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1 Student Reference Manual SERVICE TRAINING Engine Perfmance Module (EPM) FPP vember, 2002

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3 Table of Contents INTRODUCTION... 1 Standard Features & Benefits System Description Breakout Box L EPM Installation Instructions Electrical Schematics EQUIPMENT SETUP... 2 Equipment Requirements Interface Hook-up Technicians EPM Software Installation To Uninstall the Software Using Technicians EPM Software FUEL SYSTEM GUIDELINES... 3 (Infmation available at a later date) DIAGNOSTICS... 4 Diagnostic Aids Diagnostic Trouble Code (DTC) Charts GLOSSARY... 5 NOTE: The infmation contained in this manual was in effect at the time the book was released f printing. Fd Mot Company reserves the right to discontinue models at any time, change specifications design, without notice and without incurring obligation. Be sure and check our web site regularly f updates to this manual: web.fpp.fd.com

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5 Safety tice Appropriate service methods and proper repair procedures are essential f the safe, reliable operation of all equipment as well as the personal safety of the individual doing the wk. This manual provides general directions f accomplishing service and repair wk with tested, effective techniques. Following them will help assure reliability. There are numerous variations in procedures, techniques, tools and parts f servicing equipment, as well as in the skill of the individual doing the wk. This manual cannot possibly anticipate all such variations and provide advice cautions as to each. Accdingly, anyone who departs from the instructions provided in this manual must first establish that he compromises neither his personal safety n the equipment integrity by his choice of methods, tools parts. As you read through the procedures, you will come across NOTES, CAUTIONS, and WARNINGS. Each one is there f a specific purpose. NOTES give you added infmation that will help you to complete a particular procedure. CAUTIONS are given to prevent you from making an err that could damage the equipment. WARNINGS remind you to be especially careful in those areas where carelessness can cause personal injury. The following list contains some general WARNINGS that you should follow when you wk on equipment: Always wear safety glasses f eye protection. Use safety stands whenever a procedure requires you to be under heavy equipment. Be sure that the ignition switch is always in the OFF position, unless otherwise required by the procedure. Set parking brake and block wheels if equipped, to provide restraint from inadvertent movement of the equipment being serviced. Operate engine in a well ventilated area to avoid the danger of Toxic Exhaust Fumes. Keep yourself and your clothing away from moving parts, when the engine is running, especially the fan and belts. To prevent serious burns, avoid contact with hot metal parts such as the radiat, exhaust manifold, muffler, etc. Do not smoke while wking on equipment. To avoid injury, always remove rings, watches, loose hanging jewelry, and loose clothing befe beginning to wk on equipment.

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7 ENGINE PERFORMANCE MODULE (EPM) Introduction

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9 Introduction NOTES STANDARD FEATURES & BENEFITS A new Engine Perfmance Module (EPM) replaces the old Engine Control Module (ECM) and has the following features: Programmable four speed electronic governing, throttle-by-wire variable speed control governing. Programmable emergency warning/shut-down feature f high water temperature, low oil pressure, etc. Starter lockout. Programmable overspeed protection. Automatic altitude compensation. Sequential pt fuel injection (gasoline) with pressure regulat to precisely control fuel delivery. Dry fuel lockout controlled by EPM produces a reliable transition when switching fuels. Certified closed loop dry fuel control. Configurable inputs available based on customer requirements. Configurable outputs available based on ECT, RPM MAP signals and customer requirements. Diagnostic software allows viewing of histical and active faults with on-demand diagnostics to assist technicians and reduce equipment downtime. Knock sens f engine protection (ESG-642 and TSG-416 only). 1-1 EPM 1-1

10 Introduction NOTES SYSTEM DESCRIPTION The new Engine Perfmance Module (EPM) engine control system is designed to be a complete engine control system f Fd industrial engines running on gasoline, propane natural gas. Each module can be set up to run an engine on any two of the three fuels in certified closed-loop control, with virtually transparent on-the-fly fuel switching. Each module can also be set up to run on a variety of electronic governing: It can be programmed to provide up to four specific speeds with use of a matching toggle switch. It can be programmed to provide an infinite variety of speeds (with customer-specified minimum and maximum) based on a variable signal input. It can be an electronic replacement f a throttle cable with maximum speed governing (throttle-by-wire). Or it can switch between throttle-by-wire and a second fixed variable input based on a neutral/parking brake signal. With the new EPM system, a laptop and a communications cable, diagnosis becomes simpler. The technician can either view engine data with a real time graphing program, ste that data into a numeric data file. Every time a fault is set, the laptop will give you detailed infmation about the fault, including: when it happened if the fault still exists a list of essential engine data from the time of the fault. It can also display a 10 second graph of critical engine data, from 8 seconds befe the fault occurred to two seconds after. And if you only want to view engine parameters and fault codes, all you need is a PDA (Personal Digital Assistant) and our easy to load software and a communications cable. 1-2 EPM 1-2

11 Introduction NOTES With many OEMs using control modules to control their machinery, the new EPM has the ability to communicate engine data to and receive commands from other control modules through a Controller Area Netwk (CAN) link, with messages written in the J1939 protocol. This allows large amounts of data to move throughout the machine through only two wires, and can be used to run some module based gauge packages. The EPM also carries auxiliary features that can be programmed to control OEM devices, allowing the OEM to eliminate components from their machinery. The EPM is also equipped with multiple safety and protection devices that protect the user and engine from hazards such as: over speed over temperature over voltage low oil pressure unauthized tampering. 1-3 EPM 1-3

12 Introduction NOTES BREAKOUT BOX The breakout box # XU1L-12T650-AA can be used to diagnose the new EPM system. However, modification must be made to the wires coming out of the 42 pin connect. Battery Positive (red) Fuel Pump Ground Connect (black) Battery Negative (black) Fuel Pump Positive Connect (red) 42-pin Connect Clip to Starter Solenoid "S" Terminal 1. Power Switch: Flip to ON to energize system. 2. Speed Select Switch: Turn to desired speed f testing. 3. Crank Engine Toggle: Toggle to ON to crank and start engine. 4. Test Mode Toggle: Toggle to ON to test system f any diagnostic trouble codes (DTC) which will cause MIL to blink if any codes. 5. Malfunction Indicat Light (MIL): Will blink when test mode toggle switch is in the ON position and there are any DTC's. 10 Amp Fuse 10 Amp Fuse 30 Amp Fuse 1-4 EPM 1-4

