ waits before
responding to a SP2
fault.

0 to 250 seconds
in increments of 1

SP07

Spare Input 3
Active State

Input state used by the

GSC+ to declare that a
SP3 fault exists.

0 - active low
1 - active high

SP08

Spare Input 3
Response

GSC+ response to a
SP3 fault.

0 - shutdown
1 - alarm

SP09

Spare Input 3
Time Delay

Amount of time the

GSC+ waits before
responding to a SP3
fault.

0 to 250 seconds
in increments of 1

SP10

Spare Input 4
Active State

Input state used by the

GSC+ to declare that a
SP4 fault exist.

0 - active low
1 - active high

SP11

Spare Input 4
Response

GSC+ response to a
SP4 fault.

0 - shutdown
1 - alarm

SP12

Spare Input 4
Time Delay

Amount of time the

GSC+ waits before
responding to a SP4
fault.

0 to 250 seconds
in increments of 1

SP13

Spare Output
Response

GSC+ response to the

spare output trigger
condition.

0 - active low
1 - active high

SP15

Spare Relay Output

Response

GSC+ response to
the spare relay trigger
condition.

0 - relay inactive when

triggered
1 - relay active when
triggered

Setpoint

Factory Default

0 seconds

0 seconds

0 seconds

(continued)

42
Systems Operation Section

(Table 7, contd)

OP6-0 Setpoints(1) - Spare Input/Output Programming

Name

Description

Range Of Value

SP14

Spare Output
Trigger Condition

The condition used by

the GSC+ to trigger
the spare output trigger
response.

SP16

Spare Relay Output

Trigger Condition

The condition used by

the GSC+ to trigger
the spare relay.

0 - unused
1 - active SP1 fault(2)
2 - active SP2 fault(2)
3 - active SP3 fault(2)
4 - active SP4 fault(2)
5 - any combination of
active SP1, SP2, SP3
or SP4 faults(2)
6 - any active shutdown
fault (AL1 - AL14, SP1
- 4, or CID FMI)
7 - any active alarm
or shutdown fault (AL1
- 15, SP1 - 4, or CID
FMI)
8 - cooldown mode
9 - coolant loss fault(2)
10 - high oil
temperature fault(2)
11 - CCM control(3)

0 - unused
1 - active SP1 fault(2)
2 - active SP2 fault(2)
3 - active SP3 fault(2)
4 - active SP4 fault(2)
5 - any combination of
active SP1, SP2, SP3
or SP4 faults(2)
6 - coolant loss fault(2)
7 - high oil temperature
fault(2)

Setpoint

SP17

Spare Indicator 1
Trigger Condition

The condition used by

the GSC+ to trigger
spare indicator 1.

SP18

Spare Indicator 2
Trigger Condition

The condition used by

the GSC+ to trigger
Spare Indicator 2.

Spare Indicator 3
Trigger Indicator

The condition used by

the GSC+ to trigger
spare indicator 3.

SP19

(1)
(2)
(3)

Factory Default

The setpoints are programmed at the factory to the default value. The setpoints may be changed to satisfy customer or
applicationrequirements.
Either alarm or shutdown faults are valid trigger conditions.
When SP14 is programmed to 11 (CCM control), the spare output is always active low. When SP16 is programmed to 11 (CCM control),
the spare relay is always active when triggered.

i01175519

Hourmeter Programming OP7

SMCS Code: 4490; 7451
The hourmeter programming (OP7) is not available
for programming on EUI engines. The engine
setpoint (P23) is programmable to one of the
setpoints that follows:

MUI engine (0)

Gas Engine (1)
EUI engine (2)
When the engine setpoint (P23) is programmed as
an EUI engine (2), the value for the hourmeter on
the display is determined by the engine electronic
control module (ECM) instead of by the GSC+.

43
Systems Operation Section

i01175531

Voltmeter/Ammeter
Programming OP8
SMCS Code: 4490; 7451
Table 8

OP8 Setpoints(1) - Voltmeter Ammeter Programming

Setpoint

Description

AC01

Phase A (VA) Voltage

Calibration

Calibration value used by the GSC+ to compensate for

the characteristics of the phase A voltage transformer
within the ATB+.

0 to 255 in
increments of
1

AC02

Phase B (VB) Voltage

Calibration

Calibration value used by the GSC+ to compensate for

the characteristics of the phase B voltage transformer
within the ATB+.

0 to 255 in
increments of
1

AC03

Phase C (VC) Voltage

Calibration

Calibration value used by the GSC+ to compensate for

the characteristics of the phase C voltage transformer
within the ATB+.

0 to 255 in
increments of
1

AC04

Phase A (IA) Current

Calibration

Calibration value used by the GSC+ to compensate for

the characteristics of the phase A current transformer
within the ATB+.

0 to 255 in
increments of
1

AC05

Phase B (IB) Current

Calibration

Calibration value used by the GSC+ to compensate for

the characteristics of the phase B current transformer
within the ATB+.

0 to 255 in
increments of
1

AC06

(1)

Name

Phase C (IC) Current

Calibration

Calibration value used by the GSC+ to compensate for

the characteristics of the phase C current transformer
within the ATB+.

0 to 255 in
increments of
1

Range Of Value

Factory
Default

The setpoints are programmed at the factory to the calibration value listed on the bar code sticker of the ATB+.

OP8 is the option for programming the calibration

value of the voltmeter and ammeter. When the
GSC+ or the AC transformer box (ATB) is replaced,
the calibration values must be programmed into the
GSC+. The calibration values are written on the ATB
bar code. This ensures accurate voltage values and
accurate current values.
There are six transformers in the ATB. TheGSC+
monitors the transformers for information on voltage
and current. Each transformer has individual
characteristics that affect the voltage and current
measurements by the GSC+. At the factory, these
characteristics are measured. A value is then
recorded on the bar code. This is located on the
lower left side of the ATB. When the generator set
is assembled at the factory, the calibration values
on the bar code sticker are programmed into the
GSC+. The calibration value of a transformer is from
0 to 255 in increments of 1.

Procedure For Voltmeter/Ammeter

Programming
Note: Service Mode cannot be entered when the
engine control switch (ECS) is in the AUTO position.

Note: Any active shutdown fault must be made

inactive in order to access Service Mode. To
temporarily change a shutdown fault from an active
shutdown to an inactive shutdown fault, turn the
ECS to the OFF/RESET position. To permanently
change a shutdown fault from an active shutdown
fault to an inactive shutdown fault, the fault must not
be occurring. Also, the ECS must be turned to the
OFF/RESET position. If the jumper from terminal 6
to terminal 9 is not installed on the ECS, the GSC+
does not power up in OFF/RESET and any active
shutdown fault must be corrected before entering
service mode.
1. Turn the ECS to the STOP position in order to
shut down the engine. Enter service mode and
enter the password. OP 4 is showing on the
lower display. For more information, see Systems
Operation, Service Modefor more information.
See the Systems Operation, Password Entry
OP3for more information.
2. Press the SCROLL UP key five times. OP 8
is showing on the lower display.

44
Systems Operation Section

3. Press the SELECT key. AC01 is showing. The

value of the setpoint is also showing. The value
will be between 0 to 255.
4. Press the SELECT key. The value of the setpoint
is flashing.
5. Press the SCROLL UP or the SCROLL DOWN
key in order to adjust the value of the AC01
setpoint. Match the value that is shown on the
ATB+ with the line voltage (A) to the line voltage
(B).
6. Press the ENTER key. The value of the setpoint
stops flashing.
7. Press the SCROLL UP key. Repeat steps 3, 4,
5 and 6 for setpoints AC02 through AC06.
8. Press the EXIT key. OP 1 is showing on the
lower display.
9. Press the EXIT key. The display will return to
the Normal Mode.
i01175542

Engine Setpoint Verification

OP9
SMCS Code: 4490; 7451
OP9 is the option for verifying that the EMCP II+
operates correctly when a fault occurs with low
oil pressure, high coolant temperature or engine
overspeed. An engine overspeed fault causes
the GSC+ to shut off the engine. When a low oil
pressure fault or a high water temperature fault
is detected the GSC+ will shut off the engine or
the GSC+ will sound the alarm according to the
programmed setpoint P003. Setpoint P003 is the
shutdown override setpoint for an engine fault.
OP9 is only for verification of certain engine
setpoints. OP5-0 is used for the actual programming
of these setpoints. The setpoints that are verified by
this procedure are listed below.
P003 Shutdown Override For Engine Fault P003
is the GSC+ response to a low engine oil pressure.
P003 is also the response to a high coolant
temperature fault. 0 is for engine shutdown. If P003
is set to 1 then the alarm responds only. The GSC+
will override engine shutdown. The default value
for P003 is 0.

P010 Engine Overspeed The GSC+ uses setpoint

P010 in order to show an engine overspeed fault.
The engine overspeed setpoint is 1.18 times the
rated speed for all 60 Hz applications. The values
vary from 500 to 4330 rpm. The values are changed
in increments of 10. The default value for P010 is
2120.
P013 Low Oil Pressure Shutdown At Rated Speed
The oil pressure is used by the GSC+ to declare
that a low oil pressure shutdown fault exists with
the engine at rated speed. The speed must have
exceeded the oil step speed setting for at least
nine seconds. The values vary from 34 to 420 kPa
(5 to 61 psi). The increments increase with a value
of 1. The default value for P013 is 205 kPa (30 psi).
Note: When the oil pressure drops to a level that is
within 34 kPa (5 psi) of the P013 setpoint, a low
oil pressure alarm is issued by the GSC+ and the
optional alarm module.
P015 High Water Temperature Shutdown The
coolant temperature is used by the GSC+ to declare
that a high coolant temperature shutdown fault
exists after a 10 second delay. The values vary
from 85 to 123C (185 to 253F). The increments
increase with a value of 1. The default value for
setpoint P015 is 107C (225F).
Note: A high water coolant temperature alarm is
issued by the GSC+ when the coolant temperature
rises to a level that is within 6C (11F) of the P015
setpoint.
The following conditions are required before the
engine setpoints are verified.

The previously listed setpoints must be correct

for the engine application. See System Operation,
Service Mode in order to view a list of the
setpoints. See System Operation, Setpoint
Programming OP5 in order to program the
setpoints.

The engine is checked at rated speed. No

faults should be present at the initial starting. If

necessary, troubleshoot and correct any fault.

Procedure For Overspeed

Verification
Note: Service mode cannot be accessed when the
engine control switch (ECS) is in the AUTO position.
1. Start the engine and run the engine at rated
speed. Enter service mode and enter the
password. OP 9 is showing on the lower
display. See System Operation, Password Entry
OP3.

45
Systems Operation Section

2. Press the SELECT key. The value of the

overspeed setpoint P010 is showing on the
upper display. The default value for P010 is 2120.
SC1 is showing on the lower display. SC1 is
followed with the present engine speed value.
3. Press SELECT key. The setpoint value is
flashing on the upper display.

When the setpoint value is greater than the present

oil pressure value, the engine shuts down. The
indicator for low oil pressure should be flashing.
The GSC+ should not be in service mode.

Procedure For High Water

Temperature Verification

4. Decrease the setpoint value by pressing the

SCROLL DOWN key. The default setpoint value
is 2120. The default value is flashing on the
upper display. The setpoint value decreases by
10 rpm with each press of the scroll down key.
Press the SCROLL DOWN key until the setpoint
value is past the present engine speed value
that is showing on the display.

Note: Service mode cannot be entered when the

ECS is in the AUTO position.

When the setpoint value is less than the present

engine speed value, the engine will shut down. The
engine overspeed indicator will flash. The GSC+ will
no longer be in the service mode.

2. Press SELECT key. The value of overspeed

setpoint P010 is showing on the upper display.
The default value of the overspeed setpoint is
2120. SC1 is showing on the lower display.
SC1 is followed with the present engine speed
value.

Procedure For Oil Pressure

Verification
Note: Service mode cannot be entered when the
ECS is in the AUTO position.
1. Start the engine and run the engine at rated
speed. Enter service mode and enter the
password. OP 9 is showing on the lower
display. See System Operation, Password Entry
OP3 for more information about entering the
password.
2. Press SELECT key. The value of the overspeed
setpoint P010 is showing on the upper display.
The default value for P010 is 2120. SC1 is
showing on the lower display. The present engine
speed value is then shown on the display.
3. Press the SCROLL UP key once. The value of
the P013 setpoint for low oil pressure shutdown
at rated speed is showing on the upper display.
205 kPa (30 psi) is the default value. The present
oil pressure value is shown on the display.
4. Press SELECT key. The setpoint value is
flashing on the upper display.
5. The setpoint value that is flashing on the upper
display is increased by pressing the SCROLL
UP key. With each press of the SCROLL UP
key, the setpoint value increases by five. Press
the SCROLL UP key until the setpoint value is
past the present value that is showing on the
lower display.

1. Start the engine and run the engine at rated

speed. Enter service mode and enter the
password. OP 9 is showing on the lower
display. See System Operation, Password Entry
OP3.

3. Press the SCROLL UP key two times. The value

of the P015 setpoint for high water temperature
shutdown is showing on the upper display. The
default value for setpoint P015 is 107C (225F).
P015 is showing on the upper display. SC3
is then shown on the lower display which is
followed by the present coolant temperature
value.
4. Press the SELECT key. The setpoint value is
flashing on the upper display.
5. The setpoint value that is flashing on the upper
display is decreased by pressing the SCROLL
DOWN key. With each press of the SCROLL
DOWN key, the setpoint value decreases by
five degrees. Continue pressing the SCROLL
DOWN key until the setpoint value decreases
past the present coolant temperature value that
is showing on the lower display.
The engine shuts down and the high water
temperature indicator begins flashing when the
setpoint value is less than the present coolant
temperature value. The GSC+ is no longer in
service mode.

46
Systems Operation Section

i01175544

AC Offset Adjustment OP10

SMCS Code: 4490; 7451
Table 9

OP10 Setpoints(1) - AC Offset Adjustment

Setpoint

Name

Description

Range Of Value

Factory Default

PH A

Phase A Voltage
Adjustment

Value used by the

GSC+ in order to
offset the voltmeter
(for the phase A to
neutral reading) from
the actual voltage
measurement.

5.0% to +5.0% of
measured voltage in
increments of 0.04%

PH B

Phase B Voltage
Adjustment

Value used by the

GSC+ to offset
the voltmeter (for
the phase B to
neutral reading) from
the actual voltage
measurement.

5.0% to +5.0% of
measured voltage in
increments of 0.04%

PH C

Phase C Voltage
Adjustment

Value used by the

GSC+ to offset
the voltmeter (for
the phase C to
neutral reading) from
the actual voltage
measurement.

5.0% to +5.0% of
measured voltage in
increments of 0.04%

PH A-B

Phase A-B Voltage

Adjustment

Value used by the

GSC+ to offset the
voltmeter (for the
phase A to phase
B reading) from
the actual voltage
measurement.

5.0% to +5.0% of
measured voltage in
increments of 0.04%

PH B-C

Phase B-C Voltage

Adjustment

Value used by the

GSC+ to offset the
voltmeter (for the
phase B to phase
C reading) from
the actual voltage
measurement.

5.0% to +5.0% of
measured voltage in
increments of 0.04%

PH C-A

Phase C-A Voltage

Adjustment

Value used by the

GSC+ to offset the
voltmeter (for the
phase C to phase
A reading) from
the actual voltage
measurement.

5.0% to +5.0% of
measured voltage in
increments of 0.04%

(1)

The setpoints are programmed to the default value at the factory. The setpoints may be changed in order to satisfy the requirements of the
customer or the requirements of the application.

OP10 is used in order to adjust the voltmeter

readings of the GSC+. The GSC+ AC voltages are
calibrated at the factory. The measurements of AC
voltage should never require adjustment.

Note: Caterpillar does NOT recommend altering the

AC voltmeter. Performing this procedure reduces
the accuracy of the GSC+ voltmeter.

47
Systems Operation Section

Note: The adjusted voltages are used for the display

only. The adjusted voltages will not be sent over
the CAT Data Link to other modules. The customer
communication module is another module that
may receive information over the CAT Data Link.
The adjusted voltages are not used in order to
determine the fault thresholds for the protective
relaying function. The GSC+ determines the values
that are not adjusted in both cases. The values that
are not adjusted for AC voltage are not shown in
both cases. The values that are not adjusted will be
used instead of the displayed values.

Procedure For AC Offset

Adjustment
The adjusted voltages and the adjusted currents
are shown on the left side of the upper display. The
percentage of the offset is shown on the right side of
the upper display. The user can adjust each voltage
and current up to 5.0% in increments of 0.04%.
Note: Service Mode cannot be entered when the
engine control switch (ECS) is in the AUTO position.
1. Start and run the engine at rated speed. Enter
service mode and enter the password. OP9
is showing on the lower display. See System
Operation, Password Entry OP3 for more
information.
2. Press the SCROLL UP key once. OP 10 is
showing on the lower display.
3. Press SELECT key. AC CAL is showing on
the lower display. The voltage in phase A is
showing on the left side of the upper display. The
voltage in phase A is line to neutral voltage.
4. Press SELECT key. The offset percentage value
is flashing on the right side of the upper display.
5. Press the SCROLL UP key or press the
SCROLL DOWN key in order to adjust
the voltage value to the desired value. The
percentage value continues flashing.
6. Press ENTER key. The percentage value
display will stop flashing.
7. Press SCROLL UP key. Repeat steps 3, 4, 5
and 6 for the other setpoints.
8. Press the EXIT key. OP 1 is showing on the
lower display.
9. Press the EXIT key. The display returns to the
normal mode.

i01175651

Fault Description
SMCS Code: 4490; 7451
A fault is any condition that does not conform to
the rules that the GSC+ operates. A fault can be
active or a fault can be inactive. An active fault is
a fault that is occurring now. An inactive fault is a
fault that has previously occurred. Some examples
of faults are listed below.

Coolant temperature is 123C (254F). This is a

high water temperature fault.

Engine speed is 4500 rpm. This is an engine

overspeed fault.

There is a broken wire in the engine harness. This

is a diagnostic fault.

There is a failed oil pressure sensor. This is a

diagnostic fault.
An amount of severity is attached to every fault.
The amount of severity also describes the GSC+
response to a fault. Faults are either alarm faults
or shutdown faults. Alarm faults are not critical.
Shutdown faults are critical.
An alarm fault provides the operator with an
early warning to the operator of a possible future
shutdown fault. For an alarm fault, the GSC+
automatically activates alarm mode and the fault
alarm indicator FLASHES. See System Operation,
Alarm Mode for further information.
A shutdown fault tells the GSC+ to shutdown the
engine in order to prevent engine damage. The
GSC+ automatically activates shutdown mode
which shuts down the engine. The GSC+ then
flashes the corresponding indicator. See System
Operation, Shutdown Mode for more information.
Most faults have a code. There are three types of
fault codes. The type is obtained from the GSC+
input that is involved. The three types of fault codes
are listed below.
AL Fault Codes The AL fault codes are shown
as AL1 through AL15 on the upper display. The
AL fault codes include specific engine conditions.
An example of an AL fault code is the low engine
oil pressure alarm. AL fault codes also include
protective relaying functions. Another example of an
AL fault code is the underfrequency fault.
SP Fault Codes The SP fault codes are shown as
SP1 through SP4 on the upper display.

48
Systems Operation Section

Diagnostic Fault Codes Diagnostic fault codes are

shown as numeric values. Diagnostic fault codes
are identified by the illumination of the letters CID
and the letters FMI on the upper display.
There is an exception. There are no fault codes
for the shutdown faults that correspond to the
dedicated shutdown indicators. The shutdown
faults are identified to the operator by the nearest
dedicated fault shutdown indicator. Low oil pressure
is an example of a dedicated shutdown indicator.
i01175659

AL Fault Codes
SMCS Code: 4490; 7451
AL fault codes are shown as AL1 through AL15 on
the upper display. The fault codes include specific
engine fault conditions. An example of an engine
fault condition is the low engine oil pressure fault.
The fault codes also include protective relaying
functions. The underfrequency fault is an example
of a protective relaying function.
AL fault codes rely upon certain setpoints. See
System Operation, Service Mode for more
information on setpoints. AL fault codes are not
stored in the fault log of the GSC+. Many of the AL
fault codes are programmable as a fault alarm or
as a shutdown fault. In order to show the severity
of the fault, the AL fault codes are accompanied
by a fault alarm indicator. Also, the fault shutdown
indicator on the GSC+ can accompany an AL Fault
Code. The AL fault codes and the related setpoints
are described in the paragraphs that follow.
AL1 High Water Temperature Alarm The GSC+
issues a high water temperature shutdown when the
engine coolant temperature signal rises within 6C
(11F) of setpoint P015. The fault alarm indicator
will FLASH. The AL1 fault code is shown on the
upper display after the Alarm Fault Codes key is
pressed.
P015 is the setpoint for a high water temperature
shutdown. This setpoint sets the coolant level
temperature. The GSC+ uses the temperature in
order to declare that a high water temperature
shutdown fault is present. When the setpoint is
reached, the dedicated shutdown indicator for high
water temperature FLASHES and the engine is
shutdown.

AL2 Low Water Temperature Alarm When the

engine coolant temperature decreases to setpoint
P16, the GSC+ issues a low water temperature
alarm. Setpoint P016 is the setpoint for the low
water temperature alarm. The fault alarm indicator
will FLASH and the AL2 fault code is shown on
the upper display after the Alarm Codes key is
pressed.
P016 is the setpoint for a low water temperature
alarm. P016 alerts the GSC+ that a low water
temperature alarm fault (AL2) exists.
AL3 Low Engine Oil Pressure Alarm The GSC+
issues a low oil pressure alarm when the engine
oil pressure drops within 34 kPa (5 psi) of the
P013 setpoint or the P04 setpoint. The fault alarm
indicator will FLASH and the AL3 fault code is
shown on the upper display after the Alarm Codes
key is pressed.
P013 is the setpoint for low oil pressure shutdown
at engine rated speed. This setpoint alerts the
GSC+ when a low oil pressure fault exists at the
rated speed of the engine. When the setpoint is
reached, the dedicated shutdown indicator for low
oil pressure flashes and the engine is shut down.
P014 is the setpoint for low oil pressure shutdown
at idle speed. Setpoint P014 tells the GSC+ when a
low oil pressure shutdown fault exists at idle speed
of the engine. When the setpoint is reached, the
dedicated shutdown indicator for low oil pressure
FLASHES and the engine is shutdown.
AL4 Fault Detected By Engine ECM The AL4 fault
occurs when the electronic control module (ECM)
for the engine detects an alarm fault or a shutdown
fault. The engine ECM tells the GSC+ whether the
AL4 fault is an alarm fault or a shutdown fault. This
includes faults that derate the engine. The engine
ECM is programmed so that the engine will not lower
the engine horsepower. The occurrence of an AL4
fault code could mean that the engine ECM is not
programmed correctly. Proceed to Troubleshooting
Service Module. The AL4 fault (P023) is disabled on
MUI engines and gas engines.
When the fault is programmed as a shutdown fault,
the fault shutdown indicator will FLASH and the
AL4 fault code is immediately shown on the upper
display.
When the fault is programmed as an alarm fault,
the fault alarm indicator will FLASH and the AL4
fault code is shown on the upper display after the
alarm codes key is pressed.

49
Systems Operation Section

AL5 Low Engine Coolant Level Fault The GSC+

issues a low coolant level warning AL5 when the
engine coolant level is below the coolant loss
sensor. The GSC+ can be programmed to treat this
fault as an alarm, or a shutdown P006. The GSC+
can be programmed to treat this fault as disabled
P005. The GSC+ can be programmed to light one
of the spare fault indicators when this fault occurs.
The spare fault indicators are located on the front of
the GSC+. The GSC+ waits for 10 seconds before
a low coolant level fault is issued.
When the fault is programmed as a shutdown fault,
the fault shutdown indicator will FLASH and the
AL5 fault code is immediately shown on the upper
display.
When the fault is programmed as an alarm fault, the
fault alarm indicator will FLASH and the AL5 fault
code is shown on the upper display after the Alarm
Codes key is pressed.
AL6 High Engine Oil Temperature Fault When
the engines oil temperature increases above the
setpoint P026 (oil temperature threshold), the GSC+
issues a high engine oil temperature fault. The
GSC+ can be programmed to treat this fault as
an alarm (P027), a shutdown, or the fault can be
disabled (P025). The GSC+ can be programmed
for SP17, SP18, or SP19 to light one of the spare
fault indicators on the GSC+ when this fault occurs.
When the fault is programmed as a shutdown fault,
the fault shutdown indicator will FLASH and the
AL6 fault code is immediately shown on the upper
display.
When the fault is programmed as an alarm fault,
the fault alarm indicator will FLASH and the AL6
fault is shown on the upper display after the Alarm
Codes key is pressed.
AL7 Generator Overvoltage Fault (protective relaying
function) When the line to line voltage between
any two phases of the generator rises above the
P102 or the P105 setpoints, the GSC+ issues an
overvoltage fault. The GSC+ can be programmed
as P101 to enable this fault as an alarm. The GSC+
can be programmed as P104 to enable this fault
as shutdown. The fault is programmable with a
time delay of 0 to 120 seconds P103, P106 . The
fault threshold (P102, P103) is adjustable. This is
adjustable within 100 percent to 125 percent of the
nameplate voltage. (P028).
The fault thresholds and time delays can be
independently programmed in order to allow the
alarm fault to serve as an early warning and a
shutdown fault. This requires enabling the fault as
both an alarm fault and a shutdown fault.

When the fault is programmed as a shutdown fault,

the fault shutdown indicator will FLASH and the
AL7 fault code is immediately shown on the upper
display.
When the fault is programmed as an alarm fault, the
fault alarm indicator will FLASH and the AL7 fault
code is shown on the upper display after the Alarm
Codes key is pressed.
Note: If the AC offset adjustment OP10 has been
performed, then the adjusted voltages are NOT
used for determining the protective relaying funtion
fault thresholds. The values that are not adjusted for
AC voltage are still determined by the GSC+ but not
displayed. The displayed values will not be used.
AL8 Generator Undervoltage Fault (protective
relaying function) The GSC+ issues an
undervoltage fault when the line to line voltage
between any two phases of the generator drop
below the setpoints P108 or the P111. The GSC+
can be programmed to enable this fault as an
alarm P107. The GSC+ can also be programmed
to enable this fault as a shutdown P110. The fault
can be programmed with a 0 to 120 seconds delay
P109, P112. The fault threshold (P108, P111) is
adjustable. This can be adjusted within 60 to 100
percent of the nameplate voltage (P028).
The fault thresholds and time delays can be
programmed in order to allow the alarm fault to
serve as an early warning and a shutdown fault.
This requires enabling the fault as both an alarm
fault and a shutdown fault.
When the fault is programmed as a shutdown fault,
the fault shutdown indicator will FLASH and the
AL8 fault code is immediately shown on the upper
display.
When the fault is programmed as an alarm fault the
fault alarm indicator will FLASH and AL8 is shown
on the upper display after the Alarm Codes key
is pressed.
Note: The AL8 fault is disabled when the engine
control switch (ECS) is in the STOP/COOLDOWN
position.
Note: If the AC offset adjustment OP10 has been
performed, then the adjusted voltages are NOT
used for determining the protective relaying funtion
fault thresholds. The values that are not adjusted for
AC voltage are still determined by the GSC+ but
not displayed. The displayed values are not used.

50
Systems Operation Section

AL9 Generator Over Frequency Fault (protective

relaying function) When the generators frequency
rises above the setpoints P113 or P117, the GSC+
issues an overfrequency fault. The GSC+ can be
programmed to enable this fault as an alarm P113.
The GSC+ can be programmed to enable this fault
as a shutdown P116. The fault can be programmed
with a 0 to 120 seconds delay P115, P118. The fault
threshold can be adjusted from 60 to 72 Hz in 60
Hz applications P114, P117. The fault threshold can
be adjusted from 50 to 60 Hz in 50 Hz applications
P114, P117.
The fault thresholds and time delays can be
independently programmed in order to allow the
alarm fault to serve as an early warning and a
shutdown fault. This requires enabling the fault as
both an alarm fault and a shutdown fault.
When the fault is programmed as a shutdown fault,
the fault shutdown indicator will FLASH and the
AL9 fault code is immediately shown on the upper
display.
When the fault is programmed as an alarm fault, the
fault shutdown indicator will FLASH and the AL9
fault code is shown on the upper display after the
Alarm Codes key is pressed.
Note: The frequency displayed on the GSC+ will
FLASH when the generators frequency is greater
than 70 Hz or equal to 70 Hz .
AL10 Generator Underfrequency Fault (protected
relaying function) When the generators frequency
drops below the P120 or the P123 setpoints, the
GSC+ issues an underfrequency fault. The GSC+
can be programmed to enable this fault as an
alarm P121. The GSC+ can be programmed to
enable this fault as a shutdown P124. The fault can
be programmed with a 0 to 120 seconds delay.
The fault threshold can be adjusted from 36 to 60
Hz in 60 Hz applications P114, P117. The fault
threshold can be adjusted from 30 to 50 Hz in 50
Hz applications P120, P123.
The fault thresholds and time delays can be
independently programmed in order to allow the
alarm fault to serve as an early warning and a
shutdown fault. This requires enabling the fault as
both an alarm fault and a shutdown fault.
When the fault is programmed as a shutdown fault,
the fault shutdown indicator will FLASH and the
AL10 fault code is immediately shown on the
upper display.
When the fault is programmed as an alarm fault, the
fault alarm indicator will FLASH and the AL10 fault
code is shown on the upper display after the Alarm
Codes key is pressed.

Note: The AL10 fault is disabled when the ECS is in

the STOP/COOLDOWN position.
AL11 Generator Reverse Power Fault (protective
relaying function) When reverse power rises
above the P126 setpoint, the GSC+ issues a reverse
power fault. The GSC+ can also be programmed to
enable this fault as a shutdown P125. The fault can
be programmed with a 0 to 30 seconds delay P127.
The fault threshold (P126) is adjustable within 0 to
20 percent of the nameplate power (P130).
When the fault is programmed as a shutdown fault,
the fault shutdown indicator will FLASH and the
AL11 fault code is immediately shown on the
upper display.
AL12 Generator Phase Overcurrent Fault (protective
relaying function) When any current rises above
the P129 or the P134 setpoints, the GSC+ issues
a phase overcurrent fault. The GSC+ can be
programmed to enable this fault as an alarm
P128. The GSC+ can also be programmed to
enable this fault as a shutdown P133. The fault
can be programmed with a 0 to 250 seconds
delayP130, P135. The fault thresholds (P129, P134)
are adjustable within 100 to 160 percent of the
nameplate current (P029).
The fault thresholds and time delays can be
independently programmed in order to allow the
alarm fault to serve as an early warning and a
shutdown fault. This requires enabling the fault as
both an alarm fault and a shutdown fault.
When the fault is programmed as a shutdown fault,
the fault shutdown indicator will FLASH and the
AL12 fault code is immediately shown on the
upper display.
When the fault is programmed as an alarm fault, the
fault alarm indicator will FLASH and the AL12 fault
code is shown on the upper display after the Alarm
Codes key is pressed.
AL13 Generator Total Overcurrent Fault (protective
relaying function) The GSC+ issues a total over
current fault when the sum of all the phases current
rises above the setpoints P131, P136. The GSC+
can be programmed to enable this fault as an
alarm P128. The GSC+ can also be programmed
to enable this fault as a shutdown P133. The fault
can be programmed with a 0 to 120 seconds
delay P132, 137. The fault thresholds (P131, P136)
are adjustable within 100 to 160 percent of the
nameplate current rating (P029).

51
Systems Operation Section

The fault thresholds and time delays can be

independently programmed in order to allow the
alarm fault to serve as an early warning and a
shutdown fault. This requires enabling the fault as
both an alarm fault and a shutdown fault.
When the fault is programmed as a shutdown fault,
the fault shutdown indicator will FLASH and the
AL13 fault code is immediately shown on the
upper display.
When the fault is programmed as an alarm fault, the
fault alarm indicator will FLASH and the AL13 fault
code is shown on the upper display after the Alarm
Codes key is pressed.
AL14 Phase A No Voltage Input Fault (protective
relaying function) When the phase A voltage is
not received at the GSC+ input connector (GSC+
contact 10), the GSC+ issues a phase A no voltage
input fault. The phase A voltage input is needed
to accurately measure the generators output. The
power metering functions and the AC frequency
measurement may be reduced. GSC+ treats a lost
voltage input on phase A as an alarm fault. This
response is not programmable.
When this fault occurs, the fault alarm indicator
will FLASH and the AL14 fault code is shown on
the upper display after the Alarm Codes key is
pressed.
AL15 GSC+ Configuration Error The GSC+
checks the relationship between the frequency of
the generator output voltage and the engine speed.
This relationship is shown in the formula below.
frequency (hertz) = (number of generator poles X
rpm) / 120

i01175794

SP Fault Codes
SMCS Code: 4490; 7451
SP fault codes are associated with the spare inputs.
SP fault codes are either alarm faults or shutdown
faults. The four spare inputs and a spare output
are provided in order to meet the needs of the
customer. The spare inputs are programmable to
the active state, to the severity, and to the delay
time. See System Operation, Spare Input/Output
Programming OP6. The spare inputs and the
corresponding SP fault codes are referred to as
SP1, SP2, SP3, and SP4.
Alarm Mode Sequence Of Operation The following
procedure happens when a fault occurs in a spare
input (the active input ) and the fault is programmed
as an alarm fault.
1. The GSC+ waits for the time delay.
2. The fault alarm indicator FLASHES.
3. When the alarm codes key is pressed, the
corresponding code SP1, SP2, SP3, or SP4 is
shown on the upper display.
4. The engine continues to run or the engine is
able to start.
Shutdown Mode Sequence Of Operation The
following sequence happens when a fault occurs
in a spare input and the fault is programmed as a
shutdown fault.
1. The GSC+ waits for the time delay.

The GSC+ treats a configuration error as an alarm

fault. This response is not programmable. This fault
is corrected by programming the proper values into
setpoints P009 (number of ring gear teeth) and
P033 (number of generator poles).

2. The fault shutdown indicator FLASHES.

When this fault occurs, the fault alarm indicator

will FLASH and the AL15 fault code is shown on
the upper display after the Alarm Codes key is
pressed.

4. The engine is shut down or the engine is

disabled from starting.

Note: If setpoint P033 (number of generator poles)

is set to 0, the AL15 fault is disabled.

3. The corresponding code SP1, SP2, SP3, or SP4

is immediately SHOWN on the upper display of
the GSC+.

Note: Spare faults are not logged into the GSC+

fault log.
Note: Spare faults that are programmed to shutdown
are ignored by the GSC+ when the engine speed is
less than crank terminate speed.

52
Systems Operation Section

i01175797

Diagnostic Codes
SMCS Code: 4490; 7451
Diagnostic codes are associated with failed
electrical components or circuits. These
components or circuits provide information to
the GSC+ or the components or circuits receive
information from the GSC+. The diagnostic codes
are designated as alarm faults or shutdown faults.
See Systems Operation, Shutdown Modefor
more information. See Systems operation, Alarm
Modefor more information.
Alarm Mode Sequence Of Operation When an
alarm fault occurs, the GSC+ performs the following
steps.

The GSC+ activates the alarm mode.

The fault alarm indicator FLASHES.
When the alarm codes key is pressed, the

Control System Identifier The control system

identifier is a single digit. The possible control
systems that can generate a diagnostic code are
the engine ECM and the GSC+. An E shows that
the engine ECM has generated the diagnostic
code. If no E is present, the diagnostic code was
generated by the GSC+.
Failure Mode Identifier (FMI) The FMI is a two
digit code. The FMI tells the type of failure that has
occurred. The FMI is shown on the upper display
at the same time as the CID. For example, FMI
3 means that the signal voltage is too high. See
Testing And Adjusting, Troubleshooting Diagnostic
Codes for a list of failure mode identifiers.
DIAG indicator When DIAG is FLASHING,
the diagnostic code (CID FMI) that is shown on
the upper display is active. When DIAG is ON
CONTINUOUSLY, there is an inactive diagnostic
fault. The diagnostic codes are recorded in the
fault log. Also, see Systems Operation, Fault Log
Viewing OP1. When DIAG is not showing, there
are NO diagnostic codes that have been detected.

corresponding diagnostic code (CID FMI) is

shown on the upper display.

The engine continues to run or the engine is able

to start.
Shutdown Mode Sequence Of Operation When
a shutdown fault occurs, the GSC+ performs the
following steps.
1. The GSC+ activates shutdown mode.
2. The fault shutdown indicator FLASHES.
3. The corresponding diagnostic code (CID FMI) is
immediately shown on the upper display.
4. The engine is shut down or the engine cannot
be started.
The diagnostic code (CID FMI) closely identifies the
cause of the fault. Each diagnostic code consists
of two identifiers and an indicator. The identifiers
are shown on the upper display. Service personnel
interpret the identifiers in order to assist with
troubleshooting.
The indicators are listed below.
Component Identifier (CID) The CID is a three
digit code. The code that is indicated corresponds
to a faulty component. The CID is shown on the
upper display. For example, a 190 is the code for
the engine magnetic speed sensors circuit. See the
Testing And Adjusting, Troubleshooting Diagnostic
Codes for a list of diagnostic codes.

Illustration 39

g00475773

Upper Display That Is Showing A CID 190 E FMI 3 Diagnostic

Code

The above example shows that the engine ECM

has diagnosed a fault. Also, that fault is sending
the information to the GSC+ for display. The engine
ECM is receiving a signal from the engine speed
sensor (CID 190). The signal is too high so the FMI
is 3. The signal is being received at this time so
DIAG is FLASHING. If the diagnostic code is an
E, refer to Troubleshooting, SENR1003, 3500B
EPG Engines.
Note: The GSC+ response (alarm or shutdown)
to four diagnostic faults is programmable by
service personnel. The response that is usually
programmed into the GSC+ is for an alarm. P04
would then be 0. When a shutdown response
is programmed, P04 would be 1. See Setpoint
P04 within Systems Operation, Engine/Generator
Programming OP5. The following diagnostic codes
are diagnostic faults: pressure sensor (engine oil)
(CID 100), temperature sensor (engine coolant)
(CID 110), fluid level sensor (engine coolant) (CID
111), and sensor power supply (CID 269).

53
Systems Operation Section

The GSC+ has a fault log to help with troubleshooting

of diagnostic faults. Inactive diagnostic codes (CID
FMI) are recorded in the fault log for viewing at
a later time. Also, the number of occurrences are
totalled. The number of occurrences are shown on
the upper display. The diagnostic codes are also
shown on the upper display. An active diagnostic
alarm fault is signified by DIAG FLASHING on
the upper display. When a diagnostic alarm fault
becomes inactive, DIAG is ON CONTINUOUSLY.
When the fault is no longer occurring, the ECS
must be turned to OFF/RESET. When a diagnostic
shutdown fault becomes inactive, DIAG is ON
CONTINUOUSLY. When the fault is no longer
occurring, the ECS must be turned to OFF/RESET.
The GSC+ stores a maximum of 12 diagnostic
codes in the fault log.
If an additional diagnostic fault becomes inactive,
the GSC+ automatically clears the earliest
diagnostic code. The GSC+ puts the additional
diagnostic code in the fault log. Inactive diagnostic
codes that are more than 750 engine hours old are
cleared automatically by the GSC+. Only diagnostic
codes are recorded in the fault log. AL fault codes
and SP fault codes are not recorded in the fault log.
See Systems Operation, Fault Log Viewing OP1.
Clear diagnostic codes from the fault log after
correcting the fault. Clearing old codes will help
avoid confusion. When all diagnostic faults are
cleared from the fault log and no active diagnostic
faults exist, the DIAG indicator is OFF. See Systems
Operation, Fault Log Clearing OP4 .
i01175832

Programmable Spare Relay

Outputs
SMCS Code: 4490; 7451
The programmable spare relay is one of the
relays that is located in the relay module that
is on the rear of the GSC+. The programmable
spare relay outputs respond to a selected trigger
condition. The response and the trigger condition
are programmable.
The GSC+ (setpoint SP15) must be programmed.
The programmable spare relay outputs are active
or inactive. In an active state, the normally open
contacts will close and the normally closed contacts
will open.

The condition that triggers the programmable

spare relay outputs to the active state must be
programmed in the GSC+ (setpoint SP16). The
possible trigger conditions that can activate
the programmable spare relay outputs are
listed in System Operation, Spare Input/Output
Programming OP6.
See System Operation, Spare Input/Output
Programming OP6 for more information on
programming the setpoints for this output.
Note: The GSC+ diagnoses a fault in the spare
output circuit. See Testing and Adjusting, CID 448,
FMI 12 Programmable Spare Relay Failed-Test for
more information.
i01175838

Programmable Spare Output

SMCS Code: 4490; 7451
The spare output responds to a selected trigger
condition. The response is high or low. The response
and the trigger condition are programmable.
The GSC+ spare outputs response must be
programmed as a active high or as active low
(setpoint SP13). When the output is active, an active
low pulls the output. The output is pulled toward
the B-. The output draws a maximum of 100 mA
when the output is in the low state. The active high
is approximately 5.0 DCV when no devices are
connected to the spare output. The spare output is
able to drive logic circuits with high impedance (36
000 ohm minimum). The spare output will not drive
low impedance loads such as relays.
The setpoint SP14 must be programmed to the
condition that triggers the spare output to the
active state. The possible trigger conditions that
can activate the spare output are listed in System
Operation, Spare Input/Output Programming OP6.
See System Operation, Spare Input/Output
Programming OP6 for more information on
programming the setpoints for the output.
Note: Using the spare output to activate the shunt
trip coil of the AC circuit breaker during engine
cooldown is common.
Note: The GSC+ diagnoses a fault in the spare
output circuit. See Testing And Adjusting, CID 334
Spare Output.

54
Systems Operation Section

i01175850

Programmable Kilowatt Level

Output

i01175888

Alarm Modules
SMCS Code: 4490; 7451

SMCS Code: 4490; 7451

Illustration 40

g00633889

Typical Circuit for kW Level Output

The programmable kilowatt level output is a

feature that can be enabled by programming
setpoint P138. The programmable kilowatt
level output can be disabled by programming
setpoint P138. The programmable kilowatt level
output draws a maximum of 100 mA when the
programmable kilowatt level output is active. When
the programmable kilowatt level output is inactive,
the programmable kilowatt level output is pulled
to B+. The programmable kilowatt level output
(GSC+ connector contact 34) will be activated
whenever the total power output of the generator
passes the programmed threshold (setpoint P139).
This threshold can be programmed from 0 percent
to 110 percent of the nameplate power setpoint
(P030). A time delay can be programmed from 0
seconds to 120 seconds (setpoint P140).
Once the programmable kilowatt level output is
activated, the programmable kilowatt level output
will be deactivated when the total power output of
the generator drops below a programmed threshold
(setpoint P141). The programmed threshold and
the activation threshold are different. The threshold
can be programmed from 0 percent to 110 percent
of the total power rating of the generator. A
deactivation time delay can be programmed from 0
seconds to 120 seconds (setpoint P140).

Illustration 41

g00321237

Alarm Module
(1)Amber indicators. (2)Red indicators.(3)Lamp test
switch.(4)Alarm silence switch.(5)Horn.

The alarm module (ALM) is an attachment. The

ALM is located on the instrument panel. Red
indicators (2) and amber indicators (1) are the visual
indicators. The horn (5) is the audible indicator. The
ALM is designed to be powered by only a 24 DCV
battery system or a 32 DCV battery system.
There are six versions of the basic module. The
modules are either alarm modules or a remote
annunciator. The term remote annunciator is
used but the annunciator is the same basic alarm
module. The versions are listed below.

NFPA 99 Standby alarm module.

See System Operation, Engine/Generator

Programming OP5-0 for more information.

NFPA 99 Remote annunciator which is used with

Note: The GSC+ diagnoses faults in the

programmable kilowatt level output circuit. See
Testing And Adjusting, Diagnostic Codes.

NFPA 110 Standby alarm module which is used

a standby NFPA 99 Alarm module.

with NFPA 110 Remote annunciator panel. See

Systems Operation, Alarm Module Control (NFPA
110).

55
Systems Operation Section

Prime power single engine alarm module .

Prime power multiple engine alarm module.
EMCP II+ remote annunciator.
The only difference between these modules is in
the graphics film on the front of the panel and
the jumper wires on the rear. See the Testing And
Adjusting, DC Schematic. The NFPA 99 remote
annunciator and the remote annunciator for the
EMCP II have a lamp test switch.
The alarm module (ALM) gives a warning of
conditions that are becoming a problem. The
warning occurs before conditions are severe
enough to shut down the engine.
If an alarm fault develops with the ECS in the
COOLDOWN/STOP or AUTO positions, then the
fault is indicated by the optional alarm module
and/or the remote annunciator.

Description of Change
Note: In the following description, the word
annunciator may mean alarm module or remote
annunciator module.
The annunciator module receives data from switch
inputs, internal circuitry, and a serial data link from
the GSC.

Switch Inputs
Four inputs are available as connections for the
switch inputs. Switch inputs are activated when the
inputs are connected to the B. See Table 10.

3. Coolant temperature is below the setpoint for

the low temperature alarm that is programmed
into the GSC.
4. The engine control switch (ECS) is not in the
MAN/START position or the AUTO position.
5. Oil pressure is below the setpoint for the low oil
pressure shutdown that is programmed into the
GSC.
6. Coolant temperature has exceeded the setpoint
for the high water temperature shutdown that is
programmed into the GSC.
7. The engine has failed to start.
8. The engine speed exceeded the setpoint for the
engine overspeed that is programmed into the
GSC.
9. The engine is shut down due to a coolant loss
fault.
10. The engine shut down due to a spare fault.
11. The engine shut down due to an emergency
stop fault.
12. The engine shut down due to a diagnostic fault.
The first eight items control the operation of
the indicators and horn. See Table 10 for more
information. The last four items control the operation
of the horn only.
A maximum of three modules are connected to
the serial data link: alarm, CIM, and RDM. The
maximum distance between a module and the GSC
is 305 m (1000 ft).

