kohler ch25 manual

Owner

Model CH25S Serial 2712204767

Owner

CH25S 2712204767 = 1997 model

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5B.1

Section 5BEFI Fuel System

5B

CH26

Section 5BElectronic Fuel Injection (EFI)

Fuel System

Contents Page(s)Description

Initial Starting/Priming Procedure ............................................................................................................ 5B.2Fuel Recommendations .......................................................................................................................... 5B.2EFI Fuel System Components ................................................................................................................ 5B.3Operation ................................................................................................................................................. 5B.3Important Service Notes .......................................................................................................................... 5B.4

Electrical ComponentsElectronic Control Unit (ECU) ......................................................................................................... 5B.4-5B.5Engine Speed Sensor ..................................................................................................................... 5B.5-5B.6Throttle Position Sensor (TPS) ........................................................................................................ 5B.6-5B.9Oil Temperature Sensor .......................................................................................................................... 5B.9Oxygen Sensor ............................................................................................................................ 5B.10-5B.12Electrical Relay ........................................................................................................................... 5B.12-5B.13Fuel Injectors ............................................................................................................................... 5B.13-5B.16Ignition System ............................................................................................................................ 5B.16-5B.17Wiring Harness ..................................................................................................................................... 5B.17Battery Charging System ...................................................................................................................... 5B.17

Fuel ComponentsFuel Pump ............................................................................................................................................. 5B.18Fuel Pressure Regulator ............................................................................................................ 5B.19-5B.20Fuel Filter .............................................................................................................................................. 5B.20Fuel Rail ............................................................................................................................................... 5B.20Fuel Line ............................................................................................................................................... 5B.21Throttle Body/Intake Manifold Assembly ............................................................................................... 5B.21Idle Speed Adjustment (RPM) .................................................................................................... 5B.21-5B.22Initial Governor Adjustment ......................................................................................................... 5B.23-5B.24

TroubleshootingElectrical System ........................................................................................................................ 5B.25-5B.29Fuel System.......................................................................................................................................... 5B.30Fault Codes ................................................................................................................................ 5B.30-5B.35Troubleshooting Flow Chart ........................................................................................................ 5B.35-5B.36Flow Chart Diagnostic Aids ........................................................................................................ 5B.37-5B.38Common Complaints/Problems .................................................................................................. 5B.38-5B.39

Revised 9/01

5B.2


WARNING: Explosive Fuel!Gasoline is extremely flammable and its vapors canexplode if ignited. Store gasoline only in approvedcontainers, in well ventilated, unoccupied buildings,away from sparks or flames. Do not fill the fuel tankwhile the engine is hot or running, since spilled fuelcould ignite if it comes in contact with hot parts orsparks from ignition. Do not start the engine nearspilled fuel. Never use gasoline as a cleaning agent.

The EFI fuel system remains under high pressure,even when the engine is stopped. Before attempting toservice any part of the fuel system, the pressure mustbe relieved. Pressure tester Kohler Part No.24 455 04-S has an integral relief valve. Connect theblack tester hose to the test valve in the fuel rail. Routethe clear hose into a portable gasoline container.Depress the button on the tester relief valve.

Initial Starting/Priming ProcedureImportant: The EFI fuel system must be purged of allair prior to the initial start up, and/or any time thesystem has been disassembled. On most engines,that can be done similar to relieving fuel pressure, asdescribed above.

Test Valve in Fuel Rail:1. Connect the pressure gauge as described above

for relieving fuel pressure. Depress and hold therelease button and crank the engine in 10-15second intervals, allowing a 60 second cool-downperiod between intervals, until air is purged andfuel is visible in discharge tube.

2. If you do not have the pressure gauge, follow theprocedure for engines without a test valve.

Description NO Test Valve in Fuel Rail:1. Crank the engine in 10-15 second intervals,

allowing a 60 second cool-down period betweencranking intervals, until the engine starts.

NOTE: The number of cranking intervals necessarywill depend on the individual system design,and/or where the system has beendisassembled.

Fuel Recommendations

General RecommendationsPurchase gasoline in small quantities and store inclean, approved containers. An approved containerwith a capacity of 2 gallons or less with a pouring spoutis recommended. Such a container is easier to handleand helps prevent spillage during refueling.

• Do not use gasoline left over from the previousseason, to minimize gum deposits in your fuelsystem, and to ensure easy starting.

• Do not add oil to the gasoline.

• Do not overfill the fuel tank. Leave room for thefuel to expand.

Fuel TypeDo not use leaded gasoline, as component damagewill result. Any costs/damages incurred as a result ofusing leaded fuel will not be warranted. Use only clean,fresh, unleaded gasoline with a pump sticker octanerating of 87 or higher. In countries using the Researchmethod, it should be 90 octane minimum.

Gasoline/Alcohol blendsGasohol (up to 10% ethyl alcohol, 90% unleadedgasoline by volume) is approved as a fuel for KohlerEFI engines. Other gasoline/alcohol blends are notapproved.

Gasoline/Ether blendsMethyl Tertiary Butyl Ether (MTBE) and unleadedgasoline blends (up to a maximum of 15% MTBE byvolume) are approved as a fuel for Kohler EFI engines.Other gasoline/ether blends are not approved.

Explosive Fuel can cause fires andsevere burns.

Fuel system ALWAYS remains underHIGH PRESSURE.

WARNING

5B.3


5B

EFI Fuel System Components

GeneralThe Electronic Fuel Injection (EFI) system is acomplete engine fuel and ignition management design.The system includes the following principalcomponents:

• Fuel Pump• Fuel Filter• Fuel Rail• Fuel Line(s)• Fuel Pressure Regulator• Fuel Injectors• Throttle Body/Intake Manifold• Engine Control Unit (ECU)• Ignition Coils• Oil Temperature Sensor• Throttle Position Sensor (TPS)• Speed Sensor• Oxygen Sensor• Wire Harness Assembly & Affiliated Wiring,• Malfunction Indicator Light (MIL)

OperationThe EFI system is designed to provide peak engineperformance with optimum fuel efficiency and lowestpossible emissions. The ignition and injection functionsare electronically controlled, monitored and continuallycorrected during operation to maintain the theoreticalideal or “stoichiometric” air/fuel ratio of 14.7:1.

The central component of the system is the Motronic™

Engine Control Unit (ECU) which manages systemoperation, determining the best combination of fuelmixture and ignition timing for the current operatingconditions.

An electric fuel pump is used to move fuel from thetank through the fuel line and in-line fuel filter. A fuelpressure regulator maintains a system operatingpressure of 39 psi and returns any excess fuel to thetank. At the engine, fuel is fed through the fuel rail andinto the injectors, which inject it into the intake ports.The ECU controls the amount of fuel by varying thelength of time that the injectors are “on.” This canrange from 1.5-8.0 milliseconds depending on fuelrequirements. The controlled injection of the fueloccurs each crankshaft revolution, or twice for each4-stroke cycle. One-half the total amount of fuelneeded for one firing of a cylinder is injected duringeach injection. When the intake valve opens, thefuel/air mixture is drawn into the combustion chamber,ignited, and burned.

The ECU controls the amount of fuel injected and theignition timing by monitoring the primary sensor signalsfor engine temperature, speed (RPM), and throttleposition (load). These primary signals are compared topreprogrammed “maps” in the ECU computer chip,and the ECU adjusts the fuel delivery to match themapped values. An oxygen sensor provides continualfeedback to the ECU based upon the amount ofunused oxygen in the exhaust, indicating whether thefuel mixture being delivered is rich or lean. Based uponthis feedback, the ECU further adjusts fuel input tore-establish the ideal air/fuel ratio. This operatingmode is referred to as “closed loop” operation. The EFIsystem operates “closed loop” when all three of thefollowing conditions are met:

a. The oil temperature is greater than 35°C (86°F).

b. The oxygen sensor has warmed sufficiently toprovide a signal (minimum 375°C, 709°F).

c. Engine operation is at a steady state (not starting,warming up, accelerating, etc.).

During “closed loop” operation the ECU has the abilityto readjust temporary and learned adaptive controls,providing compensation for changes in overall enginecondition and operating environment, so it will be ableto maintain the ideal air/fuel ratio of 14.7:1. The systemrequires a minimum engine oil temperature greaterthan 55°C (130°F) to properly adapt. These adaptivevalues are maintained as long as the ECU is “poweredup” by the battery.

During certain operating periods such as cold starts,warm up, acceleration, etc., an air/fuel ratio richer than14.7:1 is required, and the system operates in an“open loop” mode. In “open loop” operation themonitoring of exhaust gases (output) is not used, andthe controlling adjustments are based on the primarysensor signals and programmed maps only. Thesystem operates “open loop” whenever the threeconditions for closed loop operation (above) are notbeing met.

5B.4


Important Service Notes!

• Cleanliness is essential and must be maintainedat all times when servicing or working on the EFIsystem. Dirt, even in small quantities, can causesignificant problems.

• Clean any joint or fitting with parts cleaningsolvent before opening to prevent dirt fromentering the system.

• Always depressurize the fuel system through thetest valve in fuel rail before disconnecting orservicing any fuel system components. See fuelwarning on page 5B.2.

• Never attempt to service any fuel systemcomponent while engine is running or ignitionswitch is ‘‘on.’’

• Do not use compressed air if the system is open.Cover any parts removed and wrap any openjoints with plastic if they will remain open for anylength of time. New parts should be removed fromtheir protective packaging just prior to installation.

• Avoid direct water or spray contact with systemcomponents.

• Do not disconnect or reconnect the wiringharness connector to the control unit or anyindividual components with the ignition ‘‘on.’’ Thiscan send a damaging voltage spike through theECU.

• Do not allow the battery cables to touch opposingterminals. When connecting battery cables attachthe positive (+) cable to positive (+) batteryterminal first, followed by negative (-) cable tonegative (-) battery terminal.

• Never start the engine when the cables are looseor poorly connected to the battery terminals.

• Never disconnect battery while engine is running.

• Never use a quick battery charger to start theengine.

• Do not charge battery with key switch ‘‘on.’’

• Always disconnect negative (-) battery cable leadbefore charging battery, and also unplug harnessfrom ECU before performing any welding onequipment.

Electrical Components

Electronic Control Unit (ECU)

Figure 5B-1. Metal-Cased ECU.

Figure 5B-2. Plastic-Cased ECU.