13 Introduction NOTES Breakout Box Conversion In der to use the breakout box with the Engine Perfmance Module (EPM) system, the following changes must be made to the wires coming out of the 42 pin connect. The breakout box will then wk with both Engine Perfmance Module (EPM) and ECM systems. The wire in pin 3 must be spliced to the wire in pin 18. Solder the splice and cover with sealable heatshrink tubing. The wire from pin 11 must be moved to pin 23. To move the pin, first remove the red plastic retaining clips in the 42 pin connect. Lightly pry back the black plastic retainer that presses against the terminal of pin 11 and slide the wire out the back of the connect. Insert this wire into pin 23 of the 42 pin connect. Insert the red plastic retaining clips back into the 42 pin connect. The new wire in pin 23 must be spliced to the wire in pin 25. Solder the splice and cover with sealable heatshrink tubing. The conversion is now complete. The Breakout box will now wk f an EPM system as well as an ECM system. 1-5 EPM 1-5

14 Introduction NOTES 2.5L EPM INSTALLATION INSTRUCTIONS Contents Qty. Description Part Number 1 Engine harness 1U1L-12A581-BA 1 EPM 1U1L-12A650-CA 1 HO2S sens F88Z-9F472-EA 1 Bosch actuat 1U1L-9E979-BA 1 Bosch actuat gasket 1U1L-9E936-AA 4 Bolts, M6 X 1 X 47 f N S309 Bosch actuat 1 Actuat adapter plate 1U1L-9585-DA 1 Actuat adapter plate E59E-9E936-AA gasket 4 Bolts, M8 X 1.25 X 27 N S36 f actuat adapter plate 1 Body Side Harness F8JL BA AC 1 Malfunction Indicat F8JL-10A979-AA Lamp (MIL) 1 MAP Sens F8JL-9S428-AB 1 Hose Vacuum 7/ S760A 1 Hose Vacuum 3/ S220A 1 Tee Vacuum circuit S 1 Insert Oxygen F5AC-9J467-CA sens bung 1 Sens Air charge temperature (IAT) F6SF-12A697-AB 1-6 EPM 1-6

15 Introduction NOTES Installation 1. Install the HO2S sens. This requires welding the oxygen sens bung to the exhaust pipe and drilling a hole in the exhaust pipe f the sens element. The HO2S sens should be installed in the exhaust pipe within 3 inches of the exhaust manifold flange. The HO2S sens should be mounted so that it is parallel to the side of the engine. 2. Install the MAP sens. The MAP sens must be installed at an elevation that is higher than the intake manifold and the sens vacuum pt must be facing down. 3. Route the MAP vacuum lines. Unplug the red vacuum line at the intake manifold and connect it to the center branch of the vacuum tee. Connect the 7/32 vacuum hose from the tee to the MAP sens. Connect the 3/16 vacuum hose from the tee to the intake manifold. 4. Install the IAT sens. The IAT sens screws into the threaded hole in the upper intake manifold. 5. Install the MIL. Follow the circuit diagram on the drawing # MS-2U1L-3458-AA to wire the MIL. 6. Install the Engine Harness. 7. The fuse/relay box on the harness needs to be mounted hizontal with the harness on the bottom. This allows any condensation water buildup to drain out. 8. Install the actuat adapter plate with a gasket using the bolts provided. 9. Install the actuat with a gasket using the bolts provided. The actuat must be mounted so that the mot and throttle shaft are hizontal and the mot is on top. 10. Connect the intake ducting to the actuat. 11. Install the Body Side Harness. Refer to the Body Side Harness Installation instructions. 1-7 EPM 1-7

16 Introduction NOTES 12. If you have a drive by wire application, install the Drive By Wire Harness using the Drive By Wire Harness Installation instructions. 13. Mount the EPM. The EPM should be mounted with the connects facing sideways down. 14. Connect the EPM to the engine harness. 15. Connect the battery. NOTE: If you are running dry fuel it is imptant that the fuel lockoff is connected to the EPM via the black two-pin connect on the engine harness. If you are running a closed loop dry fuel system, the fuel lockoff should be connected as stated above and the trim valve should be connected to the EPM via the gray two-pin connect on the engine harness. 1-8 EPM 1-8

17 POWER DISTRIBUTION + Battery 1 2 Power ground R 5 VBAT Ground Spark power ground VSW BK/W BK/W BK/W R R/LG R/LG Water Temp BK/W Engine perfmance module (EPM) BK/W 86 Power 86 Fuel 86 relay pump relay Fuel pump mon F1 30A R/LG Starter relay 787A DG/Y 16 PK/BK fuel pump F2 5A F3 20A F4 15A 42 pin connect 361A 361A 361A 361A F5 15A 16 R 16 R 16 R 16 R Fuse panel Trim valve B Lockoff solenoid B Coil 2 VBAT Infmation taken from drawing E1280 B LRG-425 WIRING SCHEMATICS

18 ENGINE IGNITION F5 15A Fuse panel Y/R Y/BK 1 Engine perfmance module (EPM) 361A 361A 361A 16 R 16 R 16 R 2 3 COIL 1 COIL 2 Spark plugs Coil COIL 2 COIL 1 Infmation taken from drawing E1280 B LRG-425 WIRING SCHEMATICS

19 ENGINE CONTROLS - SENSORS GY/R GY/R GY/R GY 27 Air charge temp. (ACT) sens GY/R GY/R DB/O DB/O 34 Camshaft position (CMP) sens Twist 10 turns per foot GY GY DB DB 32 Crankshaft position (CKP) sens C B A BR/W BR/W LG/BK GY/R GY/R GY/R GY/R Manifold absolute pressure (MAP) sens LG/R GY/R Engine control temp. (ECT) sens Engine perfmance module (EPM) Infmation taken from drawing E1280 B LRG-425 WIRING SCHEMATICS