Internal Circuitry
The data link will malfunction under the following
conditions with multiple modules:

Internal circuitry is used in order to determine if the

DC battery supply voltage is too low. The setpoint is
set at the factory at 24 DCV.

One of the modules is powered down.

Data Link

The module that is powered down remains

The annunciator module receives data from the

generator set control (GSC) by a serial data link.
The items that are included in this data stream of
information are listed below.

If the two conditions that are above are present, the

indicators that are controlled by the data link of the
other modules will flash at 0.5 Hz.

1. Coolant temperature has exceeded the high

temperature alarm setpoint that is programmed
into the GSC.
2. Oil pressure is below the low oil pressure alarm
setpoint that is programmed into the GSC.

connected to the data link.

56
Systems Operation Section

Indicator And Horn Operation

Table 10

Indicator And Horn Function

Indicator
Color

NFPA 99 RAN

Prime Power
Single Engine

Prime Power
Multi Engine

EMCP RAN

High Coolant
Temp Alarm
LI, H, LAT, TD

High Coolant
Temp Alarm
LI, H, LAT, TD

Gen On Load
SW(3)

High Coolant
Temp Alarm
LI, H, LAT, TD

High Coolant
Temp Alarm
LI, H, LAT, TD

High Coolant
Temp Alarm
LI, H, LAT, TD

2 Amber

Low Coolant
Temp Alarm
LI, H, LAT

Low Coolant
Temp Alarm
LI, H, LAT

Low Coolant
Temp Alarm
LI, H, LAT

Low Coolant
Level Alarm
SW(2), H

Low Coolant
Level Alarm
SW(2), H

Low Coolant Temp

Alarm
LI, H, LAT

3 Amber

Low Oil Press

Alarm
LI, H, LAT

Low Oil Press

Alarm
LI, H, LAT

Charger
Malfunction
SW(4), TIM

Low Oil Press

Alarm
LI, H, LAT

Low Oil Press

Alarm
LI, H, LAT

Low Oil Press

Alarm
LI, H, LAT

4 Amber

Low Fuel Level

SW(1), H

Low Fuel Level

SW(1), H

Low Fuel Level

SW(1), H

Low Oil Level

SW(1), H

Low Oil Level

SW(1), H

Not In Auto
LI, H

5 Red

Not In Auto
LI, H

Not In Auto
LI, H

High Coolant
Temp
Shutdown(1)
LI, H, TD

Low DCV
INT, TIM

Not In Auto
LI, H

High Coolant
Temp Shutdown(1)
LI, H, TD

6 Red

Low DCV
INT, TIM

Low DCV
INT, TIM

Low Oil Press

Shutdown(1)
LI, H

Spare
SW(3)

Low DCV
INT, TIM

Low DCV
INT, TIM

7 Red

Spare
SW(3)

Charger
Malfunction
SW(4), TIM

Overcrank
Shutdown(1)
LI, H

Not Used

Spare
SW(3)

Overcrank
Shutdown(1)
LI, H

8 Red

(2)

NFPA 100
ALM

1 Amber

(1)

NFPA 99 ALM

Spare
SW(4)

Air Damper
Closed(2)

Overspeed
Shutdown(1)
LI, H

Not Used

Spare
SW(4)

Overspeed
Shutdown(1)
LI, H

Latched by the GSC

Air Damper Switch to be supplied by customer.

Table 11

ALM = Alarm Module

H = Horn is sounded
INT = The signal source is internal to the module
LAT = LATCHED alarm fault
LI = The data link from the GSC is the signal source
RAN = Remote Annunciator
SW = One of 4 switches is the signal source (the number in parentheses indicates which switch is the signal source
TD = A 10 second delay occurs before the fault is annunciated
TIM = A 60 second delay occurs before the fault is annunciated

57
Systems Operation Section

When an alarm fault occurs, the corresponding

indicator flashes. The indicator flashes at two
hertz and the horn sounds. If the alarm fault
is NOT LATCHED, the indicator turns off when
the alarm fault ceases. The horn also turns off
when the alarm fault ceases. If the alarm fault is
LATCHED, the indicator continues to flash until the
acknowledge/silence input is activated. See Table
10 for LATCHED alarm faults as well as the indicator
and horn functions for each operating mode.
Normally switch input 3 (terminal 10) and switch
input 4 (terminal 11) only operate indicators 7 and
8. However, switch inputs 3 and 4 can be made
to also operate the horn. Connect terminal 10 (sw
input 3) to terminal 3 and connect terminal 11 (sw
input 4) to terminal 4.

Alarm Silence
Activating the alarm silence switch (4) causes
the horn to cease and the indicator to stay on
continuously.

Data Link Malfunction

If the data link malfunctions, the indicators that are
controlled by the data link flash at 0.5 hertz. The
switch controlled indicators function normally.

Lamp Test
Activating the lamp test switch (3) results in
sounding the horn and turning on all indicators
continuously for 10 seconds or until the switch is
deactivated.

58
Systems Operation Section

Mode Selection
Table 12

Mode Selection And Switch Input Connections(1)

Input

Mode
SEL1

Mode SEL2

Switch 1

Switch 2

Switch 3

Switch 4

Terminal

10

11

NFPA 99 Alarm

(Float)

(Float)

Low Fuel Level

(Float)

Spare

Spare

NFPA 110 Alarm

(Float)

(B-)

Low Fuel Level

(Float)

Air Damper
Closed

Charger
Malfunction

(B-)

(Float)

Low Fuel Level

(Float)

Gen On Load

Charger
Malfunction

Prime Power
Single Engine

(Float)

(Float)

Low Oil Level

(B-)

(Spare)

Low Coolant
Level

Prime Power
Multi Engine

(B-)

(B-)

Low Oil Level

Low Coolant
Level

(Spare)

(Spare)

EMCP RAN

(Float)

(B-)

(Float)

(B-)

(Float)

(Float)

Mode

NFPA 99
Remote
Annunciator

(1)

NOTE: Connections in parentheses are required to select the mode specified

The annunciator module operates in one of the

six modes described in Table 12. The modes
are selected by connections made to the mode
select inputs (terminals 5 and 6) and switch 2 input
(terminal 9) as shown in Table 12.

59
Systems Operation Section

i01179008

Alarm Module Control (NFPA

110)
SMCS Code: 4490; 7451

Illustration 43

g00325544

NFPA 110 Remote Annunciator Panel

(6)
(7)
(8)
(9)

Alarm Indicator
Horn
Alarm Silence Switch
Load Indicator

This remote panel functions in conjunction with

the NFPA 110 alarm module. The alarm module is
mounted in the right side of the instrument panel.
When an alarm occurs on the alarm module or
a fault occurs on the GSC+, horns (5) and (7)
sound in both the alarm module and the remote
annunciator. The alarm indicator (6) lights on the
remote annunciator panel. The appropriate alarm
indicator also lights in the alarm module or the
appropriate fault indicator flashes in the GSC+. The
remote annunciator is powered by 24 DCV battery
systems or by 32 DCV battery systems.
Illustration 42
Alarm Module
(1)
(2)
(3)
(4)
(5)

Amber Indicators
Red Indicators
Lamp Test Switch
Alarm Silence Switch
Horn

g00321237

The horns stop sounding when alarm silence switch

(8) is pressed on the remote panel. Also, the horns
stop sounding when alarm silence switch (4) is
pressed on the alarm module. The alarm indicator
(6) on the remote panel also goes out. The indicator
on the alarm module or the indicator in the GSC+
remains on. Another alarm fault will reactivate the
horns and indicators.
The alarm indicator (6) also acts as a test switch on
the remote panel. When indicator (6) is pressed,
horn (7) and indicator (6) turn on. The alarm module
is not affected by the test switch.
Load indicator (9) is triggered by a transfer switch
or by a similar device. When the transfer switch
provides a ground signal, load indicator (9) is ON.

60
Systems Operation Section

i01175945

Alarm Module Control

(Custom)

Table 13

Connections For Customer Alarm Module

Screw Terminal

Signal

Input 5 - Indicator 5 (Red)

Input 6 - Indicator 6 (Red)

Input 7 - Indicator 7 (Red)

Input 8 - Indicator 8 (Red)

Input 1 - Indicator 1
(Amber)

Input 2 - Indicator 2
(Amber)

10

Input 3 - Indicator 3
(Amber)

11

Input 4 - Indicator 4
(Amber)

12

Lamp Test

13

Horn Silence

14

g00321237

Not Used

Illustration 44

B+

SMCS Code: 4490; 7451

Horn output

The CAM is an attachment that can be mounted

at the generator set or at a remote location. The
CAM annunciates faults, alarms or other conditions.
Customer supplied inputs give the CAM this
information.

Custom Alarm Module (CAM)

(1) Amber indicators. (2) Red indicators. (3) Lamp test switch. (4)
Alarm silence switch. (5) Horn.

The CAM operates when the CAM is powered by a

24 DCV battery system or a 32 DCV battery system.
The CAM is equipped with a horn, an alarm silence
switch and a lamp test switch. 8 switched inputs
are also provided for the customer to use.
Note: A basic version of the CAM also exists. The
basic version does not have a horn, an alarm
silence switch or a lamp test switch. The basic CAM
should be used with an existing fully equipped
CAM or an ALM.

Alarm Operation
A given switch input will correspond to 1 of 8
indicators on the face of the CAM. The indicators will
FLASH at a rate of 2 hertz when the corresponding
input is closed to the battery negative terminal.
The red indicators are used to display shutdown
conditions, and the amber indicators are used to
display alarm conditions.

61
Systems Operation Section

When an input that is corresponding to one of

the red indicators is activated, the indicator will
flash and the horn will sound. When the input is
disconnected from the battery negative terminal,
the horn will continue to sound and the red indicator
will continue to flash until the alarm silence switch
is pressed.

i01175954

Relay Driver Module

SMCS Code: 4490; 7451

When an input that is corresponding to one of the

amber indicators is activated, the indicator will flash
but the horn does NOT sound. When the input is
disconnected from the battery negative terminal,
the amber indicator will turn off.

Alarm Silence Function

The alarm silence switch is activated by connecting
the corresponding input to the battery negative
terminal.
When an input is connected to the battery negative
terminal, activating the alarm silence switch causes
the horn to cease. The indicator stops flashing and
the indicator changes to being ON continuously.
The alarm silence function will be overridden if the
following event occurs. The status of any of the
eight switched inputs change. The change of status
will cause additional inputs to be closed to the
battery negative terminal.
The Alarm Silence Function will not be overridden
if the change in status is the opening of any of
the inputs from the battery negative terminal. The
indicators will turn OFF when the corresponding
input is disconnected from the battery negative
terminal.

Lamp Test Function

Activating the Lamp Test switch results in
sounding the horn and turning on all indicators
continuously for 10 seconds or until the switch is
deactivated. The Lamp Test input can be wired to
the switch of another alarm module.

Customized Labeling
The condition that is being monitored by each
indicator is determined by the customer. The
130-3326 Film provides a wide variety of labels in
order to customize the CAM to an application.
Illustration 45
(1) Relay driver module
(2) Relay board (optional)

g00327305

62
Systems Operation Section

The relay driver module (RDM) is an optional module

that can be used to expand the number of available
outputs on the GSC+. The RDM outputs are
controlled by the customer communication module
(CCM). The RDM provides nine additional outputs
for the customer. The RDM outputs are individually
controlled by a serial data link from the GSC+. The
outputs may drive the optional relay board, or the
outputs can be directly connected to horns, lamps,
or other devices. The relay board contains nine
relays. Each of the relays have one set of Normally
Opened contacts and one set of Normally Closed
contacts that are used for customers.

Note: The GSC+ diagnoses a fault in the Relay

Driver Module circuit. See Testing and Adjusting,
CID 475 Relay Driver Module for more information.
The CID 475 procedure contains schematics for
relay driver module installation purposes.
i01175956

Synchronizing Lights Module

SMCS Code: 4490; 7451

Output Test
If an output test signal is received by the RDM, then
the RDM activates all outputs for ten seconds. The
outputs remain active until the output test signal is
deactivated. To perform an output test, connect
terminal 5 of the RDM to terminal 7 of the RDM
with a jumper.
When the data link malfunctions, R1 output (terminal
2 of RDM) will FLASH at a rate of 0.5 Hz. Relays R2
through R9 will maintain the present state or relays
R2 through R9 will default to the OFF position.
Specifications

The maximum distance between the RDM and

the GSC+ is 305 m (1000 ft).

The operating voltage range is from 15 to 45

DCV. The RDM is designed to operate when the

RDM is powered by 24 DCV or when the RDM
is powered by 32 DCV.

The RDM is capable of operating with an earth

ground or without an earth ground.

The RDM must share a common ground with the

GSC+ and the relay board.

The terminals that are on the RDM are push on

blade type connectors (6.4 mm (.25 inch)).

The terminals on the relay board are 6-32 screw

terminals.

The driver outputs of the RDM are intended

to power incandescent lamps. Also, the driver
outputs of the RDM are intended to power relay
loads. The driver outputs sink up to 600 mA at 15
DCV to 45 DCV. The driver outputs are protected
against short circuits to B+.

The relay outputs of the relay board are protected

by 1 amp fuses. The contacts are flashed with
silver. The contact is rated as 1 Amp at 28 DCV.
The relay coils draw 20 mA at 24 DCV.

Illustration 46

g00327824

Synchronizing Lights Module

(1) Synchronizing lights. (2) Synchronizing switch.

The synchronizing lights module is optional. The

synchronizing lights module is located on the
instrument panel (right side).
The synchronizing lights module is not used when
the panel is equipped with an electronic governor.
Synchronizing lights (SL) are used as an aid for
paralleling the generators that are independent of
the load. Two lights are in the module. Each light is
connected to the side with the load of the generator
output circuit breaker. The voltage of two phases
are measured. The lights are used to indicate to
the operator when the voltages are in-phase. Close
the circuit breaker now. The generator is on the line
with the other generators.
Note: For a complete explanation on the procedure
to parallel two units, make reference to the
Operation And Maintenance Manual, SEBU6918,
SR4B Generators and Control Panels.

63
Systems Operation Section

Installation Of The Synchronizing

Module

i01175976

Customer Interface Module

SMCS Code: 4490; 7451

To avoid electrical shock and personal injury,

shutdown all on-line gensets before installing or
repairing the synchronizing module.
Note: For the connection of the synchronizing light
module, see the Testing And Adjusting, Schematic
and Wiring Diagrams.
Make an orderly shutdown of all generators
connected to the system. Connect the wires of the
synchronizing light module to the terminals, as
shown below.
1. Connect wire L1 to terminal L1 of TS1 in the
generator housing.
2. Wire L3 to terminal L3 of TS1 in the generator
housing.
3. Wire T11 to terminal 2 of fuse F13 on the AC
transformer box (ATB).
4. Wire T13 to terminal 2 of fuse F15 on the AC
transformer box (ATB).
The customer is responsible for providing the proper
electrical material that is needed to connect L1 and
L3. L1 and L3 connect to the side of the generator
output circuit breaker with the load. See the Testing
And Adjusting, Schematics And Wiring Diagrams.
Adjust the connection of the wires on the taps of
the synchronizing resistors. Adjust the connection
for the particular AC voltage for the generator to
the requirements below.
208
240
300
380
400
416
480

ACV
ACV
ACV
ACV
ACV
ACV
ACV

line
line
line
line
line
line
line

to
to
to
to
to
to
to

line
line
line
line
line
line
line

........... taps E to D
........... taps E to C
........... taps E to B
........... taps E to B
........... taps E to B
........... taps E to A
........... taps E to A

(1760
)
(2400
)
(5600
)
(5600
)
(5600
)
(7200
)
(7200
)

Note: Remove the synchronizing module cover for

access to the resistor taps.
Example The following connection is for a
generator with a line voltage of 400 volts. Connect
wire T11 to tap B of SLR1. Also, connect wire T13
to tap B of SLR2. See the Testing And Adjusting,
Schematics And Wiring Diagrams.

Illustration 47

g00328626

Customer Interface Module (CIM)

(1) Relay Board
(2) Electronic Control

See Testing And Adjusting, Schematics And Wiring

Diagrams for more information about the Customer
Interface Module (CIM).
The CIM provides an interface between the GSC+
and the switchgear. Separate relay contacts are
the interface that is between the GSC+ and the
switchgear. The two major components of CIM are
the relay board (1) and the electronic control (2).
The electronic control (2) and the alarm annunciator
connect to the same serial data link. The operation
of the CIM is similar to the operation of the alarm
annunciator. The information on the data link is
decoded into discrete outputs. The outputs then
drive the relays that are located on the relay board
(1). The relay contacts can be used to sound a horn.
The relay contacts can be used to flash a lamp or
the relay contacts can be used to trigger another
procedure. Once an output is activated, the output
remains energized until the faults that initiated the
alarm are cleared. All electronic control outputs
cycle at 0.5 Hz if a malfunction in the serial data link
occurs. This includes the relays as well. The CIM is
designed for operation when the CIM is powered
by a battery system that supplies 24 DCV. The CIM
is also designed for operation when the CIM is
powered by a battery system that supplies 32 DCV.
The available serial data link information is listed
below.

High coolant temperature alarm

Low oil pressure alarm
Low coolant temperature alarm

64
Systems Operation Section

Low oil pressure shutdown

High coolant temperature shutdown
Overcrank

The terminals are blade type connectors. The

terminals size is 6.4 mm (0.25 inch).

Connections that may be used by the customers

at the relay board (1) are 6-32 screw terminals.

Overspeed
Diagnostic fault (GSC+)
The engine control switch (ECS) is NOT in AUTO.

Application Guidelines

i01175979

System Communication
Module (Customer)
SMCS Code: 1926; 4490; 7451

Lamp Test
When a lamp test signal is received, the CIM
activates all outputs for 10 seconds. The CIM
deactivates the outputs early if the lamp test signal
is deactivated. Two lamp test signals are possible.
When either of the following conditions are present,
the lamp test of the CIM is activated.

Terminal 5 is connected to terminal 7 of electronic

control (2).

The GSC+ lamp test signal is received over the

data link.
Note: When terminal 6 is connected to terminal 7
of the electronic control (2), the CIM ignores the
GSC+ lamp test signal.

Outputs
The relays that are on the relay board (1) are

protected by fuses. The contacts are flashed with

silver. The contacts are rated at 1 amp 28 DCV.
The relays draw 20 mA at 24 DCV.

The outputs that are from the driver of the

electronic control (2) are intended to drive the
incandescent lamps or the driver outputs are
intended to drive the relay loads. The driver
outputs will consume a maximum of 600 mA when
the voltage is 15 DCV to 45 DCV.

Specifications
For installation of the CIM, the maximum distance
that is between the electronic control (2) and the
GSC+ is 305 m (1000 ft).

The operating voltage range is from 15 DCV to 45

DCV. 24 DCV is the nominal voltage.

The CIM is capable of operating with earth

ground or operating without earth ground.

Illustration 48

g00329183

Customer Communication Module (CCM)

The customer communication module (CCM)

provides a communication link between the GSC+
and the host computer of the customer. The CCM
converts data from the standard RS-232C format
to the CAT Data Link format. The CCM can also
convert data from the CAT Data Link format to the
standard RS-232C format. The CCM allows an
operator to remotely control the same information
that is available on the GSC+ display at the host
computer.
The CCM can remotely control the following
functions when the GSC+ is in the normal mode
with the engine control switch (ECS) in the AUTO
position.

Start the engine.

65
Systems Operation Section

Stop the engine if the remote start/stop contact

is not closed.

Activate the electronic governor relay (EGR) or

deactivate the EGR, provided that the low oil

pressure shutdown setpoint has been exceeded.

Activate the GFR or deactivate the GFR, provided

that the GSC+ has not detected a fault. In this
case, the GSC+ will already have activated the
GFR.

Remotely abort the cooldown.

Remotely control the spare output.
Remotely control the programmable spare relay.
Note: The CCM can only control the spare output
in an active low type of configuration. See System
Operation, Spare Input/Output Programming OP6
for more information.
The addition of a specified modem allows two-way
communication when the generator set and the host
computer are separated by great distances.
For more information regarding the CCM, see the
Operations And Maintenance Manual, SEBU6874,
Customer Communication Module For EMCPII.

66
Testing and Adjusting Section

Testing and Adjusting

Section

When servicing or repairing electric power generation equipment:

Testing and Adjusting

Make sure the unit is either locked out or

tagged DO NOT OPERATE.
i01176181

Remove all fuses.

General Information

Make sure the generator engine is stopped.

SMCS Code: 4490

Make sure all batteries are disconnected.

Make sure all capacitors are discharged.

Do not connect generator to a utility electrical distribution system unless it is isolated from the system. Electrical feedback into the distribution system can occur and could cause personal injury or
death.
Open and secure main distribution system switch,
or if the connection is permanent, install a double throw transfer switch to prevent electrical feedback. Some generators are specifically approved
by a utility to run in parallel with the distribution
system and isolation may not be required. Always
check with your utility as to the applicable circumstances.

Make sure residual voltage in the rotor, stator

and the generator is discharged.
Failure to do so could result in personal injury or
death.

i01176182

Service Tools
SMCS Code: 0785; 4490
Table 14

Tools Needed
4C-3406

Do not short these terminal with line voltage to

ground with any part of the body or any conductive material. Loss of life or injury could result
from electrical shock or injury from molten metal.

6V-3000

When the engine-generator, or any source to

which the engine-generator is synchronized to, is
operating, voltages up to 600V are present in the
control panel.

Connector Repair Kit (DT)

Connector Repair Kit (Sure
Seal)

9U-7246

Connector Repair Kit (DT)

NA

4 mm Hex Wrench

6V-7070

Digital Multimeter

9U-7330

Multimeter

146-4080

Digital Multimeter (RS-232)

7X-1710

Multimeter Probe Group

67
Testing and Adjusting Section

i01176183

Fault Identification
SMCS Code: 4490-038
Table 15

Fault Identification
Indicator
left side of GSC+

Fault Code on upper

display

DIAG Indicator

Fault Alarm

CID FMI(1)

Flashing

Active Alarm

Troubleshooting
Diagnostic Codes

None

Active Alarm

SP Fault Code Troubleshoot

AL1 thru AL15(1)

None

Active Alarm

AL Fault Codes Troubleshoot

CID FMI

Flashing

Active Shutdown

Troubleshooting
Diagnostic Codes

SP1, SP2, SP3, SP4

None

Active Shutdown

SP Fault Code Troubleshoot

AL5 thru AL15(1)

None

Active Alarm

AL Fault Code Troubleshoot

None

None

Active Alarm

None

None

Active Shutdown

Troubleshooting
Dedicated Shutdown
Indicators

CID FMI(2)

On Continuously

Inactive Alarm

Troubleshooting
Diagnostic Codes

CID FMI(2)

On Continuously

Inactive Shutdown

Troubleshooting
Diagnostic Codes

SP1, SP2, SP3, SP4

None

Inactive Shutdown

SP Fault Code Troubleshoot

AL5 through AL15(1)

None

Inactive Alarm

AL Fault Code Troubleshoot

None

Dedicated Shutdown:
Flashing
On Continuously

See Topic

SP1, SP2, SP3, SP4(1)

Fault Shutdown

Fault Type

None

Undetermined
Shutdown

Troubleshooting
Undetermined
Problems

None

(1)
(2)

The fault code is shown after alarm codes key is pressed.

Fault Code is stored in the fault log of the GSC+. To view the fault code, see Systems Operation, Fault Log Viewing OP1 within the
topic Service Mode.

68
Testing and Adjusting Section

5. Go to the second column in Table 15. Find the

fault code that is presently shown on the upper
display (5).
6. Go to the third column in Table 15 which
describes the status of DIAG indicator (8).
7. Read the last two columns in Table 15 in order
to find the type of fault and corresponding topic
within this module.
i01176190

Troubleshooting Diagnostic
Codes
SMCS Code: 4490-038; 7569

Illustration 49

g00614724

GSC+ Display Area

(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)

Dedicated shutdown indicators

Spare fault indicators
Fault shutdown indicator
Fault alarm indicator
Upper display
Lower display
Keypad
DIAG indicator

Faults that are diagnosed by the GSC+ are shown

to service personnel in the display area of the
GSC+. The GSC+ uses the following information
to tell service personnel about a fault: dedicated
following shutdown indicators(1), fault shutdown
indicator (3), , fault alarm indicator (4), DIAG
indicator (8), upper display (5), and lower display
(6). Perform the following procedure in order to
identify the fault that is detected by the GSC+.
Note: The DIAG indicator (8) functions when
diagnostic information is available from the GSC+.
1. Make a note of the indicators that are functioning
on the left side of the GSC+.
2. View the fault code on the upper display (5). If
the fault alarm indicator (4) is FLASHING and
no fault code is present on the upper display
(5), press the alarm codes key in order to view
the fault code.
3. Note the condition of the DIAG indicator (8).
The DIAG indicator will flash CONTINUOUSLY
or the DIAG indicator will NOT flash.
4. Locate the fault indicator that is functioning on
Table 15.

Diagnostic codes are associated with failed

electrical components or circuits, that provide
information to the GSC+. Diagnostic codes are also
associated with failed electrical components or
circuits, that receive information from the GSC+.
The diagnostic fault code closely identifies the
cause of the fault.
Each diagnostic fault code consists of the following
items: a component identifier (CID), a failure mode
identifier (FMI), and a fault indicator (DIAG).
These items are shown on the upper display. A
fault indicator can be active or inactive. The CID
identifies the faulty component in the system. The
FMI describes the nature of the fault. When the
DIAG indicator is FLASHING, the fault is active.
This means that the fault is present. When the
DIAG indicator is ON CONTINUOUSLY, the fault
is inactive and the CID FMI is recorded in the fault
log. See Systems Operation, Fault Log Viewing
OP1 in order to view the fault log. When the DIAG
indicator is not showing, there are NO diagnostic
codes that are detected or recorded. Service
personnel interpret the identifiers in order to assist
with troubleshooting.
When a diagnostic fault occurs, the GSC+ FLASHES
the DIAG indicator. The GSC+ determines the
type of a fault. There are two types of a fault:
an alarm fault and a shutdown fault. Then, the
GSC+ FLASHES the corresponding fault alarm
indicator or fault shutdown indicator. The CID FMI is
immediately shown on the upper display when there
is a shutdown fault. When there is an alarm fault,
the alarm codes key is pressed first. Then, the CID
FMI is shown on the upper display.

69
Testing and Adjusting Section

The GSC+ has a fault log to help with troubleshooting

of diagnostic faults. Inactive diagnostic codes (CID
FMI) are recorded in the fault log for viewing at
a later time. Also, the number of occurrences are
totalled. The number of occurrences is shown on
the upper display. The CID FMI is also shown on
the upper display. An active alarm fault becomes
inactive when the fault is no longer occurring.
Also, the engine control switch (ECS) should be
turned to the OFF/RESET position for shutdown
faults. The DIAG indicator is FLASHING when the
alarm fault is active. The DIAG indicator is ON
CONTINUOUSLY when the alarm fault is inactive.
See Testing And Adjusting, Fault Log Viewing
OP1.
During troubleshooting, it is sometimes necessary
to disconnect the harness connector from the GSC+
and faults are created. Because of internal circuitry,
the GSC+ recognizes this condition as a FMI 03
fault for certain components. An FMI 03 describes
the voltage that is above normal. This fact is also
used as an aid in the troubleshooting process.
Clear these created faults after the particular fault
is corrected and the fault is cleared. The following
diagnostic codes are recorded in a properly
operating system when the harness connector is
removed from the GSC+.
CID 100 FMI 2 Pressure Sensor (Engine Oil)
CID 110 FMI 2 Temperature Sensor (Engine
Coolant)
CID 111 FMI 3 Fluid Level Sensor (Engine
Coolant)
CID 175 FMI 3 Temperature Sensor (Engine Oil)
CID 190 FMI 3 Speed Sensor (Engine)
CID 336 FMI 2 Switch (Engine Control)
CID 590 FMI 9 Engine (ECM)
An FMI 2 describes an incorrect signal.
Note: A CID 111 FMI 3 and a CID 175 FMI 3 will
only be recorded if the machine is equipped with
the proper sensors.
Clear diagnostic faults after the fault is investigated
or the fault is corrected. This will avoid a confusion
during a future service call. The DIAG indicator is
OFF when all diagnostic faults are cleared from the
fault log and no active diagnostic faults exist. See
Testing And Adjusting, Fault Log Clearing OP4.

70
Testing and Adjusting Section

Diagnostic Codes

(Table 16, contd)

Diagnostic Codes(1)

Table 16

Diagnostic Codes(1)
CID/FMI

CID 336 - Switch (Engine Control):

Description

FMI 2

CID 100 - Pressure Sensor (Engine Oil):

FMI 2

Incorrect signal

FMI 3
FMI 4

Voltage below normal

FMI 12

Incorrect signal

FMI 3

FMI 12

Voltage below normal

FMI 12

Faulty component

CID 444 - Starting Motor Relay:

FMI 12

CID 111 - Fluid Level Sensor (Engine Coolant):

Voltage above normal

Faulty component

CID 443 - Crank Termination Relay:

Voltage above normal

FMI 4

Faulty component

CID 442 - Generator Fault Relay:

CID 110 - Temperature Sensor (Engine Coolant):

FMI 2

Unknown state

CID 441 - Electronic Governor Relay:

Voltage above normal

FMI 3

Description

CID/FMI

Faulty component

CID 445 - Run Relay:

FMI 12

CID 168 - Electrical System Voltage:

FMI 3

Voltage above normal

FMI 4

Faulty component

CID 446 - Air Shutoff Relay:

Voltage below normal

FMI 12

Faulty component

CID 447 - Fuel Control Relay:

CID 175 - Temperature Sensor (Engine Oil):

FMI 2
FMI 3

Voltage above normal

FMI 4

FMI 12

Incorrect signal

Voltage below normal

Faulty component

CID 448 - Programmable Spare Relay:

FMI 12

Faulty component

CID 475 - Relay Driver Module:

CID 190 - Speed Sensor (Engine):

FMI 2

Incorrect signal

FMI 3

Voltage above normal

FMI 3

Voltage above normal

FMI 4

Voltage below normal

CID 500 - EMCP Electronic Control (Generator Set):

CID 248 - CAT Data Link:

FMI 9

CID 268 - EMCP II+ Electronic Control (Generator

Set):
FMI 2

FMI 12

Abnormal update

CID 566 - Unexpected Shutdown:

FMI 3

Voltage above normal

FMI 7

Incorrect signal

CID 269 - Sensor Power Supply:

Faulty component

Improper mechanical response

CID 590 - Engine Electronic Control Module:

FMI 3

Voltage above normal

FMI 4

Voltage below normal

CID 333 - Alarm Module Control:

FMI 3

Voltage below normal

Abnormal update

CID 770 - Customer Communication Module Data

Link:
FMI 9

Voltage above normal

FMI 4

FMI 9

Abnormal update

CID 859 - Kilowatt Level Output:

FMI 3

FMI 3

Voltage above normal

FMI 4

Voltage below normal

(1)

(continued)

Voltage above normal

FMI 4

CID 334 - Spare Output:

Voltage below normal

See the procedure with the same CID/FMI.

71
Testing and Adjusting Section

Example

Illustration 50

The EMCP II+ monitors the engine oil pressure in

order to protect the engine in case of a problem
with the oil pressure. The oil pressure sensor is
mounted on an oil gallery of the engine. The exact
location of the engine oil pressure sensor varies
depending on the engine model.

g00615969

Upper Display Showing A CID 190 FMI 3 Diagnostic Code

The sensor is powered by an 8 volt sensor supply

from the GSC+. The oil pressure signal is a pulse
width modulated signal. The base frequency of the
signal is 500 150 Hz. As pressure changes, the
duty cycle of the signal varies from 10 to 95 percent.

The 0 kPa (0 psi) is approximately 13% duty

cycle. The voltage will be approximately 1.0 DCV.

690 kPa (100 psi) is approximately 85% duty

cycle.
Illustration 51

g00475773

Upper Display Showing A CID 190 DIAG E FMI 3Diangostic Code

If the DIAG E is present, the ECM has generated

the diagnostic code. Proceed to Troubleshooting,
SENR1003, 3500B EPG Engines.
i01176206

CID 100 FMI 2 Pressure Sensor

(Engine Oil) Incorrect Signal Test
SMCS Code: 1924-038; 4490-038-NS

Note: The GSC+ is usually programmed to treat

an oil pressure sensor fault as an alarm fault.
The factory default for P004 is 0. If the GSC+ is
programmed to shutdown for an oil pressure sensor
fault, then it is not necessary to press the alarm
codes key in order to view the CID FMI. P004 is
equal to 1 for a shutdown fault. The CID FMI is
automatically shown on the upper display.
Note: Faults are created when the harness
connector is disconnected from the GSC+ during
these troubleshooting procedures. Clear these
created faults after the particular fault is corrected
and the particular fault is cleared. In a properly
operating system, when the harness connector is
removed from the GSC+, the following diagnostic
fault codes are recorded:
CID 100 FMI 2 Pressure Sensor (Engine Oil)
CID 110 FMI 2 Temperature Sensor (Engine
Coolant)
CID 111 FMI 3 Fluid Level Sensor (Engine
Coolant)
CID 175 FMI 3 Temperature Sensor (Engine Oil)
CID 190 FMI 3 Speed Sensor (Engine)
CID 336 FMI 2 Switch (Engine Control)
CID 590 FMI 9 Engine (ECM)
The possible causes of a CID 100 FMI 2 fault are
listed below:

Illustration 52

g00527056

The base signal of the sensor is beyond accepted

limits.

System Schematic For Engine Oil Pressure Sensor (EOPS)

The duty cycle of the sensor signal is beyond

accepted limits.

72
Testing and Adjusting Section

Begin performing these procedures only when CID

100 FMI 2 is showing and the DIAG indicator
is FLASHING on the upper display. The flashing
indicator means that the fault is active. The GSC+
treats a CID 100 FMI 2 fault as an alarm fault.
Active alarm faults are shown on the display when
the Alarm Codes key is pressed and the engine
control switch (ECS) is in any position except
the OFF/RESET position. For an inactive fault,
the problem may be intermittent. Use Illustration
52, and see Testing And Adjusting, Electrical
Connector - Inspect in order to troubleshoot an
inactive fault. Clear the fault from the fault log after
troubleshooting is complete.
Note: The operator may choose to replace this
procedure by troubleshooting the sensor signal with
a meter that is capable of measuring frequency. The
meter must also measure a duty cycle.
Note: If fault CID 269 is present, then correct the
fault prior to starting the procedure.
1. Check the GSC+ and the harness.
a. Make sure that CID 100 FMI 2 is showing on
the display.

2. Check the GSC+.

a. Turn the ECS to the OFF/RESET position.
b. Disconnect the harness connector from the
GSC+. Turn the GSC+ to the STOP position.
c. Press the Alarm Codes key.
d. Check if the CID 100 FMI 2 is not showing.
This means that the CID 100 FMI 2 is inactive.
CID 100 FMI 3 is now showing. CID 100 FMI
3 is now active.
Expected Result: CID 100 FMI 2 is not
showing. The CID 100 FMI 3 is now showing.
The CID 100 FMI 3 is now active.
Results:

OK: The GSC+ functions properly.

Therefore, the signal wire is faulty in the
harness. Troubleshoot the signal wire in
the harness between the sensor connector
and the GSC+ connector. See Testing And
Adjusting, Electrical Connector - Inspect
for procedures on checking the electrical
connectors and terminals. STOP.

b. Turn the ECS to the OFF/RESET.

NOT OK: The CID 100 FMI 2 fault is still

c. Disconnect the sensor from the engine
harness. The sensor remains fastened to the
engine.
d. Turn the ECS to the STOP position.
e. Press the Alarm Codes key. The Alarm
Codes key does not need to be pressed for
a shutdown fault.
f. Monitor the display. Check whether the CID
100 FMI 2 is showing on the display. If CID
100 FMI 2 is not showing, then CID 100 FMI 2
is inactive. Now, the CID 100 FMI 3 should be
showing. CID 100 FMI 3 is active.
Expected Result: The voltage should be 8.0
0.5 DCV.
Results:

OK: The GSC+ and the harness function

properly. Therefore, the sensor is faulty.

Replace the sensor. See Testing And
Adjusting, Pulse Width Modulated (PWM)
Sensor - Test for more sensor testing.
STOP.

NOT OK: The CID 100 FMI 2 fault is still

showing. The harness or the GSC+ is faulty.
Proceed to Step 2.

showing. The GSC+ is faulty. Replace

the GSC+. For information on replacing
the GSC+, see Testing And Adjusting,
EMCP Electronic Control (Generator Set) Replace. STOP.

73
Testing and Adjusting Section

i01176219

CID 110 FMI 2 Temperature

Sensor (Engine Coolant)
Incorrect Signal - Test
SMCS Code: 1906-038; 4490-038-NS

Note: Faults are created when the harness

connector is disconnected from the GSC+ during
these troubleshooting procedures. Clear these
created faults after the particular fault is corrected
and the fault is cleared. In a properly operating
system, when the harness connector is removed
from the GSC+, the following diagnostic fault codes
are recorded.
CID 100 FMI 2 Pressure Sensor (Engine Oil)
CID 110 FMI 2 Temperature Sensor (Engine
Coolant)
CID 111 FMI 3 Fluid Level Sensor (Engine
Coolant)
CID 175 FMI 3 Temperature Sensor (Engine Oil)
CID 190 FMI 3 Speed Sensor (Engine)
CID 336 FMI 2 Switch (Engine Control)
CID 590 FMI 9 Engine (ECM)
An FMI 2 describes an incorrect signal.

Illustration 53

g00527377

System Schematic For Engine Coolant Temperature Sensor

The EMCP II+ monitors engine coolant temperature

in order to protect the engine in case of a coolant
temperature problem. The coolant temperature
sensor is mounted in the water jacket, close to the
front of the engine. The exact location of the engine
coolant temperature sensor varies depending on
the engine model.
The sensor is powered by an 8 volt sensor supply
from the GSC+. The coolant temperature signal
is a pulse width modulated signal. The base
frequency of the signal is 455 Hz (370 to 550 Hz).
As temperature changes, the duty cycle of the
signal varies from 10 to 95 percent.

40C (40F) is approximately 10% of the duty

cycle. This is approximately 1.0 DCV.

135C (275F) is approximately 93% of the duty

cycle.
Note: The GSC+ is usually programmed to treat
a coolant temperature sensor fault as an alarm
fault. P004 = 0 is the factory default. If the GSC+ is
programmed to shutdown for a coolant temperature
sensor fault, then it is not necessary to press the
Alarm Codes key in order to view the CID 110 FMI
2. P004 = 1 is a shutdown. The CID 110 FMI 2 is
automatically shown on the upper display.

Note: A CID 111 FMI 3 and a CID 175 FMI 3 will

only be recorded if the machine is equipped with
the proper sensors.
The possible causes of a CID 110 FMI 2 fault are
listed below:

The base frequency of the sensor signal is

beyond accepted limits.

The duty cycle of the sensor signal is beyond

accepted limits.
Begin to perform these procedures only when the
CID 110 FMI 2 is showing and when the DIAG
indicator is FLASHING on the upper display.
The fault is active when the DIAG indicator is
FLASHING. The GSC+ treats a CID 110 FMI 2 fault
as an alarm fault. Active alarm faults are shown on
the display when the alarm codes key is pressed
and the engine control switch (ECS) is in any
position except the OFF/RESET position. For an
inactive fault, the problem may be intermittent. To
troubleshoot an inactive fault, use the preceding
system schematic and see Testing And Adjusting,
Electrical Connector - Inspect. Clear the fault from
the fault log after troubleshooting is complete.
Note: This procedure can be replaced by
troubleshooting the sensor signal with a meter that
is capable of measuring frequency and duty cycle.
See Testing And Adjusting, Pulse Width Modulated
(PWM) Sensor - Test.

74
Testing and Adjusting Section

Note: If a sensor supply fault (CID 269) is active,

correct the fault prior to proceeding with this
procedure.

Expected Result: CID 110 FMI 2 is not

showing. The CID 110 FMI 3 is now showing.
The CID 110 FMI 3 is now active.

1. Check the GSC+ and the harness.

Results:

Make sure that CID 110 FMI 2 is showing on the

display.
a. Turn the ECS to the OFF/RESET position.
b. Disconnect the sensor from the engine
harness. The sensor remains fastened to the
engine.
c. Turn the ECS to the STOP position.
d. Press the Alarm Codes key. Pressing
the Alarm Codes key is not required for
shutdown faults.
e. Check if
The CID
CID 110
FMI 3 is

the CID 110 FMI 2 is not showing.

110 FMI 2 is inactive. Check if the
FMI 3 is now showing. The CID 110
active.

Expected Result: The CID 110 FMI 2 is not

showing. The CID 110 FMI 3 is now showing.
The CID 110 FMI 3 is now active.

OK: The GSC+ functions properly.

Therefore, the signal wire is faulty in the

harness. Troubleshoot the signal wire in
the harness between the sensor connector
and the GSC+ connector. Also check the
electrical connectors and terminals. See
Testing And Adjusting, Electrical Connector
- Inspect. STOP.

NOT OK: The CID 110 FMI 2 fault is still

showing. The GSC+ is faulty. Replace

the GSC+. See Testing And Adjusting,
EMCP Electronic Control (Generator Set) Replace. STOP.
i01176231

CID 111 FMI 3 Fluid Level

Sensor (Engine Coolant)
Voltage Above Normal - Test
SMCS Code: 1395-038-NS; 4490-038-NS

Results

OK: The GSC+ and the harness function

properly. Therefore, the sensor is faulty.
Replace the sensor. More testing for
the sensor is available. See Testing And
Adjusting, Pulse Width Modulated (PWM)
Sensor - Test. STOP.

NOT OK: The CID 110 FMI 2 fault is still

showing. The harness or the GSC+ is faulty.

Proceed to Step 2.

2. Check the GSC+.

a. Turn the ECS to the OFF/RESET position.
b. Disconnect the harness connector from the
GSC+.
c. Turn the ECS to the STOP position.
Illustration 54

g00527487

d. Press the Alarm Codes key.

System Schematic For Engine Coolant Loss Sensor(ECLS)

e. Check if
The CID
CID 110
FMI 3 is

The EMCP II+ monitors engine coolant for loss of

coolant in order to protect the engine in case of a
coolant temperature problem. The engine coolant
loss function is optional. The engine coolant loss
function requires the presence of the optional
coolant loss sensor. The coolant loss sensor is
usually mounted near the top of the radiator.

the CID 110 FMI 2 is not showing.

110 FMI 2 is inactive. Check if the
FMI 3 is now showing. The CID 110
active.

75
Testing and Adjusting Section

The sensor is powered by an 8 volt sensor supply

from the GSC+. When coolant is NOT present at the
sensor, a high signal (approximately +5 DCV) is sent
to the GSC+. When coolant is present at the sensor,
a low signal (battery negative) is sent to the GSC+.
Note: The GSC+ is usually programmed to treat a
coolant loss sensor fault as an alarm fault. P004 is
equal to 0. If the GSC+ is programmed to shutdown,
P004 is equal to 1. The operator is not required to
press the Alarm Codes key in order to view the
CID 111 FMI 3. The CID 111 FMI 3 is automatically
shown on the upper display.
Note: Faults are created when the harness
connector is disconnected from the GSC+ during
these troubleshooting procedures. Clear the created
faults after the particular fault is corrected and after
the particular fault is cleared. In a system that is
operating properly, when the harness connector is
removed from the GSC+, the following diagnostic
fault codes are recorded.

Note: If a sensor supply fault (CID 269) is active,

correct the sensor supply fault prior to proceeding
with this procedure.
1. Check the Sensor Voltage Supply Circuit.
a. Turn the ECS to OFF/RESET. Then, turn the
ECS to the STOP position.
b. Disconnect the sensor from the engine
harness. The sensor remains fastened to the
engine.
c. At the engine harness side of the sensor
connector, measure the voltage (DCV) that is
between contact A and contact B. Contact
A is the supply for the sensor. Contact B
is the sensor ground.
Expected Result: The voltage should be 8.0
0.5 DCV.
Results:

CID 100 FMI 2 Pressure Sensor (Engine Oil)

CID 110 FMI 2 Temperature Sensor (Engine
Coolant)
CID 111 FMI 3 Fluid Level Sensor (Engine
Coolant)
CID 175 FMI 3 Temperature Sensor (Engine Oil)
CID 190 FMI 3 Speed Sensor (Engine)
CID 336 FMI 2 Switch (Engine Control)
CID 590 FMI 9 Engine (ECM)
The possible causes of a CID 111 FMI 3 fault are
listed below.

A short circuit to battery positive of the sensor

signal.

An open circuit of the sensor signal.

Begin performing these procedures only when CID
111 FMI 3 is showing and the DIAG indicator
is FLASHING on the upper display. The flashing
indicator means that the fault is active. The GSC+
treats a CID 111 FMI 3 fault as an alarm fault.
Active alarm faults are shown on the display when
the alarm codes key is pressed and the engine
control switch (ECS) is in any position except
the OFF/RESET position. For an inactive fault, the
problem may be intermittent. See Testing And
Adjusting, Electrical Connector - Inspect in order
to troubleshoot an inactive fault. Also use the
preceding system schematic. Clear the fault from
the fault log after troubleshooting is complete.

OK: The sensor voltage supply circuit

functions properly. Proceed to Step 2.

NOT OK: The sensor voltage supply circuit

is faulty. Check the upper display for a
sensor supply fault (CID 269). Correct this
fault. If a sensor supply fault (CID 269) is
not showing on the upper display, then
the engine harness has an open circuit.
Proceed to Step 4.