Two different ECU's have been used in EFI production.The first style has a metal case with a larger connectorblock. See Figure 5B-1. The second style has a plasticcasing and smaller connector block. See Figure 5B-2.Basic function and operating control remains the samebetween the two, however, due to differences in theinternal circuitry as well as the wiring harness, the twoECU's are not interchangeable and have certainindividual service/troubleshooting procedures. Whereapplicable, they are covered individually as ‘‘Metal-Cased ECU Systems’’ or ‘‘Plastic-Cased ECUSystems’’.

n

5B.5


5B

GeneralThe ECU is the brain or central processing computerof the entire EFI fuel/ignition management system.During operation, sensors continuously gather datawhich is relayed through the wiring harness to inputcircuits within the ECU. Signals to the ECU include:ignition (on/off), crankshaft position and speed (RPM),throttle position, oil temperature, exhaust oxygenlevels, and battery voltage. The ECU compares theinput signals to the programmed maps in its memoryto determine the appropriate fuel and sparkrequirements for the immediate operating conditions.The ECU then sends output signals to set the injectorduration and ignition timing.

The ECU continually performs a diagnostic check ofitself, each of the sensors, and the systemperformance. If a fault is detected, the ECU turns onthe Malfunction Indicator Light (MIL) on the equipmentcontrol panel, stores the fault code in its fault memory,and goes into a default operating mode. Depending onthe significance or severity of the fault, normaloperation may continue, or “limp home” operation(slowed speed, richer running) may be initiated. Atechnician can access the stored fault code using a“blink code” diagnosis flashed out through the MIL. Anoptional computer software diagnostic program is alsoavailable.

The ECU requires a minimum of 7.0 volts to operate.The adaptive memory in the ECU is operational themoment the battery cables are connected, howeverthe adapted values are lost if the battery becomesdisconnected for any reason. The ECU will “relearn”the adapted values if the engine is operated for 10-15minutes at varying speeds and loads after the oiltemperature exceeds 55°C (130°F).

To prevent engine over-speed and possible failure, a“rev-limiting” feature is programmed into the ECU. Ifthe maximum RPM limit (4125) is exceeded, the ECUsuppresses the injection signals, cutting off the fuelflow. This process repeats itself in rapid succession,limiting operation to the preset maximum.

ServiceNever attempt to disassemble the ECU. It is sealed toprevent damage to internal components. Warranty isvoid if the case is opened or tampered with in any way.

All operating and control functions within the ECU arepreset. No internal servicing or readjustment may beperformed. If a problem is encountered, and youdetermine the ECU to be faulty, contact Kohler Co.Engine Service at 1-920-457-4441 for specific handlinginstructions. Do not replace the ECU without factoryauthorization.

The relationship between the ECU and the throttleposition sensor (TPS) is very critical to proper systemoperation. If the TPS or ECU is changed, or themounting position of the TPS is altered, the “TPSInitialization Procedure” (see page 5B.8) mustbe performed to restore the synchronization.

Engine Speed Sensor

Figure 5B-3. Engine Speed Sensor.

GeneralThe engine speed sensor is essential to engineoperation; constantly monitoring the rotational speed(RPM) of the crankshaft. A ferromagnetic 60-tooth ringgear with two consecutive teeth missing is mounted onthe flywheel. The inductive speed sensor is mounted1.5 + 0.25 mm (0.059 + 0.010 in.) away from the ringgear. During rotation, an AC voltage pulse is createdwithin the sensor for each passing tooth. The ECUcalculates engine speed from the time intervalbetween the consecutive pulses. The two-tooth gapcreates an interrupted input signal, corresponding tospecific crankshaft position (84° BTDC) for cylinder #1.This signal serves as a reference for the control ofignition timing by the ECU. Synchronization of theinductive speed pickup and crankshaft position takesplace during the first two revolutions each time theengine is started. The sensor must be properlyconnected at all times. If the sensor becomesdisconnected for any reason, the engine will quitrunning.

5B.6


ServiceThe engine speed sensor is a sealed, non-serviceableassembly. If “Fault Code” diagnosis indicates aproblem within this area, test and correct as follows.

1. Disconnect main harness connector from ECU.

2. Connect an ohmmeter between the designatedpin terminals in the plug:

Metal-Cased ECU: #3 and #21 pin terminals.

Plastic-Cased ECU: #9 and #10 pin terminals.

See chart on page 5B.26 or 5B.29, according toECU style. A resistance value of 750-1000 ΩΩΩΩΩ atroom temperature (20° C, 68° F) should beobtained. If resistance is correct, check themounting, air gap, toothed ring gear (damage,runout, etc.), and flywheel key.

3. Disconnect speed sensor connector from wiringharness. It is the connector with one heavy blacklead (see Figure 5B-4). Viewing the connector asshown (dual aligning rails on top), test resistancebetween the terminals indicated. A reading of750-1000 ΩΩΩΩΩ should again be obtained.

b. If the resistance in step 2 was incorrect, butthe resistance of the sensor alone was correct,test the main harness circuits between thesensor connector terminals and thecorresponding pin terminals in the mainconnector. Correct any observed problem,reconnector the sensor, and perform step 2again.

Throttle Position Sensor (TPS)

GeneralThe throttle position sensor (TPS) is used to indicatethrottle plate angle to the ECU. Since the throttle (byway of the governor) reacts to engine load, the angle ofthe throttle plate is directly proportional to the load onthe engine.

Figure 5B-4. Throttle Position Sensor Connector.

a. If the resistance is incorrect, remove thescrew securing the sensor to the mountingbracket and replace the sensor.

Figure 5B-5. Throttle Position Sensor Details.

1 2 3

4

1. Throttle Valve Shaft2. Resistor Track3. Wiper Arm w/Wiper4. Electrical Connection

Dual Aligning Rails

Test Terminals

CorrespondsTo #3 (Metal-Cased ECU) or#10 (Plastic-CasedECU) In MainConnector.

Corresponds To#21 (Metal-CasedECU) or #9(Plastic-CasedECU) In MainConnector.

5B.7


5B

3. Connect the ohmmeter leads as follows:(See chart on page 5B.26 or 5B.29.)

Metal-Cased ECU: Red (positive)ohmmeter lead to #12 pin terminal, and Black(negative) ohmmeter lead to #27 pin terminal.

Plastic-Cased ECU: Red (positive)ohmmeter lead to #8 pin terminal, and Black(negative) ohmmeter lead to #4 pin terminal.

Hold the throttle closed and check the resistance.It should be 800-1200 Ω.Ω.Ω.Ω.Ω.

4. Leave the leads connected to the pin terminals asdescribed in step 3. Rotate the throttle shaftslowly counterclockwise to the full throttleposition. Monitor the dial during rotation forindication of any momentary short or opencircuits. Note the resistance at the full throttleposition. It should be 1800-3000 ΩΩΩΩΩ.

5. Disconnect the main wiring harness connectorfrom the TPS, leaving the TPS assembled to themanifold. Refer to the chart below and performthe resistance checks indicated between theterminals in the TPS socket, with the throttle in thepositions specified.

Mounted ThrottlePosition Sensor

Figure 5B-6. TPS Location.

Mounted on the throttle body/intake manifold andoperated directly off the end of the throttle shaft, theTPS works like a rheostat, varying the voltage signal tothe ECU in direct correlation to the angle of the throttleplate. This signal, along with the other sensor signals,is processed by the ECU and compared to the internalpre-programmed maps to determine the required fueland ignition settings for the amount of load.

The correct position of the TPS is established and setat the factory. Do not loosen the TPS or alter themounting position unless absolutely required by faultcode diagnosis or throttle shaft service. If the TPS isloosened or repositioned the “TPS InitializationProcedure” (pages 5B.8-5B.9) must be performed tore-establish the baseline relationship between theECU and the TPS.

ServiceThe TPS is a sealed, non-serviceable assembly. Ifdiagnosis indicates a bad sensor, completereplacement is necessary. If a blink code indicates aproblem with the TPS, it can be tested as follows.

1. Counting the number of turns, back out the idlespeed adjusting screw (counterclockwise) untilthe throttle plates can be closed completely.

2. Disconnect the main harness connector from theECU, but leave the TPS mounted to the throttlebody/manifold.

ThrottlePosition

ClosedC losed

FullFullAny

BetweenTerminals

2 & 31 & 32 & 31 & 31 & 2

ResistanceValue (Ω)800-12001800-30001800-3000800-12001600-2500

ContinuityYesYesYesYesYes

If the resistance values in steps 3, 4, and 5 arewithin specifications, go to step 6.

If the resistance values are not withinspecifications, or a momentary short or opencircuit was detected during rotation (step 4), theTPS needs to be replaced, go to step 7.

5B.8


6. Check the TPS circuits (input, ground) betweenthe TPS plug and the main harness connector forcontinuity, damage, etc. See chart on page 5B.26or 5B.29.

Metal-Cased ECU: Pin Circuits #12 and #27.

Plastic-Cased ECU: Pin Circuits #8 and #4.

a. Repair or replace as required.

b. Turn the idle speed screw back in to itsoriginal setting.

c. Reconnect connector plugs, start engine andretest system operation.

7. Remove the two mounting screws from the TPS.Save the screws for reuse. Remove and discardthe faulty TPS. Install the replacement TPS andsecure with the original mounting screws.

a. Reconnect both connector plugs.

b. Perform the “TPS Initialization Procedure”integrating the new sensor to the ECU.

TPS Initialization Procedure1. Check that the basic engine, all sensors, fuel, fuel

pressure, and battery are good and functionallywithin specifications.

Important!2. Remove/disconnect ALL external loads from

engine (belts, pumps, electric PTO clutch,alternator, rectifier-regulator, etc.).

3. Start the engine and allow it to warm up for 5-10minutes, so oil temperature is above 55°C(130°F).

4. Move the throttle control to the idle position andallow engine to stabilize for a minimum of oneminute.

5. Install a heavy rubber band around the throttlelever and the manifold boss. On some EFIengines there is a dampening spring on the endof the idle speed screw. The dampening spring (ifused) should be fully compressed and the tab onthe throttle lever in direct contact with the speedscrew. Adjust the idle speed to 1500 RPM, usinga tachometer.

6. Shut off engine.

7. Locate the service connector plug in the wiringharness.

Metal-Cased ECU: Connect a jumper wire fromthe TPS initialization pin #8 (gray wire) to theground pin (black wire), or use jumper connectorplug (SPX Part No. KO3217-7, with red jumperwire). See Figure 5B-7.