20 ENGINE CONTROLS - INJECTORS R T Inject # BR/Y Inject # BR/LB Inject # W Inject #2 Engine perfmance module (EPM) Infmation taken from drawing E1280 B LRG-425 WIRING SCHEMATICS

21 ENGINE CONTROLS - ACTUATOR / DATA LINK CONNECTOR (DLC) GY/W A Y/W B LB/BK GY/O BR/W C D E F GY/R Actuat GY/R BR/W Data link connect (DLC) D C B A DG/W DG/W O/BK O/BK Engine perfmance module (EPM) Infmation taken from drawing E1280 B LRG-425 WIRING SCHEMATICS

22 POWER DISTRIBUTION + Battery 1 2 Power ground Y Y 5 VBAT Ground Spark power ground VSW BK/W BK/W BK/W Y R/LG R/LG BK/W Engine perfmance module (EPM) BK/W 86 Power Fuel relay Starter pump relay relay Fuel pump mon 15 F1 30A F2 5A R/LG F3 20A Y 787A DG/Y BK/W F4 15A 16 PK/BK fuel pump TWR 42 pin connect H02S # BK/W D E H02S #2 G 361A 361A 361A 361A 361A F5 15A 16 R 16 R 16 R 16 R 16 R Fuse panel Trim valve B Lockoff solenoid B Coil 4 VBAT Infmation taken from drawing E1305 A ESG-642 WIRING SCHEMATICS

23 ENGINE IGNITION F5 15A Fuse panel Y/R Y/W Y/BK 1 COIL #1 Engine perfmance module (EPM) 2 COIL #3 3 COIL #2 361A 361A 361A 4 16 R 16 R 16 R VBATT Coil COIL 1 COIL 3 COIL 2 Infmation taken from drawing E1305 A ESG-642 WIRING SCHEMATICS

24 ENGINE CONTROLS - SENSORS GY/R GY/R DB/O DB/O 34 Camshaft position (CMP) sens Twist 10 turns per foot GY GY DB DB 32 Crankshaft position (CKP) sens LG/BK BR/W GY BR/W CAM + CAM - CRANK + CRANK - MAP IAT 5 VOLT REF GY/R GY/R 13 ANA RTN TMAP sens GY/R GY/R BR/W 28 C ECT Data link connect (DLC) LG/R Cylinder head temp. (CHT) sens D GY/R GY/R Engine perfmance module (EPM) Infmation taken from drawing E1305 A ESG-642 WIRING SCHEMATICS

25 ENGINE CONTROLS - SENSORS F5 15A Fuse panel Y/R Y/R DG/P DG/P 30 KNK + KNK - Knock sens (KS) Twist 10 turns per foot 24 EGO 1 13 ANA RTN GY/LB GY/R GY/R R/BK BK/W BK/W 4 SPK PWR GROUND H02S #1 H02S #2 EGO 2 361A 361A 361A 361A 16 R 16 R 16 R 16 R Engine perfmance module (EPM) Infmation taken from drawing E1305 A ESG-642 WIRING SCHEMATICS

26 ENGINE CONTROLS - INJECTORS R T Inject # BR/Y Inject # BR/LB Inject # W Inject #2 Engine perfmance module (EPM) Infmation taken from drawing E1305 A ESG-642 WIRING SCHEMATICS

27 ENGINE CONTROLS - ACTUATOR / DATA LINK CONNECTOR (DLC) GY/W A 30 TPS Y/W B 31 TPS LB/BK GY/O BR/W C D E F DBW GY/R Actuat GY/R BR/W Data link connect (DLC) D C B A DG/W DG/W O/BK O/BK DBW - TX RX RS 232 Engine perfmance module (EPM) Infmation taken from drawing E1305 A ESG-642 WIRING SCHEMATICS

28 Ω ESG-642 WIRING SCHEMATICS Drawing number MS-2U1L-3458-AA

29 ENGINE PERFORMANCE MODULE (EPM) EQUIPMENT SETUP

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31 EQUIPMENT SETUP NOTES EQUIPMENT REQUIREMENTS You will need a laptop computer (with a serial pt) personal digital assistant (PDA) and a communications cable/interface cable kit: Kit f laptop part #: PN 2U1L-6K947-AA Kit f PDA laptop part #: PN 2U1E-6K947-AA The required software is available from the OEM/RBM you can download it from: Laptop Requirements: web.fpp.fd.com Serial pt 800x600 dpi screen Windows 95 newer operating system speed minimum 32 MB of RAM PDA Requirements: Palm OS 3.0 software 64 K RAM 2-1 EPM 2-1

32 EQUIPMENT SETUP NOTES INTERFACE HOOK-UP F connection to a laptop, use kit PN 2U1L-6K947-AA. Connect serial cable to RS232 pt on the back of the laptop computer. Connect interface cable to serial cable. Connect interface cable to the 4 pin diagnostic connect on the engine harness. Interface Cable F connection to a PDA, use kit PN 2U1E-6K947-AA. Connect as shown below: PDA Laptop Computer HotSync Cable Serial Communication Cable To diagnostic connect Interface Cable To diagnostic connect 2-2 EPM 2-2

33 EQUIPMENT SETUP NOTES TECHNICIANS EPM SOFTWARE INSTALLATION Insert CD into CD-ROM drive. Double click "My Computer" Icon. Double click CD-ROM drive letter. This will display the contents of the CD as shown. Double click FPP Display icon. 2-3 EPM 2-3

34 EQUIPMENT SETUP NOTES You will now see a welcome screen. Click next. A screen will pop up telling you the name of the destination folder. Click next. 2-4 EPM 2-4

35 EQUIPMENT SETUP NOTES You will now see a screen telling you it is ready to intall the software. Click next. You will see an Installation Success" screen when the software if finished installing. Click Finish. 2-5 EPM 2-5