2. Check the Signal Circuit. The ECS remains

in the STOP position and the sensor remains
disconnected from the engine harness.
a. At the engine harness side of the sensor
connector, measure the voltage (DCV)
between contact C and contact B. Contact
C is the signal. Contact B is the sensor
ground.
Expected Result: The voltage should be 2.5
0.5 DCV.
Results:

OK: The signal circuit functions properly.

Verify this result by checking if the fault
remains present. Reconnect the sensor.
Turn the ECS to OFF/RESET. Then, turn the
ECS to STOP. If the CID 111 FMI 3 fault
is still showing on the upper display, the
sensor is faulty. Replace the sensor. STOP.

76
Testing and Adjusting Section

NOT OK: The voltage is equal to the battery

positive. The engine harness is faulty. The
signal circuit within the engine harness is
shorted to the battery positive. Troubleshoot
and repair the engine harness. STOP.

NOT OK: Voltage is NOT 2.5 0.5 DCV.

Voltage is NOT equal to the battery positive.

The GSC+ or the harness is faulty. Proceed
to Step 3.

3. Check for a Shorted Harness. When you are

performing this Step, see the preceding System
Schematic. The sensor remains disconnected
from the engine harness.

Expected Result: For each measurement, the

resistance should be 5 ohms or less.
Results:

OK: The harness functions properly.

Proceed to Step 5.

NOT OK: The harness wiring with the

incorrect resistance measurement is open.
The harness wiring is faulty. Troubleshoot
and repair the faulty harness wiring
between the sensor connector and the
GSC+ connector. STOP.
5. Check the Electrical Connectors.

a. Turn the ECS to OFF/RESET.

b. Disconnect the harness connector from the
GSC+.
c. At the GSC+ harness connector, measure the
resistance from signal contact 13 to all other
contacts of the connector.

a. Check the electrical connectors, terminals

and wiring. Proceed to Testing And Adjusting,
Electrical Connector - Inspect.
Expected Result: All connectors, terminals
and wiring should function properly.
Results:

Expected Result: For each measurement, the

resistance should be greater than 5000 ohms.
Results:

OK: The harness functions properly.

Proceed to Step 4.

NOT OK: The harness wiring with the

incorrect resistance is shorted in the

harness. Troubleshoot and repair the
faulty harness wiring between the sensor
connector and the GSC+ connector. STOP.

4. Check for an Open Harness. When you are

performing this Step, see the preceding System
Schematic. The ECS remains in the OFF/RESET
position. The sensor remains disconnected from
the engine harness and the GSC+ remains
disconnected from the harness connector.
a. Measure the resistance of the ground circuit.
The ground circuit is from contact B of the
sensor harness connector to contact 31 of
the GSC+ harness connector.
b. Measure the resistance of the signal circuit.
The signal circuit is from contact C of the
sensor harness connector to contact 13 of
the GSC+ harness connector.
c. Measure the resistance of the sensor voltage
supply circuit. The sensor voltage supply
circuit is from contact A of the sensor
harness connector to contact 9 of the GSC+
harness connector.

OK: Connect all harness connectors

that were previously disconnected. Start
the engine. If the CID 111 FMI 3 fault
is still showing, replace the GSC+. See
Testing And Adjusting, EMCP Electronic
Control (Generator Set) - Replacefor more
information. STOP.

NOT OK: Repair the faulty area. STOP.

77
Testing and Adjusting Section

i01217244

CID 168 FMI 3 Electrical System

Voltage Above Normal - Test
SMCS Code: 1406-038; 4490-038

Illustration 55

g00650545

The EMCP II+ monitors the battery voltage in order

to protect the EMCP II+ from a battery problem or
from a charging problem. The battery voltage is
received from the engine electronic control module
(ECM) by the CAT data link. If you receive an
CID 168 E fault, see the Troubleshooting, 3500B
Generator Set Engines Troubleshooting. The
GSC+ treats a CID 168 fault as an alarm fault. The
threshold for a CID 168 FMI 03 fault for battery
voltage is greater than 32 DCV for 24 volt system.
The threshold for a CID 168 FMI 03 fault for battery
voltage is greater than 45 DCV for a 32 volt system.

78
Testing and Adjusting Section

Table 17

Possible Causes for CID 168 Faults

Location that the Fault is
Displayed On

Diagnostic Code

Battery Voltage Thresholds

(24 Volt System)

Battery Voltage Thresholds

(32 Volt Systems)

Engine ECM

CID 168 E 00

The engine is running and

the battery voltage is greater
than 32 DCV more than two
seconds.

Engine ECM

CID 168 E 01

The engine is not running

and the battery voltage is
less than 9 DCV for more
than two seconds.

Engine ECM

CID 168 E 02

The engine is not running

and the battery voltage is
less than 9 DCV for a period
of .07 seconds and then
returns to 9 DCV or above.
The other possible cause of
the fault is the battery voltage
is was less than 9 DCV three
times in seven seconds.

GSC+

CID 168 FMI 03

Regardless of engine status,

the battery voltage is greater
than the P007 limit.

GSC+

CID 168 FMI 04

Regardless of the engine

status, the battery voltage is
less than 18 DCV.

The setpoint for the system voltage (P007) specifies

the battery voltage.
24 24 Volt System

d. Turn the ECS to the OFF/RESET position.

Disconnect the jumper wire on the ECS that is
between pin 6 and pin 9. Not all generators
will have a jumper wire between pin 6 and pin
9. Proceed to Step 2.

32 32 Volt System
2. Check the systems voltage.
Note:
a. Turn the ECS to the STOP.
Note: The GSC+ does not receive battery power
when the ECS is in the OFF/RESET position. When
contact 6 is connected to one of the contacts (8,
9, 10), the GSC+ receives battery power when the
ECS is in the OFF/RESET position.
1. Initial Procedure.

b. Measure the voltage across the battery

terminals.
Expected Result: For a 24 volt system, the
voltage should be between 24.8 DCV and
29.5 DCV. For 32 volt system, the voltage
should be between 33.1 DCV and 39.3 DCV.

Make sure that the CID 168 FMI 03 is shown on

the display.

Results:

a. Enter service mode.

OK: For a 24 volt system, the voltage should

b. Turn the ECS to the STOP position.

c. Program setpoint P023 to 0. This programs
the GSC+ for an MUI engine. This eliminates
the engine electronic control module (ECM) as
a possibility of the fault. For more information,
see System Operation, Protective Relaying
Programming OP5-1.

be from 24.8 DCV to 29.5 DCV. For a 32 volt

system, the voltage should be from 33.1
DCV to 39.3 DCV. Proceed to Step 3.

NOT OK: For 24 volt systems, the voltage is

not between 24.8 DCV to 29.5 DCV. For a
32 volt system, the voltage is not between
33.1 DCV to 39.3 DCV. The fault is in the
charging system. Proceed to Testing and
Adjusting, Charging System - Test. STOP.

79
Testing and Adjusting Section

NOT OK: The voltages that are measured

3. Compare the voltage between TS1-1 and the

battery voltage.

in Step 4.b and Step 4.c are not within 2.0

DCV of each other. The wiring harness is
not correct. Repair the wiring harness or
replace the wiring harness. Proceed to Step
8.

a. Turn the ECS to the STOP position.

b. Measure the battery voltage across the
terminals. Take note of the battery voltage.

5. Check the continuity of the ECS.

c. Measure the voltage between TS1-1 and
TS1-30. Take note of the voltage.
d. Compare the voltage from Step 3.b with the
voltage that was noted in Step 3.c.

Table 18

Engine Control Switch (ECS)(1)(2)

Terminal

OFF/
RESET

AUTO

MANUAL

STOP

10

Expected Result: The voltages that are

measured in Step 3.b and Step 3.c are within
2.0 DCV of each other.
Results:

OK: The voltages that are measured in Step

(1)

3.b and Step 3.c are within 2.0 DCV of each

other. Proceed to Step 4.

(2)

NOT OK: The voltages that are measured

in Step 3.b and Step 3.c are not within 2.0

DCV of each other. The wiring harness is
not correct. Repair the wiring harness or
replace the wiring harness. Proceed to Step
8.

4. Compare the voltage between the TS1-1 and

the ECS.
a. Turn the ECS to the STOP position.
b. Measure the voltage between TS1-1 and
TS1-30. Take note of the voltage.
c. Measure the voltage at terminal 6 on the ECS.
Take note of the voltage.
d. Compare the measured voltage from Step
4.b with the voltage that was measured in
Step 4.c.
Expected Result: The voltages that are
measured in Step 4.b and Step 4.c are within
2.0 DCV of each other.
Results:

OK: The voltages that are measured in Step

4.b and Step 4.c are within 2.0 DCV of each
other. Proceed to Step 5.

X = Less than 5 Ohms resistance from this terminal to terminal

6 (ECS).
O = Greater than 5000 Ohms resistance from this terminal to
terminal 6 (ECS).

a. Disconnect the jumper from 6 to jumper 9

from the ECS.
b. Place the ECS in the OFF/RESET.
c. Place the one lead on terminal 6 of the ECS.
d. Measure the resistance from terminal 6 to
each of the terminals ( 7, 8, 9, and 10).
e. Use the same procedure for each switch
position.
f. Compare the measured resistances with Table
18.
Expected Result: The measured resistances
match Table 18.
Results:

OK: The measured resistances match Table

18. The ECS is not faulty. Proceed to Step 6.

NOT OK: The measured resistances match

Table 18. The ECS is faulty. Replace the
ECS. Reinstall the jumper wire. Proceed to
Step 8.

6. Compare the voltage between RM-1 and the

ECS.
a. Turn the ECS to the STOP position.
b. Check the voltage between RM- 1 and RM-28.
Take note of the voltage.

80
Testing and Adjusting Section

c. Check the voltage on contact 10 of the ECS.

Take note of the voltage.
d. Compare the voltage between Step 6.b and
Step 6.c.
Expected Result: The voltages that were
measured in Step 6.b and Step 6.c are within
2.0 DCV of each other.
Results:
OK: The voltages that were measured in Step
6.b and Step 6.c are within 2.0 DCV of each
other. The harness is correct. Proceed to Step
7.
NOT OK: The voltages that were measured
in Step 6.b and Step 6.c are not equal 2.0
DCV. The wiring harness is faulty. Repair the
harness or replace the harness. Proceed to
Step 8.
7. Compare the voltage between RM-1 and the
lower display.

b. Program the setpoint P023 to 2 (EUI).

See System Operation, Engine Generator
Programming OP5-0.
c. Turn the ECS to the OFF/RESET position.
Disconnect the jumper wire on the ECS that is
between pin 6 and pin 9. Not all generators
will have a jumper wire between pin 6 and
pin 9.
d. Verify that the diagnostic code is no longer
present.
e. Replace the jumper between pin 6 and pin
9. Not all generators will have a jumper wire
between pin 6 and pin 9. STOP.
i01215276

CID 168 FMI 4 Electrical System

Voltage Below Normal - Test
SMCS Code: 1406-038; 4490-038

a. Turn the ECS to the STOP position.

b. Check the voltage between RM- 1 and RM-28.
Take note of the voltage.
c. Check the voltage that is shown on the lower
display. Take note of the voltage.
d. Compare the voltage between Step 7.b and
Step 7.c.
Expected Result: The voltages that were
measured in Step 7.b and Step 7.c are within
2.0 DCV of each other.
Results:
OK: The voltages that were measured in Step
7.b and Step 7.c are within 2.0 DCV of each
other. The fault is probably an intermittent fault
which is caused by a faulty connector. Inspect
the electrical connectors. See Testing and
Adjusting, Electrical Connector - Inspect. If
the faulty connector can not be found, repeat
this test procedure. If the fault still remains,
replace the GSC+. STOP.
NOT OK: The voltages that were measured
in Step 7.b and Step 7.c are not equal 2.0
DCV. The GSC+ is faulty. Replace the GSC+.
STOP.
8. Reprogram the GSC+.
a. Turn the ECS to the STOP position.

Illustration 56

g00650545

81
Testing and Adjusting Section

The EMCP II+ monitors the battery voltage in order

to protect the EMCP II+ from a battery problem or
from a charging problem. The battery voltage is
received from the engine electronic control module
(ECM) by the CAT data link. If you receive an
CID 168 E fault, see the Troubleshooting, 3500B
Generator Set Engines Troubleshooting. The
GSC+ treats a CID 168 fault as an alarm fault. The
threshold for a CID 168 FMI 04 fault for battery
voltage is less than 18 DCV for 24 volt system and
for a 32 volt system.
Table 19

Possible Causes for CID 168 Faults

Location that the Fault is
Displayed On

Diagnostic Code

Battery Voltage Thresholds

(24 Volt System)

Battery Voltage Thresholds

(32 Volt Systems)

Engine ECM

CID 168 E 00

The engine is running and

the battery voltage is greater
than 32 DCV more than two
seconds.

Engine ECM

CID 168 E 01

The engine is not running

and the battery voltage is
less than 9 DCV for more
than two seconds.

Engine ECM

CID 168 E 02

The engine is not running

and the battery voltage is
less than 9 DCV for a period
of .07 seconds and then
returns to 9 DCV or above.
The other possible cause of
the fault is the battery voltage
is was less than 9 DCV three
times in seven seconds.

GSC+

CID 168 FMI 03

Regardless of engine status,

the battery voltage is greater
than the P007 limit.

GSC+

CID 168 FMI 04

Regardless of the engine

status, the battery voltage is
less than 18 DCV.

The setpoint for the system voltage (P007) specifies

the battery voltage.

a. Enter service mode.

b. Turn the ECS to the STOP position.

24 24 Volt System
32 32 Volt System
Note:
Note: The GSC+ does not receive battery power
when the ECS is in the OFF/RESET position. When
contact 6 is connected to one of the contacts (8,
9, 10), the GSC+ receives battery power when the
ECS is in the OFF/RESET position.
1. Initial Procedure.
Make sure that the CID 168 FMI 04 is shown on
the display.

c. Program setpoint P023 to 0. This programs

the GSC+ for an MUI engine. This eliminates
the engine electronic control module (ECM) as
a possibility of the fault. For more information,
see System Operation, Protective Relaying
Programming OP5-1.
d. Turn the ECS to the OFF/RESET position.
Disconnect the jumper wire on the ECS that is
between pin 6 and pin 9. Not all generators
will have a jumper wire between pin 6 and pin
9. Proceed to Step 2.
2. Check the systems voltage.

82
Testing and Adjusting Section

b. Measure the voltage between TS1-1 and

TS1-30. Take note of the voltage.

a. Turn the ECS to the STOP.

b. Measure the voltage across the battery
terminals.

c. Measure the voltage at terminal 6 on the ECS.

Take note of the voltage.

Expected Result: For a 24 volt system, the

voltage should be between 24.8 DCV and
29.5 DCV. For 32 volt system, the voltage
should be between 33.1 DCV and 39.3 DCV.

d. Compare the measured voltage from Step

4.b with the voltage that was measured in
Step 4.c.
Expected Result: The voltages that are
measured in Step 4.b and Step 4.c are within
2.0 DCV of each other.

Results:

OK: For a 24 volt system, the voltage should

be from 24.8 DCV to 29.5 DCV. For a 32 volt
system, the voltage should be from 33.1
DCV to 39.3 DCV. Proceed to Step 3.

Results:

OK: The voltages that are measured in Step

NOT OK: For 24 volt systems, the voltage is

4.b and Step 4.c are within 2.0 DCV of each

other. Proceed to Step 5.

not between 24.8 DCV to 29.5 DCV. For a

32 volt system, the voltage is not between
33.1 DCV to 39.3 DCV. The fault is in the
charging system. Proceed to Testing and
Adjusting, Charging System - Test. STOP.

NOT OK: The voltages that are measured

in Step 4.b and Step 4.c are not within 2.0
DCV of each other. The wiring harness is
not correct. Repair the wiring harness or
replace the wiring harness. Proceed to Step
8.

3. Compare the voltage between TS1-1 and the

battery voltage.
a. Turn the ECS to the STOP position.

5. Check the continuity of the ECS.

b. Measure the battery voltage across the

terminals. Take note of the battery voltage.

Table 20

Engine Control Switch (ECS)(1)(2)

Terminal

OFF/
RESET

AUTO

MANUAL

STOP

c. Measure the voltage between TS1-1 and

TS1-30. Take note of the voltage.

10

d. Compare the voltage from Step 3.b with the

voltage that was noted in Step 3.c.
Expected Result: The voltages that are
measured in Step 3.b and Step 3.c are within
2.0 DCV of each other.
Results:

OK: The voltages that are measured in Step

3.b and Step 3.c are within 2.0 DCV of each
other. Proceed to Step 4.

NOT OK: The voltages that are measured

in Step 3.b and Step 3.c are not within 2.0

DCV of each other. The wiring harness is
not correct. Repair the wiring harness or
replace the wiring harness. Proceed to Step
8.

4. Compare the voltage between the TS1-1 and

the ECS.
a. Turn the ECS to the STOP position.

(1)
(2)

X = Less than 5 Ohms resistance from this terminal to terminal

6 (ECS).
O = Greater than 5000 Ohms resistance from this terminal to
terminal 6 (ECS).

a. Disconnect the jumper from 6 to jumper 9

from the ECS.
b. Place the ECS in the OFF/RESET.
c. Place the one lead on terminal 6 of the ECS.
d. Measure the resistance from terminal 6 to
each of the terminals ( 7, 8, 9, and 10).
e. Use the same procedure for each switch
position.
f. Compare the measured resistances with Table
20.

83
Testing and Adjusting Section

Expected Result: The measured resistances

match Table 20.
Results:

OK: The measured resistances match Table

20. The ECS is not faulty. Proceed to Step 6.

NOT OK: The measured resistances match

Table 20. The ECS is faulty. Replace the
ECS. Reinstall the jumper wire. Proceed to
Step 8.
6. Compare the voltage between RM-1 and the
ECS.

Results:
OK: The voltages that were measured in Step
7.b and Step 7.c are within 2.0 DCV of each
other. The fault is probably an intermittent fault
which is caused by a faulty connector. Inspect
the electrical connectors. See Testing and
Adjusting, Electrical Connector - Inspect. If
the faulty connector can not be found, repeat
this test procedure. If the fault still remains,
replace the GSC+. STOP.
NOT OK: The voltages that were measured
in Step 7.b and Step 7.c are not equal 2.0
DCV. The GSC+ is faulty. Replace the GSC+.
STOP.

a. Turn the ECS to the STOP position.

8. Reprogram the GSC+.
b. Check the voltage between RM- 1 and RM-28.
Take note of the voltage.
c. Check the voltage on contact 10 of the ECS.
Take note of the voltage.
d. Compare the voltage between Step 6.b and
Step 6.c.
Expected Result: The voltages that were
measured in Step 6.b and Step 6.c are within
2.0 DCV of each other.
Results:
OK: The voltages that were measured in Step
6.b and Step 6.c are within 2.0 DCV of each
other. The harness is correct. Proceed to Step
7.
NOT OK: The voltages that were measured
in Step 6.b and Step 6.c are not equal 2.0
DCV. The wiring harness is faulty. Repair the
harness or replace the harness. Proceed to
Step 8.
7. Compare the voltage between RM-1 and the
lower display.
a. Turn the ECS to the STOP position.
b. Check the voltage between RM- 1 and RM-28.
Take note of the voltage.
c. Check the voltage that is shown on the lower
display. Take note of the voltage.
d. Compare the voltage between Step 7.b and
Step 7.c.
Expected Result: The voltages that were
measured in Step 7.b and Step 7.c are within
2.0 DCV of each other.

a. Turn the ECS to the STOP position.

b. Program the setpoint P023 to 2 (EUI).
See System Operation, Engine Generator
Programming OP5-0.
c. Turn the ECS to the OFF/RESET position.
Disconnect the jumper wire on the ECS that is
between pin 6 and pin 9. Not all generators
will have a jumper wire between pin 6 and
pin 9.
d. Verify that the diagnostic code is no longer
present.
e. Replace the jumper between pin 6 and pin
9. Not all generators will have a jumper wire
between pin 6 and pin 9. STOP.

84
Testing and Adjusting Section

i01176269

CID 175 FMI 2 Temperature

Sensor (Engine Oil) Incorrect
Signal - Test
SMCS Code: 1929-038; 4490-038-NS

Note: Faults are created when the harness

connector is disconnected from the GSC+ during
these troubleshooting procedures. Clear these
created faults after the particular fault is corrected
and the particular fault is cleared. In a system that
is operating properly, the following list of diagnostic
fault codes are created when the harness connector
is removed from the GSC+.
CID 100 FMI 2 Pressure Sensor (Engine Oil)
CID 110 FMI 2 Temperature Sensor (Engine
Coolant)
CID 111 FMI 3 Fluid Level Sensor (Engine
Coolant)
CID 175 FMI 3 Temperature Sensor (Engine Oil)
CID 190 FMI 3 Speed Sensor (Engine)
CID 336 FMI 2 Switch (Engine Control)
CID 590 FMI 9 Engine (ECM)
The possible causes of a CID 175 FMI 2 are listed
below.

The base frequency of the sensor signal is

g00529671

Illustration 57

System Schematic For Engine Oil Temperature Sensor (EOTS)

The EMCP II+ monitors engine oil temperature in

order to protect the engine in case of a problem
with the oil temperature. The oil temperature sensor
is mounted in an oil gallery of the engine. The exact
location of the engine oil temperature sensor varies
depending on the engine model.
The sensor is powered by an 8 volt sensor supply
from the GSC+. The oil temperature signal is a pulse
width modulated signal. The base frequency of the
signal is 455 Hz (370 to 550 Hz). As temperature
changes, the duty cycle of the signal varies from 10
to 95 percent.

40C (40F) is approximately 10% of the duty

cycle, which is approximately 1.0 DCV.


135 C (275 F) is approximately 93% of the duty

cycle.

Note: The GSC+ is usually programmed to treat

an oil temperature sensor fault as an alarm fault.
The factory default for P004 is 0. The GSC+ may
be programmed to shutdown for an oil temperature
sensor fault. P004 is 1 for a shutdown. The operator
is not required to press the Alarm Codes key in
order to view the CID 175 FMI 2. The CID 175 FMI
2 is automatically shown on the upper display.

beyond accepted limits.

The duty cycle of the sensor signal is beyond

accepted limits.
Begin performing these procedures only when CID
175 FMI 2 is showing and the DIAG indicator
is FLASHING on the upper display. The GSC+
treats a CID 175 FMI 2 fault as an alarm fault.
Active alarm faults are shown on the display when
the Alarm Codes key is pressed. The engine
control switch (ECS) must be in any position
except the OFF/RESET position. For an inactive
fault, the problem may be intermittent. In order to
troubleshoot an inactive fault, use the preceding
system schematic. See Testing And Adjusting,
Electrical Connector - Inspect. Clear the fault from
the fault log after troubleshooting is complete.
Note: This procedure can be replaced by
troubleshooting the sensor signal with a meter that
is capable of measuring frequency and duty cycle.
See Testing And Adjusting, Pulse Width Modulated
(PWM) Sensor - Test.
Note: If a Sensor Supply fault (CID 269) is active,
correct the fault prior to proceeding with this
procedure.
1. Check The GSC+ And The Harness. Make sure
that CID 175 FMI 2 is showing on the display.

85
Testing and Adjusting Section

a. Turn the ECS to the OFF/RESET position.

b. Disconnect the sensor from the engine
harness. The sensor remains fastened to the
engine.
c. Turn the ECS to the STOP position.
d. Press the Alarm Codes key. The Alarm
Codes key does not need to be pressed for
shutdown faults.
e. Check if the CID 175 FMI 2 is not showing.
This means that the CID 175 FMI 2 is inactive.
Check if the CID 175 FMI 3 is now showing.
CID 175 FMI 3 is now active.
Expected Result: CID 175 FMI 2 is not
showing. The fault is inactive. CID 175 FMI 3
is now showing. The fault is active.
Results:

OK: The GSC+ functions properly.

Therefore, the signal wire is faulty in the

harness. Troubleshoot the signal wire in
the harness between the sensor connector
and the GSC+ connector. Also check the
electrical connectors and terminals. See
Testing And Adjusting, Electrical Connector
- Inspect. STOP.

NOT OK: The CID 175 FMI 2 is still showing.

The GSC+ is faulty. Replace the GSC+. See
Testing And Adjusting, EMCP Electronic
Control (Generator Set) - Replace. STOP.

i01176288

CID 175 FMI 3 Temperature

Sensor (Engine Oil) Voltage
Above Normal - Test
SMCS Code: 1929-038; 4490-038-NS

OK: The GSC+ and the harness function

properly. Therefore, the sensor is faulty.
Replace the sensor. See Testing And
Adjusting, Pulse Width Modulated (PWM)
Sensor - Test for more testing. STOP.

NOT OK: The CID 175 FMI 2 fault is

showing. The harness or the GSC+ is faulty.
Proceed to Step 2.
2. Check The GSC+.
a. Turn the ECS to the OFF/RESET position.
b. Disconnect the harness connector from the
GSC+.
c. Turn the ECS to the STOP position.
d. Press the Alarm Codes key.
e. Check if the CID 175 FMI 2 is no longer
showing. Check if the CID 175 FMI 3 is now
showing.
Expected Result: CID 175 FMI 2 is not
showing. The fault is inactive. CID 175 FMI 3
is now showing. The fault is active.
Results:

Illustration 58

g00529671

System Schematic For Engine Oil Temperature Sensor (EOTS)

The EMCP II+ monitors engine oil temperature in

order to protect the engine in case of a problem
with the oil temperature. The oil temperature sensor
is mounted in an oil gallery of the engine. The exact
location of the engine oil temperature sensor varies
depending on the engine model.
The sensor is powered by an 8 volt sensor supply
from the GSC+. The oil temperature signal is a pulse
width modulated signal. The base frequency of the
signal is 455 Hz (370 to 550 Hz). As temperature
changes, the duty cycle of the signal varies from 10
to 95 percent.

86
Testing and Adjusting Section

40C (40F) is approximately 10% of the duty

cycle, which is approximately 1.0 DCV.

135C (275F) is approximately 93% of the duty

cycle.

Note: The GSC+ is usually programmed to treat

an oil temperature sensor fault as an alarm fault.
The factory default for P004 is 0. The GSC+ may
be programmed to shutdown for an oil temperature
sensor fault. P004 is 1 for shutdown. The operator
is not required to press the Alarm Codes key in
order to view the CID 175 FMI 3. The CID 175 FMI
3 are automatically shown on the upper display.
Note: Faults are created when the harness
connector is disconnected from the GSC+ during
these troubleshooting procedures. Clear these
created faults after the particular fault is corrected
and the particular fault is cleared. In a system that
is operating properly, the following list of diagnostic
fault codes are created when the harness connector
is removed from the GSC+.
CID 100 FMI 2 Pressure Sensor (Engine Oil)

Note: If a Sensor Supply fault (CID 269) is active,

correct the fault prior to proceeding with this
procedure.
1. Check The Supply Circuit.
a. Turn the ECS to the OFF/RESET position and
then turn the ECS to the STOP position.
b. Disconnect the sensor from the engine
harness. The sensor remains fastened to the
engine.
c. At the engine harness side of the sensor
connector, measure the voltage (DCV) that is
between contact A and contact B. Contact
A is the supply. Contact B is the sensor
ground.
Expected Result: The voltage should be 8.0
0.5 DCV.
Results:

OK: The supply circuit functions properly.

Proceed to Step 2.

CID 110 FMI 2 Temperature Sensor (Engine

Coolant)
CID 111 FMI 3 Fluid Level Sensor (Engine
Coolant)
CID 175 FMI 3 Temperature Sensor (Engine Oil)

NOT OK: The supply circuit is faulty. Check

the upper display for a sensor supply fault
(CID 269) and correct the sensor supply
fault. If a sensor supply fault is not showing
on the upper display, then the engine
harness has an open circuit. Proceed to
Step 4.

CID 190 FMI 3 Speed Sensor (Engine)

CID 336 FMI 2 Switch (Engine Control)

2. Check The Signal Circuit. The ECS remains

in the STOP position and the sensor remains
disconnected from the engine harness.

CID 590 FMI 9 Engine (ECM)

The possible causes of a CID 175 FMI 3 fault are
listed below.

A short to the battery positive terminal of the

a. At the engine harness side of the sensor

connector, measure the voltage (DCV)
between contact C and contact B. Contact
C is the signal. Contact B is the sensor
ground.

sensor signal.

An open circuit of the sensor signal.

Begin performing these procedures, only when CID
175 FMI 3 is showing and the DIAG indicator is
FLASHING on the upper display. The GSC+ treats
a CID 175 FMI 3 fault as an alarm fault. Active
alarm faults are shown on the display when the
Alarm Codes key is pressed. The engine control
switch (ECS) must be in any position except the
OFF/RESET position. For an inactive fault, the
problem may be intermittent. To troubleshoot an
inactive fault, use the preceding system schematic.
See Testing And Adjusting, Electrical Connector
- Inspect. Clear the fault from the fault log after
troubleshooting is complete.

Expected Result: The voltage should be 7.0

0.5 DCV.
Results:

OK: The signal circuit functions properly.

Verify this result by checking the status of
the fault on the upper display. Reconnect
the sensor. Turn the ECS to OFF/RESET and
then turn the ECS to the STOP position.
If the CID 175 FMI 3 fault is still showing
on the upper display, the sensor is faulty.
Replace the sensor. STOP.

87
Testing and Adjusting Section

NOT OK: The voltage is equal to the B+.

The engine harness is faulty. The signal

circuit within the engine harness is shorted
to B+. Troubleshoot and repair the engine
harness. STOP.

NOT OK: Voltage is NOT 7.0 0.5 DCV.

Voltage is not equal to B+. The GSC+ or

the harness is faulty. Proceed to Step 3.

3. Check For A Shorted Harness. The operator

should see the preceding System Schematic
when the operator is performing this step. The
sensor remains disconnected from the sensor
harness.
a. Turn the ECS to OFF/RESET.
b. Disconnect the harness connector from the
GSC+.
c. At the GSC+ harness connector, measure the
resistance from signal contact 14 to all other
contacts of the connector.
Expected Result: The resistance should be
greater than 5000 ohms for the measurements.
Results:

OK: The harness functions properly.

Expected Result: For each measurement, the

resistance should be 5 ohms or less.
Results:

OK: The harness functions properly.

Proceed to Step 5.

NOT OK: The harness wiring with the

incorrect resistance measurement is open
or faulty. Troubleshoot and repair the
faulty harness wiring between the sensor
connector and the GSC+ connector. STOP.
5. Check The Electrical Connectors.
a. Check the electrical connectors, terminals
and wiring. Proceed to Testing And Adjusting,
Electrical Connector - Inspect.
Expected Result: All connectors, terminals
and wiring should function properly.
Results:

OK: Connect all harness connectors that

were previously disconnected. Start the
engine. If the CID 175 FMI 3 fault is still
showing, replace the GSC+. See Testing
And Adjusting, EMCP Electronic Control
(Generator Set) - Replace. STOP.

Proceed to Step 4.

NOT OK: The harness wiring with the

incorrect resistance is shorted in the

harness. Troubleshoot and repair the
faulty harness wiring between the sensor
connector and the GSC+ connector. STOP.

4. Check For An Open Harness. See the

preceding System Schematic when the operator
is performing this step. The ECS remains in
the OFF/RESET position. The sensor remains
disconnected from the harness connector.
a. Measure the resistance of the ground circuit.
The measurement should be taken from
contact B of the sensor harness connector to
contact 31 of the GSC+ harness connector.
b. Measure the resistance of the signal circuit.
The measurement should be taken from
contact C of the sensor harness connector to
contact 14 of the GSC+ harness connector.
c. Measure the resistance of the sensors supply
circuit. The measurement should be taken
from contact A of the sensor harness
connector to contact 9 of the GSC+ harness
connector.

NOT OK: Repair the faulty area. STOP.

88
Testing and Adjusting Section

i01176289

CID 175 FMI 4 Temperature

Sensor (Engine Oil) Voltage
Below Normal - Test
SMCS Code: 1929-038; 4490-038-NS

Note: Faults are created when the harness

connector is disconnected from the GSC+ during
these troubleshooting procedures. Clear these
created faults after the particular fault is corrected
and the particular fault is cleared. In a properly
operating system, the following list of diagnostic
fault codes are created when the harness connector
is removed from the GSC+.
CID 100 FMI 2 Pressure Sensor (Engine Oil)
CID 110 FMI 2 Temperature Sensor (Engine
Coolant)
CID 111 FMI 3 Fluid Level Sensor (Engine
Coolant)
CID 175 FMI 3 Temperature Sensor (Engine Oil)
CID 190 FMI 3 Speed Sensor (Engine)
CID 336 FMI 2 Switch (Engine Control)
CID 590 FMI 9 Engine (ECM)
A possible cause of a CID 175 FMI 4 is listed below:

A short to battery negative of the sensor signal.

Illustration 59

g00529671

System Schematic For Engine Oil Temperature Sensor (EOTS)

The EMCP II+ monitors engine oil temperature in

order to protect the engine in case of a problem
with the oil temperature. The oil temperature sensor
is mounted in an oil gallery of the engine. The exact
location of the engine oil temperature sensor varies
depending on the engine model.
The sensor is powered by an 8 volt sensor supply
from the GSC+. The oil temperature signal is a pulse
width modulated signal. The base frequency of the
signal is 455 Hz (370 to 550 Hz). As temperature
changes, the duty cycle of the signal varies from 10
to 95 percent.

40C (40F) is approximately 10% of the duty

cycle, which is approximately 1.0 DCV.

135C (275F) is approximately 93% of the duty

cycle.

Note: The GSC+ is usually programmed to treat

an oil temperature sensor fault as an alarm fault.
The factory default for P004 is 0. The GSC+ may
be programmed to shutdown. P004 is 1 for an
oil temperature sensor fault. The operator is not
required to press the Alarm Codes key in order to
view the CID 175 FMI 04. The CID 175 FMI 04 is
shown automatically on the upper display.

Begin performing these procedures only when CID

175 FMI 4 is showing and the DIAG indicator is
FLASHING on the upper display. The GSC+ treats
a CID 175 FMI 4 as an alarm fault. Active alarm
faults are shown on the upper display when the
Alarm Codes key is pressed. The engine control
switch (ECS) must be in any position except the
OFF/RESET position. For an inactive fault, use the
preceding system schematic. See Testing And
Adjusting, Electrical Connector - Inspect. Clear
the fault from the fault log after the troubleshooting
is complete.
Note: If a Sensor Supply falt (CID 269) is active,
correct the fault prior to proceeding with this
procedure.
1. Check The GSC+ And The Harness. Make sure
that CID 175 FMI 4 is showing on the display.
a. Turn the ECS to the OFF/RESET position.
b. Disconnect the sensor from the engine
harness. The sensor remains fastened to the
engine.
c. Turn the ECS to the STOP position.
d. Press the Alarm Codes key.
e. Check if CID 175 FMI 4 is not showing and
CID 175 FMI 3 is now showing.

89
Testing and Adjusting Section

Expected Result: CID 175 FMI 4 is not

showing and CID 175 FMI 3 is now showing.

i01176290

Results:

CID 190 FMI 2 Speed Sensor

(Engine) Incorrect Signal - Test

OK: The GSC+ and the harness function

SMCS Code: 1907-038; 4490-038-NS

properly. The sensor is faulty. Replace the

sensor. See Testing And Adjusting, Pulse
Width Modulated (PWM) Sensor - Test for
more testing. STOP.

NOT OK: The CID 175FMI 4 fault remains

on the upper display. The harness or the
GSC+ is faulty. Proceed to Step 2.
2. Check The GSC+.
a. Turn the ECS to the OFF/RESET position.
b. Disconnect the harness connector from the
GSC+.
Illustration 60

c. Turn the ECS to the STOP position.

d. Press the Alarm Codes key.
e. Check if CID 175 FMI 4 is not showing. Check
if CID 175 FMI 3 is now showing.
Expected Result: CID 175 FMI 4 is not
showing. CID 175 FMI 3 is now showing.
Results:

OK: The GSC+ functions properly.

Therefore, the signal wire is shorted to
battery negative (B) in the harness.
Troubleshoot the signal wire in the harness
between the sensor connector and the
GSC+ connector. Also check the electrical
connectors and terminals. See Testing And
Adjusting, Electrical Connector - Inspect.
STOP.

NOT OK: The CID 175 FMI 4 fault remains

on the upper display. The GSC+ is faulty.
Replace the GSC+. See Testing And
Adjusting, EMCP Electronic Control
(Generator Set) - Replace. STOP.

g00485064

System Schematic For Speed Sensor (Engine)

Note: This speed sensor is sometimes referred to as

a magnetic pickup (MPU).
The EMCP II+ monitors engine speed in order to
use the information when the information is needed
for other tasks. The EMCP II+ does not control
engine speed. The engine speed sensor is mounted
on the flywheel housing of the engine. The EMCP
II+ activates an engine overspeed shutdown. The
EMCP II+ terminates the engine cranking. The
EMCP II+ determines the oil step speed. If a fault
shutdown is present, the solenoid is energized.
The sensor creates a sine wave signal from
passing ring gear teeth at the rate of one pulse
per tooth. The sensors sine wave signal is directly
proportional to the engine speed.
The GSC+ treats a CID 190 as a shutdown fault.
The engine is not allowed to crank when this
diagnostic code is active.
Note: Engines that are equipped with an electronic
governor have an additional speed sensor.
Note: Faults are created when the harness
connector (40 contact) is disconnected from the
GSC+ during these troubleshooting procedures.
Clear these created faults after the particular fault is
corrected. In a properly operating system, when the
harness connector is removed from the GSC+, the
following diagnostic codes are recorded:

CID 100 FMI 2 pressure sensor (engine oil)

CID 110 FMI 2 temperature sensor (engine
coolant)

90
Testing and Adjusting Section

CID 111 FMI 3 fluid level sensor (engine coolant)

CID 190 FMI 3 speed sensor (engine)
CID 336 FMI 2 switch (engine control)
CID 590 FMI 9 engine ECM

b. At the connector of the speed sensor,

measure the resistance between contact 1
and contact 2.
Expected Result: The resistance should be
100 to 350 ohm.
Results:

Procedure
The following conditions could be the cause of a
CID 190 FMI 2:

The frequency of the signal is beyond accepted

limits (short to B-).

The air gap of the speed sensor is too large.

Clear the diagnostic code from the fault log after
troubleshooting is complete.

OK: The resistance of the speed sensor is

correct. Proceed to next step.

NOT OK: Replace the speed sensor. Also,

see Testing And Adjusting, Speed Sensor

(Engine) - Adjust. STOP.

3. Check the harness for an open and a short.

The ECS remains in the OFF/RESET position.
The speed sensor and the GSC+ remains
disconnected from the harness.

1. Check the harness and the sensor.

a. Turn the ECS to OFF/RESET.
b. Disconnect the harness connector from the
GSC+.
c. At the GSC+ harness connector, measure the
resistance from contact 1 to contact 2.
Expected Result: The resistance should be
100 to 350 ohm.
Results:

OK: The fault is probably an intermittent

fault. Reconnect the harness connector to

the GSC+. Turn the ECS to OFF/RESET and
then turn the ECS to STOP. Verify that a CID
190 remains active on the upper display.

If a CID 190 is showing, continue with this

procedure. Proceed to next step.

If a CID 190 is NOT showing, this step has

corrected the fault. STOP. If you are desired

then continue with this procedure. Proceed
to next step.

NOT OK: The harness wiring or the speed

sensor is faulty. Proceed to 2.
2. Check the resistance of the sensor.
a. Disconnect the speed sensor from the engine
harness. The speed sensor remains fastened
to the engine.

a. Check for an open circuit. Measure the

resistance from contact 2 of the speed
sensor harness connector to contact 2 of
the GSC+ harness connector. The resistance
should be 5 ohms or less.
b. Check for an open circuit. Measure the
resistance from contact 1 of the speed
sensor harness connector to contact 1 of
the GSC+ harness connector. The resistance
should be 5 ohms or less.
c. Check for a short circuit. Measure the
resistance from contact 1 of the GSC+
harness connector to contact 2 of the GSC+
harness connector. The resistance should be
greater than 5000 ohms.
Expected Result: The resistance for 3.a and
3.b should be 5 ohms or less. The resistance
for step 3.c should be greater than 5000
ohms.
Results:

OK: The harness functions properly.

Proceed to next step.

NOT OK: The harness wiring with the

incorrect resistance measurement is faulty.
Replace the faulty harness from the speed
sensor to the GSC+ connector. STOP.
4. Check the shield and the connectors.

91
Testing and Adjusting Section

The ECS remains in the OFF/RESET position.

The speed sensor and the GSC+ remain
disconnected from the harness. The harness has
a shield (bare wire) which protects the signal wire
for the speed sensor from electrical interference.
Ensure that the shield is securely fastened.

b. Turn the ECS to OFF/RESET and then turn the

ECS to STOP.
c. Verify that CID 190 is showing on the upper
display.
Expected Result: A CID 190 FMI 2 is active.

a. Within the EMCP II +, check that the shield is

securely fastened to a GSC+ mounting stud.
b. Within the EMCP II +, measure the resistance
from the shield to a metal surface within the
enclosure of EMCP II +. A good reference
point is a mounting screw for a component
that directly contacts the metal enclosure. The
resistance should be 5 ohms or less.
c. Check the connector of the speed sensor and
the mating harness connector. Proceed to
Testing And Adjusting, Electrical Connector Inspect.
Expected Result: The shield should be
securely fastened. The resistance in 4.b
should be 5 ohms or less. Also, the connectors
should be proper.

Results:

OK: These procedures have corrected the

fault. STOP. If you are desired then continue
with this procedure. Proceed to next step.

Not OK: A CID 190 is showing. The

diagnostic code is still active and the
engine will not start. Use the process of
elimination to find the faulty component.
Stop when the diagnostic code is no longer
showing. First, replace the speed sensor
and adjust the speed sensor. Then replace
the harness. Finally, replace the GSC+.
7. Check The Signal Voltage.
This is an additional check of the circuit. Make
sure that all harness connectors are connected.

Results:

OK: Proceed to next step.

NOT OK: One of the items is NOT correct.
Repair the harness or replace the harness.
STOP.

a. Set up a multimeter with 7X-1710 Multimeter

Probe Group in order to measure the ACV
from contact 1 to contact 2 of the GSC+
connector.
b. Start the engine and run the engine at rated
speed.

5. Inspect the sensor and adjust the sensor.

c. Measure the ACV of the speed sensor.
a. Remove the speed sensor from the engine
flywheel housing.
b. Inspect the speed sensor for damage.
Remove any debris from the tip.

Expected Result: The voltage should be

greater than 2 ACV.
Results:

Expected Result: No damage should be

present.

OK: The speed sensor circuit is correct.

Results:

NOT OK: The most likely cause is improper

OK: Reinstall the speed sensor and

adjust the speed sensor. See Testing

And Adjusting, Speed Sensor (Engine) Adjust. Proceed to next step.

Not OK: Replace the speed sensor. Also,

see Testing And Adjusting, Speed Sensor
(Engine) - Adjust. STOP.
6. Check the status of the fault.
a. Reconnect the harness connector to the
GSC+ and the speed sensor.

STOP.
air gap of the speed sensor. Repeat step
5. STOP.

92
Testing and Adjusting Section

i01176293

CID 110 FMI 2 temperature sensor (engine

coolant)

CID 190 FMI 3 Speed Sensor

(Engine) Voltage Above Normal
- Test

CID 111 FMI 3 fluid level sensor (engine coolant)

SMCS Code: 1907-038; 4490-038-NS

CID 336 FMI 2 switch (engine control)

CID 190 FMI 3 speed sensor (engine)

CID 590 FMI 9 engine ECM

Procedure
The following condition could be the cause of a CID
190 FMI 3:

The signal circuit is open.

Clear the diagnostic code from the fault log after
troubleshooting is complete.
1. Check the harness and the sensor.
Illustration 61

g00485064

a. Turn the ECS to OFF/RESET.

System Schematic For Speed Sensor (Engine)

Note: This speed sensor is sometimes referred to as

a magnetic pickup (MPU).
The EMCP II+ monitors engine speed in order to
use the information when the information is needed
for other tasks. The EMCP II+ activates the engine
overspeed shutdown. The EMCP II+ terminates
engine cranking. The EMCP II+ determines the oil
step speed. The air shutoff is energized by the
EMCP II+. The EMCP II+ does not control engine
speed. The engine speed sensor is mounted on the
flywheel housing of the engine.
The sensor creates a sine wave signal from passing
ring gear teeth at the rate of one pulse per tooth.
The sensor sends a sine wave signal which is in
direct proportion to the speed of the engine.

b. Disconnect the harness connector from the

GSC+.
c. At the GSC+ harness connector, measure the
resistance from contact 1 to contact 2.
Expected Result: The resistance should be
100 to 350 ohm.
Results:

OK: The fault is probably an intermittent

fault. Reconnect the harness connector to

the GSC+. Turn the ECS to OFF/RESET and
then turn the ECS to STOP. Verify that a CID
190 remains active on the upper display.

If a CID 190 is showing, continue with this

procedure. Proceed to next step.

The GSC+ treats a CID 190 as a shutdown fault.

The engine is not allowed to crank when this
diagnostic code is active.
Note: Engines that are equipped with an electronic
governor have an additional speed sensor.
Note: Faults are created when the harness
connector (40 contact) is disconnected from the
GSC+ during these troubleshooting procedures.
Clear these created faults after the particular fault is
corrected. In a properly operating system, when the
harness connector is removed from the GSC+, the
following diagnostic codes are recorded:

CID 100 FMI 2 pressure sensor (engine oil)

If a CID 190 is NOT showing, this step has

corrected the fault. STOP. If you are desired

then continue with this procedure. Proceed
to next step.