Plastic-Cased ECU: Connect a jumper wire fromthe TPS intialization pin #24 (violet wire) to thebattery voltage pin (red wire), or use jumperconnector plug (SPX Part No. KO3217-9, withblue jumper wire). See Figure 5B-8.

Figure 5B-7. Service Connector Plug, Metal-CasedECU Harness.

Figure 5B-8. Service Connector Plug, Plastic-Cased ECU Harness.

5B.9


5B

GeneralThe oil temperature sensor is used by the system tohelp determine fuel requirements for starting (a coldengine needs more fuel than one at or near operatingtemperature). Mounted in the oil filter adapter housing,it has a temperature-sensitive resistor that extendsinto the oil flow. The resistance changes with oiltemperature, altering the voltage sent to the ECU.Using a table stored in its memory, the ECU correlatesthe voltage drop to a specific temperature. Using thefuel delivery “maps”, the ECU then knows how muchfuel is required for starting at that temperature.

ServiceThe temperature sensor is a sealed, non-serviceableassembly. A faulty sensor must be replaced. If a blinkcode indicates a problem with the temperature sensor,it can be tested as follows.

1. Remove the temperature sensor from the adapterhousing and cap or block the adapter hole.

2. Wipe sensor clean and allow it to reach roomtemperature (20°C, 68°F).

3. Unplug the main harness connector from the ECU.

4. With the sensor connected, check the temperaturesensor circuit resistance. The value should be2375-2625 ΩΩΩΩΩ. See chart on page 5B.26 or 5B.29.

Metal-Cased ECU: Check between the #14 and#27 pin terminals.

Plastic-Cased ECU: Check between the #6 and#4 pin terminals.

5. Unplug the sensor connector and check sensorresistance separately. Resistance value shouldagain be 2375-2625 ΩΩΩΩΩ.

a. If the resistance is out of specifications,replace the temperature sensor.

b. If it is within specifications, proceed to Step 6.

6. Check the temperature sensor circuits (input,ground) from the main harness connector to thecorresponding terminal in the sensor plug forcontinuity, damage, etc.

Metal-Cased ECU: Pin circuits #14 and #27.

Plastic-Cased ECU: Pin circuits #6 and #4.

8. Hold throttle against idle speed stop screw, turnthe ignition switch to “on” position (do not startengine), and observe the Malfunction IndicatorLight (MIL).

a. The light should blink on/off quickly forapproximately 3 seconds and then go off andstay off, indicating the initialization procedurehas been successful.

b. If light stays on or blinking ceasesprematurely, the procedure was unsuccessfuland must be repeated. Possible causes forunsuccessful learning may be: 1) Movementoccurred in either the TPS or throttle shaftduring procedure, 2) Crankshaft movement/rotation was detected by the speed sensorduring procedure, 3) Throttle plate positionwas out of learnable range (recheck the 1500RPM idle speed adjustment), or 4) Problemwith ECU or TPS.

9. When the initialization procedure has beensuccessfully completed, turn off the key switch,remove the jumper wire or connector, and removethe rubber band from the throttle lever.

10. Disconnect negative (-) battery cable temporarilyto clear all learned adjustments.

11. Reconnect the battery cable and all externalloads. Readjust the idle speed to the equipmentmanufacturer's specified setting and recheck thehigh-speed, no-load RPM setting. Observe theoverall performance.

Oil Temperature Sensor

Figure 5B-9. Oil Temperature Sensor.

5B.10


The oxygen sensor can function only after beingheated by exhaust temperatures to a minimum of375°C (709°F). A cold oxygen sensor will requireapproximately 1-2 minutes at moderate engine load towarm sufficiently to generate a voltage signal. Propergrounding is also critical. The oxygen sensor groundsthrough the metal shell, so a good, solid, unbrokenground path back through the exhaust systemcomponents, engine, and wiring harness is required.Any disruption or break in the ground circuit can affectthe output signal and trigger misleading fault codes.Keep that in mind when doing any troubleshootingassociated with the oxygen sensor. The oxygen sensorcan also be contaminated by leaded fuel, certain RTVand/or other silicone compounds, carburetor cleaners,etc. Use only those products indicated as “O

² Sensor

Safe.”

ServiceLike the other sensors already discussed, the oxygensensor is a non-serviceable component. Completereplacement is required if it is faulty. The sensor andwiring harness can be checked as follows.

NOTE: All tests should be conducted with a goodquality, high-impedance, digital VOA meter foraccurate results.

1. Oxygen sensor must be hot (minimum of400°C, 725°F). Run engine for about 5 minutes.With the engine running, disconnect the oxygensensor lead from the wiring harness. Set VOAmeter for DC volts and connect the red lead tothe disconnected sensor lead, and the black leadto the sensor shell. Look for fluctuating voltagefrom 0.1 v-1.0 v.

a. If voltage is in the specified range, go toStep 2.

Figure 5B-10. Oxygen Sensor.

GeneralThe oxygen sensor functions like a small battery,generating a voltage signal to the ECU, based uponthe difference in oxygen content between the exhaustgas and the ambient air.

The tip of the sensor, protruding into the exhaust gas,is hollow (see cutaway Figure 5B-11). The outerportion of the tip is surrounded by the exhaust gas,with the inner portion exposed to the ambient air.When the oxygen concentration on one side of the tipis different than that of the other side, a voltage signalbetween 0.2 and 1.0 volts is generated between theelectrodes and sent to the ECU. The voltage signaltells the ECU if the engine is straying from the ideal14.7:1 fuel mixture, and the ECU then adjusts theinjector pulse accordingly.

Figure 5B-11. Cutaway of Oxygen Sensor.

Oxygen Sensor

1 2 3 4 5 6 7 8

1. Connection Cable2. Disc Spring3. Ceramic Support Tube4. Protective Sleeve

5. Contact Element6. Sensor Housing7. Active Ceramic Sensor8. Protective Tube

5B.11


5B

3. With sensor still hot (minimum of 400°C, 752°F),switch meter to the Rx1K or Rx2K scale andcheck the resistance between the sensor leadand sensor case. It should be less than 2.0 KΩ.Ω.Ω.Ω.Ω.

a. If the resistance is less than 2.0 KΩΩΩΩΩ, go toStep 4.

b. If the resistance is greater than 2.0 KΩΩΩΩΩ, theoxygen sensor is bad, replace it.

4. Allow the sensor to cool (less than 60°C, 140°F)and retest the resistance with the meter set on theRx1M scale. With sensor cool, the resistanceshould be greater than 1.0 MΩ.Ω.Ω.Ω.Ω.

a. If the resistance is greater than 1.0 MΩΩΩΩΩ, go toStep 5.

b. If the resistance is less than 1.0 MΩΩΩΩΩ, thesensor is bad, replace it.

5. With the oxygen sensor disconnected and enginenot running, disconnect the main harnessconnector from the ECU and set the meter to theRx1 scale. Check the circuit continuity as follows:

Metal-Cased ECU: Check for continuity from pin#9 of the ECU connector (see page 5B.26) to theshell of the oxygen sensor, and from pin #10 tothe sensor connector terminal of the mainharness. Both tests should indicate continuity.

Plastic-Cased ECU: Check for continuity frompin #15 of the ECU connector (see page 5B.29) tothe shell of the oxygen sensor, and from pin #11to the sensor connector terminal of the mainharness. Both tests should indicate continuity.

a. If there is no continuity displayed in either ofthe tests, check the harness circuit for breaksor damage, and the connections for poorcontact, moisture, or corrosion. If no continuitywas found in the first test, also check for apoor/broken ground path back through theexhaust system, engine, and mounting(sensor is grounded through its shell).

b. If continuity is indicated, go to step 6.

b. If the voltage is not in the specified range,reconnect the oxygen sensor lead. With thelead connected, probe or connect the sensorconnection with the red VOA meter lead.Attach the black VOA meter lead to a knowngood ground location. Start and run the engineat 3/4 throttle and note the voltage output.

The reading should fluctuate between 0.1 vand 1.0 v which indicates the oxygen sensor isfunctioning normally and also the fuel deliverycontrolled by the ECU is within prescribedparameters. If the voltage readings show asteady decline, bump the governor lever tomake the engine accelerate very quickly andcheck the reading again. If voltagemomentarily increases and then againdeclines, without cycling, engine may berunning lean due to incorrect TPS initialization.Shut off the engine, perform TPS initialization,and then repeat the test. If TPS initializationcannot be achieved, perform step c.

c. Replace the oxygen sensor (see next page).Run the engine long enough to bring the newsensor up to temperature and repeat theoutput test from step 1. The fluctuating voltage(0.1 v-1.0 v) should be indicated.

2. Move the black voltmeter lead to the engineground location and repeat the output test. Thesame voltage (0.1 v-1.0 v) should be indicated.

a. If the same voltage reading exists, go on toStep 3.

b. If the voltage output is no longer correct, a badground path exists between the sensor andthe engine ground. Touch the black lead atvarious points, backtracking from the engineground back toward the sensor, watching for avoltage change at each location. If the correctvoltage reading reappears at some point,check for a problem (rust, corrosion, loosejoint or connection) between that point and theprevious checkpoint. For example, if thereading is too low at points on the crankcase,but correct voltage is indicated when the blacklead is touched to the skin of the muffler, theflange joints at the exhaust ports becomesuspect.

5B.12


6. With the key switch in the ‘‘on/run’’ position, usinga high impedance voltmeter, check the voltagefrom the wiring harness oxygen sensor connectorto the engine ground location. Look for a steadyvoltage from 350-550 mv (0.35 - 0.55 v).

a. If voltage reading is not as specified, move theblack voltmeter lead to the negative post ofthe battery, to be certain of a good ground. Ifthe voltage is still not correct, the ECU isprobably bad.

b. If voltage readings are correct, clear the faultcodes and run the engine to check if any faultcodes reappear.

To Replace Oxygen Sensor:1. Disconnect the oxygen sensor connector from

wiring harness.

2. Loosen and remove the oxygen sensor from theexhaust manifold/muffler assembly.

3. Apply anti-seize compound sparingly to threads ofnew oxygen sensor, if none already exists. DONOT get any on the tip as it will contaminate thesensor. Install sensor and torque to 50/60 N·m(37/44 ft. lb.).