36 EQUIPMENT SETUP NOTES A screen will pop up asking if it is ok to reboot your system. Click yes. Your system will shut down and reboot. The software is now installed on your system in a folder called "FPP Display". Refer now to "Using Technicians EPM Software" in this Section. 2-6 EPM 2-6

37 EQUIPMENT SETUP NOTES TO UNINSTALL THE SOFTWARE Insert CD into CD-ROM drive. Double click "My Computer" Icon. Double click CD-ROM drive letter. This will display the contents of the CD as shown. Double click FPP Display icon. 2-7 EPM 2-7

38 EQUIPMENT SETUP NOTES A screen will pop up warning that program will be removed. Click Next. Program will be uninstalled and a screen will pop up indicating "Successfully uninstalled". Click Finish - you may now reinstall software. Refer to "Technicians EPM Software Installation" in this Section. 2-8 EPM 2-8

39 EQUIPMENT SETUP NOTES USING TECHNICIANS EPM SOFTWARE You can begin using the technicians EPM software after installation, by clicking Start - Programs - FPP Display - FPP Display as shown. 2-9 EPM 2-9

40 EQUIPMENT SETUP NOTES GAUGES SCREEN The first screen shown is the "GAUGES" screen. This is one of three main screens (GAUGES, FAULTS AND RAW VOLTS). The GAUGES screen shows the following: Manifold Absolute Pressure (MAP) Engine Coolant Temperature (ECT) Intake Air Temperature (IAT) Throttle Position (TP) Foot Pedal Position (FPP) Battery voltage Engine speed (RPM) Exhaust Gas Oxygen (EGO) Hour meter Number of continuous starts Run mode, power mode and fuel type Use the keys at the upper left cner the "page" command to toggle the three main screens (GAUGES, FAULTS AND RAW VOLTS). NOTE: F9 key will toggle to the last screen you were on EPM 2-10

41 EQUIPMENT SETUP NOTES FAULTS SCREEN The FAULTS screen shows the following: Fault Access System States DBW Variables Closed Loop Control Digital Input Voltages Diagnostic Modes Histic Faults Active Faults Use the keys at the upper left cner the "page" command to toggle the three main screens (GAUGES, FAULTS AND RAW VOLTS). NOTE: F9 key will toggle to the last screen you were on EPM 2-11

42 EQUIPMENT SETUP NOTES RAW VOLTS Screen The RAW VOLTS screen shows actual voltage readings from various circuits. Use the keys at the upper left cner the "page" command to toggle the three main screens (GAUGES, FAULTS AND RAW VOLTS). NOTE: F9 key will toggle to the last screen you were on EPM 2-12

43 ENGINE PERFORMANCE MODULE (EPM) Diagnostics

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45 DIAGNOSTIC AIDS If you have a symptom of the pedal not wking, and no DTC is set, go to the voltage screen and check pedal voltage. If pedal voltage is volts, and idle validation switch says you re at idle - replace the pedal. 4-1 EPM 4-1

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47 DIAGNOSTIC TROUBLE CODE (DTC) CHARTS NOTE: When checking codes with the diagnostic software, the DTC terminal can NOT be grounded. This section contains circuit description infmation and troubleshooting charts on all the DTC's obtained by diagnostic software a Malfunction Indicat Lamp (MIL). When diagnostic trouble codes are obtained by a Malfunction Indicat Lamp (MIL), the following sequence will be flashed: 123 will flash 3 times to indicate the beginning of the flash code display sequence. Any active DTC's will flash 3 times each. 123 will flash 3 times indicating the end of the code display sequence. If code 123 is the only code present, the system does not have any active codes - all systems are wking fine. If an active DTC is present, refer to the cresponding DTC Chart. Begin with the lowest number code first. 4-3 EPM 4-3

48 DTC 111- Closed Loop Multiplier High (LPG) DTC 112- HO2S Open/Inactive (Bank 1) DTC 113- HO2S Open/Inactive (Bank 2) DTC 121- Closed Loop Multiplier High Bank 1 (Gasoline) DTC 122- Closed Loop Multiplier Low Bank 1 (Gasoline) DTC 124- Closed Loop Multiplier Low (LPG) DTC 125- Closed Loop Multiplier High (Natural Gas) DTC 126- Closed Loop Multiplier Low (Natural Gas) DTC 131- Closed Loop Multiplier High Bank 2 (Gasoline) DTC 132- Closed Loop Multiplier Low Bank 2 (Gasoline) DTC 141- Adaptive Lean Fault (High Limit- Gasoline) DTC 142- Adaptive Rich Fault (Low Limit Gasoline) DTC 143- Adaptive Learn High (LPG) DTC 144- Adaptive Learn Low (LPG) DTC 145- Adaptive Learn High (Natural Gas) DTC 146- Adaptive Learn Low (Natural Gas) DTC 161- System Voltage Low DTC 162- System Voltage High DTC 211- IAT High Voltage DTC 212- IAT Low Voltage DTC 213- IAT Higher Than Expected 1 DTC 214- IAT Higher Than Expected 2 DTC 215- Oil Pressure Low DTC 221- CHT/ECT High Voltage DTC 222- CHT/ECT Low Voltage DTC 223- CHT Higher Than Expected 1 DTC 224- CHT Higher Than Expected 2 DTC 231- MAP High Pressure DTC 232- MAP Low Voltage DTC 234- BP High Pressure DTC 235- BP Low Pressure DTC 242- Crank Sync ise DTC 243- Never Crank Synced At Start DTC 244- Camshaft Sens Loss DTC 245- Camshaft Sens ise DTC 253- Knock Sens Open DTC 254- Excessive Knock Signal DTC 311- Inject Driver #1 Open (2.5L) DTC 311- Inject Driver #1 Open (4.2L) DTC 312- Inject Driver #1 Shted (2.5L) DTC 312- Inject Driver #1 Shted (4.2L) DTC 313- Inject Driver #2 Open (2.5L) DTC 313- Inject Driver #2 Open (4.2L) DTC 314- Inject Driver #2 Shted (2.5L) DTC 314- Inject Driver #2 Shted (4.2L) DTC 315- Inject Driver #3 Open (2.5L) DTC 315- Inject Driver #3 Open (4.2L) DTC 316- Inject Driver #3 Shted (2.5L) DTC 316- Inject Driver #3 Shted (4.2L) DTC 321- Inject Driver #4 Open (2.5L) 4-4 EPM 4-4