NOT OK: The harness wiring or the speed

sensor is faulty. Proceed to 2.
2. Check the resistance of the sensor.
a. Disconnect the speed sensor from the engine
harness. The speed sensor remains fastened
to the engine.

93
Testing and Adjusting Section

b. At the connector of the speed sensor,

measure the resistance between contact 1
and contact 2.
Expected Result: The resistance should be
100 to 350 ohm.
Results:

OK: The resistance of the speed sensor is

correct. Proceed to next step.

NOT OK: Replace the speed sensor. Also,

see Testing And Adjusting, Speed Sensor

(Engine) - Adjust. STOP.

The ECS remains in the OFF/RESET position.

The speed sensor and the GSC+ remain
disconnected from the harness. The harness has
a shield (bare wire) which protects the signal wire
for the speed sensor from electrical interference.
Ensure that the shield is securely fastened.
a. Within the EMCP II+, check that the shield is
securely fastened to a GSC+ mounting stud.
b. Within the EMCP II+, measure the resistance
from the shield to a metal surface within the
enclosure of EMCP II+. A good reference
point is a mounting screw for a component
that directly contacts the metal enclosure. The
resistance should be 5 ohms or less.

3. Check the harness for an open and a short.

The ECS remains in the OFF/RESET position.
The speed sensor and the GSC+ remain
disconnected from the harness.
a. Check for an open circuit. Measure the
resistance from contact 2 of the speed
sensor harness connector to contact 2 of
the GSC+ harness connector. The resistance
should be 5 ohms or less.

c. Check the connector of the speed sensor and

the mating harness connector. Proceed to
Testing And Adjusting, Electrical Connector Inspect.
Expected Result: The shield should be
securely fastened. The resistance in 4.b
should be 5 ohms or less. Also, the connectors
should be proper.
Results:

b. Check for an open circuit. Measure the

resistance from contact 1 of the speed
sensor harness connector to contact 1 of
the GSC+ harness connector. The resistance
should be 5 ohms or less.
c. Check for a short circuit. Measure the
resistance from contact 1 of the GSC+
harness connector to contact 2 of the GSC+
harness connector. The resistance should be
greater than 5000 ohms.
Expected Result: The resistance for 3.a and
3.b should be 5 ohms or less. The resistance
for step 3.c should be greater than 5000
ohms.

OK: Proceed to next step.

NOT OK: One of the items is NOT correct.
Repair the harness or replace the harness.
STOP.
5. Inspect the sensor and adjust the sensor.
a. Remove the speed sensor from the engine
flywheel housing.
b. Inspect the speed sensor for damage.
Remove any debris from the tip.
Expected Result: No damage should be
present.

Results:
Results:

OK: The harness functions properly.

Proceed to next step.

NOT OK: The harness wiring with the

incorrect resistance measurement is faulty.
Replace the faulty harness from the speed
sensor to the GSC+ connector. STOP.
4. Check the shield and the connectors.

OK: Reinstall the speed sensor and

adjust the speed sensor. See Testing

And Adjusting, Speed Sensor (Engine) Adjust. Proceed to next step.

NOT OK: Replace the speed sensor. Also,

see Testing And Adjusting, Speed Sensor
(Engine) - Adjust. STOP.
6. Check the status of the fault.
a. Reconnect the harness connector to the
GSC+ and the speed sensor.

94
Testing and Adjusting Section

b. Turn the ECS to OFF/RESET and then turn the

ECS to STOP.
c. Verify that CID 190 is showing on the upper
display.
Expected Result: A CID 190 FMI 2 is active.

i01176296

CID 248 FMI 9 CAT Data Link

Abnormal Update - Test
SMCS Code: 1408-038; 4490-038

Results:

OK: These procedures have corrected the

fault. STOP.

NOT OK: A CID 190 is showing. The

diagnostic code is still active and the
engine will not start. Use the process of
elimination to find the faulty component.
Stop when the diagnostic code is no longer
showing. First, replace the speed sensor
and adjust the speed sensor. Then replace
the harness. Finally, replace the GSC+.
Illustration 62

7. Check the signal voltage.

This is an additional check of the circuit. Make
sure that all harness connectors are connected.
a. Set up a multimeter with 7X-1710 Multimeter
Probe Group in order to measure the ACV.
Measure the ACV from contact 1 of the
GSC+ connector to contact 2 of the GSC+
connector.
b. Start the engine and run the engine at rated
speed.
c. Measure the ACV of the speed sensor.
Expected Result: The voltage should be
greater than 2 ACV.
Results:

OK: The speed sensor circuit is correct.

STOP.

NOT OK: The most likely cause is improper

air gap of the speed sensor. Repeat step
5. STOP.

g00485981

System Schematic For CAT Data Link

On 3500B gensets, the GSC+ uses the CAT data link

to communicate with the engine ECM. The CAT data
link consists of two wires that connect the GSC+ to
the engine ECM. See Testing And Adjusting, Block
Diagram of Generator Set Control.
Procedure
The following conditions will cause a CID 248 FMI 9:

There is a short from the wire that connects to

contact 19 of the CAT data link to the battery

(B+).

There is a short from the wire that connects to

contact 20 of the CAT data link to the battery
(B+).

There is a short from the wire that connects to

contact 19 of the CAT data link to ground (B-).

There is a short from the wire that connects to

contact 20 of the CAT data link to ground (B-).
The GSC+ cannot detect an open in the circuit of
the CAT data link. Troubleshoot the wiring and repair
the wiring. See Testing And Adjusting, Schematic
and Wiring Diagrams.
The GSC+ treats a CID 248 as an alarm fault.
Active alarm faults are shown on the display when
the alarm codes key is pressed. Also, the ECS is in
any position except the OFF/RESET position. Clear
the fault from the fault log after troubleshooting is
complete.

95
Testing and Adjusting Section

i01176419

CID 268 FMI 2 EMCP Electronic

Control (Generator Set)
Incorrect Signal - Test
SMCS Code: 4490-038
A portion of the memory within the GSC+ stores
the setpoints of important conditions of the genset.
The setpoints are found in the following service
modes: Engine/Generator Programming (OP5),
Spare Input/Output Programming (OP6), and
Voltmeter/Ammeter Programming (OP8). The
GSC+ detects a CID 268 when the data for the
setpoint is invalid or out of range. After detecting a
CID 268, the GSC+ sets the affected setpoints to
the default value. For more information regarding
setpoints and default values, see the following
topics:

Systems Operation, Engine/Generator

Programming OP5

Systems Operation, Spare Input/Output

Programming OP6

Systems Operation, Voltmeter/Ammeter

Programming OP8
Procedure
Electrical interference is a possible cause of a CID
268 FMI 2.
This procedure is for a CID 268 that is active or
inactive. Clear the diagnostic code from the fault
log after troubleshooting is complete.
The GSC+ treats a CID 268 as an alarm fault or as
a shutdown fault. This will depend on the particular
setpoint with the incorrect data. The setpoint for
the ring gear teeth (P09) and the setpoint for the
engine overspeed (P10) are treated as shutdown
faults when the particular data is corrupted. All
other setpoints are treated as alarm faults when the
particular data is corrupted.
Note: If the fault shutdown indicator is FLASHING
and the 6 to 9 jumper is NOT installed on the ECS,
then the jumper must be temporarily installed.
The GSC+ setpoints must be programmed in
OFF/RESET when a fault shutdown is active. If the
fault alarm indicator is FLASHING, the GSC+ can
be programmed with the ECS in any position.
1. Check the setpoints.

a. View the setpoints that are stored in the

memory of the GSC+. See Systems Operation,
Engine/Generator Setpoint Viewing OP2.
b. Also check the spare input/output
programming (OP6) and the
voltmeter/ammeter programming (OP8).
c. Compare the stored setpoints to the specified
setpoints of the particular genset.
Expected Result: The stored setpoints and
specified setpoints should match.
Results:

OK: All the setpoints match. Start the

engine. Verify that the CID 268 FMI 2 is
active. If the fault remains active, replace
the GSC+. See Testing And Adjusting,
EMCP Electronic Control (Generator Set) Replace. If the fault was inactive prior to
performing this procedure, then these steps
should have corrected the fault. STOP.

NOT OK: One or more of the setpoints

do not match. Program the setpoints. See
Systems Operation, Engine/Generator
Programming OP5, Systems Operation,
Spare Input/Output Programming OP6,
and Systems Operation, Voltmeter/Ammeter
Programming OP8. STOP.

96
Testing and Adjusting Section

i01176450

CID 269 FMI 3 Sensor Power

Supply Voltage Above Normal
- Test
SMCS Code: 1408-038; 4490-038

The GSC+ is usually programmed in the factory

to treat a fault with the sensor power supply CID
269 as an alarm fault. P004 = 0. If the GSC+
is programmed to shutdown, P004 is equal to 1
for a fault with the sensor power supply. It is not
necessary to press the Alarm Codes key in order
to view the CID 269 FMI 4. The CID 269 FMI 4 is
automatically shown on the upper display.
Faults are created when the harness connector
is disconnected from the GSC+ during these
troubleshooting procedures. Clear these created
faults after the particular fault is corrected and the
particular fault is cleared. In a properly operating
system, when the harness connector is removed
from the GSC+, the following diagnostic fault codes
are recorded.
CID 100 FMI 2 Pressure Sensor (Engine Oil)
CID 110 FMI 2 Temperature Sensor (Engine
Coolant)
CID 111 FMI 3 Fluid Level Sensor (Engine
Coolant)
CID 175 FMI 3 Temperature Sensor (Engine Oil)
CID 190 FMI 3 Speed Sensor (Engine)
CID 336 FMI 2 Switch (Engine Control)
CID 590 FMI 9 Engine Electronic Control Module
(ECM)

Illustration 63

g00629679

System Schematic For Sensor Power Supply

The EMCP II+ has a sensor supply that is 8 DCV.

The sensor supply from the GSC+ powers the
following engine sensors:

oil pressure
oil temperature
coolant temperature
coolant fluid level
The engine oil temperature sensor is an optional
item. The engine coolant level sensor is an optional
item.
The sensor power supply functions whenever power
is applied to the GSC+.

The possible cause of a CID 269 FMI 4 fault occurs

when the voltage of the sensor supply is less than
7.5 DCV.
Begin performing these procedures only when CID
269 FMI 4 is showing and the DIAG indicator is
FLASHING on the upper display. The GSC+ treats a
CID 269 FMI 4 fault as an alarm fault. Active alarm
faults are shown on the display when the Alarm
Codes key is pressed and the engine control switch
(ECS) is in any position except the OFF/RESET
position. For an inactive fault, the problem may be
intermittent. In order to troubleshoot an inactive
fault, use the preceding system schematic and
see Testing And Adjusting, Electrical Connector
- Inspect. Clear the fault from the fault log after
troubleshooting is complete.
1. Check The GSC+.
a. Turn the ECS to OFF/RESET.
b. Disconnect the harness connector from the
GSC+.
c. Turn the ECS to STOP.

97
Testing and Adjusting Section

d. Press the Alarm Codes key.

e. Observe the upper display for the CID 269
FMI 4 fault. If the fault is showing then the
fault is active.

Expected Result: If a sensor is the cause of

the CID 269 FMI 4 fault, then CID 269 FMI 4
should NOT be showing when the sensor is
disconnected.
Results:

Expected Result: The CID 269 FMI 4 fault

should NOT be showing on the upper display.
Results:

OK: The GSC+ is functioning properly.

Therefore, the engine harness or a sensor
is faulty. Proceed to Step 2.

NOT OK: The GSC+ is faulty. Replace

the GSC+. See Testing And Adjusting,

EMCP Electronic Control (Generator Set) Replace. STOP.

OK: When a sensor is disconnected, the

CID 269 FMI 4 fault is NOT showing. The
sensor is faulty. Replace the sensor. STOP.

NOT OK: With all the sensors that are

disconnected, the CID 269 FMI 4 fault is still
showing on the upper display. The sensors
are not the cause of the CID 269 FMI 4
fault. Therefore, the engine harness has a
short to the battery negative terminal B.
Repair the engine harness. STOP.
i01176643

2. Check The Oil Pressure Sensors.

a. Turn the ECS to OFF/RESET.
b. Reconnect the harness connector to the
GSC+.
c. Disconnect the engine harness from the oil
pressure sensor.

CID 269 FMI 4 Sensor Power

Supply Voltage Below Normal
- Test
SMCS Code: 1408-038; 4490-038

d. Turn the ECS to STOP.

e. Press the Alarm Codes key.
f. Observe the upper display for the CID 269
FMI 4 fault.
Expected Result: If the sensor is the cause
of the CID 269 FMI 4 fault, then CID 269 FMI
4 should NOT be showing when the sensor
is disconnected.
Results:

OK: The CID 269 FMI 4 fault is NOT

showing. The oil pressure sensor is faulty.
Replace the sensor. STOP.

NOT OK: The CID 269 FMI 4 fault is still

showing. The oil pressure is not the cause

of the CID 269 FMI 4 fault. Proceed to Step
3.

3. Check Other Sensors And The Harness.

a. Repeat Step 2 for the coolant temperature
sensor, the optional oil temperature sensor
and the optional coolant loss sensor.

Illustration 64

g00629679

The EMCP II+ has an sensor supply that is 8 DCV.

The sensor supply from the GSC+ powers the
following engine sensors:

98
Testing and Adjusting Section

oil pressure
oil temperature
coolant temperature
coolant fluid level
The engine oil temperature sensor is optional. The
engine coolant level sensor is an optional item.
The sensor power supply functions whenever power
is applied to the GSC+.
The GSC+ is programmed in the factory to treat
a fault with the sensor power supply CID 269
as an alarm fault P004. P004 = 0. If the GSC+
is programmed to shutdown, P004 is equal to 1
for a fault with the sensor power supply. It is not
necessary to press the Alarm Codes key in order
to view the CID 269 FMI 4. The CID 269 FMI 4 is
automatically shown on the upper display.
Faults are created when the harness connector
is disconnected from the GSC+ during these
troubleshooting procedures. Clear these created
faults after the particular fault is corrected and the
particular fault is cleared. In a properly operating
system, when the harness connector is removed
from the GSC+, the following diagnostic fault codes
are recorded.

Begin performing these procedures only when CID

269 FMI 4 is showing and the DIAG indicator is
FLASHING on the upper display. The GSC+ treats a
CID 269 FMI 4 fault as an alarm fault. Active alarm
faults are shown on the display when the Alarm
Codes key is pressed and the engine control switch
(ECS) is in any position except the OFF/RESET
position. For an inactive fault, the problem may be
intermittent. In order to troubleshoot an inactive
fault, use the preceding system schematic and
see Testing And Adjusting, Electrical Connector
- Inspect. Clear the fault from the fault log after
troubleshooting is complete.
1. Check The GSC+.
a. Turn the ECS to OFF/RESET.
b. Disconnect the harness connector from the
GSC+.
c. Turn the ECS to STOP.
d. Press the Alarm Codes key.
e. Observe the upper display for the CID 269
FMI 4 fault. If the fault is showing then the
fault is active.
Expected Result: The CID 269 FMI 4 fault
should NOT be showing on the upper display.

CID 100 FMI 2 Pressure Sensor (Engine Oil)

Results:

CID 110 FMI 2 Temperature Sensor (Engine

Coolant)

OK: The GSC+ is functioning properly.

CID 111 FMI 3 Fluid Level Sensor (Engine

Coolant)
CID 175 FMI 3 Temperature Sensor (Engine Oil)

Therefore, the engine harness or a sensor

is faulty. Proceed to Step 2.

NOT OK: The GSC+ is faulty. Replace

the GSC+. See Testing And Adjusting,
EMCP Electronic Control (Generator Set) Replace. STOP.

CID 190 FMI 3 Speed Sensor (Engine)

2. Check The Oil Pressure Sensors.
CID 336 FMI 2 Switch (Engine Control)
a. Turn the ECS to OFF/RESET.
CID 590 FMI 9 Engine (ECM)
The possible cause of a CID 269 FMI 4 fault occurs
when the voltage of the sensor supply is less than
7.5 DCV.

b. Reconnect the harness connector to the

GSC+.
c. Disconnect the engine harness from the oil
pressure sensor.
d. Turn the ECS to STOP.
e. Press the Alarm Codes key.
f. Observe the upper display for the CID 269
FMI 4 fault.

99
Testing and Adjusting Section

Expected Result: If the sensor is the cause

of the CID 269 FMI 4 fault, then CID 269 FMI
4 should NOT be showing when the sensor
is disconnected.

i01176663

Results:

CID 333 FMI 3 Alarm Module

Control Voltage Above Normal
- Test

OK: The CID 269 FMI 4 fault is NOT

SMCS Code: 4490-038

showing. The oil pressure sensor is faulty.

Replace the sensor. STOP.

NOT OK: The CID 269 FMI 4 fault is still

showing. The oil pressure is not the cause
of the CID 269 FMI 4 fault. Proceed to Step
3.
3. Check Other Sensors And The Harness.
a. Repeat Step 2 for the coolant temperature
sensor, the optional oil temperature sensor
and the optional coolant loss sensor.
Expected Result: If a sensor is the cause of
the CID 269 FMI 4 fault, then CID 269 FMI 4
should NOT be showing when the sensor is
disconnected.
Results:

OK: When a sensor is disconnected, the

CID 269 FMI 4 fault is NOT showing. The
sensor is faulty. Replace the sensor. STOP.

NOT OK: With all the sensors that are

disconnected, the CID 269 FMI 4 fault is still

showing on the upper display. The sensors
are not the cause of the CID 269 FMI 4
fault. Therefore, the engine harness has a
short to the battery negative terminal B.
Repair the engine harness. STOP.

Illustration 65

g00481278

System Schematic For Alarm Module (ALM)

The alarm module (ALM) is available as an option.

The alarm module may be mounted on the front
panel. Also, the alarm module may be placed at
a distance from the control panel as a remote
annunciator. The alarm module is used in order to
satisfy the requirements of the customer. The alarm
module may be used in order to satisfy National
Fire Protection Association (NFPA) requirements by
annunciating the presence of a fault.

100
Testing and Adjusting Section

The ALM communicates with the GSC+ by a serial

data link. When the data link malfunctions, all of the
indicators on the ALM, that are controlled by the
data link, flash at a rate of .5 Hz.
Note: The maximum number of the ALM or the
Customer Interface Module (CIM) that may be
connected to the serial data link is equal to three.
The maximum distance between a module and the
GSC+ is 305 m (1000 ft). If these specifications are
not met, the ALM indicators may begin to flash. The
GSC+ shows a CID 333 fault. If the setup is not
in compliance with the specifications, reduce the
number of modules and/or shorten the distance to
the modules.
Note: Faults are created when the harness
connector is disconnected from the GSC+ during
these troubleshooting procedures. Clear these
created faults after the particular fault is corrected
and the particular fault is cleared. In a properly
operating system, when the harness connector is
removed from the GSC+, the diagnostic fault codes
that are listed below are recorded.

c. Observe the upper display for a CID 333

FMI 3. The fault is active if the upper display
shows a CID 333 FMI 3.
d. If the fault is not showing, enter the service
mode and view the fault log (OP1). Check the
upper display if the fault is showing.
Expected Result: A CID 333 FMI 3 fault is
active or inactive.
Results:

OK: A CID 333 FMI 3 fault is active.

Proceed to Step 2.

OK: A CID 333 FMI 3 fault is inactive.

Proceed to Step 4.

NOT OK: A CID 333 FMI 3 fault has not

occurred. The fault is NOT active and the
fault is NOT inactive. STOP.
2. Check The Voltage Of The Data Signal.

CID 100 FMI 2 Pressure Sensor (Engine Oil)

a. Turn the ECS to STOP.

CID 110 FMI 2 Temperature Sensor (Engine

Coolant)

b. At the ALM, measure the DC voltage from

terminal 2 (positive meter lead) to terminal 7
(negative meter lead).

CID 111 FMI 3 Fluid Level Sensor (Engine

Coolant)
CID 175 FMI 3 Temperature Sensor (Engine Oil)

Expected Result: The measured voltage

should change constantly. The range of
values should be from 0 to 10 DCV.

CID 190 FMI 3 Speed Sensor (Engine)

Results:

CID 336 FMI 2 Switch (Engine Control)

OK: The voltage measurement is correct.

Proceed to Step 4.

CID 590 FMI 9 Engine (ECM)

NOT OK: The voltage measurement is not

The possible cause of a CID 333 FMI 3 fault is a
short to B+.

correct. Proceed to Step 3.

3. Check The Voltage Of The ALM And The GSC+.

The GSC+ treats a CID 333 FMI 3 fault as an

alarm fault. Clear the fault from the fault log after
troubleshooting is complete.
Note: If a CID 333 FMI 3 fault is showing on the
upper display and no alarm module is installed,
then check the terminal strips on the subpanel for
a short. Perform the check from the signal wire to
B+. Check the customer connection box for a
short from the alarm data signal wire to B+.
1. Check The Status Of The Fault.
a. Turn the engine control switch (ECS) to
OFF/RESET and then turn the ECS to STOP.
b. Press the Alarm Codes key.

a. Turn the ECS to STOP.

b. At the ALM, remove wire number 90 from
terminal 2.
c. Disconnect the harness connector from the
GSC+.
d. At the ALM, measure the DC voltage from
terminal 2 (positive meter lead) to terminal 7
(negative meter lead). The voltage should be
11.6 0.5 DCV.

101
Testing and Adjusting Section

e. Measure the DC voltage from contact 35 of

the GSC+ to B of the relay module. The
measured voltage should change constantly.
The range of values should be from 0 to 5.5
DCV.
Expected Result: The voltage for Step 3.d
should be 11.6 0.5 DCV. The voltage for
Step 3.e should be constantly changing. The
range of values should be from 0 to 5.5 DCV.

i01176731

CID 333 FMI 4 Alarm Module

Control Voltage Below Normal
- Test
SMCS Code: 4490-038

Results:

OK: Both voltage measurements are

correct. Proceed to Step 3.e.

NOT OK: The voltage that is measured

at the ALM in Step 3.d is NOT correct.
Replace the ALM. STOP.

NOT OK: The voltage that is measured

at the GSC+ in Step 3.e is not correct.
Replace the GSC+. STOP.
4. Check For A B+ Short In The Harness.
a. Disconnect the harness connector from the
GSC+.
b. At the ALM, remove wire number 90 from
terminal 2.
c. Measure the resistance from wire number 90
at the ALM to B+ at the relay module.
d. Also, measure the resistance from wire
number 90 at the ALM to B at the relay
module.
Expected Result: For each measurement,
the resistance should be greater than 20000
ohms.
Results:

OK: Check the electrical connectors,

terminals and wiring. See Testing And

Adjusting, Electrical Connector - Inspect.
If the indicators on the ALM still flash after
the inspection, replace the ALM. STOP.

Illustration 66

g00481278

System Schematic For Alarm Module (ALM)

NOT OK: One or both of the resistance

measurements are less than 20000 ohms.

The harness wiring that has the incorrect
resistive measurement is shorted or faulty.
Troubleshoot and repair the faulty harness
wiring between the ALM and the GSC+.
See the preceding System Schematic.

The alarm module (ALM) is available as an option.

The alarm module may be mounted on the front
panel. Also, the alarm module may be placed at
a distance from the control panel as a remote
annunciator. The alarm module is used in order to
satisfy the requirements of the customer. The alarm
module may be used in order to satisfy National
Fire Protection Association (NFPA) requirements by
annunciating the presence of a fault.

102
Testing and Adjusting Section

The ALM communicates with the GSC+ by a serial

data link. When the data link malfunctions, all of the
indicators on the ALM, that are controlled by the
data link, flash at a rate of .5 Hz.
Note: The maximum number of the ALM or the
Customer Interface Module (CIM) that may be
connected to the serial data link is equal to three.
The maximum distance between a module and the
GSC+ is 305 m (1000 ft). If these specifications are
not met, the ALM indicators may begin to flash. The
GSC+ may show a CID 333 fault. If the setup is
not in compliance with the specifications, reduce
the number of modules and/or shorten the distance
to the modules.
Note: Faults are created when the harness
connector is disconnected from the GSC+ during
these troubleshooting procedures. Clear these
created faults after the particular fault is corrected
and the particular fault is cleared. In a properly
operating system, when the harness connector is
removed from the GSC+, the diagnostic fault codes
that are listed below are recorded.
CID 100 FMI 2 Pressure Sensor (Engine Oil)
CID 110 FMI 2 Temperature Sensor (Engine
Coolant)
CID 111 FMI 3 Fluid Level Sensor (Engine
Coolant)

b. Press the Alarm Codes key.

c. Observe the upper display for a CID 333
FMI 3. The fault is active if the upper display
shows a CID 333 FMI 3.
d. If the fault is not showing, enter the service
mode and view the fault log (OP1). Check the
upper display if the fault is showing.
Expected Result: A CID 333 FMI 3 fault is
active or inactive.
Results:

OK: A CID 333 FMI 3 fault is active.

Proceed to Step 2.

OK: A CID 333 FMI 3 fault is inactive.

Proceed to Step 4.

NOT OK: A CID 333 FMI 3 fault has not

occurred. The fault is NOT active and the

fault is NOT inactive. STOP.

2. Check The Voltage Of The Data Signal.

a. Turn the ECS to STOP.
b. At the ALM, measure the DC voltage from
terminal 2 (positive meter lead) to terminal 7
(negative meter lead).

CID 190 FMI 3 Speed Sensor (Engine)

Expected Result: The measured voltage

should change constantly. The range of
values should be from 0 to 10 DCV.

CID 336 FMI 2 Switch (Engine Control)

Results:

CID 560 FMI 9 Engine Electronic Control Module

(ECM)

OK: The voltage measurement is correct.

The possible cause of a CID 333 FMI 3 fault is a

short to B+.

NOT OK: The voltage measurement is not

CID 175 FMI 3 Temperature Sensor (Engine Oil)

The GSC+ treats a CID 333 FMI 3 fault as an

alarm fault. Clear the fault from the fault log after
troubleshooting is complete.
Note: If a CID 333 FMI 3 fault is showing on the
upper display and no alarm module is installed,
then check the terminal strips on the subpanel for
a short. Perform the check from the signal wire to
B+. Also, check the customer connection box for
a short from the alarm data signal wire to B+.
1. Check The Status Of The Fault.
a. Turn the engine control switch (ECS) to
OFF/RESET and then turn the ECS to STOP.

Proceed to Step 4.

correct. Proceed to Step 3.

3. Check The Voltage Of The ALM And The GSC+.

a. Turn the ECS to STOP.
b. At the ALM, remove wire number 90 from
terminal 2.
c. Disconnect the harness connector from the
GSC+.
d. At the ALM, measure the DC voltage from
terminal 2 (positive meter lead) to terminal 7
(negative meter lead). The voltage should be
11.6 0.5 DCV.

103
Testing and Adjusting Section

e. At the GSC+, measure the DC voltage from

contact 35 of the GSC+ to the B- of the
relay module. The measured voltage should
change constantly. The range of values
should be from 0 to 5.5 DCV.
Expected Result: The voltage for Step 3.d
should be 11.6 0.5 DCV. The voltage for
Step 3.e should be constantly changing. The
range of values should be from 0 to 5.5 DCV.

i01176758

CID 334 FMI 3 Spare Output

Voltage Above Normal - Test
SMCS Code: 4490-038

Results:

OK: Both voltage measurements are

correct. Proceed to Step 3.e.

NOT OK: The voltage that is measured

at the ALM in Step 3.d is NOT correct.
Replace the ALM. STOP.

NOT OK: The voltage that is measured

at the GSC+ in Step 3.e is not correct.
Replace the GSC+. STOP.
4. Check For A B+ Short In The Harness.
a. Disconnect the harness connector from the
GSC+.
b. At the ALM, remove wire number 90 from
terminal 2.
c. Measure the resistance from wire number 90
at the ALM toB+ at the relay module.
d. Also, measure the resistance from wire
number 90 at the ALM to B at the relay
module.
Expected Result: For each measurement,
the resistance should be greater than 20000
ohms.
Results:

OK: Check the electrical connectors,

terminals and wiring. See Testing And

Adjusting, Electrical Connector - Inspect.
If the indicators on the ALM still flash after
the inspection, replace the ALM. STOP.

NOT OK: One or both of the resistance

measurements are less than 20000 ohms.

The harness wiring that has the incorrect
resistive measurement is shorted or faulty.
Troubleshoot and repair the faulty harness
wiring between the ALM and the GSC+.
See the preceding System Schematic.

Illustration 67

g00487533

System Schematic For A Spare Output

The spare output on the GSC+ is strictly used for

the customer. The spare output is programmed
to activate under a variety of conditions. The
spare outputs default activates when the
engine is in cooldown mode. The GSC+ treats
a CID 334 FMI 3 fault as an alarm fault. The
default is set for the output to activate when
the engine is in the cooldown (SP11=7). For
more information, see System Operation, Spare
Input/Output Programming OP6. The responsibility
of documenting any connections to this spare output
falls on the customer and/or the dealer. Also, The
responsibility of troubleshooting any connections
to this spare output falls on the customer and/or
the dealer.
The voltage on the spare output is approximately
5.0 DCV when the spare output is not active. The
voltage is approximately 5.0 DCV when there are no
connections to the spare output. When the spare
output is active, the voltage on the spare output is
approximately 0 volts. The spare output is capable
of drawing (sinking) approximately 100 mA.
Procedure
The following condition could be a possible cause
of a CID 334 FMI 3.

A short to the battery (B+) of the signal for the

spare output is present.
Troubleshooting of a spare output fault is direct. The
FMI defines the diagnostic code. FMI 3 is a short to
the +battery. In order to find the exact cause of the
diagnostic code, use the following information: the
FMI, the system schematic for the spare output, and
the documentation that is provided by the dealer
and/or the customer

104
Testing and Adjusting Section

i01176794

i01176839

CID 334 FMI 4 Spare Output

Voltage Below Normal - Test

CID 336 FMI 2 Switch (Engine

Control) Incorrect Signal - Test

SMCS Code: 4490-038

SMCS Code: 4490-038-ZS; 7332-038

Illustration 68

g00487533

System Schematic For Spare Output

Used as a high/low logic circuit

The spare output on the GSC+ is strictly used for

the customer. The spare output is programmed
to activate under a variety of conditions. The
default is set for the output to activate when the
engine is in the cooldown (SP11 = 7). The GSC+
treats this diagnostic code as an alarm fault. For
more information, see Systems Operation, Spare
Input/Output Programming OP6. The responsibility
of documenting any connections to this spare output
falls on the customer and/or the dealer. Also, The
responsibility of troubleshooting any connections
to this spare output falls on the customer and/or
the dealer.
The voltage on the spare output is approximately
5.0 DCV when the spare output is not active. The
voltage is approximately 5.0 DCV when there are no
connections to the spare output. When the spare
output is active, the voltage on the spare output is
approximately 0 volts. The spare output is capable
of drawing (sinking) approximately 100 mA.
Procedure
The following condition could be a possible cause
of a CID 334 FMI 4.

A short to the ground of the signal for the spare

output is present.

Troubleshooting of a spare output fault is direct. The

FMI defines the diagnostic code. FMI 4 is a short
to ground. In order to find the exact cause of the
diagnostic code, use the following information: the
FMI, the system schematic for the spare output, and
the documentation that is provided by the dealer
and/or the customer

Illustration 69

g00481066

System Schematic For Engine Control Switch (ECS)

The Engine Control Switch (ECS) is used by the

operator for manually controlling the engine. The
ECS has four positions and each position connects
to a corresponding input of the GSC+. The selected
position of the ECS connects the corresponding
input of the GSC+ to ground (B-). At any time, only
one of these four positions is connected to ground.
Each position of the ECS places the engine in a
different mode. The following information contains
the four positions and the corresponding engine
modes.
OFF/RESET The engine is shut down and the
GSC+ is reset. The upper display and the fault
indicators on the left side are temporarily cleared.
The GSC+ turns OFF unless a jumper is installed
from terminal 6 of the ECS to terminal 9 of the ECS.

105
Testing and Adjusting Section

AUTO The engine will start when the customers

remote start/stop contact closes the start input
on the GSC+ to ground. the engine will start. The
engine starts when the customer communication
module (CCM) sends a remote start command.
At this time, the GSC+ starts the engine and the
engine runs normally until the remote start/stop
contact opens. The engine stops when the customer
communication module (CCM) sends a remote
signal to stop. Then, the engine enters a time of
cooldown before the engine is shut down. The
GSC+ shows faults on the upper display and on the
fault indicators as the faults occur. The GSC+ is ON
with the ECS in this position.
MAN/START The engine starts unless the
operator turns the ECS to OFF/RESET. The engine
starts unless the operator turns the ECS to
COOLDOWN/STOP or until the GSC+ detects a
fault shutdown. The engine runs until the operator
turns the ECS to OFF/RESET. The engine runs until
the operator turns the ECS to COOLDOWN/STOP.
The engine runs until the GSC+ detects a fault
shutdown. The GSC+ shows faults on the upper
display and on the fault indicators as the faults
occur. The GSC+ is ON with the ECS in this position.
COOLDOWN/STOP The engine maintains rated
speed for the cooldown period (programmable 0
to 30 minutes). After the cooldown period elapses,
the engine is shut down. The GSC+ shows faults
on the upper display and on the fault indicators as
the faults occur. The GSC+ is ON with the ECS in
this position.
Note: The remote start/stop contacts are connected
to the GSC+ start input via the terminal TS1-14
in the generator housing. Before troubleshooting,
disconnect the remote start contacts by removing
the wire from terminal TS1-14.
Note: Diagnostic codes are created when the
harness connector (40 contact) is disconnected
from the GSC+ during these troubleshooting
procedures. Clear these created faults after the
particular fault is corrected. In a properly operating
system, when the harness connector is removed
from the GSC+, the following diagnostic fault codes
are recorded:

CID 100 FMI 2 pressure sensor (engine oil)

CID 110 FMI 2 temperature sensor (engine
coolant)

CID 111 FMI 3 fluid level sensor (engine coolant)

CID 190 FMI 3 speed sensor (engine)
CID 336 FMI 2 switch (engine control)

CID 590 FMI 9 engine ECM

Procedure
The following conditions could be a possible cause
of this diagnostic code:

None of the GSC+ inputs from the ECS are

connected to ground.

More than one of the GSC+ inputs from the ECS

is connected to ground at the same time.
The one exception is the start input. The start
input of the GSC+ is also connected to the remote
start/stop contact. The start input is controlled
by the customer. Therefore, the GSC+ accepts
a connection to ground at the start input. This
connection is accepted with a combination of any
other input for the ECS.
The CID 336 FMI 2 is the only fault for the ECS
that is detected by the GSC+. Clear the diagnostic
code from the fault log after troubleshooting is
complete. The GSC+ treats this diagnostic code
as a shutdown fault. Use these procedures for an
active fault or an inactive fault.
1. Check for an open circuit.
When you are performing this step, see the
preceding System Schematic.
a. If equipped, disconnect the remote start/stop
contacts by removing the wire from terminal
TS1-14. Reconnect after troubleshooting is
complete.
b. Disconnect the harness connector from the
GSC+.
c. For each position of the ECS, the
corresponding contact of the GSC+ harness
connector is the only contact that is connected
to ground.
d. Place the ECS in the OFF/RESET position. At
the GSC+ harness connector, measure the
resistance from contact 39 to the B- terminal
of the relay module. The resistance should be
5 ohms or less. Measure the resistance from
contacts 32, 33 and 40 to the B- terminal.
The resistance should be greater than 5000
ohms.

106
Testing and Adjusting Section

e. Place the ECS in the AUTO position. At

the GSC+ harness connector, measure the
resistance from contact 40 to the B- terminal
of the relay module. The resistance should be
5 ohms or less. Measure the resistance from
contacts 32, 33 and 39 to the B- terminal.
The resistance should be greater than 5000
ohms.

i01176885

CID 441 FMI 12 Electronic

Governor Relay Failed - Test
SMCS Code: 1908-038-R7; 4490-038-R7

f. Place the ECS in the MAN/START position. At

the GSC+ harness connector, measure the
resistance from contact 33 to the B- terminal
of the relay module. The resistance should be
5 ohms or less. Measure the resistance from
contacts 32, 39 and 40 to the B- terminal.
The resistance should be greater than 5000
ohms.
g. Place the ECS in the COOLDOWN/STOP
position. At the GSC+ harness connector,
measure the resistance from contact 32 to
the B- terminal of the relay module. The
resistance should be 5 ohms or less. Measure
the resistance from contacts 33, 39 and 40 to
the B- terminal. The resistance should be
greater than 5000 ohms.
Expected Result:The resistance matches the
resistance in each step: Step 1.d, Step 1.e,
Step 1.f, and Step 1.g.
Results:

OK: All resistance measurements are

correct. The circuits in the harness are

NOT open. To further check the harness,
go to Testing And Adjusting, Electrical
Connector - Inspect. STOP.

NOT OK: One or more of the resistance

measurements are NOT correct. The ECS

is faulty or the harness wiring with the
incorrect resistance measurement is open.
Troubleshoot the ECS and/or repair the
faulty harness wiring between ground (B-)
and the GSC+ connector. STOP.

Illustration 70

g00479969

System Schematic For Electronic Governor Relay (EGR)

The GSC+ uses the electronic governor relay

(EGR) to signal the engine ECM to begin injection.
The GSC+ activates the EGR when the engine oil
pressure is greater than the setpoint for low oil
pressure shutdown at idle speed (P14). The GSC+
activates the EGR. (Also, K1 is showing on the
lower display.) This closes the relay contacts of the
EGR. The output for the electronic governor relay
is rated at 1 amp. The EGR is located within the
relay module.
Note: Whenever the GSC+ activates the EGR, K1
is shown on the lower display. K1 is also shown
on the lower display when the GSC+ attempts to
activate the EGR. When the EGR is not activated,
K1 is not shown.
Procedure
The following condition is a possible cause of a CID
441 FMI 12.

A coil is open on the EGR.

A coil is shorted on the EGR.
The following response is the system response to
this fault while the EGR is activated:

107
Testing and Adjusting Section

If a CID 441 FMI 12 occurs, then the engine ECM

Expected Result: The cable should be firmly

seated in the connector. The clamp should be
in place. The cable should not be damaged.

The following response is the system response to

this fault while the EGR is not activated:

Results:

stops the fuel injection. Also, the engine will shut

down immediately.

If a CID 441 FMI 12 occurs, then the engine is

OK: Reassemble the relay module to the

GSC+. Proceed to 3.

unable to start or the engine is unable to run.

The GSC+ treats this diagnostic code as an alarm
fault. Active alarm faults are shown on the display
when the alarm codes key is pressed. Also, the
active alarm faults are shown when the ECS is
in any position except the OFF/RESET position.
Clear the diagnostic code from the fault log after
troubleshooting is complete.
1. Check the status of the diagnostic code
(Active/Inactive).
a. Turn the ECS to OFF/RESET and then turn the
ECS to STOP.
b. Press the alarm codes key.
c. Observe the upper display. Check that the
diagnostic code is showing.
d. If the diagnostic code is not showing, enter
the service mode. View the fault log (OP1).
Check that the diagnostic code is showing.

NOT OK: If the connector clamp is missing,

replace the clamp. If the cable is damaged,

replace the GSC+. STOP.

3. Perform a functional check for the EGR.

a. Turn the ECS to OFF/RESET.
b. Disconnect all wires from RM-13 and RM-14
of the relay module.
c. At the relay module, measure the resistance
from RM-13 to RM-14. Resistance should be
greater than 5000 ohms.
d. Start the engine. Make sure that the engine oil
pressure is greater than the setpoint for low
oil pressure shutdown at idle speed (P14).
e. At the relay module, measure the resistance
from RM-13 to RM-14. Resistance should be
less than 5 ohms.

Expected Result: A CID 441 FMI 12 is

showing as a active fault or an inactive fault.

Expected Result: For 3.c, the resistance

should be greater than 5000 ohms. For 3.e,
the resistance should be less than 5 ohms.

Results:

Results:

OK: A CID 441 FMI 12 has not occurred.

OK: There was a poor connection and

STOP.

NOT OK: A CID 441 FMI 12 is active or

inactive. Proceed to 2.
2. Check internal cable of relay module.
Note: Only open the relay module in a dry
environment. If the inspection takes more than
twenty minutes replace the desiccant bag in the
GSC+ housing. See Testing And Adjusting, Relay
Module - Replace.
a. Turn the ECS to OFF/RESET.
b. Temporarily, remove the relay module from
the GSC+. See Testing And Adjusting, Relay
Module - Replace.
c. Check the cable that attaches the relay
module to the GSC+.

this procedure corrected the connection.

Check the electrical connectors, terminals
and wiring. See Testing And Adjusting,
Electrical Connector - Inspect. STOP.

NOT OK: Either one of the resistance

measurements are NOT correct. The relay
module is faulty. Replace the relay module.
See Testing And Adjusting, Relay Module Replace. STOP.

108
Testing and Adjusting Section

i01176946

CID 442 FMI 12 Generator Fault

Relay Failed - Test

The following response is the system response

to this fault while the GFR is not activated and a
shutdown fault occurs:

If a CID 442 occurs, then the GFR cannot activate

the shunt trip coil of the optional circuit breaker.
The generator remains on-line.

SMCS Code: 4490-038-R7

The GSC+ treats a CID 442 as an alarm fault. Active

alarm faults are shown on the display when the
alarm codes key is pressed. When the ECS is in any
position except the OFF/RESETposition, the active
alarm faults are shown. Clear the diagnostic code
from the fault log after troubleshooting is complete.
1. Check the status of the diagnostic code
(Active/Inactive).
a. Turn the ECS to OFF/RESET and then turn the
ECS to STOP.
b. Press the alarm codes key.
c. Observe the upper display. Check that the
diagnostic code is showing.

Illustration 71

g00487968

d. If the diagnostic code is not showing, enter

the service mode. View the fault log (OP1).
Check that the diagnostic code is showing.

System Schematic For Generator Fault Relay (GFR)

The GSC+ uses the generator fault relay (GFR) to

activate the shunt trip coil of the optional circuit
breaker during a shutdown fault. This circuit breaker
takes the generator off the line during a shutdown
fault. The GFR is located within the relay module.
The optional circuit breaker is located in the
generator housing and the shunt trip coil is located
within the circuit breaker.
Note: Whenever the GSC+ activates the GFR, K2
is shown on the lower display. K2 is also shown
on the lower display when the GSC+ attempts to
activate the GFR. When the GFR is not activated,
K2 is not shown.
Procedure
The possible cause of this diagnostic code is an
open coil or a shorted coil of the GFR.
The following response is the system response to
this fault while the GFR is activated:

If a CID 442 occurs, then there is no effect on

the system because the optional circuit breaker
is already open. Also, the shutdown mode is
functioning. The generator is already off the line.

Expected Result: A CID 442 FMI 12 is

showing as a active fault or an inactive fault.
Results:

OK: A CID 442 FMI 12 has not occurred.

The fault is NOT active and the fault is NOT
inactive. STOP.

NOT OK: A CID 442 FMI 12 is active or

inactive. Proceed to 2.

2. Check internal cable of relay module.

Note: Only open the relay module in a dry
environment. If the inspection takes more than
twenty minutes replace the desiccant bag in the
GSC+ housing. See Testing And Adjusting, Relay
Module - Replace.
a. Turn the ECS to OFF/RESET.
b. Temporarily, remove the relay module from
the GSC+. See Testing And Adjusting, Relay
Module Replace.
c. Check the cable that attaches the relay
module to the GSC+.

109
Testing and Adjusting Section

Expected Result: The cable should be firmly

seated in the connector. The clamp should be
in place. The cable should not be damaged.
Results:

OK: Reassemble the relay module to the

GSC+. Proceed to 3.

i01176965

CID 443 FMI 12 Crank

Termination Relay Failed Test
SMCS Code: 1453-038-R7; 4490-038-R7

NOT OK: If the connector clamp is missing,

replace the connector clamp. If the cable is

damaged, replace the GSC+. STOP.

3. Perform a functional check for the GFR.

a. Turn the ECS to OFF/RESET.
b. Disconnect all wires from RM-22 of the relay
module.
c. At the relay module, measure the resistance
from RM-22 to RM-7. Resistance should be
greater than 5000 ohms.
d. Turn the ECS to STOP and push in the
emergency stop button.
e. At the relay module, measure the resistance
from RM-22 to RM-7. Resistance should be
less than 5 ohms.
Expected Result: For 3.c, the resistance
should be greater than 5000 ohms. For 3.e,
the resistance should be less than 5 ohms.
Results:

OK: There was probably a poor

connection.and this procedure corrected it.
Check the electrical connectors, terminals
and wiring. See Testing And Adjusting,
Electrical Connector - Inspect. STOP.

NOT OK: Either one of the resistance

measurements are NOT correct. The relay
module is faulty. Replace the relay module.
See Testing And Adjusting, Relay Module Replace. STOP.

Illustration 72

g00488088

System Schematic For Crank Termination Relay (CTR)

The GSC+ uses the crank termination relay (CTR) to

activate the optional auxiliary relay (AUXREL). The
CTR is located within the relay module. The AUXREL
is located on the subpanel within the control panel.
The CTR is used to indicate that the engine is
beginning to run without cranking. The GSC+
activates the CTR when the engine speed is greater
than the crank terminate setpoint. (Setpoint P11
should be 400 RPM.) Also, the GSC+ activates
the CTR when the starting motor relay has been
deactivated. The CTR deactivates when the engine
RPM reaches 0.
Note: Whenever the GSC+ activates the CTR, K3
is shown on the lower display. K3 is also shown
on the lower display when the GSC+ attempts to
activate the crank terminate relay. When the CTR is
not activated, K3 is not shown.
Procedure
The possible cause of this diagnostic code is an
open coil or a shorted coil of the CTR.
The following response is the system response to
this fault while the CTR is activated:

110
Testing and Adjusting Section

If a CID 443 occurs, then the engine continues to

run and the AUXREL is deactivated.