4. Reconnect the lead to wiring harness connector.Make sure it can not contact hot surfaces, movingparts, etc.

5. Test run the engine.

Electrical Relay

Figure 5B-12. Electrical Relay.

GeneralThe electrical relay is used to supply power to theinjectors, coils, and fuel pump. When the key switch isturned “on” and all safety switch requirements met, therelay provides 12 volts to the fuel pump circuit,injectors, and ignition coils. The fuel pump circuit iscontinuously grounded, so the pump is immediatelyactivated and pressurizes the system. Activation of theignition coils and injectors is controlled by the ECU,which grounds their respective circuits at the propertimes.

ServiceA malfunctioning relay can result in starting oroperating difficulties. The relay and related wiring canbe tested as follows.

1. Disconnect the relay connector plug from therelay.

2. Connect black lead of VOA meter to a chassisground location. Connect red lead to the #86terminal in relay connector (see Figure 5B-13).Set meter to test resistance (Rx1). Turn ignitionswitch from “off” to “on.” Meter should indicatecontinuity (ground circuit is completed) for 1 to 3seconds. Turn key switch back off.

Figure 5B-13. Relay Connector.

a. Clean the connection and check wiring ifcircuit was not completed.

3. Set meter for DC voltage. Touch red tester lead tothe #30 terminal in relay connector. A reading of12 volts should be indicated at all times.

Terminal #87 -Feed To IgnitionCoils, FuelInjectors, andFuel Pump

Terminal #86 -ECUControlledGround

Terminal #87A -Not used

Terminal #85 -Ignition SwitchVoltage

Terminal #30 -Permanent Battery Voltage

5B.13


5B

4. Connect red lead of meter to the #85 terminal inrelay connector. Turn key switch to the “on”position. Battery voltage should be present.

a. No voltage present indicates a problem in thewiring or at the connector.

b. If voltage is present, the wiring to theconnector is good. Turn ignition switch ‘‘off’’and proceed to test 5 to test the relay.

Fuel Injectors

Figure 5B-14. Relay Terminal Details.

5. Connect an ohmmeter (Rx1 scale) between the#85 and #86 terminals in the relay. There shouldbe continuity.

6. Attach ohmmeter leads to the #30 and #87terminals in relay. Initially, there should be nocontinuity. Using a 12 volt power supply, connectthe positive (+) lead to the #85 terminal and touchthe negative (-) lead to the #86 terminal. When 12volts is applied, the relay should activate andcontinuity should exist (circuit made) between the#30 and #87 terminals. Repeat the test severaltimes. If, at any time the relay fails to activate thecircuit, replace the relay.

Figure 5B-15. Style 1 Fuel Injector.

Terminal #85 -Ignition SwitchVoltage

Terminal #87 -Feed ToIgnition Coils,Fuel Injectors,and Fuel Pump

Terminal #86 -ECUControlledGround

Terminal #30 -Permanent Battery Voltage

Terminal#87A -Not used

Figure 5B-16. Style 2 Fuel Injector.

GeneralThe fuel injectors mount into the intake manifold, andthe fuel rail attaches to them at the top end.Replaceable O-Rings on both ends of the injectorprevent external fuel leakage and also insulate it fromheat and vibration. A special clip connects eachinjector to the fuel rail, retaining it in place.

5B.14


Figure 5B-18. Checking Injectors.

3. Disconnect the electrical connector from aninjector and listen for a change in idleperformance (only running on one cylinder) or achange in injector noise or vibration.

If an injector is not operating, it can indicate either abad injector, or a wiring/electrical connection problem.Check as follows:

NOTE: Do not apply voltage to the fuel injector(s).Excessive voltage will burn out the injector(s).Do not ground the injector(s) with the ignition“on.” Injector(s) will open/turn on if relay isenergized.

Figure 5B-17. Fuel Injector Details.

The injector is opened and closed once for eachcrankshaft revolution, however only one-half the totalamount of fuel needed for one firing is injected duringeach opening. The amount of fuel injected is controlledby the ECU and determined by the length of time thevalve needle is held open, also referred to as the“injection duration” or “pulse width”. It may vary inlength from 1.5-8 milliseconds depending on the speedand load requirements of the engine.

When the key switch is on and the relay is closed, thefuel rail is pressurized, and voltage is present at theinjector. At the proper instant, the ECU completes theground circuit, energizing the injector. The valveneedle in the injector is opened electromagnetically,and the pressure in the fuel rail forces fuel downthrough the inside. The “director plate” at the tip of theinjector (see inset) contains a series of calibratedopenings which directs the fuel into the manifold in acone-shaped spray pattern.

1. Filter strainer infuel supply

2. Electrical connection3. Solenoid winding

Multi-OrificeDirector Plate WithCalibrated Opening

4. Valve housing5. Armature6. Valve body7. Valve needle

1

2

3

4 5

6

7

Listen Here

ServiceInjector problems typically fall into three generalcategories: electrical, dirty/clogged, or leakage. Anelectrical problem usually causes one or both of theinjectors to stop functioning. Several methods may beused to check if the injectors are operating.

1. With the engine running at idle, feel foroperational vibration, indicating that they areopening and closing.

2. When temperatures prohibit touching, listen for abuzzing or clicking sound with a screwdriver ormechanic’s stethoscope (see Figure 5B-18).

5B.15


5B

1. Disconnect the electrical connector from bothinjectors. Plug a 12 volt test light (SPX Part No.KO3217-6) in one connector.

Check for leaks

Injector leakage is very unlikely, but in those rareinstances it can be internal (past the tip of the valveneedle), or external (weeping around the injectorbody). See Figure 5B-20. The loss of system pressurefrom the leakage can cause hot restart problems andlonger cranking times. To check for leakage it will benecessary to remove the blower housing, which mayinvolve removing the engine from the unit.

Figure 5B-19. Volt Test Light.

2. Make sure all safety switch requirements are met.Crank the engine and check for flashing of testlight. Repeat test at other connector.

a. If flashing occurs, use an ohmmeter (Rx1scale) and check the resistance of eachinjector across the two terminals. Properresistance is 12-20 ΩΩΩΩΩ. If injector resistanceis correct, check whether the connectorand injector terminals are making a goodconnection. If the resistance is not correct,replace the injector following steps 1-8 and13-16 below.

b. If no flashing occurs, reattach connectors toboth injectors. Disconnect the main harnessconnector from the ECU and the connectorfrom the relay. Set the ohmmeter to the Rx1scale and check the injector circuit resistanceas follows:

Metal-Cased ECU: Check the resistancebetween the relay terminal #87 and pin #35 inmain connector. Resistance should be 4-15 ΩΩΩΩΩ.

Plastic-Cased ECU: Check the resistancebetween relay terminal #87 and pin #16 inmain connector. Then check resistancebetween relay terminal #87 and pin #17.Resistance should be 4-15 ΩΩΩΩΩ for each circuit.

Check all electrical connections, connectors,and wiring harness leads if resistance isincorrect.

Figure 5B-20. Injector Inspection Points.

1. Engine must be cool. Depressurize fuel systemthrough test valve in fuel rail.

2. Disconnect spark plug leads from spark plugs.

3. Remove the air cleaner outer cover, inner wingnut, element cover and air cleaner element/precleaner. Service air cleaner components asrequired.

4. Remove the two screws securing the air cleanerbase to throttle body manifold. Remove the aircleaner base to permit access to the injectors.Check condition of air cleaner base gasket,replace if necessary.

5. Remove the flywheel screen if it overlaps theblower housing.

6. If the engine has a radiator-type oil coolermounted to the blower housing, remove the twooil cooler mounting screws.

7. Remove the blower housing mounting screws.Note the location of the plated (silver) screwattaching the rectifier/regulator ground lead.Remove the blower housing.

8. Thoroughly clean the area around and includingthe throttle body/manifold and the injectors.

5B.16


Figure 5B-21. Ignition Coil.

NOTE: Do not ground the coils with the ignition‘‘on,’’ as they may overheat or spark.

1. Disconnect the main harness connector fromECU.

Metal-Cased ECU: Locate pins #1 and #19 in the35 pin connector. See page 5B.26.

Plastic-Cased ECU: Locate pins #22 and #23 inthe 24 pin connector. See page 5B.29.

2. Disconnect connector from relay and locateterminal #87 in connector.

9. Disconnect the throttle linkage and damper springfrom the throttle lever. Disconnect the TPS leadfrom the harness.

10. Remove the manifold mounting bolts and separatethe throttle body/manifold from the engine leavingthe TPS, fuel rail, air baffle, injectors and lineconnections intact. Discard the old gaskets.

11. Position the manifold assembly over anappropriate container and turn the key switch “on”to activate the fuel pump and pressurize thesystem. Do not turn switch to “start” position.

12. If either injector exhibits leakage of more than twoto four drops per minute from the tip, or shows anysign of leakage around the outer shell, turn theignition switch off and replace injector as follows.

13. Depressurize the fuel system following theprocedure in the fuel warning on page 5B.2.Remove the two fuel rail mounting screws.

14. Clean any dirt accumulation from the sealing/mounting area of the faulty injector(s) anddisconnect the electrical connector(s).

15. Pull the retaining clip off the top of the injector(s)and remove from manifold.

16. Reverse the appropriate procedures to install thenew injector(s) and reassemble the engine. Usenew O-Rings any time an injector is removed (newreplacement injectors include new O-Rings).Lubricate O-Rings lightly with oil. Torque fuel railand blower housing mounting screws to 3.9 N·m(35 in. lb.), and the intake manifold and air cleanermounting screws to 9.9 N·m (88 in. lb.).

Injector problems due to dirt or clogging are unlikelydue to the design of the injectors, the high fuelpressure, and the detergent additives in the gasoline.Symptoms that could be caused by dirty/cloggedinjectors include rough idle, hesitation/stumble duringacceleration, or triggering of fault codes related to fueldelivery. Injector clogging is usually caused by abuildup of deposits on the director plate, restricting theflow of fuel, resulting in a poor spray pattern. Somecontributing factors to injector clogging include higherthan normal operating temperatures, short operatingintervals, and dirty, incorrect, or poor quality fuel.Cleaning of clogged injectors is not recommended;they should be replaced. Additives and higher grades offuel can be used as a preventative measure if clogginghas been a problem.