49 DTC 321- Inject Driver #4 Open (4.2L) DTC 322- Inject Driver #4 Shted (2.5L) DTC 322- Inject Driver #4 Shted (4.2L) DTC 323- Inject Driver #5 Open (4.2L) DTC 324- Inject Driver #5 Shted (4.2L) DTC 325- Inject Driver #6 Open (4.2L) DTC 326- Inject Driver #6 Shted (4.2L) DTC 351- Fuel Pump Loop Open High Side Sht To Ground DTC 352- Fuel Pump High Side Shted To Power DTC 411- Coil Driver #1 Open (2.5L) DTC 411- Coil Driver #1 Open (4.2L) DTC 412- Coil Driver #1 Shted (2.5L) DTC 412- Coil Driver #1 Shted (4.2L) DTC 413- Coil Driver #2 Open (2.5L) DTC 413- Coil Driver #2 Open (4.2L) DTC 414- Coil Driver #2 Shted (2.5L) DTC 414- Coil Driver #2 Shted (4.2L) DTC 415- Coil Driver #3 Open (4.2L) DTC 416- Coil Driver #3 Shted (4.2L) DTC 511- FPP1 High Voltage DTC 512- FPP1 Low Voltage DTC 513- FPP1 Higher Than IVS Limit DTC 514- FPP1 Lower Than IVS Limit DTC 521- FPP2 High Voltage DTC 522- FPP2 Low Voltage DTC 531- TPS1 (Signal Voltage) High DTC 532- TPS1 (Signal Voltage) Low DTC 533- TPS2 (Signal Voltage) High DTC 534- TPS2 (Signal Voltage) Low DTC 535- TPS1 Higher Than TPS2 DTC 536- TPS1 Lower Than TPS2 DTC 537- Throttle Unable To Open DTC 538- Throttle Unable To Close DTC 545- Govern Interlock Failure DTC 551- Max Govern Speed Override DTC 552- Fuel Rev Limit DTC 553- Spark Rev Limit DTC 611- COP Failure DTC 612- Invalid Interrupt DTC 613- A/D Loss DTC 614- RTI 1 Loss DTC 615- Flash Checksum Invalid DTC 616- RAM failure DTC 631- External 5V Ref Lower Than Expected DTC 632- External 5V Ref Higher Than Expected DTC 655- RTI 2 Loss DTC 656- RTI 3 loss 4-5 EPM 4-5

50 - + BK GY / LB 24 HO2S 1 Sens Heater GY W W To System Power Relay GY / R BK\W Red 13 Sens Ground EPM M To Engine Ground DTC 111- Closed Loop Multiplier High (LPG) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of nmal operation and cannot crectly modify the fuel flow within its limits. Conditions f Setting the DTC Heated Oxygen Sens Check Condition- Engine running Fault Condition- Closed Loop multiplier out of range (greater than 35%) MIL- Disabled Adaptive- Enabled but not updated when Closed Loop is at limit Closed Loop- Enabled 4-6 EPM 4-6

51 NOTE: If any other DTC's are present, diagnose those first. Key On - Engine Running System Data Mode Warm engine to nmal operating temperature by idling f a minimum of 2 minutes Does DST display HO2S voltage fixed below 0.35 after 2 minutes of run time? Intermittent Problem Diagnostic Aids Refer to Diagnostic Aids below Oxygen Sens Wire - Sens wires may be mispositioned and contacting the exhaust. Check f sht to ground between harness and sens and on sens harness. Vacuum Leaks - Large vacuum leaks can cause a lean exhaust condition at light load. Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the O2 sens causing a false lean condition especially during light load conditions. Ground Problem - EPM grounds must be good battery engine grounds. Faulty grounds may cause many unrelated problems as well. Fuel System - If fuel system is suspected, check and adjust accding to Fd Power Products guidelines. If the Fuel System is operating to specification, replace the HO2S sens with a known good part and retest. 4-7 EPM 4-7

52 - + BK GY / LB 24 HO2S 1 Sens Heater GY W W To System Power Relay GY / R BK\W Red 13 Sens Ground EPM To Engine Ground DTC 112-HO2S Open/Inactive (Bank 1) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. Bank 1 is used f single HO2S applications. On applications with 2 Heated Oxygen Senss, HO2S bank 1 is on the bank containing cylinder #1. This fault will set if HO2S 1 is cold, non-responsive, inactive f 60 seconds longer. Conditions f Setting the DTC Heated Oxygen Sens Check condition- Engine running Fault condition- HO2S 1 cold persistently me than 60 seconds MIL- On during active fault and f 1 second after active fault Adaptive- Disabled during active fault Closed Loop- Disabled during active fault 4-8 EPM 4-8

53 Key on - Engine running System Data Mode Warm engine to nmal operating temperature by idling f 2 minutes Is HO2S voltage fixed between 0.4 and 0.5 volts? Check power and ground to HO2S heater circuit are circuits ok? Repair wiring harness and retest Replace HO2S Sens and retest. Check wiring harness and connections f open circuit po connections from EPM to HO2S Sens Is harness ok? Repair wiring harness Replace HO2S Sens 4-9 EPM 4-9

54 - + BK 25 HO2S 2 Sens Heater GY W W To System Power Relay GY / R BK\W R 13 Sens Ground EPM To Engine Ground DTC 113-HO2S Open/Inactive (Bank 2) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault will set if HO2S 2 is cold, non-responsive, inactive f 60 seconds longer. Conditions f Setting the DTC Heated Oxygen Sens Check condition- Engine running Fault Condition- HO2S 2 cold persistently me than 60 seconds MIL- On during active fault and f 1 second after active fault Adaptive- Disabled during active fault Closed Loop- Disabled during active fault 4-10 EPM 4-10