Expected Result: The cable should be firmly

seated in the connector. The clamp should be
in place. The cable should not be damaged.

The following response is the system response to

this fault while the CTR is not activated:

Results:

If a CID 443 occurs, then the engine is able to

OK: Reassemble the relay module to the

start and the engine can run. The AUXREL is not

activated.

The GSC+ treats a CID 443 as an alarm fault.

Active alarm faults are shown on the display
when the alarm codes key is pressed. Also, the
active alarm faults are shown when the ECS is
in any position except the OFF/RESET position.
Clear the diagnostic code from the fault log after
troubleshooting is complete.
1. Check the status of the diagnostic code
(Active/Inactive).
a. Turn the ECS to OFF/RESET and then turn the
ECS to STOP.
b. Press the alarm codes key.
c. Observe the upper display. Check that aCID
443 FMI 12 is showing.
d. If the diagnostic code is not showing, enter
the service mode. View the fault log (OP1).
Check that the diagnostic code is showing.

GSC+. Proceed to 3.

NOT OK: If the connector clamp is missing,

replace the clamp. If the cable is damaged,

replace the GSC+. STOP.

3. Perform a functional check for the CTR.

a. Turn the ECS to OFF/RESET.
b. Disconnect all wires from RM-16 of the relay
module.
c. At the relay module, measure the resistance
from RM-16 to RM-3. Resistance should be
greater than 5000 ohms.
d. Start the engine. Make sure that the engine
speed is greater than the setpoint for crank
termination (P11).
e. At the relay module, measure the resistance
from RM-16 to RM-3. Resistance should be
less than 5 ohms.

Expected Result: A CID 443 FMI 12 is

showing as a active fault or an inactive fault.

Expected Result: For 3.c, the resistance

should be greater than 5000 ohms. For 3.e,
the resistance should be less than 5 ohms.

Results:

Results:

OK: A CID 443 FMI 12 has not occurred.

OK: There was probably a poor electrical

STOP.

NOT OK: A CID 443 FMI 12 is active or

inactive. Proceed to 2.

connection and the procedure corrected the

problem. Check the electrical connectors,
terminals and wiring. See Testing And
Adjusting, Electrical Connector - Inspect.
STOP.

2. Check internal cable of relay module.

Note: Only open the relay module in a dry
environment. If the inspection takes more than
twenty minutes replace the desiccant bag in the
GSC+ housing. See Testing And Adjusting, Relay
Module Replace.
a. Turn the ECS to OFF/RESET.
b. Temporarily, remove the relay module from
the GSC+. See Testing And Adjusting, Relay
Module Replace.
c. Check the cable that attaches the relay
module to the GSC+.

NOT OK: Either one of the resistance

measurements are NOT correct. The relay

module is faulty. Replace the relay module.
See Testing And Adjusting, Relay Module Replace. STOP.

111
Testing and Adjusting Section

i01176970

CID 444 FMI 12 Starting Motor

Relay Failed - Test
SMCS Code: 1453-038-R7; 4490-038-R7

g00479965

Illustration 73
System Schematic For Starting Motor Relay (SMR)

The GSC+ uses the starting motor relay (SMR)

to activate the starting motor magnetic switches
(SMMS1 and SMMS2) and the battery charger.
The SMR is located within the relay module.
SMMS1 and SMMS2 are located on the
subpanel within the control panel.

Note: Whenever the GSC+ activates the SMR, K4

is shown on the lower display. K4 is also shown
on the lower display when the GSC+ attempts to
activate the crank terminate relay. When the SMR is
not activated, K4 is not shown.
Procedure
The possible cause of this diagnostic code is an
open coil or a shorted coil of the SMR.

112
Testing and Adjusting Section

The following response is the system response to

this fault while the SMR is activated:

If a CID 444 occurs, then the engine stops

cranking.

c. Check the cable that attaches the relay

module to the GSC+.
Expected Result: The cable should be firmly
seated in the connector. The clamp should be
in place. The cable should not be damaged.

The following response is the system response to

this fault while the SMR is not activated:

Results:

If a CID 444 occurs, then the engine cannot crank

OK: Reassemble the relay module to the

or the engine cannot start. If the engine is already

running, then the engine continues to run.

The GSC+ treats a CID 444 as an alarm fault.

Active alarm faults are shown on the display
when the alarm codes key is pressed. Also, the
active alarm faults are shown when the ECS is
in any position except the OFF/RESET position.
Clear the diagnostic code from the fault log after
troubleshooting is complete.
1. Check the status of the diagnostic code
(Active/Inactive).

GSC+. Proceed to 3.

NOT OK: Replace the connector clamp

if the clamp is missing. If the cable is
damaged, replace the GSC+. STOP.

3. Perform a functional check for the SMR.

a. Turn the ECS to OFF/RESET.
b. Disconnect all wires from RM-18 of the relay
module.
c. Remove the fuse F4 from the relay module.

a. Turn the ECS to OFF/RESET and then turn the

ECS to STOP.
b. Press the alarm codes key.

d. At the relay module, measure the resistance

from RM-18 to RM-6. Resistance should be
greater than 5000 ohms.

c. Observe the upper display. Check that a CID

444 FMI 12 is showing.

e. Prepare to measure the resistance from

RM-18 to RM-6 of the relay module.

d. If the diagnostic code is not showing, enter

the service mode. View the fault log (OP1).
Check that the diagnostic code is showing.

f. Turn the ECS to the START position. Quickly

measure the resistance before the starting
motor relay deactivates because of the crank
time. Resistance should be less than 5 ohms.

Expected Result: A CID 444 FMI 12 is

showing as a active fault or an inactive fault.
Results:

Expected Result: For 3.d, the resistance

should be greater than 5000 ohms. For 3.f,
the resistance should be less than 5 ohms.

OK: A CID 444 FMI 12 has not occurred.

Results:

The fault is NOT active and the fault is NOT

inactive. STOP.

NOT OK: A CID 444 FMI 12is active or

inactive. Proceed to 2.
2. Check internal cable of relay module.
Note: Only open the relay module in a dry
environment. If the inspection takes more than
twenty minutes replace the desiccant bag in the
GSC+ housing. See Testing And Adjusting, Relay
Module - Replace.
a. Turn the ECS to OFF/RESET.
b. Temporarily, remove the relay module from
the GSC+. See Testing And Adjusting, Relay
Module - Replace.

OK: There was probably a poor electrical

connection and performing this procedure
corrected the poor connection. Check the
electrical connectors, terminals and wiring.
See Testing And Adjusting, Electrical
Connector - Inspect. STOP.

NOT OK: Either one of the resistance

measurements are NOT correct. The relay
module is faulty. Replace the relay module.
See Testing And Adjusting, Relay Module Replace. STOP.

113
Testing and Adjusting Section

i01177276

CID 445 FMI 12 Run Relay

Failed - Test
SMCS Code: 4490-038-R7

The GSC+ treats this diagnostic code as an alarm

fault. Active alarm faults are shown on the display
when the alarm codes key is pressed. The active
alarm faults are shown when the ECS is in any
position except OFF/RESET. Clear the diagnostic
code from the fault log after troubleshooting is
complete.
1. Check the status of the diagnostic code
(Active/Inactive).
a. Turn the ECS to OFF/RESET and then turn the
ECS to STOP.
b. Press the alarm codes key.
c. Observe the upper display. Check that a CID
445 FMI 12 is showing.

Illustration 74

g00488507

System Schematic For Run Relay (RR)

The contacts for the run relay (RR) are available for
use by the customer. The RR is located within the
relay module. The GSC+ activates the RR during
engine cranking and running.
Note: Whenever the GSC+ activates the RR, K5
is shown on the lower display. K5 is also shown
on the lower display when the GSC+ attempts to
activate the crank terminate relay. When the RR is
not activated, K5 is not shown.

d. If this diagnostic code is not showing, enter

the service mode. View the fault log (OP1).
Check that the diagnostic code is showing.
Expected Result: A CID 445 FMI 12 is
showing as a active fault or an inactive fault.
Results:

OK: A CID 445 FMI 12 has not occurred.

The fault is NOT active and the fault is NOT
inactive. STOP.

NOT OK: A CID 445 FMI 12 is active or

inactive. Proceed to 2.

Procedure

2. Check internal cable of relay module.

The possible cause of this diagnostic code is an

open coil or a shorted coil of the RR.

Note: Only open the relay module in a dry

environment. If the inspection takes more than
twenty minutes replace the desiccant bag in the
GSC+ housing. See Testing And Adjusting, Relay
Module Replace.

The following response is the system response to

this fault while the RR is activated:

If a CID 445 occurs, then any equipment that

is connected to RM-24 is deactivated. Also,
any equipment that is connected to RM-23 is
activated.

The following response is the system response to

this fault while the RR is not activated:

If a CID 445 occurs, then any equipment that is

connected to RM-24 is not activated. Also, any
equipment that is connected to RM-23 remains
activated.

a. Turn the ECS to OFF/RESET.

b. Temporarily, remove the relay module from
the GSC+. See Testing And Adjusting, Relay
Module - Replace.
c. Check the cable that attaches the relay
module to the GSC+.
Expected Result: The cable should be firmly
seated in the connector. The clamp should be
in place. The cable should not be damaged.
Results:

OK: Reassemble the relay module to the

GSC+. Proceed to 3.

114
Testing and Adjusting Section

NOT OK: Replace the connector clamp

if the clamp is missing. If the cable is
damaged, replace the GSC+. STOP.

3. Perform a functional check for the RR.

a. Turn the ECS to OFF/RESET.

i01177421

CID 446 FMI 12 Air Shutoff

Relay Failed - Test
SMCS Code: 1078-038-R7; 4490-038-R7

b. Disconnect all wires from RM-24 of the relay

module. Remove the fuse F4 from the relay
module.
c. At the relay module, measure the resistance
from RM-24 to RM-8. Resistance should be
greater than 5000 ohms.
d. Turn the ECS to the START position. Make
sure that K5 is showing on the lower display.
e. At the relay module, measure the resistance
from RM-24 to RM-8. Resistance should be
less than 5 ohms.
Expected Result: For 3.c, the resistance
should be greater than 5000 ohms. For 3.e,
the resistance should be less than 5 ohms.
Results:

OK: There was probably a poor connection

and this procedure corrected the
poor connection. Check the electrical
connectors, terminals and wiring. See
Testing And Adjusting, Electrical Connector
- Inspect. STOP.

NOT OK: Either one of the resistance

measurements are NOT correct. The relay

module is faulty. Replace the relay module.
See Testing And Adjusting, Relay Module Replace. STOP.

Illustration 75

g00488518

System Schematic For Air Shutoff Relay (ASR)

The GSC+ uses the air shutoff relay (ASR) to

activate the air shutoff solenoids during a shutdown
fault. The ASR is located within the relay module.
The air shutoff solenoids are located within the air
inlet system of the engine.
The GSC+ activates the air shutoff relay (ASR) for
some active shutdown faults.
Note: Whenever the GSC+ activates the ASR, K6
is shown on the lower display. K6 is also shown
on the lower display when the GSC+ attempts to
activate the crank terminate relay. When the ASR is
not activated, K6 is not shown.
Procedure
The possible case of diagnostic code is an open
coil or a shorted coil of the ASR.
The following response is the system response to
this fault while the ASR is activated:

115
Testing and Adjusting Section

If a CID 446 occurs, then there is no effect on

the system because the air shutoff is already

operating and the shutdown mode is functioning.

The following response is the system response to

this fault while the ASR is not activated:

If a CID 446 occurs, then there is no immediate

effect on the system. The engine is able to start
and the engine is able to run.
The following response is the system response to
this diagnostic code while the ASR is not activated
and a shutdown fault occurs:

a. Turn the ECS to OFF/RESET.

b. Temporarily, remove the relay module from
the GSC+. See Testing And Adjusting, Relay
Module - Replace.
c. Check the cable that attaches the relay
module to the GSC+.
Expected Result: The cable should be firmly
seated in the connector. The clamp should be
in place. The cable should not be damaged.
Results:

If a CID 446 occurs, then the ASR cannot

OK: Reassemble the relay module to the

The GSC+ treats this diagnostic code as an alarm

fault. Active alarm faults are shown on the display
when the alarm codes key is pressed. The active
alarm faults are shown when the ECS is in any
position except the OFF/RESET. Clear the diagnostic
code from the fault log after troubleshooting is
complete.

NOT OK: Replace the connector clamp

energize the air shutoff solenoids.

1. Check the status of the diagnostic code

(Active/Inactive).
a. Turn the ECS to OFF/RESET and then turn the
ECS to STOP.

GSC+. Proceed to 3.

if the clamp is missing. If the cable is

damaged, replace the GSC+. STOP.

3. Perform a functional check for the ASR.

a. Turn the ECS to OFF/RESET.
b. Disconnect all wires from RM-19 of the relay
module.
c. At the relay module, measure the resistance
from RM-19 to RM-5. Resistance should be
greater than 5000 ohms.

b. Press the alarm codes key.

c. Observe the upper display. Check that a CID
446 FMI 12 is showing.
d. If the diagnostic code is not showing, enter
the service mode. View the fault log (OP1).
Check that the diagnostic code is showing.

d. Turn the ECS to the STOP position and push

in the emergency stop push button (ESPB).
e. At the relay module, measure the resistance
from RM-19 to RM-5. Resistance should be
less than 5 ohms.

Expected Result: A CID 446 FMI 12 is

showing as a active fault or an inactive fault.

Expected Result:For 3.c, the resistance

should be greater than 5000 ohms. For 3.e,
the resistance should be less than 5 ohms.

Results:

Results:

OK: A CID 446 FMI 12 is active or inactive.

OK: There was probably a poor electrical

Proceed to 2.

NOT OK: A CID 446 FMI 12 has not

occurred. The fault is NOT active and the
fault is NOT inactive. STOP.
2. Check internal cable of relay module.
Note: Only open the relay module in a dry
environment. If the inspection takes more than
twenty minutes replace the desiccant bag in the
GSC+ housing. See Testing And Adjusting, Relay
Module - Replace.

connection and this procedure corrected

the connection. Check the electrical
connectors, terminals and wiring. See
Testing And Adjusting, Electrical Connector
- Inspect. STOP.

NOT OK: Either one of the resistance

measurements are NOT correct. The relay
module is faulty. Replace the relay module.
See Testing And Adjusting, Relay Module Replace. STOP.

116
Testing and Adjusting Section

i01177443

CID 447 FMI 12 Fuel Control

Relay Failed - Test
SMCS Code: 4490-038-R7

The GSC+ treats this diagnostic code as an alarm

fault. Active alarm faults are shown on the display
when the alarm codes key is pressed. Also, the
active alarm faults are shown when the ECS is
in any position except the OFF/RESET position.
Clear the diagnostic code from the fault log after
troubleshooting is complete.
1. Check the status of the diagnostic code
(Active/Inactive).
a. Turn the ECS to OFF/RESET and then turn the
ECS to STOP.
b. Press the alarm codes key.
c. Observe the upper display. Check that a CID
447 FMI 12 is showing.

Illustration 76

g00488810

System Schematic For Fuel Control Relay

The contacts for the fuel control relay (FCR) are

available for use by the customer. The FCR is
located within the relay module. The GSC+ activates
the FCR according to the value of setpoint P01. If
setpoint P01 is set to 0, the GSC+ activates the
FCR. The FCR activates during the engine cranking.
The FCR activates when the engine is running. If
setpoint P01 is set to 1 (ETS), the GSC+ activates
the FCR when the engine is stopped.
Note: Whenever the GSC+ activates the FCR, K7
is shown on the lower display. K7 is also shown
when the GSC+ attempts to activate the FCR.
When the FCR is not activated, K7 is not shown.
Also, setpoint P01 selects the type of fuel control
solenoid:
0 Energized To Run (ETR)

d. If the diagnostic code is not showing, enter

the service mode. View the fault log (OP1).
Check that the diagnostic code is showing.
Expected Result: A CID 447 FMI 12 is
showing as a active fault or an inactive fault.
Results:

OK: A CID 447 FMI 12 is active or inactive.

Proceed to 2.

NOT OK: A CID 447 FMI 12 has not

occurred. The fault is NOT active and the
fault is NOT inactive. STOP.
2. Check internal cable of relay module.
Note: Only open the relay module in a dry
environment. If the inspection takes more than
twenty minutes replace the desiccant bag in the
GSC+ housing. See Testing And Adjusting, Relay
Module - Replace.

1 Energized To Stop (ETS)

a. Turn the ECS to OFF/RESET.

Procedure

b. Temporarily, remove the relay module from

the GSC+. See Testing And Adjusting, Relay
Module Replace.

The possible cause of this diagnostic code is an

open coil or a shorted coil of the FCR.
The following response is the system response to
this fault while the engine is running:

If a CID 447 occurs, then any equipment that is

connected to RM-15 is deactivated.
The following response is the system response to
this fault while the engine is NOT running:

If a CID 447 occurs, then any equipment that is

connected to RM-15 is not activated.

c. Check the cable that attaches the relay

module to the GSC+.
Expected Result: The cable should be firmly
seated in the connector. The clamp should be
in place. The cable should not be damaged.
Results:

OK: Reassemble the relay module to the

GSC+. Proceed to 3.

117
Testing and Adjusting Section

NOT OK: Replace the connector clamp

if the clamp is missing. If the cable is
damaged, replace the GSC+. STOP.

3. Perform a functional check for the ASR.

a. Turn the ECS to OFF/RESET.

i01177458

CID 448 FMI 12 Programmable

Spare Relay Failed - Test
SMCS Code: 4490-038-R7

b. Disconnect all wires from RM-15 of the relay

module.
c. At the relay module, measure the resistance
from RM-15 to RM-4. Resistance should be
greater than 5000 ohms.
d. For ETR systems, turn the ECS to the START
position. For ETS systems, turn the ECS
to START and then turn the ECS to the
OFF/RESET position. Make sure that K7 is
showing in the lower display.
e. At the relay module, measure the resistance
from RM-15 to RM-4. Resistance should be
less than 5 ohms.
Expected Result: For 3.c, the resistance
should be greater than 5000 ohms. For 3.e,
the resistance should be less than 5 ohms.
Results:

OK: There was probably a poor connection

and this troubleshooting procedure
corrected the connection. Check the
electrical connectors, terminals and wiring.
See Testing And Adjusting, Electrical
Connector - Inspect. STOP.

NOT OK: Either one of the resistance

measurements are NOT correct. The relay
module is faulty. Replace the relay module.
See Testing And Adjusting, Relay Module Replace. STOP.

Illustration 77

g00630884

The GSC+ communicates with the relay driver

module (RDM) by a serial data link. When the data
link malfunctions, R1 output (terminal 2 of the RDM)
will be activated on and off at a rate of 0.5 Hz.
Relays R2 through R9 may maintain the current
state. Also, the relays may default to the OFF
position. These steps are controlled by a jumper
between terminals 6 and 7 of the RDM. If the serial
data link has a fault and a jumper is NOT present,
then the relay outputs will not change. If the jumper
is present, R2 through R9 will default to OFF.
Note: The maximum distance between a module
and the GSC+ is 305 m (1000 ft). If this specification
is not met, the data link may malfunction. The GSC+
may show a CID 475 fault. If the distance is not
in compliance with the specification, shorten the
distance between the RDM and the GSC+.
Note: Faults are created when the harness
connector is disconnected from the GSC+ during
these troubleshooting procedures. Clear these
created faults after the particular fault is corrected
and the particular fault is cleared. In a properly
operating system, when the harness connector is
removed from the GSC+, the following diagnostic
fault codes are recorded:
CID 100 FMI 2 Pressure Sensor (Engine Oil)

118
Testing and Adjusting Section

CID 110 FMI 2 Temperature Sensor (Engine

Coolant)
CID 111 FMI 3 Fluid Level Sensor (Engine
Coolant)

Expected Result: For Step 2.c, the voltage

should be 11.6 0.5 DCV. For Step 2.d, the
voltage should change constantly. The range
of change is between 0 DCV to 5.5 DCV.
Results:

CID 175 FMI 3 Temperature Sensor (Engine Oil)

OK: Both voltage measurements are

CID 190 FMI 3 Speed Sensor (Engine)
CID 336 FMI 2 Switch (Engine Control)
CID 590 FMI 9 Engine ECM
The possible cause of a CID 475 FMI 3 is a short to
the battery positive terminal.
The GSC+ is not able to detect an open circuit
condition of the relay driver modules data link. Clear
the fault from the fault log after the troubleshooting
is complete.

correct. Proceed to Step 3.

NOT OK: The voltage that was measured at

the RDM (Step 2.c) is NOT correct. Replace
the RDM. STOP.

NOT OK: The voltage that was measured

at the GSC+ (Step 2.d) is NOT correct.
Replace the GSC+. STOP.
3. Check For A B+ Short In The Harness.
a. Disconnect the harness connector from the
GSC+.

1. Check The Data Signal Voltage.

a. At the RDM, measure the DC voltage from
terminal 4 (positive meter lead) to terminal 7
(negative meter lead).
Expected Result: The voltage should change
constantly. The range will vary from 0 DCV
to 10 DCV.
Results:

b. At the RDM, disconnect all wires from terminal

4.
c. Measure the resistance between the wires
on terminal 4 on the RDM and B+. The relay
module is located on the rear of the GSC+.
d. Measure the resistance between the wires on
terminal 4 on the RDM to B- on the RDM.
The relay module is located on the rear of the
GSC+.

OK: The voltage measurement is correct.

Proceed to Step 3.

NOT OK: The voltage measurement is NOT

Expected Result: Both measurements (Step

3.c and Step 3.d) should be greater than
20000 ohms.

correct. Proceed to Step 2.

Results:
2. Check The Voltage Of The RDM And Check The
Voltage Of The GSC+.
a. At the RDM, disconnect all wires from terminal
4.
b. Disconnect the harness connector from the
GSC+.
c. At the RDM, measure the DC voltage from
terminal 4 (positive meter lead) to terminal
7 (negative meter lead). Voltage should be
11.6 0.5 DCV.
d. Measure the DC voltage from contact 30 of
the GSC+ to the battery negative terminal of
the relay module. The relay module is located
on the rear of the GSC+. The voltage should
change constantly. The range of change is
between 0 DCV to 5.5 DCV.

OK: Both the resistance measurements are

correct. Check the electrical connectors,
terminals and wiring. See Testing And
Adjusting, Electrical Connector - Inspect.
If the fault still exists after the inspection,
replace the RDM. STOP.

NOT OK: Either one or both of the

resistance measurements are NOT correct.

The harness wiring with the incorrect
measurement for resistance is shorted.
Repair the faulty harness wiring between
the RDM and the GSC+. See the preceding
System Schematic. STOP.

119
Testing and Adjusting Section

i01178651

CID 475 FMI 3 Relay Driver

Module Voltage Above Normal
- Test
SMCS Code: 4490-038

Note: Faults are created when the harness

connector is disconnected from the GSC+ during
these troubleshooting procedures. Clear these
created faults after the particular fault is corrected
and the particular fault is cleared. In a properly
operating system, when the harness connector is
removed from the GSC+, the following diagnostic
fault codes are recorded:
CID 100 FMI 3 Pressure Sensor (Engine Oil)
CID 110 FMI 3 Temperature Sensor (Engine
Coolant)
CID 111 FMI 3 Fluid Level Sensor (Engine
Coolant)
CID 175 FMI 3 Temperature Sensor (Engine Oil)
CID 190 FMI 3 Speed Sensor (Engine)
CID 336 FMI 2 Switch (Engine Control)
The possible cause of a CID 475 FMI 3 is a short to
the battery positive terminal.
The GSC+ is not able to detect an open circuit
condition on the relay driver module data link. Clear
the fault from the fault log after the troubleshooting
is complete.
1. Check The Voltage Of The Data Signal.

Illustration 78

g00630930

The GSC+ communicates with the relay driver

module (RDM) by a serial data link. When the data
link malfunctions, R1 output (terminal 2 of the RDM)
will be activated on and off at a rate of 0.5 Hz.
Relays R2 through R9 may maintain the current
state. Also, the relays may default to the OFF
position. These steps are controlled by a jumper
between terminals 6 and 7 of the RDM. If the jumper
is present, R2 through R9 will default to OFF.
Note: The maximum distance between a module
and the GSC+ is 305 m (1000 ft). If this specification
is not met, the data link may malfunction. The GSC+
may show a CID 475 fault. If the distance is not
in compliance with the specification, shorten the
distance between the RDM and the GSC+.

a. At the RDM, measure the DC voltage from

terminal 4 (positive meter lead) to terminal 7
(negative meter lead).
Expected Result: The voltage should change
constantly. The range will vary from 0 DCV
to 10 DCV.
Results:

OK: The voltage measurement is correct.

Proceed to Step 3.

NOT OK: The voltage measurement is NOT

correct. Proceed to Step 2.
2. Check The Voltage Of The RDM And Check The
Voltage Of The GSC+.
a. At the RDM, disconnect all wires from terminal
4.
b. Disconnect the harness connector from the
GSC+.

120
Testing and Adjusting Section

c. At the RDM, measure the DC voltage from

terminal 4 (positive meter lead) to terminal
7 (negative meter lead). Voltage should be
11.6 0.5 DCV.
d. Measure the DC voltage from contact 30 of
the GSC+ to the battery negative terminal of
the relay module. The relay module is located
on the rear of the GSC+. The voltage should
change constantly. The range of change is
between 0 DCV to 5.5 DCV.
Expected Result: For Step 2.c, the voltage
should be 11.6 0.5 DCV. For Step 2.d, the
voltage should change constantly. The range
of change is between 0 DCV to 5.5 DCV.
Results:

NOT OK: Either one or both of the

resistance measurements are NOT correct.

The harness wiring with the incorrect
measurement for resistance is shorted.
Troubleshoot and repair the faulty harness
wiring between the RDM and the GSC+.
See the preceding System Schematic.
STOP.
i01178958

CID 475 FMI 4 Relay Driver

Module Voltage Below Normal
- Test
SMCS Code: 4490-038

OK: Both voltage measurements are

correct. Proceed to Step 3.

NOT OK: The voltage that was measured at

the RDM (Step 2.c) is NOT correct. Replace
the RDM. STOP.

NOT OK: The voltage that was measured

at the GSC+ (Step 2.d) is NOT correct.
Replace the GSC+. STOP.
3. Check For A B+ Short In The Harness.
a. Disconnect the harness connector from the
GSC+.
b. At the RDM, disconnect all wires from terminal
4.
c. Check the resistance between the wires on
the terminal 4 and the relay module B+. The
relay module is located on the rear of the
GSC+.
d. Check the resistance between the wires on
the terminal 4 and the relay module B-. The
relay module is located on the rear of the
GSC+.
Expected Result: Both measurements (Step
3.c and Step 3.d) should be greater than
20000 ohms.
Results:

OK: Both the resistance measurements are

correct. Check the electrical connectors,
terminals and wiring. See Testing And
Adjusting, Electrical Connector - Inspect.
If the fault still exists after the inspection,
replace the RDM. STOP.

Illustration 79

g00630930

System Schematic For The Relay Driver Module Data Link

The GSC+ communicates with the relay driver

module (RDM) by a serial data link. When the data
link malfunctions, R1 output (terminal 2 of the RDM)
will be activated on and off at a rate of 0.5 Hz.
Relays R2 through R9 may maintain the current
state. Also, the relays may default to the OFF
position. These steps are controlled by a jumper
between terminals 6 and 7 of the RDM. If the jumper
is present, R2 through R9 will default to OFF.

121
Testing and Adjusting Section

Note: The maximum distance between a module

and the GSC+ is 305 m (1000 ft). If this specification
is not met, the data link may malfunction. The GSC+
may show a CID 475 fault. If the distance is not
in compliance with the specification, shorten the
distance between the RDM and the GSC+.
CID 100 FMI 2 Pressure Sensor (Engine Oil)
CID 110 FMI 2 Temperature Sensor (Engine
Coolant)

c. At the RDM, measure the DC voltage from

terminal 4 (positive meter lead) to terminal
7 (negative meter lead). Voltage should be
11.6 0.5 DCV.
d. Measure the DC voltage from contact 30 of
the GSC+ to the battery negative terminal of
the relay module. The relay module is located
on the rear of the GSC+. The voltage should
change constantly. The range of change is
between 0 DCV to 5.5 DCV.

CID 175 FMI 3 Temperature Sensor (Engine Oil)

Expected Result: For Step 2.c, the voltage

should be 11.6 0.5 DCV. For Step 2.d, the
voltage should change constantly. The range
of change is between 0 DCV to 5.5 DCV.

CID 190 FMI 3 Speed Sensor (Engine)

Results:

CID 336 FMI 2 Switch (Engine Control)

OK: Both voltage measurements are

CID 111 FMI 3 Fluid Level Sensor (Engine

Coolant)

correct. Proceed to Step 3.

CID 590 FMI 9 Engine ECM

NOT OK: The voltage that was measured at

The possible cause of a CID 475 FMI 4 is a short
to the battery negative terminal.
The GSC+ is not able to detect an open circuit
condition of the relay driver module data link. Clear
the fault from the fault log after the troubleshooting
is complete.

the RDM (Step 2.c) is NOT correct. Replace

the RDM. STOP.

NOT OK: The voltage that was measured

at the GSC+ (Step 2.d) is NOT correct.
Replace the GSC+. STOP.
3. Check For A B+ Short In The Harness.

1. Check The Voltage Of The Data Signal.

a. At the RDM, measure the DC voltage from
terminal 4 (positive meter lead) to terminal 7
(negative meter lead).
Expected Result: The voltage should change
constantly. The range will vary from 0 DCV
to 10 DCV.
Results:

OK: The voltage measurement is correct.

Proceed to Step 3.

NOT OK: The voltage measurement is NOT

a. Disconnect the harness connector from the

GSC+.
b. At the RDM, disconnect all wires from terminal
4.
c. Measure the resistance from the wires of
terminal 4 at the RDM to battery positive of
the relay module. The relay module is located
on the rear of the GSC+.
d. Measure the resistance from the wires of
terminal 4 at the RDM to battery negative of
the relay module. The relay module is located
on the rear of the GSC+.

correct. Proceed to Step 2.

2. Check The Voltage Of The RDM And Check The
Voltage Of The GSC+.
a. At the RDM, disconnect all wires from terminal
4.
b. Disconnect the harness connector from the
GSC+.

Expected Result: Both measurements (Step

3.c and Step 3.d) should be greater than
20000 ohms.
Results:

OK: Both the resistance measurements are

correct. Check the electrical connectors,
terminals and wiring. See Testing And
Adjusting, Electrical Connector - Inspect.
If the fault still exists after the inspection,
replace the RDM. STOP.

122
Testing and Adjusting Section

NOT OK: Either one or both of the

i01179037

resistance measurements are NOT correct.

The harness wiring with the incorrect
measurement for resistance is shorted.
Troubleshoot and repair the faulty harness
wiring between the RDM and the GSC+.
See the preceding System Schematic.
STOP.

CID 566 FMI 7 Unexpected

Shutdown Improper
Mechanical Response Test
SMCS Code: 4490-038

i01178992

CID 500 FMI 12 EMCP

Electronic Control (Generator
Set) Failed - Test
SMCS Code: 4490-038
A CID 500 FMI 12 fault means that the GSC+ is
unable to accurately measure the AC voltage and
the AC current. The engine remains able to run. The
engine also remains able to start.
Note: On the GSC+, the CID 500 FMI 12 service
code will be shown even when the engine control
switch (ECS) is in the OFF/RESET position.
If a CID 500 FMI 12 fault occurs, replace the GSC+.
See Testing And Adjusting, EMCP Electronic
Control (Generator Set) - Replace.
Illustration 80

NOTICE
If a CID 500 FMI 12 occurs and the engine is running,
the generator output may be at full voltage potential.
This could occur even if the GSC display is showing 0
AC volts and 0 AC current for all three phases.

g00479969

System Schematic For Electronic Governor Relay (EGR)

123
Testing and Adjusting Section

A component which is not controlled by the GSC+

could possibly cause a CID 566 FMI 7. This
component would need to have caused an engine
shutdown.
The GSC+ treats this diagnostic code as a
shutdown fault. Clear the diagnostic code from the
fault log after troubleshooting is complete.
Note: This procedure requires many voltage
measurements during simulated engine cranking.
The fuse for the starting motor F4 on the relay
module is removed in order to prevent the activation
of the starting motor. Voltage measurements
must be made quickly before the total cycle
crank time (setpoint P17) elapses. The total
cycle crank time is set to the default. The default
time is ninety seconds. See Systems Operation,
Engine/Generator Programming OP5. The time
that is required to take a voltage measurement is
only 90 seconds. If this time is exceeded, the GSC+
indicates an overvoltage fault. The indicator for the
overcrank shutdown will FLASH. In order to continue
with a voltage measurement, the overcrank fault
must be reset by turning the ECS to OFF/RESET.
Then turn the ECS to START.
Illustration 81

g00488518

System Schematic For Air Shutoff Relay (ASR)

The CID 566 alerts the operator that the GSC+

did not control the engine shutdown. Any fault
shutdown that is initiated solely by the engine ECM
will result in a CID 566 on the GSC+. If an outside
influence causes the engine to shut down, the
GSC+ indicates a CID 566. There is only one failure
mode for a CID 566 and the mode is FMI 7 (faulty
mechanical response).
The diagnostic code causes the following sequence
of events:

The engine is running.

The engine speed drops to 0 rpm.

1. Perform an initial check.

Before you perform the troubleshooting
procedures, perform the following steps:
a. Make sure that there are NO OTHER ACTIVE
FAULTS. Erroneous troubleshooting and
needless replacement of parts can be caused
by a failure to check for other diagnostic
codes. The operator will make many voltage
measurements while the GSC+ is attempting
to crank the engine. The GSC+ detects other
diagnostic codes. If the GSC+ detects other
diagnostic codes, the GSC+ will prevent the
starting of the engine by shutting off the fuel
and the air.
b. Check the fuel level and the fuel quality.
c. Check for a plugged fuel filter.

The GSC+ detects the drop to 0 rpm.

d. Check for a plugged air filter.

The GSC+ has not called for a shutdown.

The GSC+ determines that no fault for the engine
speed sensor is present.

The GSC+ indicates a CID 566 FMI 7 and the

GSC+ disables the engine from running.
Procedure

e. Refer to the Engine Service Manual if there

is an obvious engine fault. Also, refer to the
Engine Service Manual if there is an obvious
fault with the fuel system.
f. Check the air shutoff solenoid for activation.
If the air shutoff solenoid is activated and the
air shutoff solenoid cannot be deactivated,
begin troubleshooting with 15. Otherwise
begin troubleshooting with 2.

124
Testing and Adjusting Section

2. Verify the diagnostic code.

a. Observe the upper display. Check that the
CID 566 FMI 7 is showing.

a. Turn the ECS to OFF/RESET.

b. Check fuses F2 and F10 on the relay
module.

Expected Result: A CID 566 FMI 7 is showing

as an active fault.

Expected Result: None of these fuses should

be blown.

Results:

Results:

OK: Only a CID 566 FMI 7 is showing.

OK: Proceed to 6.

Proceed to 3. If an inactive CID 566 FMI 7

is showing in the fault log, check the history
of the genset and proceed to 3.

NOT OK: A CID 566 FMI 7 is NOT showing.

NOT OK: One or more of the fuses are

blown. Proceed to 7.

6. Check the voltage at the relay module.

No active CID 566 FMI 7 exists. STOP.

3. Check the system voltage.

a. Ensure that the engine is off. Measure the
system voltage at the battery. Make a note
of this measurement. The measurement for
the system voltage is used for comparison in
future steps of this procedure.
Expected Result: For 24 volt systems, the
system voltage should be from 24.8 to 29.5
DCV. For 32 volt systems, the system voltage
should be from 33.1 to 39.3 DCV.

Fuse F4 remains removed from the relay

module.
a. Prepare to measure the voltage from RM-15
to the B- terminal of the relay module.
b. Turn the ECS to OFF/RESET and then turn the
ECS to START.
c. At the relay module, measure the voltage from
RM-15 to the B- terminal.

Results:

Expected Result: The voltage should be

2.0 DCV of the system voltage that was
previously measured in 3.

OK: Proceed to 4.

Results:

NOT OK: System voltage is NOT correct.

OK: Therefore, there is an open circuit

For troubleshooting, see the procedure for

system voltage. STOP.

between RM-15 of the relay module and the

fuel control solenoid. Repair the circuit. See
the preceding System Schematic. STOP.

4. Check the setpoint P01.

NOT OK: Voltage is low. Proceed to 8.

a. Check the setpoint P01 for proper
programming. For an ETR, the P01 is set at
0. For an ETS, the PO1 should be 1. See
Systems Operation, Setpoint Viewing OP2.
Expected Result: Setpoint P01 should be
programmed to match the type of fuel control
solenoid that is used on the genset.

7. Troubleshoot the blown fuse.

This test continues troubleshooting from 5. For
reference, see the preceding System Schematics
and Testing And Adjusting, Schematics and
Wiring Diagrams.
a. The ECS remains in the OFF/RESET position.

Results:
b. Remove the fuse that is blown.

OK: Proceed to 5.
NOT OK: Setpoint P01 is NOT programmed
correctly. Reprogram setpoint P01. See
Systems Operation, Engine/Generator
Programming OP5.

5. Check the fuses.

If the blown fuse is F2, measure the

resistance from RM-15 of the relay module
to ground (B-).

If the blown fuse is F10, measure the

resistance from RM-39 of the relay module

to ground (B-).

125
Testing and Adjusting Section

Expected Result: The resistance of the circuit

should be less than 3 ohms for the circuit with
the fuse that is blown.

9. Check that the diagnostic code exists.

a. Make sure that no other diagnostic codes are
active.

Results:

OK: The resistance is greater than 3 ohms

and the fuse is no longer blowing. Carefully

check ALL wires that are connected to the
appropriate terminal of the relay module for
abrasion or worn spots in the insulation that
could be causing the short. Check the wires
in the panel. Check the generator panel.
Also check the wires on the engine harness.
Refer to the various wiring diagrams. Repair
the wiring or replace wiring, if necessary.
STOP.

NOT OK: If a resistance is less than 3

ohms, there is a short to ground (B-). The

resistance on a ETR fuel system with a
dual coil fuel control solenoid is less than
1 ohm. Remove the wires one at a time.
Remove a component or wire until the faulty
component or wire is isolated. Repair the
faulty component or wiring. If necessary,
replace the faulty component or wiring.
STOP.

NOT OK: The resistance is greater than 3

ohms and the fuse is blown. This means
that the relay module is faulty. replace the
relay module. See Testing And Adjusting,
Relay Module - Replace. STOP.
8. Check the condition of the low voltage.
This test continues troubleshooting from 6.
Fuse F4 remains removed from the relay
module. For reference, see the Generator Set
Wiring Diagram in the Testing And Adjusting,
Schematics & Wiring Diagrams. Prepare to
make voltage measurements at the relay module.
a. Turn the ECS to OFF/RESET and then turn the
ECS to START.
b. At the relay module, measure the voltage from
RM-4 to the B- terminal and from RM-31 to
the B- terminal.
Expected Result: The voltage should be
2.0 DCV of the system voltage that was
measured previously in 3.

b. Check the upper display for any active

diagnostic codes.
Expected Result: Only CID 566 FMI 7 is
active.
Results:

OK: Only CID 566 FMI 7 is active. Proceed

to 10.

NOT OK: A diagnostic code except the

CID 566 FMI 7 is active. Correct the
other diagnostic code. Proceed to the
corresponding troubleshooting procedure.
STOP.
10. Check the system voltage.
a. Recheck the voltage on RM-15 of the relay
module. See 6.
Expected Result: The voltage should be
2.0 DCV of the system voltage that was
previously measured in 3.
Results:

OK: The voltage is correct. There is an

open circuit between RM-15 of the relay

module and the fuel control solenoid. Repair
the wiring. See the Generator Set Wiring
Diagram in the Testing And Adjusting,
Schematics & Wiring Diagrams. STOP.

NOT OK: If the voltage remains low,

replace the relay module. See Testing And
Adjusting, Relay Module - Replace. STOP.
11. Check the voltage at the relay module.
Fuse F4 remains removed from the relay
module. Prepare to make a voltage measurement
at the relay module.
a. Turn the ECS to OFF/RESET and then turn the
ECS to START.
b. At the relay module, measure the voltage from
RM-15 to the B- terminal of the relay module.

Results:

OK: Proceed to 9.

Expected Result: The voltage should be

2.0 DCV of the system voltage that was
previously measured in 3.

NOT OK: Voltage is NOT correct. Check the

wiring and recheck the fuse F2. STOP.

Results:

126
Testing and Adjusting Section

OK: Voltage is correct. There could be an

open between RM-15 of the relay module
and the electronic governor. There could
also be an open between the B- terminal
of the relay module and the electronic
governor. Check the slave relay and the
wiring. See the Generator Set Wiring
Diagram in the Testing And Adjusting,
Schematics & Wiring Diagrams. STOP.

NOT OK: A diagnostic code except the

CID 566 FMI 7 is active. Correct the

other diagnostic code. Proceed to the
corresponding troubleshooting procedure.
STOP.

14. Check the system voltage.

a. Recheck the voltage on RM-15 of the relay
module. See 11.

NOT OK: Voltage is low. Proceed to 12.

12. Check the condition of the low voltage.
Fuse F4 remains removed from the relay
module. For reference, see the preceding
System Schematic and the Generator Set
Wiring Diagram in the Testing And Adjusting,
Schematics & Wiring Diagrams. Prepare to
make voltage measurements at the relay module.
a. Turn the ECS to OFF/RESET and then turn the
ECS to START.
b. At the relay module, measure the voltage from
RM-4 to the B- terminal.

Expected Result: The voltage should be

2.0 DCV of the system voltage that was
previously measured in 3.
Results:

OK: The voltage is correct. There is an

open circuit between RM-15 of the relay
module and the fuel control solenoid.
Check the slave relay, the fuel control relays
(1FCR and 2FCR) and the wiring. See
the Generator Set Wiring Diagram in
the Testing And Adjusting, Schematics &
Wiring Diagrams. STOP.

NOT OK: If the voltage remains low,

c. At the relay module, measure the voltage from
RM-31 to the B- terminal.
Expected Result: The voltage should be
2.0 DCV of the system voltage that was
previously measured in 3.

replace the relay module. See Testing And

Adjusting, Relay Module - Replace. STOP.
15. Check the voltage at the air shutoff solenoid.

OK: Voltage is correct. Proceed to 13.

This test continues troubleshooting from the

preliminary step (initial check). Prepare to
make a voltage measurement at the air shutoff
solenoid. (The air shutoff solenoid may be active
for 15 seconds.)

NOT OK: Voltage is not correct. Check the

a. Remove fuse F4 from the relay module.

Results:

wiring and recheck the fuse F2. STOP.

13. Check that the diagnostic code exists.
a. Make sure that no other diagnostic codes are
active.
b. Check the upper display for any active
diagnostic codes.
Expected Result: Only CID 566 FMI 7 is
active.

b. Turn the ECS to OFF/RESET and then turn the

ECS to START.
c. At the air shutoff solenoid, measure the
voltage across the terminals of solenoid.
Expected Result: The voltage should be from
0 to 2.0 DCV.
Results:

OK: Voltage is correct. If the air shutoff

Results:

OK: Only CID 566 FMI 7 is active. Proceed

solenoid cannot be reset then the fault is in

the air shutoff solenoid. Refer to the Engine
Service Manual. STOP.

to 14.

NOT OK: Voltage is high. Proceed to 16.

16. Check the voltage at the relay module.

127
Testing and Adjusting Section

Fuse F4 remains removed from the relay

module. Prepare to make a voltage measurement
at the relay module.

NOT OK: Resistance is less than 100 ohms.

The short is internal to the relay module.

Replace the relay module. See Testing And
Adjusting, Relay Module - Replace. STOP.

a. Turn the ECS to OFF/RESET and then turn the

ECS to START.
i01179544

b. At the relay module, measure the voltage from

RM-19 to the B- terminal.
Expected Result: The voltage should be
2.0 DCV of the system voltage that was
previously measured in 3.
Results:

OK: The voltage is correct. A wire or a

component that is located between RM-19
of the relay module and the air shutoff
solenoid is shorted to the battery (B+).
Repair the circuit. See the Generator
Set Wiring Diagram in the Testing And
Adjusting, Schematics & Wiring Diagrams.
STOP.

NOT OK: The voltage is high. Proceed to

17.
17. Check the ASR.
Fuse F4 remains removed from the relay
module.
a. Remove fuse F3 from the relay module.
b. Turn the ECS to OFF/RESET.
c. Make sure that K6 is not shown on the lower
GSC+ display. (If K6 is showing, make sure
that no other diagnostic codes are active.)
d. At the relay module, measure the resistance
from RM-5 to RM-19. A measurement of less
than 100 ohms indicates that the air shutoff
relay is shorted.
Expected Result: The resistance should be
greater than 10000 ohms.
Results:

OK: Resistance is greater than 10000

ohms. Check for a short from the battery

(B+) to RM-19 of the relay module. Repair
the shorted wiring. If the short is internal to
the relay module, replace the relay module.
See Testing And Adjusting, Relay Module Replace. STOP.