Ignition System

GeneralA high voltage, solid state, battery ignition system isused with the EFI system. The ECU controls theignition output and timing through transistorized controlof the primary current delivered to the coils. Based oninput from the speed sensor, the ECU determines thecorrect firing point for the speed at which the engine isrunning. At the proper instant, it releases the flow ofprimary current to the coil. The primary current induceshigh voltage in the coil secondary, which is thendelivered to the spark plug. Each coil fires everyrevolution, but every other spark is “wasted.”

ServiceExcept for removing the spark plug lead by unscrewingit from the secondary tower (see Figure 5B-21), no coilservicing is possible. If a coil is determined to be faulty,replacement is necessary. An ohmmeter may be usedto test the wiring and coil windings.

5B.17


5B

3. Using an ohmmeter set on the Rx1 scale, checkthe resistance in circuits as follows:

Metal-Cased ECU: Check between terminal #87and pin #1 for coil #1. Repeat the test betweenterminal #87 and pin #19 for coil #2.

Plastic-Cased ECU: Check between terminal#87 and pin #22 for coil #1. Repeat the testbetween terminal #87 and pin #23 for coil #2.

A reading of 1.8-4.0 ΩΩΩΩΩ in each test indicates thatthe wiring and coil primary circuits are OK.

a. If reading(s) are not within specified range,check and clean connections and retest.

b. If reading(s) are still not within the specifiedrange, test the coils separately from mainharness as follows:

(1) Disconnect the red and black primaryleads from the coil terminals.

(2) Connect an ohmmeter set on the Rx1scale to the primary terminals. Primaryresistance should be 1.8-2.5 ΩΩΩΩΩ.

(3) Disconnect the secondary lead from thespark plug. Connect an ohmmeter set onthe Rx10K scale between the spark plugboot terminal and the red primaryterminal. Secondary resistance should be13,000-17,500 ΩΩΩΩΩ.

(4) If the secondary resistance is not withinthe specified range, unscrew the sparkplug lead nut from the coil secondarytower and remove the plug lead. Repeatstep 6, testing from the secondary towerterminal to the red primary terminal. Ifresistance is now correct, the coil is good,but the spark plug lead is faulty, replacethe lead. If step 5 resistance was incorrectand/or the secondary resistance is stillincorrect, the coil is faulty and needs to bereplaced.

Wiring HarnessThe wiring harness used in the EFI system connectsthe electrical components, providing current andground paths for the system to operate. All input andoutput signaling occurs through a special all weatherconnector that attaches and locks to the ECU (seeFigures 5B-22 and 5B-23).

Figure 5B-22. 35 Pin Connector and O-Ring (Metal-Cased ECU).

Figure 5B-23. 24 Pin Connector (Plastic-CasedECU).

The condition of the wiring, connectors, and terminalconnections is essential to system function andperformance. Corrosion, moisture, and poorconnections are more likely the cause of operatingproblems and system errors than an actualcomponent. Refer to the ‘‘Troubleshooting – Electrical’’section for additional information.

Battery Charging SystemEFI engines are equipped with either a 15 or 25 ampcharging system to accommodate the combinedelectrical demands of the ignition system and thespecific application. Charging system troubleshootinginformation is provided in Section 8.

5B.18


1. Connect the black hose of Kohler pressure tester(SPX Part No. KO3217-4) to the test valve in thefuel rail. Route the clear hose into a portablegasoline container or the equipment fuel tank.

2. Turn on the key switch to activate the pump andcheck the system pressure on the gauge. Ifsystem pressure of 39 psi +3 is observed, therelay, fuel pump, and regulator are workingproperly. Turn key switch off and depress thevalve button on the tester to relieve the systempressure.

a. If the pressure is too high, and the regulator isoutside the tank (just down line from thepump), check that the return line from theregulator to the tank is not kinked or blocked.If the return line is good, replace the regulator(see ‘‘Regulator Service’’ on page 5B.19).

b. If the pressure is too low, install in-line ‘‘T’’(SPX Part No. KO3217-8) between thepump and regulator and retest the pressure atthat point. If it is too low there also, replace thefuel pump.

3. If the pump did not activate (step 2), disconnectthe plug from the fuel pump. Connect a DCvoltmeter across the terminals in the plug, turn onthe key switch and observe if a minimum of 7volts is present. If voltage is between 7 and 14,turn key switch off and connect an ohmmeterbetween the terminals on the pump to check forcontinuity.

a. If there was no continuity between the pumpterminals, replace the fuel pump.

b. If the voltage was below 7, test the wiringharness and relay as covered in the‘‘Electrical Relay’’ section.

4. If voltage at the plug was good, and there wascontinuity across the pump terminals, reconnectthe plug to the pump, making sure you have agood connection. Turn on the key switch andlisten for the pump to activate.

a. If the pump starts, repeat steps 1 and 2 toverify correct pressure.

b. If the pump still does not operate, replace it.

Internal External

Figure 5B-24. Fuel Pump Styles.

GeneralAn electric fuel pump is used to transfer fuel in the EFIsystem. Depending on the application, the pump maybe inside the fuel tank, or in the fuel line near the tank.The pumps are rated for a minimum output of 25 litersper hour at 39 psi. The pumps have an internal60-micron filter. In addition, the in-tank style pumps willhave a pre-filter attached to the inlet. In-line pumpsystems may also have a filter ahead of the pump onthe pick-up/low pressure side.The final filter is coveredseparately on page 5B.20.

When the key switch is turned “on” and all safetyswitch requirements are met, the ECU, through therelay, activates the fuel pump, which pressurizes thesystem for start-up. If the key switch is not promptlyturned to the “start” position, the engine fails to start, orthe engine is stopped with the key switch “on” (as inthe case of an accident), the ECU switches off thepump preventing the continued delivery of fuel. In thissituation, the MIL will go on, but it will go back off after4 cranking revolutions if system function is OK. Oncethe engine is running, the fuel pump remains on.

ServiceThe fuel pumps are non-serviceable and must bereplaced if determined to be faulty. If a fuel deliveryproblem is suspected, make certain the pump is beingactivated through the relay, all electrical connectionsare properly secured, the fuses are good, and aminimum of 7.0 volts is being supplied. If duringcranking, voltage drops below 7.0 volts, a reduction offuel pressure may occur resulting in a lean startingcondition. If required, testing of the fuel pump andrelay may be conducted.

Fuel Components

Fuel Pump

5B.19


5B

Outlet Port(to fuel rail)Return Port (to tank)

Inlet Port

PressureRegulatingSpring Pressure

RegulatingChamber

Diaphragm

Valve Valve Seat

Fuel Chamber

Fuel Pressure Regulator

Fuel PressureRegulator

Base/HolderAssembly

Figure 5B-25. Fuel Pressure Regulator with Base.

GeneralThe fuel pressure regulator assembly maintains therequired operating system pressure of 39 psi ± 3. Arubber-fiber diaphragm (see Figure 5B-26) divides theregulator into two separate sections; the fuel chamberand the pressure regulating chamber. The pressureregulating spring presses against the valve holder (partof the diaphragm), pressing the valve against the valveseat. The combination of atmospheric pressure andregulating spring tension equals the desired operatingpressure. Any time the fuel pressure against thebottom of the diaphragm exceeds the desired (top)pressure, the valve opens, relieving the excesspressure, returning the excess fuel back to the tank.

Figure 5B-26. Fuel Pressure Regulator Details.

ServiceDepending on the application, the regulator may belocated in the fuel tank along with the fuel pump, oroutside the tank just down line from the pump. Theregulator is a sealed, non-serviceable assembly. If it isfaulty, it must be separated from the base/holderassembly and replaced as follows.

1. Shut engine off, make sure engine is cool, anddisconnect the negative (-) battery cable.

2. Depressurize fuel system through test valve infuel rail (see fuel warning on page 5B.2).

3. Access the regulator assembly as required andclean any dirt or foreign material away from thearea.

4. Remove the snap ring retaining the pressureregulator in the base/holder assembly. Grasp andpull the old regulator out of the base (see Figure5B-27).

Retaining Ring

Fuel PressureRegulator

Base/HolderAssembly

Figure 5B-27. Regulator and Holder Assembly.

5. Always use new O-Rings when reinstalling aregulator. A new replacement regulator will havethem already installed. Lightly lubricate theO-Rings with light grease or oil.

6. Install the new regulator by carefully pushing androtating it into base. Secure with the original snapring. Be careful not to dent or damage the body ofthe regulator, as operating performance can beaffected.

7. Reassemble any parts removed in step 3.

5B.20


8. Reconnect the negative (-) battery cable.

9. Recheck regulated system pressure at fuel railtest valve.

Fuel FilterEFI engines use a high-volume, high-pressure, 10-15micron, in-line fuel filter.

Figure 5B-29. Manifold Assembly.

GeneralThe fuel rail is a formed tube assembly that feeds fuelto the top of the injectors. The tops of the injectors fitinto formed cups in the fuel rail. When the rail isfastened to the manifold, the injectors are locked intoplace. A small retaining clip provides a secondary lock.Incorporated into the fuel rail is a pressure relief/testvalve for testing operating pressure or relieving fuelsystem pressure for servicing. The fuel supply line isattached to the barbed end of the fuel rail with anOetiker hose clamp.

ServiceThe fuel rail is mounted to the throttle body/intakemanifold. It can be detached by removing the twomounting screws and the injector retaining clips.Thoroughly clean the area around all joints prior to anydisassembly. No specific servicing is required unlessoperating conditions indicate that it needs internalcleaning or replacement.

Figure 5B-28. In-Line Fuel Filter.

ServiceFilter replacement is recommended every 1500 hoursof operation or more frequently under extremely dustyor dirty conditions. Use only the specified filter, andinstall it according to the directional arrows. DO NOTuse a substitute filter as operating performance andsafety can be affected. Relieve system pressurethrough the safety valve in the fuel rail beforeservicing.

NOTE: When replacing the fuel filter, wet the interiorof the new filter with gasoline beforeinstallation, so the high pump pressuredoesn’t tear the filtering material.

TPS

FuelInjector

Locking Clip

Fuel Rail

Fuel Rail

5B.21


5B

Fuel Line

Figure 5B-30. High Pressure Fuel Line.