55 Key on - Engine running System Data Mode Warm engine to nmal operating temperature by idling f 2 minutes Is HO2S voltage fixed between 0.4 and 0.5 volts? Check power and ground to HO2S heater circuit are circuits ok? Repair wiring harness and retest Replace HO2S Sens and retest. Check wiring harness and connections f open circuit po connections from EPM o HO2S Sens Is harness ok? Repair wiring harness Replace HO2S Sens 4-11 EPM 4-11

56 - + BK GY / LB 24 HO2S 1 Sens Heater GY W W To System Power Relay GY / R BK\W Red 13 Sens Ground EPM To Engine Ground DTC 121-Closed Loop Multiplier High Bank 1 (gasoline) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of nmal operation. When the multiplier cannot crectly modify the fuel flow within its limits, the limit is enfced. Conditions f Setting the DTC Heated Oxygen Sens Functional Fault-Closed Loop multiplier out of range (at limit of 35%) MIL-On during active fault Adaptive-Enabled Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 132, the HO2S senss may be cross connected EPM 4-12

57 NOTE: If any other DTC's are present, diagnose those first. Key On - Engine Running System Data Mode Warm engine to nmal operating temperature by idling f a minimum of 2 minutes. Does DST Display HO2S voltage fixed below 0.2 after 2 minutes of run time? Diagnostic Aids Intermittent Problem Refer to Diagnostic Aids below. Oxygen Sens Wire--Sens wires may be mispositioned and contacting the exhaust. Check f sht to ground between harness and sens and on sens harness. Vacuum Leaks--Large vacuum leaks can cause a lean exhaust condition at light load. Injects--System will be lean if an inject driver driver circuit fails. The system may also be lean if an inject fails in a closed manner is dirty. Refer to Inject Driver Test Mode and Fd Power Products inject cleaning procedure. Fuel Pressure--System will be lean if fuel pressure is too low during certain operating conditions. If fuel pressure is suspected, the pressure may be tested in the inject manifold during operating conditions with a gauge. Air in Fuel-- If the fuel return is too close to the fuel pickup in the fuel tank, air may be entrained into the fuel supply to the pump. This air will cause a lean condition and driveability problems. Exhaust Leaks--If there is an exhaust leak, outside air can be pulled into the exhaust and past the sens causing a false lean condition especially during light load conditions. Ground Problem EPM grounds must be good battery engine ground. Faulty grounds may cause many unrelated problems as well. If all tests are OK, replace the HO2S sens with known good part and retest EPM 4-13

58 - + BK GY / LB 24 HO2S 1 Sens Heater GY W W To System Power Relay GY / R BK\W Red 13 Sens Ground ECM EPM To Engine Ground DTC 122- Closed Loop Multiplier Low Bank 1 (gasoline) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of nmal operation. When the multiplier cannot crectly modify the fuel flow within its limits, it is limited at -35%. Conditions f Setting the DTC Heated Oxygen Sens Functional Fault-Closed Loop multiplier out of range (at limit of -35%) MIL-On during active fault and f one update after active fault Adaptive-Enabled Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 131, the HO2S senss may be cross connected EPM 4-14

59 NOTE: If any other DTC's are present, diagnose those first. Key On - Engine Running System Data Mode Check harness f a sht to 5V 12V Warm engine to nmal operating temperature by idling f a minimum of 2 minutes Does DST display HO2S voltage fixed above 0.7 after 2 minutes? Intermittent Problem Diagnostic Aids Is harness OK? Repair harness and retest Injects-- system will be rich if an inject fails in an open manner Refer to Diagnostic Aids below Ignition noise--an open ground circuit to in the ignition system EPM may cause EMI noise. Faulty Cam and Crank position senss can also cause EMI noise. This noise can be interpeted by the EPM as ignition pulses, and the sensed RPM becomes higher than the actual speed. The EPM delivers too much fuel, causing the system to go rich. MAP Sens--An output that causes the EPM to register a higher manifold pressure than nmal can cause the system to go rich. Disconnecting the MAP Sens will allow th e EPM to set a default value f MAP. Substitute a known good MAP Sens if the rich condition is improved while the sens is disconnected. MAT Sens--Check f a shifted sens that could cause th e EPM to sense too cold of incoming air. This will cause a rich exhaust condition. ECT Sens--Check f a shifted sens that could cause the EPM to sense engine temperature colder than it actually is. This could cause a rich exhaust condition EPM 4-15

60 - + BK GY / LB 24 HO2S 1 Circuit Description Sens Heater GY W W To System Power Relay GY / R BK\W Red 13 Sens Ground EPM To Engine Ground DTC 124-Closed Loop Multiplier Low (LPG) The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of nmal operation. When the multiplier cannot crectly modify the fuel flow within its limits, it is limited at -35%. When this condition occurs, the EPM perceives the engine to be running rich. Conditions f Setting the DTC Heated Oxygen Sens Check Condition- Engine Running Fault Condition- Closed Loop multiplier out of range (at limit of -35%) MIL- Disabled Adaptive- Enabled Closed Loop- Enabled 4-16 EPM 4-16

61 NOTE: If any other DTC's are present, diagnose those first. Key On - Engine Running System Data Mode Warm engine to nmal operating temperature by idling f a minimum of 2 minutes Does DST display HO2S voltage fixed above 0.7 after 2 minutes of run time? Intermittent Problem Diagnostic Aids Check harness fof sht to 5v 12v Is harness OK? Repair harness and retest Fuel Quality - A drastic variation in fuel quality may cause the system to be rich. Refer to Diagnostic Aids below Fuel System - If fuel system is suspected, check and adjust accding to Fd Power Products guidelines. If Fuel System is operating to specification, replace the HO2S sens with a known good part and retest EPM 4-17