CID 590 FMI 9 Engine

Electronic Control Module
Abnormal Update - Test
SMCS Code: 1901-038; 4490-038
The CID 590 indicates that the engine ECM has
stopped responding to periodic information that has
been requested by the GSC+.
The possible cause of a CID 590 FMI 9 is an
open circuit of the two CAT data link wires that
connect to contacts 19 and 20. Another cause is an
engine ECM that is faulty or an engine ECM that is
disconnected from the GSC+.
Troubleshoot and repair the wiring or the engine
ECM. Refer to Troubleshooting, SENR1003, 3500B
EPG Engines for further information.
Clear the diagnostic code from the fault log after
troubleshooting is complete. The GSC+ is usually
programmed to treat a CID 590 as an alarm fault
(P04 = 0). If the GSC+ is programmed to shut
down the engine (P04 = 1) for a fault with the
engine ECM, then it is not necessary to press the
alarm codes key in order to see the CID FMI. The
diagnostic codes are automatically shown on the
upper display.

128
Testing and Adjusting Section

i01179560

i01179571

CID 770 FMI 9 Customer

Communication Module Data
Link Abnormal Update - Test

CID 859 FMI 3 Kilowatt Level

Output Voltage Above Normal
- Test

SMCS Code: 1926-038; 4490-038

SMCS Code: 4490-038

Illustration 83

g00631565

System Schematic For kW Level Output

Illustration 82

g00633950

System Schematic For CCM Data Link

This CCM data link is not used for MUI applications.

It is unlikely for a CID 770 fault to occur. However,
the connector contacts 21 and 22 are present.
Therefore, a fault is possible.
The possible causes of a CID 770 FMI 9 fault are
listed below.

A short to the battery positive (B+) of either one

of the two contacts, 21 or 22

A short to battery negative (B-) of either of the

two connector contacts, 21 or 22

The GSC+ cannot detect an open in the circuit of

the CCM data link. Troubleshoot and repair the
wiring. See Testing And Adjusting, Schematic And
Wiring Diagrams.
The GSC+ treats a CID 770 fault as an alarm fault.
Active alarm faults are shown on the display when
the alarm codes key is pressed and the engine
control switch (ECS) is in any position except the
OFF/RESET position. Clear the fault from the fault
log after the troubleshooting is complete.

The kW level output will be activated whenever

the total power output of the generator exceed
the setpoint P139. The kW level output is the
connector contact 34 of the GSC+. This setpoint
can be programmed from 0 to 110 percent of the
nameplate power (setpoint P030). This setpoint can
be programmed with a time delay from 0 to 120
seconds (setpoint P140). See System Operation,
Engine/Generator Programming OP5-0. Also, see
System Operation, Service Mode. Once the output
is activated, the kW level output will be deactivated
when the total power output of the generator drops
below a programmed setpoint (setpoint P141). This
setpoint is different from the activation setpoint. This
setpoint can be programmed from 0 to 110 percent
of the nameplate power rating of the generator. This
setpoint can be programmed with a time delay from
0 to 120 seconds.
When kW relay is disconnected from the GSC+, the
voltage on the kW level output is approximately 5.0
DCV. When kW relay is connected to the GSC+, the
voltage on the kW level output is approximately 0
volts. The kW level output is capable of drawing
(sinking) approximately 100 mA. Documenting and
troubleshooting any connections to this output is the
responsibility of the customers and the dealers.
The possible cause of a CID 859 FMI 3 is a short
to battery positive (B+). The source of battery
positiveis the kW level output signal.
The GSC+ treats a CID 859 FMI 3 fault as an alarm
fault.

129
Testing and Adjusting Section

The troubleshooting of a kW level output fault is

straight forward. The FMI 3 defines the fault as a
short to B+. Use the following information in order
to find the exact cause of the fault.

FMI information
kW level output system schematic
customers documentation

When kW relay is disconnected from the GSC+, the

voltage on the kW level output is approximately 5.0
DCV. When kW relay is connected to the GSC+, the
voltage on the kW level output is approximately 0
volts. The kW level output is capable of drawing
(sinking) approximately 100 mA. Documenting and
troubleshooting any connections to this output is the
responsibility of the customers and the dealers.
The possible cause of a CID 859 FMI 4 is a short to
battery negative (B-) of the kW level output signal.

dealers documentation
i01179801

The GSC+ treats a CID 859 FMI 4 fault as an alarm

fault.

CID 859 FMI 4 Kilowatt Level

Output Voltage Below Normal
- Test

The troubleshooting of a kW level output fault is

straight forward. The FMI 4 defines the fault as a
short to B-. Use the following information in order
to find the exact cause of the fault.

SMCS Code: 4490-038

FMI information
kW level output system schematic
customers documentation
dealers documentation
i01099409

SP Fault Code - Troubleshoot

SMCS Code: 4490-035

Illustration 84

g00631565

The kW level output will be activated whenever

the total power output of the generator exceed
the setpoint P139. The kW level output is the
connector contact 34 of the GSC+. This setpoint
can be programmed from 0 to 110 percent of the
nameplate power (setpoint P030). This setpoint can
be programmed with a time delay from 0 to 120
seconds (setpoint P140). See System Operation,
Engine/Generator Programming OP5-0. Also, see
System Operation, Service Mode. Once the output
is activated, the kW level output will be deactivated
when the total power output of the generator drops
below a programmed setpoint (setpoint P141). This
setpoint is different from the activation setpoint. This
setpoint can be programmed from 0 to 110 percent
of the nameplate power rating of the generator. This
setpoint can be programmed with a time delay from
0 to 120 seconds.

Illustration 85

g00578242

Upper Display With SP Fault Code SP1 Showing

Illustration 86
System Schematic For Spare Fault Inputs

g00578243

130
Testing and Adjusting Section

A spare fault informs the operator of an undesirable

condition (fault) that exists. The spare inputs
are programmed into the GSC+ to meet the
requirements of the customer or application.
An active spare input causes an alarm fault or
shutdown fault. For programming of the spare
inputs, see System Operation, Spare Input/Output
Programming OP6. It is the responsibility of
the programmer (customer, operator, or service
personnel) to make a note of the actual conditions
that cause an SP fault code to be shown on the
upper display. The GSC+ does not diagnose the
spare inputs. Spare faults are not recorded in the
fault log.
The GSC+ treats an active input state as a fault. The
active state is programmable on the GSC+ to be
either a high or low (factory default) voltage level. A
high level is within the range of +5 DCV to battery
positive. If the input is left floating (for example an
open switch), the GSC+ pulls the input voltage up
to 10.5 DCV and the input is treated as high level.
A low level on the input is B- (ground).
When a spare fault occurs (is active), the GSC+
determines the type of fault (alarm or shutdown) and
FLASHES the corresponding fault alarm indicator or
fault shutdown indicator. For a shutdown type of
fault, the SP fault code is immediately shown on the
upper display. For an alarm type of fault, the alarm
codes key is pressed first and then the SP fault
code is shown on the upper display. After a spare
fault is corrected or is not present, the SP fault code
is no longer shown on the upper display.

When an SP fault code is showing on the upper

display, check the programming notes (made by
the customer, operator, or service personnel) to
determine the cause.
The spare fault inputs can be used with factory
and/or customer installed options. The factory
options for the spare fault input are: ground fault,
low fuel level, high fuel level, high generator
winding temperature and high generator bearing
temperature. Each of these options will include a
dedicated indicator and a label on the custom
alarm module.

Troubleshooting Procedure
In order to troubleshoot spare faults, use the
following general procedure.
1. Check for obvious causes which are related to
the device that is responsible for the spare fault.
2. Verify that the programming of the spare fault
(alarm or shutdown) is appropriate for the
application.
3. Check the function of the responsible device.
Reset the fault by turning the engine control
switch (ECS) to the OFF/RESET position. Verify
that the fault is still present.
4. Disconnect the responsible device from the
spare fault input and verify if the fault still exists.
5. Check the wiring to the corresponding spare
fault input for an unwanted short to either battery
negative (B-) or battery positive (B+).

Table 21

Spare Fault Codes

Spare
Fault Code

GSC+
Connector
Contact

Terminal
Strip

SP1
Spare Fault 1

23

SP1

SP01, SP02,
SP03

SP2
Spare Fault 2

24

SP2

SP04, SP05,
SP06

SP3
Spare Fault 3

25

SP3

SP07, SP08,
SP09

SP4
Spare Fault 4

29

SP4

SP10, SP11,
SP12

(1)

Related
Setpoints(1)

See System Operation, Spare Input/Output Programming

OP6.

SP fault codes are associated with the spare inputs.

The SP fault code shown on the upper display,
identifies the spare input that caused the alarm fault
or shutdown fault. The spare inputs are accessed
on the terminal strip within the control panel on the
rear wall.

i01213571

AL Fault Code - Troubleshoot

SMCS Code: 4490-035

Illustration 87
Upper Display With AL Fault Code AL3

g00515350

131
Testing and Adjusting Section

An alarm fault informs the operator of a condition

that could cause a dedicated fault shutdown. An
alarm fault precedes certain dedicated shutdown
faults. Alarm faults are activated automatically
by the GSC+ and the faults depend on certain
setpoints. The GSC+ does not record alarm faults
in the fault log.
When an alarm fault occurs, the GSC+ FLASHES
the fault alarm indicator. The corresponding alarm
code is shown on the upper display after the alarm
codes key is pressed. When the alarm fault is no
longer active, the alarm fault code is no longer
shown on the upper display.
Table 22

Troubleshooting AL Fault Codes

Description

AL Fault Code

Troubleshooting

AL1

High Water Temperature Alarm

Coolant temperature increases to within
6C (11F)of setpoint P15

See Testing And Adjusting, Troubleshooting

Dedicated Shutdown Indicators.

AL2

Alarm for Low Engine Coolant Temperature

Coolant temperature decreases to setpoint
P16.

See Testing And Adjusting, Troubleshooting

Dedicated Shutdown Indicators.

AL3

Alarm for Low Engine Oil Pressure

Oil pressure drops to within 34 kPa (5 psi)
of the P13 or P14 setpoint

See Testing And Adjusting, Troubleshooting

Dedicated Shutdown Indicators.

Troubleshooting Procedure
If the operation of the AL fault codes is suspected
to be incorrect, perform this procedure.
1. Check For A Diagnostic Fault.

If AL fault code AL1 or AL3 is suspected to

be incorrect, then see Testing And Adjusting,
Troubleshooting Dedicated Shutdown
Indicators.

If AL fault code AL2 is suspected to be

incorrect, go to 3.

a. Check for an active CID 110 diagnostic code

or a CID 269 diagnostic code. See Testing
And Adjusting, Troubleshooting Diagnostic
Codes.
Expected Result: CID 110 or CID 269 should
not be showing.

3. Check The Function Of The Low Engine

Coolant Temperature.
a. Note the setpoint P16 (low water temperature
alarm), see Systems Operation, Setpoint
Viewing OP2.

OK: Proceed to next step.

b. Check and note the actual coolant

temperature that is showing on the lower
display.

NOT OK: Correct the active CID 110 or

c. Compare the two temperatures.

Results:

CID 269 prior to proceeding with this

procedure. See Testing And Adjusting,
Troubleshooting Diagnostic Codes. STOP.
2. Identify The AL Fault Code That Is Suspected
To Be Incorrect.

Expected Results: The actual coolant

temperature that is showing on the lower
display should be greater than setpoint P16.
This actual temperature should not cause an
AL2 fault code.
Results:

132
Testing and Adjusting Section

OK: The actual temperature is greater

than the setpoint P16 and the alarm fault

indicator does not FLASH and AL2 fault
code is not showing on the upper display
when the alarm code key is pressed. The
problem is not present now. The problem
may be intermittent. Check the harness and
the electrical connections of the circuit for
the coolant temperature. See Testing And
Adjusting, Electrical Connector - Test.
STOP.

i01100067

Troubleshooting Dedicated
Shutdown Indicators
SMCS Code: 4490-035-IND

OK: The temperature that is showing on

the lower display is greater than setpoint

P16. Therefore, the temperatures are not
correct for an AL2 fault code. If the AL2
fault remains active, replace the GSC+. See
Testing And Adjusting, EMCP Electronic
Control (Generator Set) - Replace for more
information. STOP.

NOT OK: The temperature that is showing

on the lower display is less than setpoint
P16. Therefore, the temperatures are
correct for an AL2 fault code. The GSC+
is operating properly. Make sure that the
setpoint P16 is reasonable for the local
climate. Adjust, if necessary. Refer to
the Engine Service Manual in order to
find the cause of the low engine coolant
temperature. STOP.

Note: If desired, check the accuracy of the

temperature that is shown on the lower display
of the GSC+. Install an accurate engine coolant
temperature gauge with the sensing element in an
area of high coolant flow. Also, install the gauge as
close as possible to the coolant temperature sensor
for the EMCP II+.

Illustration 88

g00394077

Display Area Of Generator Set Control + (GSC+)

(1)
(2)
(3)
(4)
(5)
(6)
(7)

Dedicated shutdown indicators

Spare fault indicators
Fault shutdown indicator
Fault alarm indicator
Upper display
Lower display
Keypad

The dedicated shutdown indicators inform the

operator which system is responsible for an
engine shutdown. The symbol and nomenclature
nearest to the indicator identifies the responsible
system. Dedicated shutdown faults are activated
automatically by the GSC+ and depend upon
certain setpoints. When the GSC+ decides that
operating conditions are critical, it FLASHES the
corresponding shutdown indicator and shuts the
engine down. The GSC+ does not record dedicated
shutdown faults in the fault log.
The dedicated shutdown indicators (faults) are
listed below.

Low Oil Pressure

Emergency Stop
High Water Temperature
Engine Overspeed
Overcrank

133
Testing and Adjusting Section

To find the cause of a dedicated shutdown fault,

perform the correct procedure.
i01179849

Indicator for Low Oil Pressure

- Troubleshoot

a. Make a note of setpoints P012, P013

and P014. See System Operation,
Engine/Generator Setpoint Viewing OP2-0.
b. Compare the setpoints with the setpoints of
the particular generator set.
Expected Result: The setpoints value and
the specified setpoint value should agree.

SMCS Code: 4490-035-IND

Results:
To find the cause of a low oil pressure shutdown,
perform this procedure.

OK: Proceed to Step 4.

1. Check For A Diagnostic Code.

NOT OK: The setpoints do not agree.

a. Check for a CID 100 diagnostic code that

is active. Check for a CID 269 diagnostic
code that is active. See System Operation,
Diagnostic Codes.

Reprogram setpoints P012, P013 and P014.

See System Operation, Engine/Generator
Programming OP5-0. STOP.
4. Check The Low Oil Pressure Function.

Expected Result: The CID 100 or the CID

269 should not be active.

a. Turn the engine control switch (ECS) to

OFF/RESET. Turn the ECS to START.

Results:

b. Allow oil pressure to stabilize.

OK: Proceed to Step 2.

c. When the engine is at idle speed, compare

the actual pressure that is shown on the lower
display with setpoint P014. This setpoint is
noted in Step 3. The actual pressure that is
shown should be greater than setpoint P014.

NOT OK: Correct the active CID 100 or CID

269 prior to proceeding with this procedure.
See System Operation, Diagnostic Codes.
STOP.
2. Check obvious causes.
a. Check for low oil pressure.

d. Operate the engine at rated speed. Compare

the actual pressure that is shown on the lower
display with setpoint P013. P013 is noted in
Step 3. The actual pressure that is shown
should be greater than setpoint P013.

b. Check the oil level.

c. Check for oil leaks.
d. Check for other obvious causes of low oil
pressure.
Expected Result: No obvious cause should
exist.
Results:

OK: Proceed to Step 3.

NOT OK: An obvious cause exists. Correct
the fault. Refer to the Engine Service
Manual. STOP.

3. Check Setpoints.
This step checks the setpoints P012 (oil step
speed), P013 (low oil pressure at rated speed)
and P014 (low oil pressure at idle speed).

Expected Results: The actual pressure at

idle speed and at rated speed should be
greater than the respective setpoint value.
These actual pressures should not cause a
low oil pressure shutdown.
Results:

OK: Both actual pressures are greater than

the corresponding setpoint value and the
low oil pressure indicator does not FLASH.
The problem may be intermittent. Check
the harness and all electrical connections
of the oil pressure circuit. See Testing And
Adjusting, Electrical Connector - Inspect.
STOP.

134
Testing and Adjusting Section

OK: Both actual pressures are greater

than the corresponding setpoint value

and the low oil pressure indicator remains
FLASHING. The GSC+ is faulty. Replace
the GSC+. See Testing And Adjusting,
EMCP Electronic Control (Generator Set) Replace. STOP.

NOT OK: Actual pressure that is shown is

less than the setpoint for the rated speed
or for the idle speed. The pressures are
correct for a low oil pressure shutdown. The
engine should be shutdown and the low
oil pressure indicator should FLASH. The
GSC+ is operating properly. Refer to the
Engine Service Manual in order to find the
cause of low oil pressure. STOP.
Note: Check the accuracy of the pressure that is
shown on the GSC+. Install an engine oil pressure
gauge as near as possible to the engine oil pressure
sensor.
i01179884

Indicator for Emergency Stop

- Troubleshoot

In order to find the cause of an emergency stop

shutdown, perform the following procedure.
1. Check The Emergency Stop Push Button
(ESPB).
a. Deactivate the ESPB by pulling on the ESPB.
Some versions of ESPB must be turned
clockwise before popping out.
b. Turn the engine control switch (ECS) to STOP.
Expected Result: The ESPB should pop out.
The emergency stop indicator should be
turned OFF.
Results:

OK: The system is operating correctly. The

problem may be intermittent. Check the

harness and all electrical connections of
the ESPB circuit. See Testing And adjusting,
Electrical Connector - Inspect. STOP.

NOT OK: The ESPB does not pop out.

Replace the ESPB. STOP.

NOT OK: The ESPB pops out and the

emergency stop indicator is FLASHING.

Proceed to Step 2.

SMCS Code: 4490-035-IND

2. Check The Emergency Stop Indicator.

Note: This Step creates diagnostic codes.
Clear these created diagnostic codes after
troubleshooting is complete.
a. The ECS remains in the STOP position.
b. Disconnect the harness connector from the
GSC+.
c. Temporarily install a jumper from contact
39 of the GSC+ to B-. This simulates the
OFF/RESET position of the ECS.
d. Check the operation of the emergency stop
indicator.
Expected Result: The emergency stop
indicator should be OFF.
Results:

OK: Therefore, the fault is with the ESPB or

Illustration 89

g00479362

System Schematic For Emergency Stop Circuit On ETR Systems

the related wiring. Troubleshoot the circuit.

See the Generator Set Wiring Diagram.
Refer to Testing And Adjusting, Schematics
And Wiring Diagrams. Repair the faulty
components or wiring. Replace faulty
components or wiring. STOP.

135
Testing and Adjusting Section

NOT OK: The emergency stop indicator is

FLASHING. Replace the GSC+. See Testing

And Adjusting, EMCP Electronic Control
(Generator Set) - Replace.
i01179911

Indicator for High Water

Temperature - Troubleshoot

a. View setpoint P015. Make a note of

setpoint P015. See System Operation,
Engine/Generator Setpoint Viewing OP2-0.
b. Compare the setpoints which are viewed
with the specified setpoints of the particular
generator set.
Expected Result: The value of the setpoint
that is viewed and the specified setpoint value
should agree.

SMCS Code: 4490-035-IND

Results:
In order to find the cause of a high water
temperature shutdown, perform the following
procedure.
1. Check For The Diagnostic Fault.
a. Check for a CID 110 or CID 269 diagnostic
code that is active. See Testing And Adjusting,
Troubleshooting Diagnostic Codes.
Expected Result: CID 110 or CID 269 should
not be showing. This means that CID 110 or
CID 269 are not active.

OK: Proceed to Step 4.

NOT OK: The setpoints do not agree.
Reprogram setpoint P015. See System
Operation, Engine/Generator Programming
OP5-0. STOP.
4. Check The High Water Temperature Function.
a. Turn the engine control switch (ECS) to
OFF/RESET. Then, turn the ECS to START.
b. Allow water temperature to stabilize.

Results:

OK: Proceed to Step 2.

NOT OK: Correct the active CID 110 or CID
269 prior to proceeding with this procedure.
See the topic Testing And Adjusting,
Troubleshooting Diagnostic Codes. STOP.
2. Check Obvious Causes.
a. Check the water level.

c. Check and note the actual water temperature

which is showing on the lower display.
d. Compare the temperature that is viewed on
the lower display with setpoint P015. P015 is
noted in Step 3.
Expected Result: The actual temperature
which is showing on the lower display should
be less than setpoint P015. This actual
temperature should not cause a high water
temperature shutdown.

b. Check fan drive belts.

Results:
c. Check for other obvious causes of high water
temperature.
Expected Result: No obvious cause should
exist.

OK: Proceed to Step 3.

NOT OK: An obvious cause exists. Correct
the fault. Refer to the Engine Service
Manual. STOP.
3. Check Setpoint P015.
Note: Setpoint P015 describes high water
temperature.

OK: The actual temperature is less than

the setpoint P015 and the high water
temperature indicator does not FLASH. The
problem is not present now. The problem
may be intermittent. Check the harness.
Check all of the electrical connections on
the water temperature circuit. See Testing
And Adjusting, Electrical Connector Inspect. STOP.

OK: The actual temperature is less than

the setpoint P015 and the high water
temperature indicator remains FLASHING.
Therefore, the GSC+ is faulty. Replace
the GSC+. See Testing And Adjusting,
EMCP Electronic Control (Generator Set) Replace. STOP.

136
Testing and Adjusting Section

NOT OK: Actual temperature is greater

than the setpoint P015. The temperature

is correct for a high water temperature
shutdown. The engine should be shutdown
and the high water temperature indicator
should FLASH. The GSC+ is operating
properly. Refer to the Engine Service
Manual in order to find the cause of high
water temperature. STOP.

Results:

OK: Proceed to Step 3.

NOT OK: The cause is found. Repair engine
components or replace engine components.
If necessary, repair governor components
or replace governor components. STOP.
3. Check the engine overspeed function.

Note: Check the accuracy of the temperature which

is shown on the lower display of the GSC+. Install
a temperature gauge as close as possible to the
coolant temperature sensor. The temperature gauge
must be in a high coolant flow.
i01219908

Indicator for Engine Overspeed

- Troubleshoot
SMCS Code: 4490-035-IND

Note: Take precautions in order to stop the engine

manually when you are performing this step.
a. When possible, disable the engine from
reaching rated speed.
b. Turn the ECS to the OFF/RESET position and
then turn the ECS to the START position.
c. Slowly increase the RPM to rated speed.

In order to find the cause of an engine overspeed

shutdown, perform the procedure that follows.

Expected Result: The engine should not

overspeed. The GSC+ should not shut down
the engine. The GSC+ should not issue an
overspeed fault.

1. Check setpoints.

Results:

This step checks setpoints P009 (ring gear teeth)

and P010 (engine overspeed).
a. View the setpoints and note the setpoints
P009 and P010. See Systems Operation,
Engine/Generator Setpoint Viewing OP2.
b. Compare the setpoints that are viewed with
the specified setpoints of the particular
generator set.
Expected Result: The setpoint value that is
viewed and the setpoint value that is specified
should agree.
Results:

OK: Proceed to Step 2.

NOT OK: The setpoints do not agree.
Reprogram setpoints P009, P010 and P014.
See Systems Operation, Engine/Generator
Programming OP5. STOP.
2. Check for possible causes.
a. Check for the possible causes of the engine
overspeed condition. Refer to the Engine
Service Manual and/or the Governor Service
Manuals.
Expected Result: No cause should be found.

OK: The engine reaches rated speed. The

GSC+ does not issue an overspeed fault
and the GSC+ does not shut down the
engine. The GSC+ and the system are
functioning properly. Perform a verification
of an overspeed. See Systems Operation,
Engine Setpoint Verification OP9. STOP.

NOT OK: The engine overspeeds and the

GSC+ issues an overspeed fault. Refer
to the Engine Service Manual and/or the
Governor Service Manual in order to find
the cause of the problem. STOP.

137
Testing and Adjusting Section

i01179985

Indicator for Low Coolant Level

- Troubleshoot

c. Check for an active CID 111 diagnostic code.

CID 111 describes the coolant loss sensor.
See Testing And Adjusting, Troubleshooting
Diagnostic Codes.
Expected Result: CID 111 should not be
showing. The indicator for the low coolant
level should not be FLASHING.

SMCS Code: 4490-035-IND

Results:

OK: No CID 111 diagnostic codes are

active. The indicator for the low coolant
level is OFF. Therefore, the fault may be
intermittent. Check the harness and all
the electrical connections of the circuit
for the low coolant level. See Testing And
Adjusting, Electrical Connector - Inspect.
STOP.

NOT OK: CID 111 is active. Correct the

active CID 111. See Testing And Adjusting,
Troubleshooting Diagnostic Fault Codes.
STOP.

NOT OK: No CID 111 is active. The indicator

Illustration 90

g00479560

System Schematic For Engine Coolant Loss Sensor (ECLS)

In order to find the cause of a low level shutdown,

perform this procedure.
1. Check The Coolant Level.
a. Check the level of the engine coolant. See
the Operation And Maintenance Manual for
the engine.
Expected Result: The coolant level should be
at the proper level. The coolant level should
be above the probe of the coolant loss sensor.
Result:

OK: Proceed to Step 2.

NOT OK: Coolant level is not correct. Find
the cause and correct the cause. Refer to
the Engine Service Manual. STOP.
2. Check For A Diagnostic Fault.
a. Turn the engine control switch (ECS) to the
OFF/RESET position and then turn the ECS
to the STOP position.
b. Wait for ten seconds.

for the low coolant level is FLASHING.

Therefore, the sensor is faulty. Replace the
coolant loss sensor. STOP.

138
Testing and Adjusting Section

i01179997

Indicator for Overcrank Troubleshoot

SMCS Code: 4490-035-IND

Illustration 91
System Schematic For Starting Motor Relay (SMR)

g00479965

139
Testing and Adjusting Section

Before you proceed with the troubleshooting

procedures, perform the following preliminary
checks.
a. Check for active diagnostic codes and other
flashing indicators on the GSC+. The only
exception is the CID 566 FM 7. If the fault is
present, then correct the fault first. Go to the
appropriate procedure for that fault.
b. Check the fuel level and quality. Refer to the
Engine Service Manual.
c. Check for a plugged fuel filter. Refer to the
Engine Service Manual.
d. Check for a plugged air filter. Refer to the
Engine Service Manual.

Illustration 92

g00479969

System Schematic For Electronic Governor Relay

e. Check the air shutoff solenoid (if equipped) for

activation. The solenoid must be deactivated
in order for the engine to start. See Testing
And Adjusting, Troubleshooting Diagnostic
Codes.
f. Check fuse F2 and F4 on the relay module.
If either fuse is blown, proceed to 10.
g. Check the engine starting system and the fuel
system. (To check the fuel control solenoid,
see Testing And Adjusting, Troubleshooting
Diagnostic Codes.) If there is a fault, refer
to the Engine Service Manual. If there is no
engine fault or fuel system fault, proceed to 2.
2. Check setpoints.
This step checks setpoints P17 (total cycle crank
time) and P18 (cycle crank time).
a. Note setpoints P17 and P18. See Systems
Operation, Engine/Generator Setpoint
Viewing OP2.
b. Compare the setpoints that are viewed with
the specified setpoints. The default value for
a P17 is 90 seconds. The default value for
a P18 is 10 seconds.

Illustration 93

g00479971

Expected Result: The setpoint value that

is viewed and the specified setpoint value
should agree.

System Schematic For Air Shutdown Relay (ASR)

Results:

To find the cause of an overcrank shutdown,

perform this procedure.

OK: Proceed to Step 3.

1. Initial Check

NOT OK: The setpoints do not agree.

Reprogram setpoints P17 and P18. See

Systems Operation, Engine/Generator
Programming OP5. STOP.

140
Testing and Adjusting Section

3. Check the battery voltage.

a. Make sure that the engine is off. Measure the
system voltage at the batteries.

OK: Therefore, the starting motor is faulty.

Repair the starting motor or replace the

starting motor. Refer to the Engines Service
Manual. Refer to the Starting Motors
Service Manual. STOP.

Expected Result:
For 24 volt systems, the voltage should be
from 24.8 to 29.5 DCV.

NOT OK: Proceed to Step 5.

5. Check the engine starting function.

For 32 volt systems, the voltage should be

from 33.1 to 39.3 DCV.

B+ wire is disconnected from the pinion

solenoid.

Results:

a. In the junction box, prepare to measure the

DC voltage from B (ground) to the output
terminal of SMMS.

OK: Proceed to Step 3.

NOT OK: Further checking of the battery
system is necessary. See Testing And
Adjusting, Troubleshooting Diagnostic
Codes. STOP.
4. Check the engine starting function.
Steps 4 through 9 require voltage measurements
to be made during simulated engine cranking.
The starting motor is disabled.

b. Turn the ECS to the OFF/RESET position and

then turn the ECS to the START position.
c. Measure the voltage.
Expected Result: The voltage that is
measured voltage should equal the system
voltage ( 2.0 DCV). The system voltage is
noted in 3 2.0 DCV.
Results:

Note: The GSC+ is attempting to crank whenever

the K4 indicator is ON. The K4 indicator is on
the lower display. Be aware of the 10 second
crank cycle that is factory set. Ensure that the K4
indicator is ON while you are making the following
measurements. An assistant should observe the
GSC+ , if necessary. More than one start may be
required to complete this test.
a. Disconnect the pinion solenoid wire of the
starting motor. The pinion solenoid wire
remains disconnected for all of the remaining
steps of this procedure.

OK: Therefore, the engine wire harness is

faulty. Repair the engine wire harness or
replace the engine wire harness. See the
Testing And Adjusting, Schematics And
Wiring Diagram. STOP.

NOT OK: Proceed to Step 6.

6. Check the engine starting function.
B+ wire is disconnected from the pinion
solenoid.

b. Prepare to measure the DC voltage from the

disconnected B+ pinion solenoid wire to
B (ground).

a. Prepare to measure the voltage from terminal

TS1-5 in the generator housing to B
(ground).

c. Turn the ECS to the OFF/RESET position and

then turn the ECS to the START position.

b. Turn the ECS to the OFF/RESET position and

then turn the ECS to the START position.

d. Measure the voltage.

c. Measure the voltage.

Expected Result: The voltage that is

measured voltage should equal the system
voltage ( 2.0 DCV). The system voltage is
noted in 3.

Expected Result: The voltage should be the

same as the system voltage 2.0 DCV. The
system voltage is noted in step 3.
Results:

Results:

141
Testing and Adjusting Section

OK: Therefore, the starting motor magnetic

switch (SMMS) is faulty. Also, the wiring

could be faulty. Troubleshoot the SMMS and
the wiring. See the Testing And Adjusting,
Schematics And Wiring Diagram. STOP.

NOT OK: Proceed to Step 7.

7. Check the engine starting function.
B+ wire is disconnected from the pinion
solenoid.
a. Prepare to make a voltage measurement from
RM-18 of the relay module to B (ground).

9. Check the engine starting function.

B+ wire is disconnected from the pinion
solenoid.
a. Prepare to measure the DC voltage from
RM-33 of the relay module to B (ground).
b. Turn the ECS to the OFF/RESET position and
then turn the ECS to the START position.
c. Measure the voltage.
Expected Result: The voltage should be the
same as the system voltage 2.0 DCV. The
system voltage is noted in 3.

b. Turn the ECS to the OFF/RESET position and

then turn the ECS to the START position.

Results:

c. Measure the voltage.

OK: Therefore, fuse F4 is blown. Proceed

to Step 10.

Expected Result: The voltage should be the

same as the system voltage 2.0 DCV. The
system voltage is noted in 3.
Results:

NOT OK: The B+ terminal is faulty or the

wiring to RM-33 is faulty. Repair the wiring
or replace the wiring. See the Testing
And Adjusting, Schematics And Wiring
Diagram. STOP.

OK: The emergency stop push button

(ESPB) is faulty. The wiring to the ESPB

is faulty. Troubleshoot the ESPB and
the related wiring. See the Testing And
Adjusting, Schematics And Wiring
Diagram. STOP.

NOT OK: Proceed to Step 8.

8. Check the engine starting function.

10. Troubleshoot a blown fuse.

a. Remove fuse F4 from the relay module.
b. Measure the resistance from RM-18 to B.
c. Measure the resistance from RM-15 to B.
Expected Result:A short to B (ground) will
measure 5 ohms or less.

Results:
Results:
a. Prepare to measure the DC voltage from RM-6
of the relay module to B (ground).
b. Turn the ECS to the OFF/RESET position and
then turn the ECS to the START position.
c. Measure the voltage.
Expected Result: The voltage should be the
same as the system voltage 2.0 DCV. The
system voltage is noted in 3.
Results:

OK: Therefore, the relay module is faulty.

Ensure that the K4 indicator is ON.

Replace the relay module. See Testing And
Adjusting, Relay Module - Replace. STOP.

NOT OK: Proceed to Step 9.

OK: The resistance is greater than 5 ohms.

The fuse is no longer blown. Carefully
check ALL the wires that are connected to
the appropriate terminal of the relay module
for abrasion or worn spots in the insulation.
These wires could cause a short. Check the
wires: the panel, the generator panel, and
the engine harness. Refer to the various
wiring diagrams. If necessary, repair the
wiring or replace the wiring. STOP.

NOT OK: Resistance is 5 ohms or less.

There is a short to ground. See the Testing
And Adjusting, Schematics And Wiring
Diagram. Remove one component or wire
at a time that is in series with RM-18 until
the faulty component or wire is isolated.
Repair the faulty component or replace the
faulty component. Repair wiring or replace
wiring. STOP.

142
Testing and Adjusting Section

i01219910

Troubleshooting Undiagnosed
Problems
SMCS Code: 4490-038
Undiagnosed problems are NOT accompanied
by any type of fault indicator or fault code on the
GSC+. In order to troubleshoot an undiagnosed
problem, find the description that best fits the
problem in the Undiagnosed Problem List. Proceed
to the corresponding procedure.
Note: If any fault indicator is showing on the GSC+,
then proceed to the appropriate procedure for the
fault.

Undiagnosed Problem List

The starting motor remains engaged or the
starting motor continues to run after the engine
has started.

There is no engine shutdown when a shutdown

fault occurs.

All the fault indicators of the remote annunciator

flash and/or all the fault indicators of the control
panel alarm module flash. The indicators flash
once per two seconds (0.5 Hz).

Fault shutdown indicator on the GSC+ flashes

four to five times per second (4 to 5 Hz).

The display of the GSC+ shows 0 volts for one of

the AC phases. This happens when the generator
is running and when the load is connected.

The display of the GSC+ is showing 0 amperes

for one of the AC phases. This happens when
the generator is running and when the load is
connected.

The AC voltage and/or current values are

inaccurate.

143
Testing and Adjusting Section

i01180185

Engaged Starting Motor Troubleshoot

SMCS Code: 1453-035; 4490-035

Illustration 94

g00479965

System Schematic For Starting Motor Relay (SMR)

The starting motor remains engaged or the starting

motor continues to run after the engine has started.

a. Make a note of setpoints P11, P17 and P18.

See Systems Operation, Engine/Generator
Setpoint Viewing OP2.

1. Check setpoints.
This step checks setpoints P11 (crank terminate
speed), P17 (total cycle crank time) and P18
(cycle crank time).

b. Compare the setpoints that are viewed with

the specified setpoints of the particular
generator set. The default value for P11 is 400
rpm. The default value for P17 is 90 seconds.
The default value for P18 is 10 seconds.

144
Testing and Adjusting Section

Note: Engines that are equipped with prelube

pumps may require cycle crank times of 30 seconds
or more.
Expected Result: The setpoint value that
is viewed and the specified setpoint value
should agree.

OK: Check the wire on RM-18 of the relay

module. RM-18 could be shorted to B+. If a

short is not found, replace the relay module.
See Testing And Adjusting, Relay Module Replace. STOP.

NOT OK: The engine continues to crank.

Proceed to next Step 4.

Results:
4. Check the engine starting function.

OK: Proceed to next Step 2.

NOT OK: The setpoint that is viewed does

not agree with the specified setpoint.

Reprogram setpoints P11, P17 and P18.
See Systems Operation, Engine/Generator
Programming OP5. Proceed to next step.

2. Check the engine starting function.

For the steps that remain in this procedure, the
fuel system must be disabled.
a. Disable the engine ECM in order to prevent
the engine from starting but not from cranking.
Remove the C key on the J1 40-pin
connector.
b. Prepare to manually stop the engine from
cranking. Turn the battery disconnect switch
OFF or manually stop the engine.
c. Turn the ECS to START and allow the engine
to crank.
d. Turn the ECS to OFF/RESET.
Expected Result: The engine should stop
cranking.
Results:

OK: Proceed to 6.

The conditions of 3 remain. The fuel delivery is

disabled and the engine is cranking.
a. Stop the engine. Turn the battery disconnect
switch to the OFF position or manually stop
the engine.
b. Remove all wires from terminals TS1-25 in the
generator housing. For dual starting motors,
remove all the wires from terminal TS1-26.
c. Turn the ECS to the START position and
attempt to crank the engine.
Expected Result: The engine should not
crank.
Results:

OK: The engine does not crank. Therefore,

the starting motor magnetic switch (SMMS)

or related wiring is faulty. Troubleshoot the
SMMS and the related wiring. See Testing
And Adjusting, Schematics & Wiring
Diagram. STOP.

NOT OK: The engine continues to crank.

Proceed to next Step 5.
5. Check the engine starting function.
The conditions of 4 remain. The fuel delivery is
disabled and the engine is cranking.

NOT OK: The engine continues to crank.

Proceed to next step.
3. Check the engine starting function.

a. Stop the engine. Turn the battery disconnect

switch to the OFF position or manually stop
the engine.

The conditions of 2 remain. The fuel delivery is

disabled and the engine is cranking.

b. Disconnect the B+ wire on the pinion solenoid

of the starting motor.

a. While the engine is still cranking from the

preceding step, push the emergency stop
push button.

c. Turn the ECS to START and attempt to crank

the engine.

Expected Result: The engine should stop

cranking.

Expected Result: The engine should not

crank.
Results:

Results:

145
Testing and Adjusting Section

OK: The engine does not crank. Therefore,

the wire 304-WH-10 and/or the wire

314-PU-10 in the engine harness are
shorted to the battery B+. Troubleshoot
the wiring. See the Generator Set Wiring
Diagram in Testing And Adjusting,
Schematics And Wiring Diagrams. If this
does not fix the problem, proceed to Step 6.

i01180366

No Engine Shutdown Troubleshoot

SMCS Code: 4490-035

NOT OK: The engine continues to crank.

Therefore, the starting motor is faulty.

Troubleshoot the starting motor. Refer to
the Starting Motor Manual. Refer to Engine
Service Manuals. If this does not fix the
problem, proceed to Step 6.

6. Check the starting motor cycling.

This step continues troubleshooting from 2.
The conditions of 2 remain. The fuel delivery is
disabled.
Turn the ECS to the START position.
a. Expected Result: The starting motor should
cycle on and off according to setpoint P18
(cycle crank time).
Results:

Illustration 95

g00479969

System Schematic For Electronic Governor Relay (EGR)

OK: If the starting motor cycles correctly,

the problem is not present. STOP.

NOT OK: If the starting motor remains ON,

the starting motor is faulty. Troubleshoot the

starting motor. Refer to the Starting Motor
and/or Engine Service Manuals. STOP.

Illustration 96
System Schematic For Air Shutoff Relay (ASR)

g00479971

146
Testing and Adjusting Section

The engine does not shut down when a shutdown

fault occurs.
1. Check for any diagnosed faults.
a. Check the display area of the GSC+ for a
fault indicator that is FLASHING. Check for a
fault code on the upper display.
Note: If the fault alarm indicator is ON
CONTINUOUSLY, then the GSC+ is programmed
to override the normal shutdown response and the
GSC+ is programmed to treat the condition as
an alarm fault. The engine continues to run and
the engine is able to start. This is not a problem.
To view the setpoints, see Systems Operation,
Engine/Generator Setpoint Viewing OP2. To
reprogram the setpoints, see Systems Operation,
Engine/Generator Programming OP5.
Expected Result: The engine does not shut
down when a shutdown fault occurs.
Results:

NOT OK: If all of the fault indicators are

Illustration 97

g00481066

OFF, the faults that could shut down the

engine are not present. If a shutdown fault
is present, proceed to Step 5.

System Schematic For Engine Control Switch (ECS)

NOT OK: If the fault shutdown indicator is

FLASHING and the engine remains running,

then proceed to Step 2.

2. Check the system.

The engine remains running and the fault
shutdown indicator is FLASHING.
a. Turn the ECS to OFF/RESET.
Expected Result: The engine should shut
down.
Results:

OK: The engine shuts down. The system is

functioning properly. Start the engine again.
If the fault shutdown indicator is FLASHING
and the engine does not shut down, replace
the GSC+. See Testing And Adjusting,
EMCP Electronic Control (Generator Set) Replace. STOP.

NOT OK: The engine does NOT shut down.

Proceed to Step 3.

3. Check the system.

Illustration 98

g00479362

System Schematic For Emergency Stop Circuit On ETR Systems

The engine remains running and the fault

shutdown indicator is FLASHING.

147
Testing and Adjusting Section

a. Push the emergency stop push button (ESPB).

Expected Result: The engine should shut
down.
Results:

OK: The engine shuts down. Therefore, it is

likely that a short to ground (B) is present
at RM-14 of the relay module. Check the
related wiring for this unwanted short. If no
short to ground (B) is found in the related
wiring, then replace the relay module. See
Testing And Adjusting, Relay Module Replace. STOP.

NOT OK: The engine does NOT shut down.

Proceed to Step 4.
4. Check the system.
The engine remains running and the fault
shutdown indicator is FLASHING.
a. Stop the engine. Turn the battery disconnect
switch to the OFF position or shut down the
engine by mechanical means.

Note: For a fault with the coolant loss sensor that

does not shut down the engine, see Testing And
Adjusting, Troubleshooting Diagnostic Codes.
a. For the following faults, make a note of all
the engine information that is showing on the
lower display of the GSC+.

engine overspeed
low oil pressure
high water temperature fault that does not
shut down the engine

b. View the related setpoints. See Systems

Operation, Engine/Generator Setpoint
Viewing OP2.
c. Compare the engine information that is
showing on the lower display with the related
setpoints.
Expected Result: The information on the
lower display and the related setpoint values
should agree.
Results:

b. The following two possibilities could be

causing the problem.

A wiring error exists with the emergency

stop push button.

A wiring error exists between RM-14 and

the engine ECM (pins 8 and 14).
c. Troubleshoot the possible wiring errors. Refer
to Testing And Adjusting, Schematics and
Wiring Diagrams.
d. Check if the problem is still present.
Expected Result: The original problem should
no longer occur.
Results:

OK: The original problem should no longer

occur. STOP.

NOT OK: The original problem still occurs.

Refer to the Engine Service Manual in order

to troubleshoot.

5. Determine the fault.

This step continues troubleshooting from step 1.

OK: The information that is showing on the

lower display is within the related setpoint.
The GSC+ is not causing the shutdown.
STOP.

NOT OK: The information that is showing

on the lower display is beyond the related
setpoint. Then, the GSC+ is faulty. Replace
the GSC+. See Testing And Adjusting,
EMCP Electronic Control (Generator Set) Replace. STOP.

148
Testing and Adjusting Section

i01177469

Alarm Module or Remote

Annunciator - Troubleshoot
SMCS Code: 4490-035

Note: The maximum number of modules (Alarm,

Remote Annunciator, or Customer Interface
Module), that can be connected to the GSC+ is
three. (There is no limit on the number of Custom
Alarm Modules that can be used in an application.)
The maximum distance between a module and the
GSC+ is 305 m (1000 ft). If these specifications are
not met, the information on the data link can be
erratic. Also, the indicators on the alarm module
could flash. If the conditions are not in compliance
with the specifications, reduce the number of
modules and/or shorten the distance to the GSC+.
1. Check the data wire.
a. Turn the ECS to OFF/RESET.
b. Disconnect the harness connector from the
GSC+.
c. Check for an open. Measure the resistance
from terminal 2 of the alarm module to contact
35 of the GSC+ harness connector. The
resistance should be 5 ohms or less.
d. Check for a short. Measure the resistance
from contact 35 of the GSC+ harness
connector to the battery (B+) and ground (B)
at the relay module. The resistance should be
greater than 5000 ohms.
Expected Result: For 1.c, the resistance
should be 5 ohms or less. For 1.d, the
resistance should be greater than 5000 ohms.
Results:

OK: All resistance measurements are

correct. Proceed to next step.

NOT OK: One or more of the resistance

measurements are NOT correct. Therefore,
the harness wiring with the incorrect
resistance is faulty. Troubleshoot the faulty
wiring and repair the faulty harness wiring.
STOP.
Illustration 99

g00481278

System Schematic For Alarm Module (ALM)

All the fault indicators of the remote annunciator

flash and/or all the fault indicators of the control
panel alarm module flash. The indicators flash once
per two seconds (0.5 Hz).

2. Measure the voltage at the alarm module.

The ECS remains in the OFF/RESET position.
a. Reconnect the harness connector to the
GSC+.
b. At the alarm module, measure the DC voltage
from terminal 2 to terminal 7. The voltage will
be changing. The voltage should be between
1 and 10 DCV.

149
Testing and Adjusting Section

Note: If you are troubleshooting a remote

annunciator, measure the DC voltage from contact
35 to contact 31 of the GSC+ harness connector.
Make the measurement by using the 7X-1710
Multimeter Probe Group. Do not disconnect the
harness from the GSC+. This voltage measurement
should agree with the preceding measurement of
2.b. If the voltages do not agree, the wire is faulty.
The wire is faulty from terminal 2 of the remote
annunciator to the terminal in the internal panel.

a. Turn the ECS to OFF/RESET. If the GSC+

does not power down, remove the jumper that
connects terminals 6 and 9 on the ECS.
b. Turn the ECS to STOP.
Expected Result: The GSC+ should power
up with an identifiable display. The GSC+
should respond to the ECS.
Results:

c. Disconnect all wires from terminal 2 of the

alarm module. Again measure the DC voltage
from terminal 2 to terminal 7 at the alarm
module. The voltage should be 10.5 1.0
DCV.
Expected Result: For 2.b, the voltage should
be between 1 and 10 DCV. For 2.c, the
voltage should be 10.5 1.0 DCV.
Results:

OK: Both voltage measurements are correct.