GeneralHigh-pressure fuel line with an SAE R9 rating isrequired for safe and reliable operation, due to thehigher operating pressure of the EFI system. If hosereplacement is necessary, order by part number or useonly the type specified. Special Oetiker clamps(Kohler Part No. 24 237 05-S) are used on all fuel lineconnections to prevent tampering and safety hazardswith the high fuel pressure. The old clamp must be cutto open a connection, so replacement is necessaryeach time. Pliers (SPX Part No. KO3217-5) is used tocrimp the replacement clamps.

CAUTION: Standard fuel line is not compatibleand must not be used! Use only Oetiker clamps(Kohler part no. 24 237 05-S) on fuel line connections.

Throttle Body/Intake Manifold Assembly

GeneralThe EFI engines have no carburetor, so the throttlefunction (regulate incoming combustion airflow) isincorporated in the intake manifold assembly. Themanifold consists of a one-piece aluminum castingwhich also provides mounting for the fuel injectors,throttle position sensor, fuel rail, air baffle, idle speedscrew, and air cleaner assembly.

ServiceThe throttle body/intake manifold is serviced as anassembly, with the throttle shaft, throttle plates, andidle speed adjusting screw installed. The throttle shaftrotates on needle bearings (non-serviceable), cappedwith rubber seals to prevent air leaks.

Idle Speed Adjustment (RPM)

GeneralThe idle speed is the only adjustment that may beperformed on the EFI system. The standard idle speedsetting for EFI engines is 1500 RPM, but certainapplications might require a different setting. Checkthe equipment manufacturer’s recommendation.

For starting and warm up, the ECU will adjust the fueland ignition timing, based upon ambient temperature,engine temperature, and loads present. In coldconditions, the idle speed will probably be higher thannormal for a few moments. Under other conditions, theidle speed may actually start lower than normal, butgradually increase to the established setting asoperation continues. Do not attempt to circumvent thiswarm up period, or readjust the idle speed during thistime. The engine must be completely warmed up foraccurate idle adjustment.

Low Idle SpeedAdjusting Screw

Fuel Rail

Throttle BodyIntake Manifold

Figure 5B-31. Upper Intake Manifold.

5B.22


Adjustment Procedure1. Make sure there are no fault codes present in the

ECU memory.

2. Start the engine and allow it to fully warm up andestablish closed looped operation (approximately5-10 min.).

3. Place the throttle control in the ‘‘idle/slow’’ positionand check the idle speed with a tachometer. Turnthe idle speed screw in or out as required toobtain 1500 RPM, or the idle speed specified bythe equipment manufacturer.

4. The low idle speed adjustment can affect the highidle speed setting. Move the throttle control to thefull throttle position and check the high idle speed.Adjust as necessary to 3750 RPM (no load), orthe speed specified by the equipmentmanufacturer. Do not exceed 3750 RPM.

Idle Speed Screw Dampening SpringA small dampening spring (Kohler Part No.24 089 42-S) is being used on the end of the idlespeed screw of some EFI engines to help stabilize noload operating speeds. See Figure 5B-32.

Figure 5B-32. Idle Speed Screw Details.

The idle speed adjustment procedure remains thesame for engines with or without a dampening spring.Typically, no periodic servicing is necessary in thisarea. If however, removal/replacement of thedampening spring is required, reinstall it as follows:

1. Thread the spring onto the end of idle screwleaving 1-3 mm (0.039-0.117 in.) of the springextending beyond the end of the idle speed screw.

2. Secure spring onto the screw with a small amountof Permabond™ LM-737 or equivalent Loctite®

adhesive. Do not get any adhesive on free coils ofspring.

3. Start the engine and recheck the idle speedsettings, after sufficient warm up. Readjust asrequired.

1-3 mm (0.039-0.117 in.)Exposed Length Off EndOf Adjustment Screw

Idle Speed Screw

DampeningSpring(some models)

5B.23


5B

2. Check if the engine has a high-speed throttle stopscrew installed in the manifold casting boss. SeeFigure 5B-34.

Figure 5B-34. Throttle Details.

a. On engines without a stop screw, pivot thethrottle shaft and plate assembly into the“Full Throttle” position. Insert a 1.52 mm(0.060 in.) feeler gauge between the reartang of the throttle shaft plate and theunderside of the manifold boss. Use alocking pliers (needle nose works best) totemporarily clamp the parts in this position.See Figure 5B-35.

Figure 5B-35. Inserting Feeler Gauge (EnginesWithout Stop Screw).

b. On engines with a stop screw, pivot thethrottle shaft and plate into the “Full Throttle”position, so the tang of the throttle shaftplate is against the end of the high-speedstop screw. See Figure 5B-34. Temporarilyclamp in this position.

Initial Governor AdjustmentThe initial governor adjustment is especially critical onCH26 (EFI) engines because of the accuracy andsensitivity of the electronic control system. Incorrectadjustment can result in overspeed, loss of power, lackof response, or inadequate load compensation. If youencounter any of these symptoms and suspect them tobe related to the governor setting, the following shouldbe used to check and/or adjust the governor andthrottle linkage.

If the governor/throttle components are all intact, butyou think there may be a problem with the adjustment,follow Procedure A to check the setting. If the governorlever was loosened or removed, go immediately toProcedure B to perform the initial adjustment.

A. Checking the Initial Adjustment1. Unsnap the plastic linkage bushing attaching the

throttle linkage to the governor lever. See Figure5B-33 Unhook the damper spring from the lever,separate the linkage from the bushing, andremove the bushing from the lever. Mark the holeposition and unhook the governor spring from thegovernor lever.

Figure 5B-33. Throttle Linkage/Governor LeverConnection.

High-SpeedThrottle Stop Screw

LinkageBushingThrottle

Linkage

DamperSpring

Feeler Gauge

5B.24


2. Follow the instructions in Step 2 of ‘‘Checking theInitial Adjustment,’’ then reattach the throttlelinkage to the governor lever with the bushing clip.It is not necessary to reattach the damper orgovernor springs at this time.

3. Insert a nail into the hole in the top of the crossshaft. Using light pressure, rotate the governorshaft counterclockwise as far as it will turn, thentorque the hex. nut on the clamping screw to9.9 N·m (88 in. lb.). See Figure 5B-38. Make surethat the governor arm has not twisted up or downafter the nut has been tightened.

Figure 5B-38. Adjusting Governor Shaft.

4. Verify that the governor has been set correctly.With the linkage still retained in the “Full Throttle”position (Step 2), unsnap the bushing clip,separate the linkage from the bushing, andremove the bushing from the lever. Follow Steps 3and 4 in ‘‘Checking the Initial Adjustment’’.

5. Reconnect the dampening spring into its governorlever hole from the bottom. Reinstall the bushingand reattach the throttle linkage. See Figure5B-33. Reattach the governor spring in themarked hole.

6. Start the engine and allow it to fully warm up andestablish closed loop operation (approximately5-10 min.). Check the speed settings and adjustas necessary, first the low idle speed, and thenthe high speed setting.

3. Rotate the governor lever and shaftcounterclockwise until it stops. Use only enoughpressure to hold it in that position.

4. Check how the end of the throttle linkage alignswith the bushing hole in the governor lever. SeeFigure 5B-36. It should fall in the center of thehole. If it doesn’t, perform the adjustmentprocedure as follows.

Figure 5B-36. Throttle Link in Center of Hole.

B. Setting the Initial Adjustment1. Check the split where the clamping screw goes

through the governor lever. See Figure 5B-37.There should be a gap of at least 1/32". If the tipsare touching and there is no gap present, thelever should be replaced. If not already installed,position the governor lever on the cross shaft, butleave the clamping screw loose.

Figure 5B-37. Checking ‘‘Split’’ of Clamp.

5B.25


5B

Troubleshooting

GeneralWhen troubleshooting a problem on an engine withEFI, basic engine operating problems must beeliminated first before faulting the EFI systemcomponents. What appears to be an EFI problemcould be something as simple as a fuel tank withdebris in the bottom or a plugged vent. Be sure theengine is in good mechanical operating condition andall other systems are functional before attempting totroubleshoot the EFI system.

Troubleshooting Guide

Engine starts hard or fails to start when cold1. Fuel pump not running2. Engine temp sensor faulty3. Incorrect fuel pressure4. TPS faulty5. TPS offset incorrect6. Stale fuel7. Low system voltage8. Speed sensor loose or faulty9. Faulty injectors

10. Faulty coils

Engine starts hard or fails to start when hot1. Fuel pressure low2. Fuel pump not running3. Engine temp sensor faulty4. Insufficient fuel delivery5. TPS faulty6. TPS offset incorrect7. Speed sensor loose or faulty8. Faulty injectors

Engine stalls or idles roughly (cold or warm)1. Insufficient fuel delivery2. TPS faulty3. TPS offset incorrect4. Faulty engine temperature sensor5. Faulty injectors

Engine misses, hesitates, or stalls under load1. Insufficient fuel delivery2. TPS faulty3. Faulty coils4. Faulty injectors

Electrical SystemThe EFI system is a 12 VDC negative ground system,designed to operate down to a minimum of 7.0 volts. Ifsystem voltage drops below this level, the operation ofvoltage sensitive components such as the ECU, fuelpump, and injectors will be intermittent or disrupted,causing erratic operation or hard starting. A fullycharged, 12 volt battery with a minimum of 250 coldcranking amps is important in maintaining steady andreliable system operation. Battery condition and stateof charge should always be checked first whentroubleshooting an operational problem.

Keep in mind that EFI-related problems are more oftencaused by the wiring harness or connections than bythe EFI components. Even small amounts of corrosionor oxidation on the terminals can interfere with themilliamp currents used in system operation.Cleaning the connectors and grounds will solveproblems in many cases. In an emergency situation,simply disconnecting and reconnecting the connectorsmay clean up the contacts enough to restoreoperation, at least temporarily.

If a fault code indicates a problem with an electricalcomponent, disconnect the ECU connector and testfor continuity between the component connectorterminals and the corresponding terminals in the ECUconnector using an ohmmeter. Little or no resistanceshould be measured, indicating that the wiring of thatparticular circuit is OK. An illustrated listing ofnumerical terminal locations, for each style of ECUconnector is provided on page 5B.26 for the metal-cased ECU, and page 5B.29 for the plastic-casedECU.

NOTE: When performing voltage or continuity tests,avoid putting excessive pressure on oragainst the connector pins. Flat pin probesare recommended for testing to avoidspreading or bending the terminals.