62 - + BK GY / LB 24 HO2S 1 Sens Heater GY W W To System Power Relay GY / R BK\W Red 13 Sens Ground ECM EPM To Engine Ground DTC 125-Closed Loop Multiplier High (Natural Gas) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of nmal operation. When the multiplier cannot crectly modify the fuel flow within its limits, it is limited at 35%. When this fault occurs, it is because the EPM perceives the engine to be running lean. Conditions f Setting the DTC Heated Oxygen Sens Check condition- Engine Running Fault Condition- Closed Loop multiplier out of range (at limit of 35%) MIL- Disabled Adaptive- Enabled Closed Loop- Enabled 4-18 EPM 4-18

63 NOTE: If any other DTC's are present, diagnose those first. Key On - Engine Running System Data Mode Warm engine to nmal operating temperature by idling f a minimum of 2 minutes Does DST display HO2S voltage fixed below 0.35 after 2 minutes of run time? Intermittent Problem Diagnostic Aids Refer to Diagnostic Aids below Oxygen Sens Wire Wire Sens - Sens wires wires may may be mispositioned be mispositioned and and contacting contacting the exhaust. the exhaust. Check f sht to ground between harness and sens and on sens harness. Vacuum Leaks - Large vacuum leaks can cause a lean exhaust condition at at light light load. load. Exhaust Exhaust Leaks Leaks If - If there there is is an an exhaust exhaust leak, leak, outside outside air air can can be be pulled pulled into into the the exhaust exhaust and and past past the the O2 O2 sens sens causing causing a false false lean lean condition condition especially especially during during light light load load conditions. conditions. Ground Problem EPM ground must be good engine battery grounds. Faulty grounds may Ground Problem - EPM ECM grounds must be good engine battery grounds. Faulty grounds cause many unrelated problems as well. may cause many unrelated problems as well. Fuel System If fuel system is suspected, check and adjust accding to Fd Power Fuel System - If fuel system is suspected, check and adjust accding to Fd Power Products guidelines. Products guidelines. Air Leaks Any loose clamps fittings, broken air hoses between the throttle and mixer will If Fuel cause System a lean is condition. operating to specification, replace the HO2S sens with a known good part and retest. If Fuel System is operating to specification, replace the HO2S sens with a known good part and retest EPM 4-19

64 - + Sens Heater BK GY W W To System Power Relay GY / LB GY / R BK\W Red HO2S 1 Sens Ground EPM To Engine Ground DTC 126-Closed Loop Multiplier Low (Natural Gas) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of nmal operation. When the multiplier cannot crectly modify the fuel flow within its limits, it is limited at -35%. This occurs when the module perceives the engine to be running rich. Conditions f Setting the DTC Heated Oxygen Sens Check Condition- Engine Running Fault Condition- Closed Loop multiplier out of range (at limit of -35%) MIL- Disabled Adaptive- Enabled Closed Loop- Enabled 4-20 EPM 4-20

65 NOTE: If any other DTC's are present, diagnose those first. Key On - Engine Running System Data Mode Check harness f a sht to 5v 12v Warm engine to nmal operating temperature by idling f a minimum of 2 minutes Does DST display HO2S voltage fixed above 0.7 after 2 minutes of run time? Intermittent Problem Diagnostic Aids Is harness OK? Repair harness and retest Fuel Quality - A drastic variation in fuel quality may cause the system to be rich. Refer to Diagnostic Aids below Fuel System - If fuel system is suspected, check and adjust accding to Fd Power Products guidelines. If Fuel System is operating to specification, replace the HO2S sens with a known good part and retest EPM 4-21

66 - + BK GY / LB 24 HO2S 1 Sens Heater GY W W To System Power Relay GY / R BK\W Red 13 Sens Ground EPM To Engine Ground DTC 131-Closed Loop Multiplier High Bank 2 (gasoline) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of nmal operation. When the multiplier cannot crectly modify the fuel flow within its limits, the limit is enfced. Conditions f Setting the DTC Heated Oxygen Sens Functional Fault-Closed Loop multiplier out of range (at limit of 35%) MIL-On during active fault Adaptive-Enabled Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 122, the HO2S senss may be cross connected EPM 4-22

67 NOTE: If any other DTC's are present, diagnose those first. Key On - Engine Running System Data Mode Warm engine to nmal operating temperature by idling f a minimum of 2 minutes. Does DST Display HO2S voltage fixed below 0.2 after 2 minutes of run time? Diagnostic Aids Intermittent Problem Refer to Diagnostic Aids below. Oxygen Sens Wire--Sens wires may be mispositioned and contacting the exhaust. Check f sht to ground between harness and sens and on sens harness. Vacuum Leaks--Large vacuum leaks can cause a lean exhaust condition at light load. Injects--System will be lean if an inject driver driver circuit fails. The system may also be lean if an inject fails in a closed manner is dirty. Refer to Inject Driver Test Mode and Fd Power Products inject cleaning procedure. Fuel Pressure--System will be lean if fuel pressure is too low during certain operating conditions. If fuel pressure is suspected, the pressure may be tested in the inject manifold during operating conditions with a gauge. Air in Fuel-- If the fuel return is too close to the fuel pickup in the fuel tank, air may be entrained into the fuel supply to the pump. This air will cause a lean condition and driveability problems. Exhaust Leaks--If there is an exhaust leak, outside air can be pulled into the exhaust and past the sens causing a false lean condition especially during light load conditions. Ground Problem--EPM grounds must be good battery engine ground. Faulty grounds may cause many unrelated problems as well. If all tests are OK, replace the HO2S sens with known good part and retest EPM 4-23

68 - + BK GY / LB 24 HO2S 1 Sens Heater GY W W To System Power Relay GY / R BK\W Red 13 Sens Ground ECM EPM To Engine Ground DTC 132- Closed Loop Multiplier Low Bank 2 (gasoline) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of nmal operation. When the multiplier cannot crectly modify the fuel flow within its limits, it is limited at -35%. Conditions f Setting the DTC Heated Oxygen Sens Functional Fault-Closed Loop multiplier out of range (at limit of -35%) MIL-On during active fault and f one update after active fault Adaptive-Enabled Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 121, the HO2S senss may be cross connected EPM 4-24