Therefore, replace the alarm module. STOP.

NOT OK: Both voltage measurements are

low. Therefore, replace the alarm module.

NOT OK: The first measurement is low

and the second measurement is high.
Therefore, replace the GSC+. See Testing
And Adjusting, EMCP Electronic Control
(Generator Set) - Replace. STOP.
i01180487

Erratic GSC Operation Troubleshoot

SMCS Code: 4490-035
The fault indicator on the GSC+ flashes four to five
times per second (4 to 5 Hz). The displays of the
GSC+ may be unclear. The GSC+ does not respond
to any position of the engine control switch (ECS).
This is an internal fault of the GSC+ that can be
temporary or permanent. The fault is caused by a
component failure in the GSC+. The fault could also
be caused by extremely severe electromagnetic
interference or radio frequency interference. The
relays in the relay module are automatically turned
off when this fault occurs. The effect of this fault on
the engine depends on the type of fuel system.
1. Reset the GSC+.

OK: The GSC+ operates correctly.

Therefore, the fault is gone. STOP.

NOT OK: The GSC+ does NOT operate

correctly and the fault shutdown indicator

still flashes at a rate of four to five times a
second (4 to 5 Hz). Therefore, the GSC+
is faulty. Replace the GSC+. See Testing
And Adjusting, EMCP Electronic Control
(Generator Set) - Replace. STOP.

150
Testing and Adjusting Section

i01180495

Zero Display of Voltage or

Current - Troubleshoot
SMCS Code: 4490-035

Illustration 100
System Schematic For AC Transformer Box + (ATB+)

g00633979

151
Testing and Adjusting Section

NOT OK: One or more of the voltages

When the engine-generator, or any source to
which the engine-generator is synchronized to, is
operating, voltages up to 600V are present in the
control panel.
Do not short these terminal with line voltage to
ground with any part of the body or any conductive material. Loss of life or injury could result
from electrical shock or injury from molten metal.

are NOT correct. The wiring is faulty or

connections are faulty. Check the wiring
between the ATB+ and the generators bus.
See the Generator Set Wiring Diagram in
Testing And Adjusting, Schematics And
Wiring Diagram. Also check the electrical
connections at the ATB+ terminal. See
Testing And Adjusting, Electrical Connector
Inspection. STOP.

3. Check the connections.

a. Stop the engine.

The engine is running. The load is connected. One

of the AC phases on the GSC+ is showing 0 volts
or 0 amperes.
If there is a problem with AC voltage, begin
troubleshooting at Step 1.
If there is a problem with AC current, begin
troubleshooting at Step 4.
1. Check the fuses.
a. Check the three fuses on the AC transformer
box (ATB+).

b. Check the harness connector and crimp

terminals of the ATB+.
c. Check the GSC+ harness connector. See
Testing And Adjusting, Electrical Connector Inspect.
d. Check for one or more broken wires between
the ATB+ and the GSC+. See Generator Set
Wiring Diagram in Testing And Adjusting,
Schematics And Wiring Diagrams.
Expected Result: All connectors are OK and
the problem is no longer present.

The fuses should not be blown.

Results:
Expected Result: The fuses should not be
blown.
Results:

OK: Fuses are OK. Proceed to Step 2.

NOT OK: One or more of the fuses are
blown. Check for a shorted component
or wiring error. Troubleshoot the fault and
repair the fault. See the Generator Set
Wiring Diagram in Testing And Adjusting,
Schematics and Wiring Diagram. STOP.

OK: All connectors are OK and the problem

is no longer present. This procedure has
fixed the fault. STOP.

NOT OK: The AC voltage still has a

problem. It is unlikely that the GSC+ is

faulty. Replace the ATB+. If the problem
persists, then replace the GSC+. STOP.

NOT OK: The AC current still has a problem.

Proceed to Step 4.
4. Check the current transformers.

2. Check the generator output.

a. Stop the engine.
a. Run the engine. Open the circuit breaker
or remove the load. Measure the voltage
between all three fuses on the ATB+.
Expected Result: The line to line voltage is
correct for all three phases.
Results:

OK: The voltages are correct and the

problem remains. Proceed to Step 3.

b. At terminals 51, 52 and 53 of the ATB+,

disconnect only the wires that lead away from
the ATB+. These disconnected wires go to the
current transformers (CT1, CT2, and CT3).
c. Measure the resistance from terminal 50 to
each of the disconnected wires.
Expected Result: The resistance should be
less than 5 ohms.
Results:

152
Testing and Adjusting Section

OK: The resistance is correct. Therefore,

the current transformers are good. Proceed

to Step 5.

NOT OK: One or more of the resistance

measurements are NOT correct. A current
transformer or related wire is open. Check
for an open CT or wiring. See Generator Set
Wiring Diagram in Testing And Adjusting,
Schematics And Wiring Diagrams. STOP.
5. Check the ATB+.
a. Stop the engine.
b. Remove the harness connector from the
GSC+.
c. At the GSC+ harness connector, measure the
resistance: contact 4 to contact 16, contact
5 to contact 16, and contact 6 to contact 16.
Allow each measurement to stabilize.
Expected Result: Each of the three
resistances should be 120 20 ohms.
Results:

OK: Proceed to Step 6.

NOT OK: One or more of the resistance

measurements at the GSC+ harness

connector is NOT correct. Therefore, the
ATB+ or the related wiring is faulty. Check
for an open or short in the wiring from
the GSC+ harness connector to the ATB+
harness connector. See Generator Set
Wiring Diagram in Testing And Adjusting,
Schematics And Wiring Diagram. Check
the electrical connections at the GSC+
and ATB+ harness connectors and at
the ATB+ terminal strip. See Testing And
Adjusting, Electrical Connector - Inspect.
If necessary, repair the wiring or replace
the wiring. If the fault is not found, replace
the GSC+. STOP.

6. Check the ATB+.

The wires that were disconnected in step 4
remain disconnected. The only wires that are
connected to these terminals should lead into
the ATB+.
a. At the terminal strip of the ATB+, measure the
resistance: terminal 51 to 50, terminal 52 to
50, and terminal 53 to 50 .
Expected Result: All resistances should be
less than 1 ohm.

Results:

OK: All resistances are correct. The ATB+

is OK. The fault is in the GSC+ or the
GSC+ harness connector. Check the GSC+
harness connector. See Generator Set
Wiring Diagram in Testing And Adjusting,
Schematics and Wiring Diagram. If the
connector is good and the fault remains,
then replace the GSC+. See Testing
And Adjusting, EMCP Electronic Control
(Generator Set) - Replace. STOP.

NOT OK: One or more of the resistance

measurements are NOT correct. The ATB+
is faulty. Replace the ATB+. STOP.

153
Testing and Adjusting Section

i01180681

Inaccurate Display of Voltage

or Current or Power Troubleshoot
SMCS Code: 4490-035

g00481725

Illustration 101
Functional Block Diagram Of AC Voltage Display in EMCP II+
Table 23

AC Voltage Range Selection

GSC+ P20
Setpoint

External Potential
Transformer

AC Transformer Box
(ATB+) Input Voltage
Range

GSC+ Internal
Multiplier

Jumper

700

None

0 - 700

Required

150

None

0 - 150

None

300

2:1

0 - 150

None

500

3.33:1

0 - 150

3.33

None

600

4:1

0 - 150

None

750

5:1

0 - 150

None

3000

20:1

0 - 150

20

None

4500

30:1

0 - 150

30

None

5250

35:1

0 - 150

35

None

9000

60:1

0 - 150

60

None

15000

100:1

0 - 150

100

None

18000

120:1

0 - 150

120

None

30000

200:1

0 - 150

200

None

The AC voltage and/or current values are inaccurate.

Note: See Testing And Adjusting, AC Voltage
Range - Adjust.
The P20 setpoint determines the proper AC voltage
range. P20 determines the internal multiplier that
are used by the GSC+ for calculating AC voltage.
The GSC+ uses the internal multiplier in order
to compensate for the turn ratio of the external
potential transformers. The turn ratio of the external
potential transformers must match the internal
multiplier in order to ensure an accurate AC voltage
calculation by the GSC+.

The jumper block is located in the relay module.

The jumper block connects a divide-by-five
circuit to the AC voltage input of the GSC+. The
divide-by-five circuit reduces the AC voltage input
to a controllable level for the GSC+ when P20 is
700. When setpoint P20 is 700, a multiplier of five
is needed to compensate for the presence of the
divide-by-five circuit. This is done even though no
external potential transformer is present.

154
Testing and Adjusting Section

Note: When P20 is programmed to a value that

is other than 700, the jumper block should NOT
be installed. This prevents an inaccurate voltage
calculation by the GSC+. The other values (150
through 30,000) are used with an external potential
transformer. The values result in input voltages from
0 to 150 ACV at the AC Transformer Box (ATB+). No
further reduction of the input voltage is required.
Do the following procedure to determine the cause
of inaccurate AC voltage and/or current values on
the GSC+.
1. Check the setpoints P20 and P21. In order
for the GSC+ to operate correctly, the
current transformers (CT) must have 5 amp
secondary winding. See Testing And Adjusting,
Engine/Generator Setpoint Viewing OP2
and Testing And Adjusting, Engine/Generator
Programming OP5. The factory setpoints are:
700 V P20 and 600 A P21. The setpoints should
be correct for the generator set application.
2. Refer to table 23 and illustration 101 in order to
help determine the proper setpoints and any
necessary external potential transformers.
3. If only the voltage is inaccurate, check the jumper
for the AC voltage range for correct installation.
The jumper should be installed for systems with
an AC voltage input of 700 volts. (P20 = 700).
The jumper should NOT be installed for systems
with 150 volt AC voltage inputs. Also, the jumper
should be NOT installed for any unit with external
potential transformers. For information regarding
the installation of the jumper, see Testing And
Adjusting, AC Voltage Range - Adjust.
4. Check Systems Operation, Voltmeter/Ammeter
Programming OP8. OP8 is the option for
programming the calibration value of the
voltmeter and the ammeter. The calibration
values that are written on the ATB+ bar code
sticker must be programmed into the GSC+. This
ensures accurate voltage values and current
values.
5. Check the AC offset adjustment. See Systems
Operation, AC Offset Adjustment OP10. If
necessary, set the voltage offsets to 0%.
Note: The adjusted voltages are only displayed
on the GSC+. The adjusted voltages will NOT be
transmitted over the CAT data link to other modules.
The adjusted voltages are NOT used for determining
the fault thresholds for protective relaying functions.
In both cases, the values that are not adjusted for
AC voltage are still determined by the GSC+. These
values will be used instead of the displayed values.

Illustration 102

g00481733

Polarity Of Current Transformers

Note: If the readings of the power meter on the

GSC+ are inaccurate, check the power factor. Also
check the power for each individual phase. Hold the
power meter key for more than five seconds. If the
readings for any individual phase are inaccurate,
check the polarity of the current transformers (CT) in
the generator housing. If the polarity of the current
transformers is correct, replace the ATB+.
i01180745

Electrical Connector - Inspect

SMCS Code: 1408-040-CY; 7553-040
Many of the troubleshooting procedures in the
Testing And Adjusting section require inspecting
the electrical connectors and the crimp terminals.
Do the following steps in order to test an electrical
connector or crimp terminal. These steps can be
especially helpful when you are troubleshooting an
intermittent problem. If a faulty connection is found,
repair the connection. Then return to the original
troubleshooting procedures. Check if the original
fault is resolved.
Note: Avoid unnecessary disconnecting and
connecting of connectors in order to troubleshoot
system faults. This practice can cause the
connector contacts within the connector to wear
out prematurely.
1. Check the hex head screw of the connector.
Make sure that the 40-pin connector on the rear
of the GSC+ is aligned and seated properly and
that the hex screw is tight. Any unused locations
in the 40-pin connector should be plugged in
order to keep out dirt, water and contamination.

155
Testing and Adjusting Section

2. Perform a pull test on each wire. Each

connector contact and wire in the various
harness connectors should easily withstand
10 pounds of pull. The wire should remain in
the connector body. This test checks if the
wire in each connector contact was crimped
properly. Also, this test checks that the connector
contact was inserted into the connector body
completely. Perform repair, as needed. When
you are replacing connector contacts, use only
the 1U-5804 Crimp Tool. Make sure that the
connector contact and the tool are matched to
the gauge of the wire. Connector contacts should
always be crimped onto the wire, never soldered.
Also do the pull test for the pre-insulated crimp
terminals on the terminal strips. Perform repair,
as needed. When you are replacing crimp
terminals, use the proper crimping tool and
techniques for the type and the brand of crimp
terminal. Use a terminal that is proper for the
gauge of the wire. Spade terminals and ring
terminals may be soldered to the wire for an
improved electrical connection.
3. Visually inspect the wiring. Look for worn out
wires. Check for pinched harnesses or damaged
harnesses.
4. Visually inspect connectors and crimp terminals.
Verify that connector contacts within the
connectors are not corroded or damaged. Verify
that the alignment of the contacts and the
location of connector contacts are proper. Verify
that the two connectors are seated and locked
together.
Check all crimp terminals for corrosion and
damage. When you are wiggling each wire on a
crimp terminal, the ends of the bare wires on the
open end of the terminal barrel should be tight.
Check the tightness of screws on the terminal
strips also. Perform repair, as needed.
5. Check individual connector contacts. This is
especially important for intermittent problems.
When you are using a new connector contact,
insert this contact into each of the mating
connectors. Check for a snug fit between the
mating connectors. Repeat this procedure for
the other connector by using a new connector
contact of the correct type.

156
Testing and Adjusting Section

i01180752

External Potential Transformer

Connections
SMCS Code: 1409-077; 4490-077

Illustration 103

g00584152

Wye Configuration Of External Potential Transformers (PT) On 4-Wire Wye Generator

This configuration allows the accurate measurement of all power parameters by the GSC+ including when the loads are unbalanced and neutral
current is present. All power parameters are shown on the display of the GSC+.

Illustration 104

g00584153

Open Delta Configuration Of External Potential Transformers (PT) On The 3-Wire Delta Generator
This configuration allows the accurate measurement of power parameters by the GSC+ including when the loads are unbalanced and
circulating current is present. The real power phasecan not be determined. The power factor phase can not be determined. The phases are not
shown on the GSC+ display.

157
Testing and Adjusting Section

g00584154

Illustration 105
Open Delta Configuration Of External Potential Transformers (PT) On The 4-Wire Wye Generator

This configuration results in less accurate measurement of all power parameters by the GSC+ when the loads are unbalanced and neutral
current is present. Real power phase and power factor phase are not shown on the GSC+ display.

Note: The wye configuration of external potential

transformers (PT) is preferred for 4-wire wye
generators because of the greater accuracy
when loads are unbalanced. With the open delta
configuration, some power parameters can not be
determined. These parameters are the real power
phase (A, B, C) and power factor phase (A, B,
C). For maximum accuracy, use the open delta
configuration of the external potential transformers.
This should be used only for 3-wire delta generators.
On 4-wire wye generators, three separate potential
transformers (PT) are required for accurate power
metering unless the loads are continually balanced.
Even if the loads are balanced, some power
parameters can not be determined. The following
parameters are not shown on the GSC+ display:
the real power phase and power factor phase. The
ATB+ contains three potential transformers in order
to accommodate 4-wire wye generators. The full
capabilities of the ATB+ are not utilized when an
open delta PT configuration is used for 4-wire wye
generators.
On 3-wire delta generators, two potential
transformers allow maximum accuracy for all load
conditions. The real power phase can not be
determined. The power factor phase can not be
determined. The previous two phases are not shown
on the GSC+ display.
When you are connecting an external potential
transformers to a ATB+, the GSC+ must be
programmed.

Procedure For Programming When

Potential Transformers Are Used
1. Program setpoint P032 in order to match
the configuration of the external potential
transformer. Setpoint P032 must always match
the configuration of the external potential
transformer. This should be done regardless
of the configuration of the generator. This is
necessary because the ATB+ is connected only
to the external potential transformers. The ATB+
cannot sense the generators connections.

For external potential transformers that

are connected in a wye configuration,
program setpoint P032 to 0 (wye). Setpoint
P032 is also programmed to 0 when no
potential transformers are present on wye
configurations.

For external potential transformers that are

connected in a delta configuration, program
setpoint P032 to 1 (delta). Setpoint P032
is also programmed to 1 when no potential
transformers are present on delta configuration.
Note: When setpoint P032 is programmed to 1
(delta), the real power phase and the power factor
phase can not be determined. The real power
phase and the power factor phase are not shown
on the GSC+ display.

158
Testing and Adjusting Section

2. Program the setpoint P020 to match the external

potential transformers turn ratio. See Testing And
Adjusting, AC Voltage Range - Adjust. Setpoint
P020 should match the external potential
transformers turn ratio. The ratio should match
the setpoint P032 regardless of the generators
configuration.
i01181196

AC Voltage Range - Adjust

SMCS Code: 4490-025

Illustration 106
Functional Block Diagram Of The AC Voltage Display In EMCP II+

g00481725

159
Testing and Adjusting Section

Table 24

AC Voltage Range Selection

GSC+
P020
Setpoint

None

0 - 700

Required

None

0 - 150

None

2:1

0 - 150

None

500

3.33:1

0 - 150

3.33

None

600

4:1

0 - 150

None

750

5:1

0 - 150

None

3000

20:1

0 - 150

20

None

4500

30:1

0 - 150

30

None

5250

35:1

0 - 150

35

None

9000

60:1

0 - 150

60

None

15000

100:1

0 - 150

100

None

18000

120:1

0 - 150

120

None

30000

(1) Jumper block

Jumper

300

Relays In Relay Module

GSC+
Internal
Multiplier

150

g00436699

AC
Transformer
Box
(ATB+)
Input
Voltage
Range

700

Illustration 107

External
Potential
Transformer

200:1

0 - 150

200

None

Jumper block (1) is used to select the voltage range

of the voltmeter of the GSC+. The jumper block
(1) is installed for systems with 700 volts full scale
AC inputs. Jumper block (1) is NOT installed for
systems with 150 volts full scale AC inputs or for
any unit with external potential transformers. The
relay module is factory equipped with the jumper
block (1).
Jumper block (1) is easily removed by pulling out.
Jumper block (1) is easily installed by aligning and
then pushing in. If a jumper block is not available,
three separate jumpers can be substituted. Each
of the three manufactured jumpers connect a pair
of pins. A pair of pins must not touch another pair
of pins.
The relay module must be removed from the GSC+
in order to gain access to the circuit board and
jumper block (1). See Testing And Adjusting, Relay
Module - Replace.

160
Testing and Adjusting Section

The setpoint P020 sets the AC voltage range and

the internal multiplier. This is used by the GSC+ for
calculating AC voltage. The GSC+ uses the internal
multiplier to compensate for the turns ratio of the
external potential transformers. The turns ratio of
the external potential transformer must match this
internal multiplier in order to ensure accurate AC
voltage calculation by the GSC+.

i01181242

Alarm Module Control - Adjust

SMCS Code: 4490-025

The jumper block connects a divide-by-five

circuit to the AC voltage input of the GSC+. The
divide-by-five circuit reduces the AC voltage input
to a controllable level for the GSC+ when P020 is
700. When setpoint P020 is 700, a multiplier of
five is needed to compensate for the presence of
the divide-by-five. This is required even though no
external potential transformer is present.
Note: When the setpoint P020 is not equal to 700,
the jumper block should NOT be installed. This
prevents inaccurate calculations of the voltage by
the GSC+. The other values (150 through 30, 000)
are used with an external potential transformer. The
input voltages at the AC Transformer Box + are from
0 ACV to 150 ACV. No further reduction of the input
voltage is required.

Illustration 108

g00482185

Alarm Module
(1)Plug

For all alarm applications, the low DC volts alarm

setpoint is adjusted by a potentiometer that is
located under access plug (1) on the rear of the
module. The adjustment range is from 8 to 38 volts.
The factory setting of the alarm setpoint is 24 DCV.

Adjustment Procedure
1. Gain access to the rear of the ALM. Removal
of the ALM is not necessary unless removing
the ALM is needed for access. Unless you
are directed to disconnect the wires from the
terminals, all wiring remains connected to the
ALM.
2. Remove plug (1) in order to gain access to the
adjustment potentiometer. Moisture may enter
the ALM when plug (1) is removed. Remove
plug (1) in a dry environment. Remove the plug
in an air conditioned area if the relative humidity
exceeds 60%.

161
Testing and Adjusting Section

3. Disconnect the wires on terminals 1 and 7.

Secure these wires so that the wires do not
contact each other, ground or other electrical
connections.

1. Remove the speed sensor (1) from the flywheel

housing. Remove all debris from the tip of the
speed sensor. Align a ring gear tooth directly in
the center of the threaded sensor opening.

4. Connect a variable DC power supply to the alarm

module. The positive lead connects to terminal
1. The negative lead connects to terminal 7. Set
the power supply voltage to the desired low DCV
alarm setpoint. The setpoint must be between 8
and 38 volts.

2. By hand, screw the speed sensor (1) into the

hole until the end of the sensor contacts the
gear tooth.

5. Turn the adjustment potentiometer clockwise until

the potentiometer stops.
6. After one minute, the indicator on the ALM
for low battery voltage FLASHES. Press the
alarm silence switch. The low battery voltage
indicator should change from FLASHING to ON
CONTINUOUSLY.
7. Slowly turn the adjustment potentiometer
counterclockwise until the low battery voltage
indicator turns OFF.
8. Replace the plug.
9. Disconnect the variable DC power supply and
reconnect the wires to terminals 1 and 7.
i01181250

Speed Sensor (Engine) - Adjust

SMCS Code: 1907-025; 4490-025

3. Turn the sensor (1) in the counterclockwise

direction through 270 degrees (three-fourths
turn).
4. Tighten locknut (2) to 25 5 Nm (18 4 lb ft).
Note: Do not allow speed sensor (1) to turn as
locknut (2) is tightened.
i01180468

Charging System - Test

SMCS Code: 1406-081; 4490-081
Often when problems with the charging system are
being investigated, the alternator is not the problem.
If a low battery condition is present test the batteries
first. See Special Instruction, SEHS7633, Battery
Test Procedure for more information. If the engine
cranks slowly, then test the starting system. See
Service Magazine, SEPD0020, Testing The Starter
On The Engine for more information. If a warning
indicator for the charging system is ON, see
Service Magazine, SEBD1751, Difference Between
Alternator Indicator In Electronic Monitoring System
(EMS) And Low Voltage Indicator In Operating
Monitoring System (OMS). When a problem with
the charging system is suspected, then complete
the testing that is outlined in this Special Instruction.
See Initial Troubleshooting Procedure in order
to begin troubleshooting. The procedures in this
Special Instruction are designed to guide you to
the problem with as little testing as possible. In
most cases, you will only use a few of the tests to
diagnose a problem. The tests are labelled as T1
- T8 for easy reference. A descriptive title for each
test is included as well.

Initial Troubleshooting Procedure

Illustration 109

g00289497

Speed Sensor
(1) Speed sensor
(2) Locknut
(A) Air gap

Note: The engine speed sensor is commonly

referred as a magnetic pickup sensor.
This adjustment procedure is for the engine speed
sensor.

1. Check The Resistance In Excitation Circuit.

This step is only for alternators with external
excitation when the terminal for excitation is
labelled: 1, REG, and D+. See Alternator
Specifications if the method of excitation
is unknown. Go to Step 3 if your alternator
is self-excited. If the alternator terminal for
excitation is labelled with IG, go to Step 2 .

162
Testing and Adjusting Section

a. If the generator set is equipped with a

disconnect switch then turn the disconnect
switch to the ON position.
b. Verify voltage at the excitation terminal.
Connect the red lead from a multimeter to the
excitation terminal. Connect the black lead to
a ground source. The ground source is the
alternators case ground.
c. Read the voltage that is shown on the
multimeter.

3. Check The System Voltage.

a. Before you start the generator set, connect
a voltmeter between the B+ terminal and
the case of the alternator. Disconnect all
loads from the battery. Disconnect the battery
voltage to the EMCP II+.
b. Turn the disconnect switch to the ON position
but do not start the engine.
Expected Result: This voltage should be
system voltage.

Expected Result: The voltage reads at least

0.2 volts.

Results:

Results:

YES: The voltage is system voltage. Go to

Step 4.

OK: The voltage reads 0.2 volts or more.

The excitation circuit is correct. Proceed
to Step 3.

NOT OK: The voltage is less than 0.2 volts.

There is a fault in the wiring harness to
the alternator or there is a poor electrical
connection. Correct the problem. Watch for
a recurrence of the problem.
2. Check The Resistance In Excitation Curcuit.
This step is only for alternators with external
excitation when the terminal for excitation is
labelled: IG. See Alternator Specifications if
the method of excitation is unknown. Go to Step
3 if your alternator is self-excited.

NO: The voltage is less than system voltage.

Verify that the batteries are good and verify
that battery connections are good. Go to
T4 Alternator Drive System - Check if the
batteries are good.
4. Perform The Initial Check Of Alternator
Operation.
a. The voltmeter remains connected in the
configuration from Step 3.
b. Start the engine. Set the throttle to at least
75%. Read the voltage on the voltmeter.
Expected Result: The voltage is higher than
the voltage recorded in the previous Step 3.

a. Turn the disconnect switch to the ON position.

Results:
b. Verify voltage at the excitation terminal.
Connect the red lead from a multimeter to the
excitation terminal. Connect the black lead
to ground.
c. Read the voltage that is shown on the
multimeter.
Expected Result: The voltage is within 0.5
volts of the battery voltage.
Results:

YES: The voltage reads battery voltage.

The excitation circuit is correct. Proceed

to Step 3.

NO: The voltage is not within 0.5 volts of the

battery voltage. There is a fault in the wiring
harness to the alternator or there is a poor
electrical connection. Correct the problem.
Watch for a recurrence of the problem.

YES: The voltage is higher than the voltage

observed in the previous Step 3. The

voltage is also lower than the maximum
voltage that is listed in the specifications
for the alternator. The alternator is partially
charging the battery. See the following
diagnostic flow chart for reference in
continued testing. Proceed to T1 Alternator
Output - Test.

YES: The voltage is higher than the voltage

observed in the previous Step 3. The
voltage is also higher than the maximum
voltage that is listed in the specifications
for the alternator. The alternator is over
charging. Proceed to T 8 Alternator
Overcharging - Test.

NO: The voltage is not higher than the

voltage which was observed in Step 3.

Proceed to T4 Alternator Drive System Check.

163
Testing and Adjusting Section

Note: Severely discharged batteries can cause

low system voltage. This can occur even while the
engine is running above idle, and the alternator is
working properly. Proper low engine idle is also
important. Most of the alternators in Caterpillar
applications are self-excited. These alternators must
exceed a turn-on speed before charging will begin.
Alternator output can be very low at idle.

Illustration 110

T1 Alternator Output - Test

1. Ensure that the batteries are NOT fully charged.
a. Fully charged batteries have open circuit
voltage of 25 volts on 24 volt systems.

g00508188

b. If the batteries are fully charged then crank

the engine for 30 seconds. This action
reduces the battery voltage. Operate the
lights for 10 minutes while the engine is off
as an alternative.

164
Testing and Adjusting Section

2. Connect the 9U-5795 Current Probe or 8T-0900

Ammeter to a DMM (digital multimeter). The
multimeter must have a peak hold feature. Clamp
the probe around alternator output wire (B+).
Before you clamp the probe around the wire,
ensure that the probe is zeroed.
3. Set the digital multimeter to peak hold or max
mode on the mV scale.
4. Start the engine, and immediately set the throttle
to at least 75%. The peak current will appear on
the voltmeter in peak hold or max mode.

4. Turn off the disconnect switch and read the

current.
Expected Result: The current is below 0.050
amperes (50 milliamperes).
Note: The standard acceptable current draw is 50
milliamperes. A current draw above 50 milliamperes
usually indicates a problem. Contact a Caterpillar
dealer for more information.
Results:

YES: The current is below 0.050 amperes. The

Expected Result: This current reading should be
at least 90% of the specified peak output.
Results:

OK: The current is at least 90% of the

specified peak output. See Alternator
Specifications for exact numbers. Go to T2
Electrical System Current - Test.

NOT OK: The current is less than 90% of the

specified peak output. Go to T4 Alternator
Drive System - Check.

T2a - Test For Generator Set

Equipped With A Main Disconnect
Switch
1. Turn off all of the accessories. Also, disconnect
the battery supply voltage to the EMCP II+.
2. Clamp a 9U-5795 Current Probe or 8T-0900
Ammeter around the main ground cable. Clamp
the tool with the positive side away from the
battery. Reset the probe (zero) before you clamp
the probe around the wire. Read the current.
Expected Result: The current is below 2
amperes.

charging system is currently good. The fault is

possibly an intermittent draw in the system.
The batteries may be faulty. Check that NO
accessories were ON during the test.

NO: The current is above 0.050 amperes.

There is a draw in the system. Go to T5
Alternator Current - Test.

T2b - Test For Any Generator Set

1. Turn off all accessories. Also, disconnect the
battery supply voltage to the EMCP II+.
2. Clamp a 9U-5795 Current Probe or 8T-0900
Ammeter around the main ground cable. Clamp
the tool with the positive side away from the
battery. Reset the probe (zero) before you clamp
around the wire. Read the current.
Expected Result: The current is below 2
amperes.
Results:

YES: The current is below 2 amperes. Continue

to Step 3.

NO: The current is above 2 amperes. There

is a current draw in the system. Go to T5
Alternator Current - Test.

Results:

YES: The current is below 2 amperes. Continue

to Step 3.

NO: The current is above 2 amperes. There

is a current draw in the system. Go to T5
Alternator Current - Test.
3. Turn the disconnect switch to the ON position.
Connect an ammeter across the disconnect
switch terminals. Connect the red lead to the
terminal on the frame side. Connect the black
lead to the terminal on the battery side. If a
multimeter is being utilized for this test, use the
10A connections in order to avoid damage.

3. Remove the ground cable from the battery

terminal. For systems with 4 batteries, disconnect
the ground cables from both negative batteries.
4. Connect an ammeter between the disconnected
battery ground cable and one of the negative
battery terminals. Connect the red positive lead
of the ammeter to the cable. The negative lead
should be connected to the battery terminal. If
a multimeter is being utilized for this test, use
the 10 ampere connections in order to avoid
damage.

165
Testing and Adjusting Section

Expected Result: The current is below 0.050

amperes (50 milliamperes).
Note: The standard acceptable current draw is 50
milliamperes. A current draw above 50 milliamperes
usually indicates a problem.

4. Measure the voltage across the battery. Put the

red lead on the + battery terminal, and put the
black lead on the negative battery terminal. Step
4 should be completed as quickly as possible
after Step 3.

Results:

Expected Result: On 24 volt systems, the

voltage is within 2 volts.

YES: The current is below 0.050 amperes. The

Results:

charging system is currently good. The fault is

possibly an intermittent draw in the system.
The batteries may be faulty. Check that NO
accessories were ON during the test.

NO: The current is above 0.050 amperes.

There is a draw in the system. Go to T5
Alternator Current - Test.

Note: The following alternators have a connector for

a regulator: 6T-1196 and 9G-6081. Disconnect the
regulator connector from the alternator. Recheck the
current that was found in the previous Step. If the
current is below 0.050 amperes (50 milliamperes)
the regulator is faulty.

T3 Charging System - Test

1. Verify that the alternator B+ terminal nut is tight
and verify that the wire has a good connection to
the B+ terminal.
2. Start the engine and set the throttle to at least
75 percent. Allow the engine to run for at least
3 minutes before continuing to Step 3. The
following table will assist in making calculations
during this test.
Table 25

Test Step
3

Voltage
Reading

Voltage should
be below this
for 24 volt
system

4
3 minus 4 =

2.0 volts

YES: If the voltage in Step 3 is not more than

2 volts higher than the voltage in Step 4, the
test is complete and the related wiring is
correct at this time. Replace the alternator or
disassemble the alternator and repair.

NO: If the voltage in Step 3 is more than 2

volts higher than the voltage in Step 4, there
is high circuit resistance: corrosion, loose
connections, and damaged wiring. Continue
to Step 5.
5. Check the voltage between the frame and the
alternator B+ terminal. Record the voltage.
6. Check the voltage between the frame and the
+ battery post. Step 6 should be completed as
quickly as possible after Step 5.
Expected Result: The voltage difference
between Step 5 and Step 6 does not exceed 1
volt on 24 volt systems.
Results:

YES: The voltage difference does not exceed

the tolerance. The charging circuit is good.
Go to Step 7.

NO: The voltage difference exceeds the

tolerance. There is high resistance in the
charging circuit: loose cables, corroded
cables, damaged cables, and faulty circuit
breaker. Correct the problem and retest the
system.
7. Check the voltage between the negative battery
post and the alternator case ground.

6
5 minus 6 =

1.0 volt

1.0 volt

3. Measure the voltage between the alternator B+

terminal and the alternator case ground.

Expected Result: The voltage does not exceed

1 volt on 24 volt systems.
Results:

YES: The voltage difference does not exceed

the tolerance. The ground circuit is good.
There is an internal problem with the alternator.
Go to T6 Residual Magnetism Restoration.

166
Testing and Adjusting Section

NO: The voltage difference exceeds the

tolerance. There is high resistance in the

ground circuit: loose cables, corroded cables,
loose alternator mounting, and poor engine
ground. Correct the problem and retest the
system.

T4 Alternator Drive System - Check

1. Check the condition of the alternator drive belt. If
the drive belt is oily, clean the pulleys. Replace
the drive belt, and retest the system. If the drive
belt is wet, dry the belt and retest the system. If
the drive belt is worn, replace the belt and retest
the system.
2. Check the tension of the alternator drive belt. If
the tension is off, adjust the tension.
3. Check the nut on the alternator pulley. If the nut
is loose, tighten the nut and retest the system.
4. If all of the previous steps find no problems go
to T3 Charging System - Test.

T5 Alternator Current - Test

1. Disconnect all the loads from the battery.
Disconnect the battery supply voltage to the
EMCP II+.
2. Connect the 9U-5795 Current Probe or 8T-0900
Ammeter to a DMM (digital multimeter). Clamp
the probe around the alternator output wire
(B+). Before you clamp the probe around the
wire, ensure that the probe is zeroed .
3. Read the current.
Expected Result: The current is under 2
amperes.
Results:

YES: The current is under 2 amperes. Continue

to Step 4.

NO: The current is over 2 amperes. There is

an internal problem with the alternator. Go to
T6 Residual Magnetism Restoration.
4. Disconnect the B+ wire from the alternator.
Connect the red lead of the multimeter to the
wire that was just disconnected. Connect the
black lead of the multimeter to the alternator B+
terminal. Set the multimeter on the 10 amp scale.
Read the current.
Expected Result: The current is under 0.015
amperes.

Results:

YES: The current is under 0.015 amperes. The

alternator is operating correctly. There is a
current draw on the generator set. Go to T7
Identifying Source Of Current Draw - Test.

NO: The current is over 0.015 amperes. There

is an internal problem with the alternator. Go to
T6 Residual Magnetism Restoration.

T6 Residual Magnetism Restoration

This test is only for self-excited alternators.
See Service Magazine, SEBD1672, July 1986,
Brushless Alternators May Not Charge In Certain
Conditions for additional information.
1. Start the engine and set the throttle to at least
75%.
2. Connect a voltmeter between the B+ terminal
and the alternator case ground.
3. If a wire is connected, disconnect the wire from
the R terminal.
Expected Result: The voltage does not change.
Results:

YES: The voltage does not change. Continue

to Step 4.

NO: The voltage rises and the alternator

begins charging. The wire to the R terminal
is shorted. Repair the wiring or replace
the wiring. Go to Initial Troubleshooting
Procedure and retest the system.
4. Connect one end of a jumper wire to the B+
terminal of the alternator.
5. Connect the other end of the jumper wire to the
R terminal of the alternator for two seconds.
Expected Result: The voltage output rises on
the B+ terminal.
Results:

OK: The voltage output rises. The alternator is

now charging. Go to Initial Troubleshooting
Procedure and retest the system.

NOT OK: The voltage output does not rise.

Repair the alternator or replace the alternator.

167
Testing and Adjusting Section

6. Remove the wire that is connected to the I

terminal. Check for a rise in voltage on the B+
terminal.

T8a - Alternator Overcharging - Test

This test is for alternators with one of the following
types of terminals:IG, S, and sensing terminal.

Expected Result: The voltage rises.

Results:

YES: The voltage rises. There is a short

in the wiring to the terminal. Repair the
wiring or replace the wiring. Go to Initial
Troubleshooting Procedure and retest the
system.

NO: The voltage output does not rise. Repair

the alternator or replace the alternator.

T7 Identifying Source Of Current

Draw - Test
1. Disconnect all the loads from the battery.
Disconnect the system battery voltage from the
EMCP II+.
2. Clamp a 9U-5795 Current Probe or 8T-0900
Ammeter around the main ground cable. Clamp
the tool with the positive side away from the
battery. Reset the probe (zero) before you clamp
the probe around the wire. Use the current
probe if the draw is above approximately 2
amperes. Use the Ammeter if the draw is below
approximately 2 amperes.
3. Monitor the current. Remove the following fuses
one at a time: F1, F4, F7, and F8. Check
the current after each fuse is removed. After you
remove a fuse, observe the current. Reinstall the
fuse. Start with the main fuses first, and proceed
to smaller circuits.
4. If a removal of a fuse causes the current to drop,
then the problem is in that circuit.
a. Check if any components on the circuit are
ON.
b. If everything is OFF, disconnect electrical
components on that circuit one at a time and
monitor current.
c. After all of the components in that circuit have
been disconnected, check the current. If the
problem still exists, then check the wiring for
corrosion or shorts to ground.
Note: The standard acceptable current draw is 50
milliamperes. A current draw above 50 milliamperes
usually indicates a problem.

1. Clean the connection and tighten the connection

to the wiring terminal on the alternator.
2. Verify that the alternator B+ terminal nut is tight
and verify that the wire has a good connection to
the B+ terminal.
3. Start the engine and set the throttle to at least 75
percent. Turn ON all electrical accessories for all
test steps below. Allow the engine to run for at
least 3 minutes before continuing to Step 4. The
following table will assist in making calculations
during this test.
Table 26

Test Step
4

Voltage
Reading

Voltage should
be below this
for 24 volt
system

5
4 minus 5 =

2.0 volts

6
7
6 minus 7 =

1.0 volt

4. Measure the voltage between the alternator B+

terminal and the alternator case ground.
5. Measure the voltage across the battery. Put
the red lead on the positive battery terminal,
and put the black lead on the negative battery
terminal. Step 5 should be completed as quickly
as possible after Step 4.
Expected Result: On 24 volt systems, the
voltage is within 2 volts.
Results:

YES: If the voltage in Step 4 is not more than

2 volts higher than the voltage in Step 5, this
step is complete and the related wiring is
correct at this time. Go to Step 8.

NO: If the voltage in Step 4 is more than 2

volts higher than the voltage in Step 5, there
is high circuit resistance: corrosion, loose
connections, and damaged wiring. Go to Step
6.
6. Check the voltage between the frame and the
alternator B+ terminal. Record the voltage.

168
Testing and Adjusting Section

7. Check the voltage between the frame and the

+ battery post. Step 7 should be completed as
quickly as possible after Step 6.
Expected Result: The voltage difference
between Step 6 and Step 7 does not exceed 1
volt on 24 volt systems.
Results:

YES: The voltage difference does not exceed

the tolerance. The charging circuit is good.
Go to Step 8.

3. Run the engine at 75 percent. Allow the engine

to run for at least 3 minutes before continuing
to Step 4. The following table shows the
measurements to be taken during this test.
Table 27

Test Step
4

Voltage
Reading

Voltage should
be below this
for 24 volt
system

5
4 minus 5 =

2.0 volts

NO: The voltage difference exceeds the

tolerance. There is high resistance in the
charging circuit: loose cables, corroded
cables, damaged cables, faulty circuit breaker,
and faulty main relay. Correct the problem.
Go to Initial Troubleshooting Procedure and
retest the system.
8. Start the engine and set the throttle to at least
75 percent.
9. Measure the voltage between the sense terminal
and the case of the alternator.

7
6 minus 7 =

1.0 volt

4. Measure the voltage between the alternator B+

terminal and the alternator case ground.
5. Measure the voltage across the battery. Put the
red lead on the + battery terminal, and put the
black lead on the negative battery terminal. Step
5 should be completed as quickly as possible
after Step 4.

Expected Result: The voltage at the sense

terminal is above the specification.

Expected Result: On 24 volt systems, the

voltage is within 2 volts.

Results:

Results:

YES: The voltage is over the specification.

YES: If the voltage in Step 4 is not more than

The alternator is faulty or the regulator is faulty.

Replace the alternator or repair the alternator.

NO: The voltage is below the voltage of

the initial test. The sense circuit in the
generator set has high resistance. Correct the
problem and retest the system . Go to Initial
Troubleshooting Procedure at the beginning
of this test.

T8b - Alternator Overcharging Test (Continued)

This test is for alternators without an IG, S, or
other sense terminal.

2 volts higher than the voltage in Step 5, this

step is complete and the related wiring is
correct at this time. Go to Step 8.

NO: If the voltage in Step 4 is more than 2

volts higher than the voltage in Step 5, there
is high circuit resistance: corrosion, loose
connections, and damaged wiring. Go to Step
6.
6. Check the voltage between the frame and the
alternator B+ terminal. Record the voltage.
7. Check the voltage between the frame and the
+ battery post. Step 7 should be completed as
quickly as possible after Step 6.

1. Clean the connection to the wiring terminal on

the alternator and tighten the connection to the
wiring terminal on the alternator.

Expected Result: The voltage difference

between Step 6 and Step 7 does not exceed 1
volt on 24 volt systems.

2. Verify that the alternator B+ terminal nut is tight

and verify that the wire has a good connection to
the B+ terminal.

Results:

169
Testing and Adjusting Section

YES: The voltage difference does not exceed

the tolerance. The charging circuit is good.

The regulator is faulty or the alternator is faulty.
Replace the faulty component, and retest the
system.

NO: The voltage difference exceeds the

tolerance. There is high resistance in the
charging circuit: loose cables, corroded
cables, damaged cables, faulty circuit breaker,
and faulty main relay. Correct the problem.
Go to Initial Troubleshooting Procedure and
retest the system.

Alternator Specifications
Table 28

Alternator Specifications
Peak
Current
Rating
(Amps)

Minimum
Peak
Current
(Amps)

2P-1204, 3Y-8200

19

17

2Y-8310

21

19

6T-1395, 7T-2095, OR-3653

33

30

6N-9294, OR-5217, OR-3482

35

32

5N-5692, OR-2698

45

41

5S-9088, 100-5047, 112-5041,

OR-5206, OR-3667, OR-3668

50

45

109-2362, 9W-3043,
OR-3652(D+), 112-8032

55

50

3E-7772(IG), OR-9437(IG),
105-3132(IG), 4N-3986,
OR-5203

60

54

155-7434, 132-2156(I),
107-7977(I), OR-8279(I)

70

63

107-7976, 114-2401, OR-8997,

3E-7577, OR-3615

75

68

9X-7803, OR-3749,
122-6657100

100

90

24 Volt Alternators

Parts-Service Only Discontinued 24 Volt Alternators

9G-6081, 6T-1196

40

36

D+ - Diode trio output. Alternator requires external

excitation.
REG - Regulator Terminal. Alternator requires external
excitation.
I - Ignition Terminal. Alternator can be externally excited
through this terminal.
IG - Ignition Terminal. System voltage must be supplied
to this terminal to turn on the alternator. Some of these
alternators use the IG terminal as a sense terminal.

170
Testing and Adjusting Section

i01181401

i01181405

Starting Motor Magnetic

Switch - Test

Pulse Width Modulated (PWM)

Sensor - Test

SMCS Code: 1426-081; 4490-081

SMCS Code: 1408-081; 4490-081

Illustration 111

g00289497

Speed Sensor
(1) Speed sensor
(2) Locknut
(A) Air gap

This adjustment procedure is for the engine speed

sensor.

Illustration 112

g00537438

System Schematic For Engine Oil Pressure Sensor (EOPS)

1. Remove the speed sensor (1) from the flywheel

housing. Remove all debris from the tip of the
speed sensor. Align a ring gear tooth directly in
the center of the threaded sensor opening.
2. By hand, screw the speed sensor (1) into the
hole until the end of the sensor contacts the
gear tooth.
3. Turn the sensor (1) in the counterclockwise
direction through 270 degrees (three-fourths
turn).
4. Tighten locknut (2) to 25 5 Nm (18 4 lb ft).
Note: Do not allow speed sensor (1) to turn as
locknut (2) is tightened.

Illustration 113

g00527377

System Schematic For Engine Coolant Temperature Sensor

(ECTS)

171
Testing and Adjusting Section

oil pressure sensor

coolant temperature sensor
oil temperature sensor
These PWM sensors produce a digital signal. In a
digital signal, the duty cycle varies as the condition
changes. The frequency remains constant.

Illustration 114

g00529671

System Schematic For Engine Oil Temperature Sensor (EOTS)

Illustration 115

g00288430

Pulse Width Modulated Signal

This test is provided in addition to the CID 100, CID

110 and CID 175 troubleshooting procedures. See
Testing And Adjusting, Troubleshooting Diagnostic
Codes. The pulse width modulated sensors are
listed below.