5B.26


Pin #

1234567891011121314151617181920212223242526272829303132333435

Component

Ignition Coil #1Not used

Engine Speed SensorECU Production Test Terminal

Not UsedNot UsedNot Used

TPS Initialization TerminalEngine Ground

02 Sensor

Not UsedThrottle Position Sensor

Not UsedOil Temperature Sensor

Not UsedECU Permanent Battery VoltageECU Switched Battery Voltage

Engine GroundIgnition Coil #2Vehicle Ground

Engine Speed SensorNot UsedNot UsedNot Used

Throttle Position SensorNot Used

Throttle Position Sensor/Oil Temperature SensorPower Relay

Not UsedNot Used

Malfunction Indicator LightNot Used

Vehicle GroundNot Used

Fuel Injectors

123456789101112131415161718

1920212223242526272829303132333435

Metal-Cased ECU Systems

5B.29


5B

Plastic-Cased ECU Systems

Pin #

123456789101112131415161718192021222324

Function

1

Permanent Battery VoltageSwitched Ignition VoltageSafety SwitchThrottle Position Sensor (TPS) and Temperature Sensor

Not Used (Ground)Oil Temperature Sensor Input

Not UsedThrottle Position Sensor (TPS) InputSpeed Sensor InputSpeed Sensor GroundOxygen Sensor Input

Not Used (Oxygen Sensor Ground if needed)Diagnostic LineThrottle Position Supply VoltageBattery GroundInjector 1 OutputInjector 2 OutputFuel Pump Relay OutputMalfunction Indicator Light (MIL)

Not Used (Tach Output if needed)Not UsedIgnition Coil #1 OutputIgnition Coil #2 Output

TPS Initialization Terminal

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

5B.30


Fuel System

WARNING: Fuel System Under Pressure!The fuel system operates under high pressure. Systempressure must be relieved through the test valve in thefuel rail prior to servicing or removing any fuel systemcomponents. Do not smoke or work near heaters orother fire hazards. Have a fire extinguisher handy andwork only in a well-ventilated area.

The function of the fuel system is to provide sufficientdelivery of fuel at the system operating pressure of39 psi ± 3. If an engine starts hard, or turns over butwill not start, it may indicate a problem with the EFI fuelsystem. A quick test will verify if the system isoperating.

1. Disconnect and ground the spark plug leads.

2. Complete all safety interlock requirements andcrank the engine for approximately 3 seconds.

3. Remove the spark plugs and check for fuel at thetips.

a. If there is fuel at the tips of the spark plugs,the fuel pump and injectors are operating.

b. If there is no fuel at the tips of the spark plugs,check the following:

(1) Make sure the fuel tank contains clean,fresh, proper fuel.

(2) Make sure that vent in fuel tank is open.

(3) Make sure fuel tank valve (if so equipped)is fully opened.

(4) Make sure battery is supplying propervoltage.

(5) Check that the fuses are good, and that allelectrical and fuel line connections aregood.

(6) Test fuel pump and relay operation asdescribed earlier under ‘‘Fuel Pump –Service.’’

Fault CodesThe ECU continuously monitors engine operationagainst preset performance limits. If the operation isoutside the limits, the ECU activates the MIL andstores a diagnostic code in its fault memory. If thecomponent or system returns to proper function, theECU will eventually self-clear the fault code and turnoff the MIL. If the MIL stays illuminated, it warns thecustomer that dealer service is required. Upon receipt,the dealer technician can access the fault code(s) tohelp determine what portion of the system ismalfunctioning. Eleven 2-digit blink codes areavailable.

The codes are accessed through the key switch anddisplayed as blinks or flashes of the MIL. Access thecodes as follows.

1. Start with the key switch off.

2. Turn the key switch on-off-on-off-on, leaving it onin the third sequence. The time betweensequences must be less than 2.5 seconds.

3. Any stored fault codes will then be displayed as aseries of MIL blinks (from 2 to 6) representing thefirst digit, followed by a pause, and another seriesof blinks (from 1 to 4) for the second digit (seeFigure 5B-39).

a. It’s a good idea to write down the codes asthey appear, as they may not be in numericalsequence.

b. Code 61 will always be the last codedisplayed, indicating the end of codetransmission. If code 61 appears immediately,no other fault codes are present.

5B.31


5B

Long PauseShort Pauses

Code 323 2

Code 61

16

Long Pause

Light remains on at end of transmission

1. Diagnostic display initiated through ignition key sequencing.

2.

Figure 5B-39.

After the problem has been corrected, the fault codes may be cleared as follows.

1. Disconnect the negative (-) battery cable from battery terminal for 1 minute, or disconnect the main harnessconnector from the ECU for one minute.

2. Reconnect the cable and tighten securely. Start the engine and allow it to run for several minutes. The MILshould remain off if the problem was corrected, and the fault codes should not reappear (codes 31, 32, 33,and 34 may require 10 -15 minutes of running to reappear).

The following chart lists the fault codes, what they correspond to, and what the visual indications will be. Followingthe chart is a list of the individual codes with an explanation of what triggers them, what symptoms might beexpected, and the probable causes.

Diagnostic Code Summary

Example of Diagnostic Display

Long Pause

3.

4.

5.

6.

7.

CODE COMPONENT/SENSORBLINK

DIAGNOSTICMIL

ILLUMINATED

21222324313233

34

4261

Engine Speed SynchronizationThrottle Position Sensor (TPS)Engine Control Unit (ECU)Engine Speed SensorOxygen Sensor (short hi/low)Oxygen Sensor (no change)Fuel System/Oxygen Sensor(temporary adaption at limit)Fuel System/Oxygen Sensor(learned adaption at limit)Oil Temperature SensorEnd of Code Transmission

YesYesYesNoYesYesYes

Yes

YesYes

YesYesYesYesYesNoNo

Yes

YesN/A

5B.32


Code: 21Source: Engine Speed SensorExplanation: ECU receiving inconsistent tooth

count signals from speed sensor.Expected EngineResponse: Possible misfire as ECU attempts to

resynchronize, during which time fueland spark calculations are not made.

Possible Causes:1. Engine Speed Sensor Related

a. Sensor connector or wiring.b. Sensor loose or incorrect air gap.c. Flywheel key sheared.

2. Speed Sensor Ring Gear Relateda. Damaged teeth.b. Varying gap (gear loose/out of alignment).

3. Engine Wire Harness Related Metal-Cased ECUa. Pin circuits 3 and/or 21 wiring or connectors.b. Shielding for pin circuits 3 and/or 21 damaged

or not properly grounded.c. Poor grounds in system (battery, ECU, oxygen

sensor, shielding, fuel pump, ignition output).d. Pin circuits 3 and/or 21 routed near noisy

electrical signals (coils, spark plug lead, plugconnector).

3. Engine Wire Harness Related Plastic-CasedECUa. Pin circuits 9 and/or 10 wiring or connectors.b. Shielding for pin circuits 9 and/or 10 damaged

or not properly grounded.c. Poor or improper grounds in system (battery,

ECU oxygen sensor, shielding, fuel pump,ignition output).

d. Pin circuits 9 and/or 10 routed near noisyelectrical signals (coils, spark plug lead, plugconnector).

4. ECU/Harness Relateda. ECU-to-harness connection problem.

Code: 22Source: Throttle Position Sensor (TPS)Explanation: Unrecognizable signal is being sent

from sensor (too high, too low,inconsistent).

Expected EngineResponse: A “limp-home” operating mode

occurs, with an overall decrease inoperating performance and efficiency.Fuel delivery is based upon theoxygen sensor and five mappedvalues only. Rich running (blacksmoke) will occur until “closed loop”operation is initiated. A stumble ormisfire on hard acceleration and/orerratic operation may be exhibited.

Possible Causes:1. TPS Sensor Related

a. Sensor connector or wiring.b. Sensor output affected or disrupted by dirt,

grease, oil, wear, or breather tube position(must be to side opposite the TPS).

c. Sensor loose on throttle body manifold.

2. Throttle Body Relateda. Throttle shaft or bearings worn/damaged.

3. Engine Wire Harness Related Metal-Cased ECUa. Pin circuits 12, 25 and/or 27 damaged (wiring

or connectors).b. Pin circuits 12, 25 and/or 27 routed near noisy

electrical signal (coils, alternator).c. Intermittent 5 volt source from ECU (pin

circuit 25).

3. Engine Wire Harness Related Plastic-CasedECUa. Pin circuits 4, 8, and/or 14 damaged (wiring,

connectors).b. Pin circuits 4, 8, and/or 14 routed near noisy

electrical signal (coils, alternator).c. Intermittent 5 volt source from ECU (pin

circuit 14).


5B.33


5B

Code: 23Source: ECUExplanation: ECU is unable to recognize or

process signals from its memory.Expected EngineResponse: Engine will not run.

Possible Causes:1. ECU (internal memory problem).

a. Diagnosable only through the elimination of allother system/component faults.

Code: 24 (Will not blink out)Source: Engine Speed SensorExplanation: No tooth signal from speed sensor.

MIL light will not go out whencranking.

Expected EngineResponse: None-engine will not start or run as

ECU is unable to estimate speed.

Possible Causes:1. Engine Speed Sensor Related

a. Sensor connector or wiring.b. Sensor loose or air gap incorrect.

2. Speed Sensor Wheel Relateda. Damaged teeth.b. Gap section not registering.

3. Engine Wire Harness Relateda. Pin circuit wiring or connectors.

Pin(s) 3 and/or 21 for metal-cased ECU.Pin(s) 9 and/or 10 plastic-cased ECU.


Code: 31Source: Fuel Mixture or Oxygen SensorExplanation: Oxygen sensor not sending proper

voltage signal to ECU.Expected EngineResponse: System operates under “open loop”

control only. Until fault is detected andregistered by ECU, engine will runrich if oxygen sensor is shorted toground or lean if it is shorted to batteryvoltage. After fault is detected,performance can vary, depending oncause. If performance is pretty good,the problem is probably with theoxygen sensor, wiring, or connectors.If the engine is still running rich(laboring, short on power) or lean(popping or misfiring), the fuel mixtureis suspect, probably incorrect TPSinitialization.

Possible Causes:1. TPS Initialization Incorrect

a. Lean condition (check oxygen sensor signalwith VOA and see Oxygen Sensor section).

2. Engine Wire Harness Relateda. Pin circuit wiring or connectors.

Pin 10 for metal-cased ECU.Pin 11 for plastic-cased ECU.