69 NOTE: If any other DTC's are present, diagnose those first. Key On - Engine Running System Data Mode Check harness f a sht to 5V 12V Warm engine to nmal operating temperature by idling f a minimum of 2 minutes Does DST display HO2S voltage fixed above 0.7 after 2 minutes? Intermittent Problem Diagnostic Aids Is harness OK? Repair harness and retest Injects-- system will be rich if an inject fails in an open manner Refer to Diagnostic Aids below Ignition noise--an open ground circuit to in the ignition system EPM may cause EMI noise. Faulty Cam and Crank position senss can also cause EMI noise. This noise can be interpeted by the EPM as ignition pulses, and the sensed RPM becomes higher than the actual speed. The EPM delivers too much fuel, causing the system to go rich. MAP Sens--An output that causes the EPM to register a higher manifold pressure than nmal can cause the system to go rich. Disconnecting the MAP Sens will allow the EPM to set a default value f MAP. Substitute a known good MAP Sens if the rich condition is improved while the sens is disconnected. IAT AT Sens Sens--Check Check f f a a shifted shifted sens sens that that could could cause cause t the EPM o sense to sense too cold too of cold incoming of incoming air. This air. will This cause will a rich cause haust a condition. rich exhaust condition. ECT Sens--Check f a shifted sens that could cause the EPM to sense engine temperature colder than it actually is. This could cause a rich exhaust condition EPM 4-25

70 - + BK GY / LB 24 HO2S 1 Sens Heater GY W W To System Power Relay GY / R BK\W Red 13 Sens Ground ECM EPM To Engine Ground DTC 141-Adaptive Lean Fault (high limit-gasoline) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Adaptive multiplier exceeds the limits of nmal operation. Conditions f Setting the DTC Heated Oxygen Sens Functional Fault-Adaptive multiplier out of range (greater than 30%) MIL-On during active adaptive limit condition Adaptive-Enabled Closed Loop-Enabled 4-26 EPM 4-26

71 NOTE: If any other DTC's are present, diagnose those first. The nmal purpose of the Adaptive Learn is to compensate fuel flow f variations in fuel composition, engine wear, variances from engine to engine, and component degredation. The Adaptive Learn may reach its limit due to many causes. Refer to the diagnostic aids below f assistance. Diagnostic Aids Oxygen Sens Wire--Sens may be mispositioned contacting the exhaust. Check f sht to ground between harness and sens and on sens harness. Vacuum Leaks--Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load. Injects--System will be lean if an inject driver driver circuit fails. The system will also be lean if an inject fails in a closed manner is dirty. Refer to Inject Driver Test Mode and Fd Power Products cleaning procedure if an inject problem is suspected. Fuel Pressure--System will be lean if fuel pressure is too low during certain operating conditions. If fuel pressure is suspected, the pressure may be tested in the inject manifold during operating conditions with a gauge. Air in Fuel--If the fuel return is too close to the fuel pickup in the fuel tank, air may be entrained into the fuel supply to the pump. This air will cause a lean condition and driveability problems. Exhaust Leaks--If there is an exhaust leak, outside air can be pulled into the exhaust and past the sens causing a false lean condition. Fuel Quality--A drastic variation in fuel quality may cause the system to be lean. Ground Problem-- EPM grounds must be good battery ground. Faulty grounds may cause many unrelated problems as well. If all tests are OK, replace the HO2S sens with known good part and retest EPM 4-27

72 - + Sens Heater BK GY W W To System Power Relay GY / LB GY / R BK\W Red HO2S 1 Sens Ground ECM EPM To Engine Ground DTC 142-Adaptive Rich Fault (low limit-gasoline) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Adaptive multiplier exceeds the limits of nmal operation. Conditions f Setting the DTC Heated Oxygen Sens Functional Fault-Adaptive multiplier out of range (at limit of -30%) MIL-On during active adaptive limit condition Adaptive-Enabled Closed Loop-Enabled 4-28 EPM 4-28

73 NOTE: If any other DTC's are present, diagnose those first. The nmal purpose of the Adaptive Learn is to compensate fuel flow f variations in fuel composition, engine wear, variances from engine to engine, and component degredation. The Adaptive Learn may reach its limit due to many causes. Refer to the diagnostic aids below f assistance. Diagnostic Aids Injects--System will be rich if an inject fails in an open manner. Refer to Inject Test Mode if inject problem is suspected. Ignition ise--an open ground circuit to in the ignition system EPM may cause EMI noise. Faulty crank cam position senss can also cause EMI noise. This noise can be interpreted by the EPM as ignition pulses, and the sensed rpm becomes higher than the actual speed. The EPM delivers too much fuel, causing the system to go rich. MAP Sens--An output that causes the EPM to register a higher manifold pressure than nmal can cause the system to go rich. Disconnecting the MAP sens will allow the EPM to o set a default value f MAP. Substitute a known good MAP sens if the rich condition is gone while the sens is disconnected. IAT Sens--Check f a shifted sens that could cause the EPM to sense too cold of incoming air. This will cause a rich exhaust condition. ECT Sens--Check f a shifted sens that could cause the EPM to sense engine temperature colder than it actually is. This could cause a rich exhaust condition. If all tests are OK, replace HO2S Sens with known good part and retest. t 4-29 EPM 4-29

74 - + BK GY / LB 24 HO2S 1 Sens Heater GY W W To System Power Relay GY / R BK\W R 13 Sens Ground ECM EPM To Engine Ground DTC 143-Adaptive Learn High (LPG) Circuit Description The HO2S sens is used to determine if the fuel flow to the engine is crect by measuring the oxygen content in the exhaust gas. The EPM uses this infmation to crect the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of nmal operation. Conditions f Setting the DTC Heated Oxygen Sens Check Condition- Engine Running Fault Condition- Adaptive multiplier out of range (greater than 30%) MIL- Disabled Adaptive- Enabled Closed Loop- Enabled 4-30 EPM 4-30