172
Testing and Adjusting Section

Table 29

Table 30

Sensor Specifications

Sensor Specifications

Engine Oil Pressure Sensor (EOPS)(1)

Engine Coolant Temperature Sensor (ECTS)(1)

And
Engine Oil Temperature Sensor (EOTS)(1)

Pressure kPa
(psi)

Signal Voltage(2)
DCV

Signal Duty
Cycle(2)
%

Temperature

C (F)

Signal Voltage(2)
DCV

Signal Duty
Cycle(2) %

0 to 69 (0 to 10)

0.92 to 1.44

12.8 to 20.8

69 to 138 (10 to
20)

1.44 to 1.92

20.8 to 28.1

40 to 29 (40
to 20)

1.18 to 1.23

10.0 to 10.6

138 to 207 (20 to

30)

1.92 to 2.40

28.1 to 35.4

29 to 18 (20
to 0)

1.23 to 1.30

10.6 to 11.6

207 to 276 (30 to

40)

2.40 to 2.89

35.4 to 42.6

18 to 7 (0 to
20)

1.30 to 142

11.6 to 13.3

276 to 345 (40 to

50)

2.89 to 3.34

42.6 to 49.6

7 to 4 (20 to 40)

1.42 to 1.63

13.3 to 16.2

4 to 16 (40 to 60)

1.63 to 1.97

16.2 to 21.1

345 to 414 (50 to

60)

3.34 to 3.89

49.6 to 56.6

16 to 27 (60 to
80)

1.97 to 2.43

21.1 to 27.5

414 to 483 (60 to

70)

3.89 to 4.29

56.6 to 64.0

27 to 38 (80 to
100)

2.43 to 3.00

27.5 to 35.6

483 to 552 (70 to

80)

4.29 to 4.74

64.0 to 70.5

38 to 49 (100 to
120)

3.00 to 3.67

35.6 to 45.0

552 to 621 (80 to

90)

4.74 to 5.25

70.5 to 78.1

49 to 60 (120 to
140)

3.67 to 4.35

45.0 to 54.7

621 to 690 (90 to

100)

5.25 to 5.74

78.1 to 85.0

60 to 71 (140 to
160)

4.35 to 5.00

54.7 to 63.9

71 to 82 (160 to
180)

5.00 to 5.58

63.9 to 72.0

82 to 93 (180 to
200)

5.58 to 6.05

72.0 to 78.6

93 to 104 (200 to
220)

6.05 to 6.42

78.6 to 83.8

104 to 116 (220

to 240)

6.42 to 6.72

83.8 to 88.1

116 to 125 (240

to 257)

6.72 to 6.90

88.1 to 90.6

125 to 135 (257

to 275)

6.90 to 7.05

90.6 to 92.7

(1)
(2)

The base frequency is 350 to 650 Hz.

The voltages and currents are guidelines for troubleshooting
and are not considered exact. Tolerance is 10%.

(1)
(2)

The Base frequency is 370 to 550 Hz.

The voltages and currents are guidelines for troubleshooting
and are not considered exact. Tolerance is 10%.

The engine coolant temperature sensor and

the engine oil temperature sensor are the same
Caterpillar part. The only difference is the application
of the part. Both of the sensors specs are identical.

173
Testing and Adjusting Section

Test Procedure

NOT OK: The voltage is equal to battery

Table 31

Tools Needed
9U-7330

Multimeter
Multimeter is optional for
frequency and duty cycle
measurements.

7X-170

Multimeter Probe Group

146-4080

Digital Multimeter (RS-232)

positive. The sensor supply is shorted to

battery positive in the engine harness.
Troubleshoot and repair the engine harness.
STOP.

NOT OK: The voltage is not from 7.5 to 8.5

DCV and the voltage is not equal to battery

positive. Proceed to Step 3.

3. Check The Status Of The Fault.

Observe the GSC+ display.

This procedure requires the measurement of the

frequency and duty cycle of the sensor signal.
Use the 9U-7330 Digital Multimeter in order to
measure the frequency and the duty cycle. In order
to measure frequency, turn the rotary switch to AC
volts. Then, press the HZ button once. In order to
measure the duty cycle, turn the rotary switch to AC
volts and press the HZ button twice.
Note: The 6V-7070 Digital Multimeter does not
measure the frequency or the duty cycle. The DC
voltages are listed in Table 30 as an alternative
to measuring the frequency and the duty cycle.
The 6V-7070 Digital Multimeter can be used for
measurements of the DC voltage.

Expected Result: A CID 269 fault code is active.

Results:

OK: A CID 269 fault code is active. Go to

the procedure in Testing And Adjusting,

Troubleshooting Diagnostic Codes. STOP.

NOT OK: A CID 269 fault code is NOT active.

The harness is faulty. Troubleshoot and repair
the harness. STOP.
4. Check The Sensor Signal.
The ECS remains in the STOP position.

1. Perform Initial Preparations.

a. Locate the suspect sensor.
b. Identify the sensor wires and connector
contacts. See the preceding System
Schematics.
c. DO NOT DISCONNECT ANY HARNESS
CONNECTORS AT THIS TIME.
d. Use the 7X-1710 Multimeter Probe in order
to make future measurements by penetrating
through the back of the harness connectors.
2. Check Sensor Supply Voltage.

a. Measure the frequency and the duty cycle of

the signal at the sensor connector. Conduct
the measurements from contact C to contact
B of the sensor connector.
b. Make a note of the measurements.
Expected Result: The frequency that is
measured should agree with the values
that are listed in the Sensor Specifications
chart and the duty cycle should agree with
the values that are listed in the Sensor
Specifications chart.
Results:

a. Turn the engine control switch (ECS) to

OFF/RESET. Then, turn the ECS to STOP.

OK: The measurements agree. The sensor

b. Measure the sensor supply voltage at the

sensor connector. Perform the measurement
from contact A to contact B on the sensor
connector.

NOT OK: The measurements DO NOT

Expected Result: The voltage should be from

7.5 to 8.5 DCV.

is functioning correctly. Proceed to Step 5.

agree. Proceed to Step 7.
5. Check The Signal At The GSC+ Harness
Connector.
a. Measure the frequency and the duty cycle of
the signal at the GSC+ harness connector.

Results:

OK: The voltage is from 7.5 to 8.5 DCV.

Proceed to Step 4.

For the oil pressure signal, measure the

resistance from contact 8 to contact 31.

174
Testing and Adjusting Section

For the coolant temperature signal, measure

the resistance from contact 7 to contact 31.

For the oil temperature signal, measure the

resistance from contact 14 to contact 31.

Expected Result: The measured frequency

should agree with the values that were
measured in Step 4. The duty cycle should
agree with the values that were measured in
Step 4.
Results:

OK: The measurements agree. The sensor

is functioning correctly. Proceed to Step 7.

OK: All resistance measurements are

correct. Therefore, replace the sensor.

STOP.

NOT OK: One or more resistance

measurements are NOT correct.
Troubleshoot and repair the engine harness.
STOP.
i01181559

EMCP Electronic Control (AC

Transformer Box) - Replace
SMCS Code: 1409-510; 4490-510

NOT OK: The measurements DO NOT

agree. The harness is faulty. Troubleshoot
and repair the engine harness. STOP.
6. Check The Status Of The Fault.
a. Check if sensor fault codes are still active.
Expected Result: Sensor fault codes are still
active.
Results:

OK: The GSC+ is faulty. Replace the

GSC+. See Testing And Adjusting, EMCP

Electronic Control (Generator Set) Replace. STOP.

NOT OK: If sensor fault codes are NOT

active, check the connectors and wiring.
See Testing And Adjusting, Electrical
Connector - Inspect. STOP.
7. Check The Engine Harness.
a. Disconnect the engine harness from the
sensor.
Illustration 116

g00436522

b. Disconnect the GSC+ from the harness.

AC Transformer Box + (ATB+)

c. Check the harness for an open circuit. A

correct circuit will be approximately 5 ohms
or less.

The ATB+ is located on the subpanel within the

control panel.

d. Check the signal wire for a short to battery

positive, battery negative and sensor supply.
A correct circuit will be greater than 5000
ohms.
Expected Result: For Step 7.c, the resistance
should be 5 ohms or less. For Step 7.d, the
resistance should be greater than 5000 ohms.
Results:

Replacement Procedure
1. Shut down the engine. Remove the positive lead
wire from the battery.
2. Make sure that all wires at the terminal strip of the
ATB+ are marked with the respective termination
point. During reassembly, these wires must be
reattached to the correct terminal. Remove all
external wires from the terminal strip.

175
Testing and Adjusting Section

3. Disconnect the ATB+ connector from the harness

connector.
4. Remove all mounting nuts and mounting screws
that fasten the ATB+ to the subpanel. Remove
the ATB+.
5. Place the new ATB+ in the subpanel. Install the
mounting nuts and mounting screws. Tighten the
mounting nuts and mounting screws.
6. Reconnect the harness connector to the ATB+.
Reconnect all the wires to the terminal strip that
were removed. Reconnect the positive lead wire
to the battery. If necessary, see the Generator
Set Wiring Diagram in Testing And Adjusting,
Schematics and Wiring Diagrams.
7. Program the bar code (calibration value) for the
voltmeter/ammeter into the GSC+. See System
Operation, Voltmeter/Ammeter Programming
OP8.
8. If the generator set is operating in parallel with
another generator set and the voltmeter values
must match, then reprogram the AC offset. See
System Operation, AC Offset Adjustment OP10.

176
Testing and Adjusting Section

i01181571

Relay Module - Replace

SMCS Code: 4490-510

g00583564

Illustration 117
Replacement Of The Relay Module
The Rear View of the GSC+
(1) Relay Module
(2) Screws

(3) Tape
(4) Desiccant Package

Relay module (1) contains the relays, fuses and

terminals that are used to operate the external
devices of the EMCP II+. Relay module (1) is a
component of the GSC+.
Reference: Special Instruction, SEHS9710, Relay
Module Replacement.

(5) O-Ring Seal

(6) Cable connector

Replacement Procedure
1. Remove the positive lead wire from the battery.

177
Testing and Adjusting Section

2. Be sure that all wires at the terminal stripsm(1)

are marked with the correct termination point.
During reassembly, these wires must be
reattached to the correct terminal. Remove all
wires from the terminals and posts of relay
module (1).

EMCP Electronic Control

(Generator Set) - Replace

3. Remove ten screws (2) that fasten relay module

(1) to the GSC+.

Replacement Procedure

4. Be aware that O-ring seal (5) exists. Partially

separate relay module (1) from the GSC+.
Carefully disconnect cable clamp and cable
connector (6) from relay module (1).
Check that the small jumper block matches the
replacements relay module. The relays small
jumper block is located near the ribbon cable.
See Testing And Adjusting, AC Voltage Range Adjust.
5. Replace the desiccant package (4). The
replacement is provided with the new relay
module. Attach the new package in the same
location as the former package.
Note: The desiccant package should not be
removed from the container until you are ready
to install the desiccant package. The amount of
time that is required to remove the relay module
is 20 minutes. Longer periods of time will cause
the desiccant package to become saturated
with moisture. This is especially true in a humid
environment.
6. Install new O-ring seal (5) in the groove of relay
module (1). Make sure that O-ring seal (5) is
seated properly. Align and reconnect cable
connector (6) to the relay module (1). Install the
cable clamp.
7. Place relay module (1) on the GSC+. Check
that O-ring (5) remains seated. Align the screw
holes of relay module (1) and the GSC+. Install
the ten screws. Tighten the ten screws (2) to
1.70 0.25 Nm (15 2 lb in).
8. Reconnect all the wires to the terminals of the
relay module that were removed. Reconnect the
positive lead wire to the battery. If necessary, see
the Generator Set Wiring Diagram in Testing And
Adjusting, Schematics And Wiring Diagrams.

i01181600

SMCS Code: 4490-510

1. The new GSC+ must be reprogrammed after

the new GSC+ is installed. If the GSC+ that
is being replaced is functional, then make a
note of the following items: hourmeter value, all
engine setpoints, and any spare inputs/outputs
that are programmed. See System Operation,
Engine/Generator Setpoint Viewing OP2-0 and
System Operation, Protective Relaying Setpoint
Viewing OP2-1.
2. Shut down the engine. Remove the positive lead
wire from the battery.
3. Remove the harness connector from the GSC+.
A 4 mm hex wrench is required to turn the
fastening screw.
4. Make sure that all wires at the terminal strips are
marked with the respective termination point.
During installation, the wires must be reattached
to the correct terminal. Remove all wires from the
terminals and from the posts of the relay module.
5. Remove the six nuts that fasten the GSC+ to the
front panel. Remove the GSC+.
6. Place the new GSC+ in the front panel. Install
the six nuts. Tighten the nuts.
7. Reconnect the harness connector to the GSC+.
Reconnect all the wires to the terminals of the
relay module that were removed. Reconnect the
positive lead wire to the battery. If necessary, see
the Generator Set Wiring Diagram Testing And
Adjusting, Schematics And Wiring Diagrams.
8. Reprogram the following items: the setpoints,
the spare inputs/outputs, the hourmeter, the
voltmeter, ammeter, and the AC offset adjustment.
See System Operation, Service Mode. Use the
values from the original GSC+. Refer to Step 1.

178
Testing and Adjusting Section

i01181922

EMCP Electronic Control

(Generator Set) - Flash
Program
SMCS Code: 4490-591
Table 32

Tools Needed
Part
Number

Description

7X-1700

Communication Adapter (Includes the

7X-1701 Communication Adapter and
the 7X-1425 Data Link Cable)

139-4166

Data Link Cable

152-7143

GSC+ Data Cable (Connects the Service

Tool cable to the EMCP II+ terminal strip
by using the spade terminals)

REHS0494

Special Instruction, REHS0494,

Accessing Flash Software For Machines.
An IBM compatible PC that is capable of
running Caterpillar Electronic Technician
(ET) software version 2.0 or later

179
Testing and Adjusting Section

Connection Procedure

Illustration 118

g00615494

Connection Diagram
(1) Relay module on the GSC+ control.
(2) AUX terminal strip.
(3) 152-7143 GSC+ Data Cable.
(4) Personal Computer.
(5) 7X-1425 Data Link Cable.
(6) 139-4166 Data Link Cable.
(7) 7X-1701 Communication Adapter.

Note: 24 VDC must be available from the panel.

1. Verify that the generator set is not running.
Turn OFF the power to the EMCP II+ panel
by disconnecting the negative terminal of the
battery.
2. Connect the communication adapter to the PC by
using the 7X-1425 Data Link Cable. The metal
Deutsch connector should be connected to the
SERVICE TOOL port on the communication
adapter.
3. Connect the 139-4166 Data Link Cable to the
CONTROL port on the communication adapter.
4. Connect 152-7143 GSC+ Data Cable to the
opposite end of the 139-4166 Data Link Cable.

5. Connect the Data+ and Data- spade terminals

of the cable to the appropriate terminals in the
AUX terminal strip. The AUX terminal strip is
located inside the EMCP II+ panel. Connect the
Power+ spade terminal to RM1 of the relay
module on the GSC+. Connect the Power-
spade terminal to RM28 of the relay module
on the GSC+.
Note: For a switchgear conversion that contains the
GSC+ control, the connection point for the Data+
wire is GSC-19 on the 40 pin connector of the
GSC+. The connection point for the Data- wire is
at GSC-20 on the 40 pin connector of the GSC+.
The spade terminals that are on the harness for
these wires need to be replaced with two 8T-8730
Connector Sockets. After the terminals have been
replaced, the modified portion of the harness can
be removed from the 40 pin connector by using the
121-9588 Wire Removal Tool.

180
Testing and Adjusting Section

6. Set the engine control switch (ECS) to

OFF/RESET. Connect the battery to the electrical
system again. Then, turn the ECS to the
COOL/STOP position.
7. Verify that the GSC+ and the communication
adapter are receiving power.
Note: Power loss to the GSC+ is unacceptable once
the process for the update of the software begins.
The loss of power may render the GSC+ unusable.
8. Turn on the PC. The operating system on the
computer must finish loading.

Flash Update Procedure

1. Obtain a flash file on a floppy disk or a CD-ROM.
See Special Instruction, REHS0494, Accessing
Flash Software For Machines.
2. Find the ET directory by using the File Manager.
Open ET.
3. Start WinFlash by double clicking on the
WinFlash icon with the pointer of the mouse.
WinFlash is part of the ET software package.
4. After the start-up is complete, ET will
automatically try to connect to the GSC+ through
the communication adapter.
5. The WinFlash program will display the serial
numbers of any modules that are found on the
data link.
6. Select the serial number of the unit that needs
the software update. Click on OK. The serial
number of the GSC+ that is desired can be
obtained by looking at the first value under
OP2-2 in service mode. In order to obtain the
value, press the service mode key on the GSC+
once. Then, press the SCROLL UP key once.
The SCROLL UP key is also the LAMP-TEST
key. All GSC+ units have a serial number suffix
of HA. This can be used for verification.
7. Insert the floppy disk or the CD-ROM that
contains the flash file. Click on the select file
button and open the contents of the appropriate
drive. Select the appropriate .fls file. If the flash
file is already on the hard drive, select the file
from the appropriate drive.
8. If the generator set has an energize-to-run
solenoid, proceed to 9. If the generator set has
an energize-to-shutoff solenoid, wait for at least
70 seconds before proceeding to 9.

9. Click on the Begin button. The flash process

should begin. A bar that shows the progress of
the update will be displayed on the screen.
Note: Power loss to the GSC+ is unacceptable once
the process for the update of the software begins.
The loss of power may render the GSC+ unusable.
Ensure that the power that is supplied to the control
is available for the entire process. If the process is
aborted, do not remove the power from the GSC+.
The process will start reprogramming. Wait until the
process is finished.
10. The display of the GSC+ will be blank and the
Fault Shutdown indicator will be blinking while
the software update is in progress.
11. Do not disturb the process until the process is
finished. Once the process is finished, the GSC+
will automatically start working again. Exit the
WinFlash software.
12. The GSC+ should now have the new software.
In order to verify the version of the software, go
to the display at OP2-2. Scroll up one time. Read
the part number that is displayed. This update
will not affect the setpoints or the calibration.
13. Turn the engine control switch (ECS) back
to the OFF/RESET position and disconnect
the negative terminal of the battery from the
electrical system again. Disconnect the cables
for the service tool and close the panel.
14. Reconnect the battery to the electrical system
and return the generator set back to service.
i01181611

Typical Generator
Abbreviations
SMCS Code: 4490
ALM Alarm Module
ALS Alarm Silence Push Button
ALT DC Charging Alternator
ALR Alarm Relay (General Alarm)
ALMR Alarm Mute Relay
ASR Air Shutoff Relay
AR Arming Relay
ATB+ AC Transformer Box +

181
Testing and Adjusting Section

BATT Battery

PS Pinion Solenoid

BV Battery Voltage

RR Run Relay

CAM Custom Alarm Module

S1 Engine Oil Pressure Sender

CAR Custom Alarm Relay

S2 Engine Coolant Temperature Sender

CB Circuit Breaker

SF1 Spare Fault 1

CCM Customer Communication Module

SAS Start Aid Switch

CIM Customer Interface Module

SASV Start Aid Solenoid Valve

CTR Crank Termination Relay

SATS Start Aid Temperature Switch

ECS Engine Control Switch

SM Starting Motor

ECTS Engine Coolant Temperature Sensor

SMMS Starting Motor Magnetic Switch

EG Electronic Governor (Speed Sensing)

SMR Starting Motor Relay

EGR Electronic Governor Relay

ST Shunt Trip

EOPS Engine Oil Pressure Sensor

VE Battery Negative

ESPB Emergency Stop Push Button

+VE Battery Positive

FCR Fuel Control Relay

VM AC Voltmeter

FCS Fuel Control Solenoid

WTSU Water Temperature Sending Unit

G AC Generator
i01181614

GFR Generator Fault Relay

Symbols

GOV Governor

SMCS Code: 4490

HC Heater Contactor
I/P Input
KWR Kilowatt Level Relay
MAN Manual
MPU Magnetic Speed Pickup
MV Motorized Valve
NC Normally Closed
NO Normally Open
O/L Overload Contactor
OPSU Oil Pressure Sending Unit
PC Pump Contactor
PR Pump Relay

182
Testing and Adjusting Section

Illustration 119

g00489852

183
Testing and Adjusting Section

i01181616

Reading DC Schematics
SMCS Code: 4490; 7566

g00489928

Illustration 120
Typical DC Schematic
(1) Symbol for terminal on relay module.
(2) Pin identification on engine control
switch.
(3) Symbol for contact of GSC connector.

(4) Symbol for terminal on terminal strip

within control panel.
(5) Symbol for terminal on terminal strip
within generator.

i01181486

Block Diagram of Generator

Set Control
SMCS Code: 4490; 7566

184
Testing and Adjusting Section

Illustration 121

g00508636

185
Testing and Adjusting Section

i01181915

Connector Contact
Identification of Generator
Set Control
SMCS Code: 4490; 7553

Illustration 122

g00438305

186
Testing and Adjusting Section

i01182002

Schematics and Wiring

Diagrams
SMCS Code: 4490; 7566

187
Testing and Adjusting Section

DC Schematic - Air Start

Illustration 123

g00491218

188
Testing and Adjusting Section

DC Schematic - Prelube Pump

Illustration 124

g00490882

189
Testing and Adjusting Section

DC Schematic - IEC (1 of 2)

Illustration 125

g00490804

190
Testing and Adjusting Section

DC Schematic - IEC (2 of 2)

Illustration 126

g00490812

191
Testing and Adjusting Section

DC Schematic - JIC (1 of 2)

Illustration 127

g00490885

192
Testing and Adjusting Section

DC Schematic - JIC (2 of 2)

193
Testing and Adjusting Section

Illustration 128

g00633010

194
Testing and Adjusting Section

AC Schematic - IEC

195
Testing and Adjusting Section

Illustration 129

g00633020

196
Testing and Adjusting Section

AC Schematic - JIC

197
Testing and Adjusting Section

Illustration 130

g00633270

198
Testing and Adjusting Section

Wiring Diagram - Relay Driver

Module (RDM)

Illustration 131

g00546228

199
Testing and Adjusting Section

Wiring Diagram - Customer/

Contract

Illustration 132

Wiring Diagram - Customer

Interface Module (CIM)

g00490999

200
Testing and Adjusting Section

Illustration 133

g00633572

201
Testing and Adjusting Section

Wiring Diagram - Harness

Illustration 134

g00491212

202
Testing and Adjusting Section

Wiring Diagram - Loadshare

Module

Illustration 135

g00633591

203
Testing and Adjusting Section

i01181716

Service Record
SMCS Code: 4490
Table 33

Service Table - Record Of Setpoint Values

Generator Description: Site, Serial No., EMCP II+ Part Number., etc..
Engine /Generator Programming OP5-0
Setpoint

Specified Value

Actual Value(1)

Setpoint Description

Possible Values

Default Value

P001

Fuel Solenoid Type

0 = ETR, 1 = ETS

P002

Units Shown

0 = Eng, 1 = metric

P003

Shutdown Override For

Engine Fault

0 = shutdown,
1 = alarm

P004

Shutdown Enable For

Sensor Fault

0 = alarm,
1 = shutdown

P005

Coolant Loss Sensor

Installed

0 = w/o sensor,
1 = w/sensor

P006

Shutdown Override For

Coolant Loss Fault

0 = shutdown,
1 = alarm

P007

System Voltage

24 volts or 32 volts

24

P008

This Setpoint Is Not Used.

NA

NA

P009

Number Of Ring Gear

Teeth

95 to 350 teeth

136 teeth

P010

Engine Overspeed

500 to 4330 rpm

2120 rpm

P011

Crank Terminate Speed

100 to 1000 rpm

400 rpm

P012

Oil Step Speed

400 to 1800 rpm

1350 rpm

P013

Low Oil Pressure

Shutdown At Rated Speed

34 to 420 kPa
(5 to 61 psi)

205 kPa (30 psi)

P014

Low Oil Pressure

Shutdown At Idle Speed

20 to 336 kPa
(3 to 49 psi)

70 kPa (10 psi)

P015

High Water Temperature

Shutdown

85 to 123C
(185 to 253F)

107C (225F)

P016

Low Water Temperature

Alarm

0 to 36C (32 to 97F)

21C (70F)

P017

Total Cycle Crank Time

5 to 360 seconds

90 seconds

P018

Cycle Crank Time

5 to 300 seconds

10 seconds

P019

Cooldown Time

0 to 30 minutes

5 minutes

P020

AC Voltage

150V to 30.0 kV

700V

P021

AC Current Full Scale

75A to 4000A

600A

P022

GSC+ Engine Number

01 to 08

01

P023

Engine Type

0 = MUI, 1 = gas,
2 = EUI

P024

Crank Time Delay

0 to 20 seconds

5 seconds
(continued)

204
Testing and Adjusting Section

(Table 33, contd)

Service Table - Record Of Setpoint Values

Generator Description: Site, Serial No., EMCP II+ Part Number., etc..
Engine /Generator Programming OP5-0
Setpoint

Specified Value

Actual Value(1)

Possible Values

Setpoint Description

Default Value

P025

0 = w/o sensor,
1 = w/sensor

P026

High Oil Temperature

Shutdown

85 to 123C
(185 to 253F)

107C (225F)

P027

Shutdown Override For

High Oil Temperature

0 = alarm,
1 = shutdown

P028

Nameplate Voltage

100 to 25kV

480V

P029

Nameplate Current

0 to 4000A

600A

P030

Nameplate Power

0 to 10MW

400kW

P031

Rated Frequency

50, 60 or 400 Hz

60

P032

Connection Configuration
Of Generator

0 = wye, 1 = delta

P033
(1)

Oil Temperature Sensor

Installed

Number Of Generator
Poles

0 to 254

The actual value space is provided for recording and comparing values during future servicing or troubleshooting of the particular
generator set.

Note: This table provides a record of setpoint values

for a singular generator set. The table is intended
to be an easy reference for future servicing or
troubleshooting of a particular generator set.
Table 34

Service Table - Record Of Setpoint Values

Generator Description: Site, Serial No., EMCP II+ Part No., etc..
Setpoint

Specified
Value

Actual Value(1)

Possible Values

Setpoint Description

Default Value

Spare Input/Output Programming OP6

SP01

Spare Input 1 Active State

0 = active low,
1 = active high

SP02

Spare Input 1 Response

0 = shutdown,
1 = alarm

SP03

Spare Input 1 Time Delay

0 to 250 seconds

0 seconds

SP04

Spare Input 2 Active State

0 = active low,
1 = active high

SP05

Spare Input 2 Response

0 = shutdown,
1 = alarm

SP06

Spare Input 2 Time Delay

0 to 250 seconds

0 seconds

SP07

Spare Input 3 Active State

0 = active low,
1 = active high

0
(continued)

205
Testing and Adjusting Section

(Table 34, contd)

Service Table - Record Of Setpoint Values

Generator Description: Site, Serial No., EMCP II+ Part No., etc..
Setpoint

Specified
Value

Actual Value(1)

Possible Values

Setpoint Description

Default Value

Spare Input/Output Programming OP6

SP08

Spare Input 3 Response

0 = shutdown,
1 = alarm

SP09

Spare Input 3 Time Delay

0 to 250 seconds

0 seconds

SP10

Spare Input 4 Active State

0 = active low,
1 = active high

SP11

Spare Input 4 Response

0 = shutdown,
1 = alarm

SP12

Spare Input 4 Time Delay

0 to 250 seconds

0 seconds

SP13

Spare Output Response

0 = shutdown,
1 = alarm

SP14

Spare Output Trigger

Condition

Numerous(2) 8 =
cooldown mode

SP15

Spare Relay Output

Response

0 = inactive,
1 = active

SP16

Spare Relay Output Trigger

Condition

Numerous(2) 8 =
cooldown mode

SP17

Spare Indicator 1 Trigger

Condition

Numerous(2) 0 =
unused

SP18

Spare Indicator 2 Trigger

Condition

Numerous(2) 0 =
unused

SP19

Spare Indicator 3 Trigger

Condition

Numerous(2) 0 =
unused

Voltmeter/Ammeter Programming OP8

AC01

Phase A Voltage
Calibration

0 to 255

bar code value(3)

AC02

Phase B Voltage
Calibration

0 to 255

bar code value(3)

AC03

Phase C Voltage
Calibration

0 to 255

bar code value(3)

AC04

Phase A Current
Calibration

0 to 255

bar code value(3)

AC05

Phase B Current
Calibration

0 to 255

bar code value(3)

AC06

Phase C Current
Calibration

0 to 255

bar code value(3)

AC Offset Adjustment OP10

PH A

Phase A Voltage
Adjustment

5.0 to +5.0 % of
measured voltage

PH B

Phase B Voltage
Adjustment

5.0 to +5.0 % of
measured voltage

0
(continued)

206
Testing and Adjusting Section

(Table 34, contd)

Service Table - Record Of Setpoint Values

Generator Description: Site, Serial No., EMCP II+ Part No., etc..
Setpoint

Specified
Value

Actual Value(1)

Possible Values

Setpoint Description

Default Value

Spare Input/Output Programming OP6

Phase C Voltage
Adjustment

5.0 to +5.0 % of
measured voltage

PH A-B

Phase A-B Voltage

Adjustment

5.0 to +5.0 % of
measured voltage

PH B-C

Phase B-C Voltage

Adjustment

5.0 to +5.0 % of
measured voltage

PH C-A

Phase C-A Voltage

Adjustment

5.0 to +5.0 % of
measured voltage

PH C

(1)
(2)
(3)

The actual value space is provided for recording and comparing values during future servicing or troubleshooting of the particular
generator set.
Numerous possible values exist. See System Operation, Spare Input/Output Programming OP6.
The setpoints are programmed at the factory to the calibration value which is listed on the bar code sticker of the ATB+.

Note: This table provides a record of setpoint values

for a singular generator set. The table is intended
to be an easy reference for future servicing or
troubleshooting of a particular generator set.
Table 35

Service Table- Record of Setpoint Values

Generator Description: Site, Serial No., EMCP II+ Part Number., etc..
Setpoint Description

Possible Values

Default Value

P101

Overvoltage Alarm
Enable

0 = Disabled, 1 =
Enabled

P102

Overvoltage Alarm
Threshold

100 to 125% of
Nameplate Voltage

105%

P103

Overvoltage Alarm
Time Delay

0 to 120 Seconds

10 Seconds

P104

Overvoltage
Shutdown Enable

0 = Disabled, 1 =
Enabled

P105

Overvoltage
Shutdown Threshold

100 to 125% of
Nameplate Voltage

110%

P106

Overvoltage
Shutdown Time Delay

0 to 120 Seconds

10 Seconds

P107

Undervoltage Alarm
Enable

0 = Disabled, 1 =
Enabled

P108

Undervoltage Alarm
Threshold

60 to 100% of
Nameplate Voltage

90%

P109

Undervoltage Alarm
Time Delay

0 to 120 Seconds

10 Seconds

Setpoint

Specified
Value

Actual Value

(continued)

207
Testing and Adjusting Section

(Table 35, contd)

Service Table- Record of Setpoint Values

P110

Undervoltage
Shutdown Enable

0 = Disabled, 1 =
enabled

P111

Undervoltage
Shutdown Threshold

60 to 100% of
Nameplate Voltage

85%

P112

Undervoltage
Shutdown Time Delay

0 to 120 Seconds

15 Seconds

P113

Overfrequency Alarm
Enable

0 = Disabled, 1 =
Enabled

P114

Overfrequency Alarm
Threshold

50-60 Hz, 60-70 Hz,

or 400-480 Hz

53 Hz, 63 Hz, or 422 Hz

P115

Overfrequency Alarm
Time Delay

0 to 120 Seconds

10 Seconds

P116

Overfrequency
Shutdown Enable

0 = Disabled, 1 =
Enabled

P117

Overfrequency
Shutdown Threshold

50-60 Hz, 60-70 Hz,

or 400-480 Hz

53 Hz, 66 Hz, or 440 Hz

P118

Overfrequency
Shutdown Time Delay

0 to 120 Seconds

10 Seconds

P119

Underfrequency
Alarm Enable

0 = Disabled, 1 =
Enabled

P120

Underfrequency
Alarm Threshold

30-50 Hz, 36-60 Hz,

240-400 Hz

47 Hz, 57 Hz, or 378 Hz

P121

Underfrequency
Alarm Time Delay

0 to 120 Seconds

10 Seconds

P122

Underfrequency
Shutdown Enable

0 = Disabled, 1 =
Enabled

P123

Underfrequency
Shutdown Threshold

30-50 Hz, 36-60 Hz,

240-400 Hz

45 Hz, 54 Hz, or 360 Hz

P124

Underfrequency
Shutdown Time Delay

0 to 120 Seconds

10 Seconds

P125

Reverse Power
Shutdown Enable

0 = Disabled, 1 =
Enabled

P126

Reverse Power
Shutdown Threshold

0 to 20% of
Nameplate Power

15%

P127

Reverse Power
Shutdown Time Delay

0 to 30 Seconds

10 Seconds

P128

Overcurrent Alarm
Enable

0 = Disabled, 1 =
Enabled

P129

Phase Overcurrent
Alarm Threshold

100 to 160% of
Nameplate Current

105%

P130

Phase Overcurrent
Alarm Time Delay

0 to 250 Seconds

0 Seconds

P131

Total Overcurrent
Alarm Threshold

100 to 160% of 3 X
Nameplate Current

105%

P132

Total Overcurrent
Alarm Time Delay

0 to 250 Seconds

0 Seconds
(continued)

208
Testing and Adjusting Section

(Table 35, contd)

Service Table- Record of Setpoint Values

P133

Overcurrent Shutdown
Enable

0 = Disabled, 1=
Enabled

P134

Phase Overcurrent
Shutdown Threshold

100 to 160%

110%

P135

Phase Overcurrent
Shutdown Time Delay

0 to 250 Seconds

0 Seconds

P136

Total Overcurrent
Shutdown Threshold

100 to 160%

110%

P137

Total Overcurrent
Shutdown Time Delay

0 to 250 Seconds

0 Seconds

P138

KW Level Relay
Enable

0 = Disabled, 1 =
Enabled

P139

KW Level Relay
Threshold

0 to 110% of
Nameplate Power

105%

P140

KW Level Relay Time

Delay

0 to 120 Seconds

0 Seconds

P141

KW Level Relay
Disengage Threshold

0 to 110% of
Nameplate Power

100%

P142

KW Level Relay
Disengage Time
Delay

0 to 120 Seconds

10 Seconds

209
Index Section

Index
A
AC Factory Calibration Setpoint Viewing OP2-2 ... 29
Procedure To View The Setpoints...................... 29
AC Offset Adjustment OP10 .................................. 46
Procedure For AC Offset Adjustment................. 47
AC Voltage Range - Adjust .................................. 158
AL Fault Code - Troubleshoot .............................. 130
Troubleshooting Procedure .............................. 131
AL Fault Codes...................................................... 48
Alarm Mode ........................................................... 24
Alarm Mode Sequence ...................................... 24
Alarm Module Control - Adjust ............................ 160
Adjustment Procedure ..................................... 160
Alarm Module Control (Custom) ............................ 60
Alarm Operation................................................. 60
Alarm Silence Function...................................... 61
Customized Labeling ......................................... 61
Lamp Test Function............................................ 61
Alarm Module Control (NFPA 110) ........................ 59
Alarm Module or Remote Annunciator Troubleshoot ...................................................... 148
Alarm Modules ...................................................... 54
Description of Change ....................................... 55
B
Block Diagram of Generator Set Control ............. 183
C
Charging System - Test ....................................... 161
Alternator Specifications .................................. 169
Initial Troubleshooting Procedure..................... 161
T1 Alternator Output - Test .............................. 163
T2a - Test For Generator Set Equipped With A
Main Disconnect Switch ................................. 164
T2b - Test For Any Generator Set .................... 164
T3 Charging System - Test .............................. 165
T4 Alternator Drive System - Check ................ 166
T5 Alternator Current - Test ............................. 166
T6 Residual Magnetism Restoration................ 166
T7 Identifying Source Of Current Draw - Test .. 167
T8a - Alternator Overcharging - Test................ 167
T8b - Alternator Overcharging - Test (Continued)
....................................................................... 168
CID 100 FMI 2 Pressure Sensor (Engine Oil)
Incorrect Signal - Test .......................................... 71
CID 110 FMI 2 Temperature Sensor (Engine Coolant)
Incorrect Signal - Test .......................................... 73
CID 111 FMI 3 Fluid Level Sensor (Engine Coolant)
Voltage Above Normal - Test ............................... 74
CID 168 FMI 3 Electrical System Voltage Above
Normal - Test ....................................................... 77
CID 168 FMI 4 Electrical System Voltage Below
Normal - Test ....................................................... 80

CID 175 FMI 2 Temperature Sensor (Engine Oil)

Incorrect Signal - Test .......................................... 84
CID 175 FMI 3 Temperature Sensor (Engine Oil)
Voltage Above Normal - Test ............................... 85
CID 175 FMI 4 Temperature Sensor (Engine Oil)
Voltage Below Normal - Test................................ 88
CID 190 FMI 2 Speed Sensor (Engine) Incorrect
Signal - Test ......................................................... 89
CID 190 FMI 3 Speed Sensor (Engine) Voltage
Above Normal - Test ............................................ 92
CID 248 FMI 9 CAT Data Link Abnormal Update Test ...................................................................... 94
CID 268 FMI 2 EMCP Electronic Control (Generator
Set) Incorrect Signal - Test .................................. 95
CID 269 FMI 3 Sensor Power Supply Voltage Above
Normal - Test ....................................................... 96
CID 269 FMI 4 Sensor Power Supply Voltage Below
Normal - Test ....................................................... 97
CID 333 FMI 3 Alarm Module Control Voltage Above
Normal - Test ....................................................... 99
CID 333 FMI 4 Alarm Module Control Voltage Below
Normal - Test ..................................................... 101
CID 334 FMI 3 Spare Output Voltage Above Normal Test .................................................................... 103
CID 334 FMI 4 Spare Output Voltage Below Normal Test .................................................................... 104
CID 336 FMI 2 Switch (Engine Control) Incorrect
Signal - Test ....................................................... 104
CID 441 FMI 12 Electronic Governor Relay Failed Test .................................................................... 106
CID 442 FMI 12 Generator Fault Relay Failed Test .................................................................... 108
CID 443 FMI 12 Crank Termination Relay Failed Test .................................................................... 109
CID 444 FMI 12 Starting Motor Relay Failed Test .................................................................... 111
CID 445 FMI 12 Run Relay Failed - Test ............. 113
CID 446 FMI 12 Air Shutoff Relay Failed - Test ... 114
CID 447 FMI 12 Fuel Control Relay Failed - Test.. 116
CID 448 FMI 12 Programmable Spare Relay Failed Test .................................................................... 117
CID 475 FMI 3 Relay Driver Module Voltage Above
Normal - Test ..................................................... 119
CID 475 FMI 4 Relay Driver Module Voltage Below
Normal - Test ..................................................... 120
CID 500 FMI 12 EMCP Electronic Control (Generator
Set) Failed - Test................................................ 122
CID 566 FMI 7 Unexpected Shutdown Improper
Mechanical Response - Test.............................. 122
CID 590 FMI 9 Engine Electronic Control Module
Abnormal Update - Test..................................... 127
CID 770 FMI 9 Customer Communication Module
Data Link Abnormal Update - Test..................... 128
CID 859 FMI 3 Kilowatt Level Output Voltage Above
Normal - Test ..................................................... 128
CID 859 FMI 4 Kilowatt Level Output Voltage Below
Normal - Test ..................................................... 129
Component Location ............................................... 6

210
Index Section

Connector Contact Identification of Generator Set

Control ............................................................... 185
Customer Interface Module ................................... 63
Application Guidelines ....................................... 64

G
General Information........................................... 5, 66
H

D
Hourmeter Programming OP7............................... 42
Data Link ............................................................... 17
Diagnostic Codes .................................................. 52
I
E
Electrical Connector - Inspect ............................. 154
Electrical Converter (Pulse Width Modulated)....... 16
Electronic Control Module (Engine)....................... 20
EMCP Electronic Control (AC Transformer Box) Replace.............................................................. 174
Replacement Procedure .................................. 174
EMCP Electronic Control (Generator Set)............... 8
Fault Indicators .................................................... 9
GSC+ Part Number.............................................. 8
GSC+ Serial Number ........................................... 9
Keypad ............................................................... 13
Lower Display..................................................... 11
Relays ................................................................ 13
Upper Display .................................................... 10
EMCP Electronic Control (Generator Set) - Flash
Program ............................................................. 178
Connection Procedure ..................................... 179
Flash Update Procedure .................................. 180
EMCP Electronic Control (Generator Set) Replace.............................................................. 177
Replacement Procedure .................................. 177
Engaged Starting Motor - Troubleshoot............... 143
Engine Setpoint Verification OP9 .......................... 44
Procedure For High Water Temperature
Verification........................................................ 45
Procedure For Oil Pressure Verification............. 45
Procedure For Overspeed Verification............... 44
Engine/Generator Programming OP5-0 ................ 31
Procedure For Engine/Generator
Programming.................................................... 31
Engine/Generator Setpoint Viewing OP2-0 ........... 28
Erratic GSC Operation - Troubleshoot ................. 149
External Potential Transformer Connections ....... 156
Procedure For Programming When Potential
Transformers Are Used .................................. 157

Important Safety Information ................................... 2

Inaccurate Display of Voltage or Current or Power Troubleshoot ...................................................... 153
Indicator for Emergency Stop - Troubleshoot ...... 134
Indicator for Engine Overspeed - Troubleshoot ... 136
Indicator for High Water Temperature Troubleshoot ...................................................... 135
Indicator for Low Coolant Level - Troubleshoot.... 137
Indicator for Low Oil Pressure - Troubleshoot...... 133
Indicator for Overcrank - Troubleshoot ................ 138
Instrument Panel ................................................... 15
Instrument Panel Switches ................................ 15
M
Modes Of Operation .............................................. 21
N
No Engine Shutdown - Troubleshoot ................... 145
Normal Mode ......................................................... 22
P
Password Entry OP3 ............................................. 30
Procedure To Enter The Password .................... 30
Programmable Kilowatt Level Output .................... 54
Programmable Spare Output................................. 53
Programmable Spare Relay Outputs..................... 53
Protective Relaying Programming OP5-1.............. 34
Procedure For Protective Relaying
Programming.................................................... 34
Protective Relaying Programming...................... 34
Protective Relaying Setpoint Viewing OP2-1......... 29
Pulse Width Modulated (PWM) Sensor - Test ..... 170
Test Procedure................................................. 173

F
Fault Description....................................................
Fault Identification .................................................
Fault Log Clearing OP4 .........................................
Fault Log Clearing OP4 .....................................
Procedure for Clearing Faults ............................
Fault Log Viewing OP1 ..........................................
Procedure To View The Fault Log......................

47
67
30
30
30
27
28

R
Reading DC Schematics ..................................... 183
Relay Driver Module .............................................. 61
Relay Module - Replace ...................................... 176
Replacement Procedure .................................. 176

211
Index Section

Schematics and Wiring Diagrams ....................... 187

AC Schematic - IEC ......................................... 194
AC Schematic - JIC.......................................... 196
DC Schematic - Air Start.................................. 187
DC Schematic - IEC (1 of 2) ............................ 189
DC Schematic - IEC (2 of 2) ............................ 190
DC Schematic - JIC (1 of 2) ............................. 191
DC Schematic - JIC (2 of 2) ............................. 192
DC Schematic - Prelube Pump ........................ 188
Wiring Diagram - Customer Interface Module
(CIM) .............................................................. 199
Wiring Diagram - Customer/Contract............... 199
Wiring Diagram - Harness ............................... 201
Wiring Diagram - Loadshare Module ............... 202
Wiring Diagram - Relay Driver Module (RDM).. 198
Sensors ................................................................. 17
Engine Coolant Fluid Level Sensor.................... 19
Engine Coolant Temperature Sensor................. 18
Engine Oil Pressure Sensor............................... 17
Engine Oil Temperature Sensor......................... 19
Engine Speed Sensor ........................................ 20
Service Mode ........................................................ 26
Procedure To Enter Service Mode ..................... 27
Service Record .................................................... 203
Service Tools ......................................................... 66
Shutdown Mode..................................................... 25
Engine Start Sequence (After Shutdown).......... 26
Shutdown Mode Sequence................................ 25
SP Fault Code - Troubleshoot.............................. 129
Troubleshooting Procedure .............................. 130
SP Fault Codes ..................................................... 51
Spare Input/Output Programming OP6 ................. 37
Procedure For Spare Input/Output
Programming.................................................... 40
Programmable Spare Relay Outputs ................. 39
Spare Indicators................................................. 38
Spare Inputs....................................................... 37
Spare Output...................................................... 39
Speed Sensor (Engine) - Adjust .......................... 161
Starting Motor Magnetic Switch - Test ................. 170
Symbols............................................................... 181
Synchronizing Lights Module................................. 62
Installation Of The Synchronizing Module ......... 63
System Communication Module (Customer)......... 64
Systems Operation Section ..................................... 5

Voltmeter/Ammeter Programming OP8 ................. 43

Procedure For Voltmeter/Ammeter
Programming.................................................... 43

T
Table of Contents..................................................... 3
Testing and Adjusting ............................................ 66
Testing and Adjusting Section ............................... 66
Troubleshooting Dedicated Shutdown
Indicators ........................................................... 132
Troubleshooting Diagnostic Codes ........................ 68
Diagnostic Codes............................................... 70
Troubleshooting Undiagnosed Problems ............. 142
Undiagnosed Problem List............................... 142
Typical Generator Abbreviations.......................... 180

Z
Zero Display of Voltage or Current Troubleshoot ...................................................... 150

1999 Caterpillar
All Rights Reserved

Printed in U.S.A.