3. Oxygen Sensor Relateda. Sensor connector or wiring problem.b. Exhaust leak.c. Poor ground path to engine (sensor is case

grounded).

5B.34


Code: 32Source: Oxygen SensorExplanation: No change in the sensor output

signal.Expected EngineResponse: “Open loop” operation only, may

cause a drop in system performanceand fuel efficiency.

Possible Causes:1. Engine Wiring Harness Related

a. Pin circuit wiring or connectors.Pin 10 for metal-cased ECU.Pin 11 for plastic-cased ECU.

2. Oxygen Sensor Relateda. Sensor connector or wiring problem.b. Sensor contaminated or damaged.c. Sensor below the minimum operating

temperature (375° C, 709° F).d. Poor ground path to engine (sensor grounds

through shell, see Oxyen Sensor section).

Code: 33Source: Oxygen Sensor/Fuel SystemExplanation: Temporary fuel adaptation control is

at the upper or lower limit.Expected EngineResponse: Erratic performance. Will run rich

(smoke) if on the lower limit or lean(misfire) if on the upper limit.

Possible Causes:1. Fuel Supply Related

a. Ran out of gas.b. Fuel inlet screen plugged (in-tank fuel pump

only).c. Incorrect fuel pressure at fuel rail.

2. Oxygen Sensor Relateda. Sensor connector or wiring problem.b. Sensor contaminated or damaged.c. Exhaust leak.d. Poor ground path.e. Pin circuit wiring or connectors.


3. TPS Sensor Relateda. Throttle plate position incorrectly set or

registered during “Initialization.’’b. TPS problem or malfunction.

4. Engine Wiring Harness Relateda. Difference in voltage between sensed voltage

(pin circuit 17 for metal-cased ECU, pincircuit 2 for plastic-cased ECU) and actualinjector voltage (circuit 45/45A).

5. Systems Relateda. Ignition (spark plug, plug wire, ignition coil.b. Fuel (fuel type/quality, injector, fuel pump, fuel

pressure.c. Combustion air (air cleaner dirty/restricted,

intake leak, throttle bores).d. Base engine problem (rings, valves).e. Exhaust system leak.f. Fuel in the crankcase oil.g. Blocked or restricted fuel return circuit to tank.

6. ECU Relateda. ECU-to-harness connection problem.

Code: 34Source: Oxygen Sensor/Fuel System

ComponentsExplanation: Long term fuel adaptation control is at

the upper or lower limit.Expected EngineResponse: System operates “closed loop.” No

appreciable performance loss as longas the temporary adaptation canprovide sufficient compensation.

Possible Causes:1. Oxygen Sensor Related

a. Sensor connector or wiring.b. Sensor contaminated or damaged.c. Exhaust leak.d. Poor ground path.e. Pin circuit wiring or connectors.


2. TPS Sensor Relateda. Throttle plate position incorrect during

“Initialization” procedure.b. TPS problem or malfunction.

3. Engine Wiring Harness Relateda. Difference in voltage between sensed voltage

(pin circuit 17 for metal-cased ECU, pincircuit 2 for plastic-cased ECU) and actualinjector voltage (circuit 45/45A).

b. Problem in wiring harness.c. ECU-to-harness connection problem.

5B.35


5B

Troubleshooting Flow ChartThe following flow chart (on page 5B.36) provides analternative method of troubleshooting the EFI system.The chart will enable you to review the entire system inabout 10-15 minutes. Using the chart, theaccompanying diagnostic aids (listed after the chart),and any signaled fault codes, you should be able toquickly locate any problems within the system.

4. Systems Relateda. Ignition (spark plug, plug wire, ignition coil.b. Fuel (fuel type/quality, injector, fuel pressure,

fuel pump).c. Combustion air (air cleaner dirty/restricted,

intake leak, throttle bores).d. Base engine problem (rings, valves).e. Exhaust system leak (muffler, flange, oxygen

sensor mounting boss, etc.).f. Fuel in the crankcase oil.g. Altitude.h. Blocked or restricted fuel return circuit to tank.

Code: 42Source: Oil Temperature SensorExplanation: Not sending proper signal to ECU.Expected EngineResponse: Engine may be hard to start because

ECU can’t determine correct fuelmixture.

Possible Causes:1. Temperature Sensor Related

a. Sensor wiring or connection.

2. Engine Wiring Harness Related Metal-CasedECUa. Pin circuits 14 and/or 27A damaged (wires,

connectors) or routed near noisy signal (coils,alternator, etc.).

b. ECU-to-harness connection problem.

2. Engine Wiring Harness Related Plastic-CasedECUa. Pin circuits 6 and/or 4A damaged (wires,

connectors) or routed near noisy signal (coils,alternator, etc.).

b. ECU-to-harness connection problem.

3. System Relateda. Engine is operating above the 176°C (350°F)

temperature sensor limit.

Code: 61Source:Explanation: Denotes the end of fault codes. If

signaled first, no other fault codes arepresent.

5B.36


Figure 5B-40.*Operate for an appropriate period of time based upon original fault codes.

5B.37


5B

Flow Chart Diagnostic AidsDiagnostic Aid #1 “SYSTEM POWER” (MIL does notilluminate when key is turned “on”)

Possible causes:1. Battery2. Main system fuse3. MIL light bulb burned out4. MIL electrical circuit problem

Metal-Cased ECU: Pin circuits 31 and 31A.Plastic-Cased ECU: Pin circuits 19 and 84

5. Ignition switch6. Permanent ECU power circuit problem

Metal-Cased ECU: Pin circuit 16Plastic-Cased ECU: Pin circuit 1

7. Switched ECU power circuit problemMetal-Cased ECU: Pin circuit 17Plastic-Cased ECU: Pin circuit 2.

8 ECU grounds9. ECU

Diagnostic Aid #2 “FAULT CODES” (Refer todetailed fault code listing before flow chart and“servicing” information for the respective components)

1. Code 21 - Engine Speed Synchronization2. Code 22 - Throttle Position Sensor (TPS)3. Code 23 - Engine Control Unit (ECU)4. Code 31 - Oxygen Sensor5. Code 32 - Oxygen Sensor6. Code 33 - Fuel System (temporary adaptation

factor)7. Code 34 - Fuel System (permanent adaptation

factor)8. Code 42 - Oil Temperature Sensor9. Code 61 - End of Fault/Blink Code Transmission.

Diagnostic Aid #3 “RUN/ON” (MIL remains “on”while engine is running)*

Possible causes:1. Fault codes which turn on MIL when engine is

running.a. Code 21 - Engine Speed Synchronizationb. Code 22 - Throttle Position Sensor (TPS)c. Code 23 - Engine Control Unit (ECU)d. Code 31 - Oxygen Sensor (shorted)e. Code 34 - Fuel System (permanent adaptation

at limit)f. Code 42 - Oil Temperature Sensor

2. MIL circuit grounded between light and ECU.Metal-Cased ECU: Pin circuit 31.Plastic-Cased ECU: Pin circuit 19.

3. ECU

*NOTE: MIL in Metal-Cased ECU systems is an LED.The MIL in Plastic-Cased ECU systems mustbe a 1/4 watt incandescent lamp.

Diagnostic Aid #4 “SPEED SENSOR” (MIL does notturn off during cranking)

Possible causes:1. Speed sensor2. Speed sensor circuit problem

Metal-Cased ECU: Pin circuits 3 and 21Plastic-Cased ECU: Pin circuits 10 and 9.

3. Speed sensor/toothed wheel air gap4. Toothed wheel5. Flywheel key sheared6. ECU

Diagnostic Aid #5 “FUEL PUMP” (fuel pump notturning on)

Possible causes:1. Fuel pump fuse2. Fuel pump circuit problem

Metal-Cased ECU: Circuits 43, 44, and relayPlastic-Cased ECU: Circuits 30, 87, and relay

3. Fuel pump

5B.38


Diagnostic Aid #6 “RELAY” (relay not operating)

Possible causes:1. Safety switches/circuit(s) problem

Metal-Cased ECU: Circuits 41 and 41APlastic-Cased ECU: Circuit 3

2. Relay circuit(s) problemMetal-Cased ECU: Circuits 28, 41, and 41APlastic-Cased ECU: Circuits 18, 85, 30, and 87

3. Relay4. ECU grounds5. ECU

Diagnostic Aid #7 “IGNITION SYSTEM” (no spark)

Possible causes:1. Spark plug2. Plug wire3. Coil4. Coil circuit(s)

Metal-Cased ECU: Circuits 1, 19, 40, 40A, 43,and relayPlastic-Cased ECU: Circuits 22, 23, 65, 66, 30,and relay

5. ECU grounds6. ECU

Diagnostic Aid #8 “FUEL SYSTEM-ELECTRICAL”(no fuel delivery)

Possible causes:1. No fuel2. Air in fuel rail3. Fuel valve shut off4. Fuel filter/line plugged5. Injector circuit(s)

Metal-Cased ECU: Circuits 35, 35A, 45, and 45APlastic-Cased ECU: Circuits 16, 17, 45, and 45A

6. Injector7. ECU grounds8. ECU

Diagnostic Aid #9 “FUEL SYSTEM” (fuel pressure)

Possible causes for low fuel system pressure:1. Low fuel2. Fuel filter plugged3. Fuel supply line plugged4. Pressure regulator5. Fuel pump

Possible causes for high fuel system pressure:1. Pressure regulator2. Fuel return line plugged or restricted.

Diagnostic Aid #10 “BASIC ENGINE” (cranks but willnot run)

Possible causes:1. Refer to basic engine troubleshooting charts

within service manual sections 3, 5, and 8.

Common Complaints/ProblemsFollowing are some of the most common complaints orproblems reported by customers. For each problem,you will find a list of the most likely causes or areas tobe investigated. Always start by checking if there areany stored fault codes to steer you in the rightdirection.

Engine starts hard or fails to start when cold.(Code 42)1. Fuel pump not activating/operational.2. Temperature sensor faulty.3. Fuel pressure insufficient/incorrect.4. Fuel injector(s) leaking.5. Fuel injector(s), fuel filter, fuel line, or fuel

pick-up dirty, clogged, or restricted. 6. Speed sensor malfunction.7. Stale fuel.8. Low system voltage.9. Bad spark plug(s) or coil(s).

10. Base ignition timing incorrect.

Engine starts hard or fails to start when warm.(Code 42)1. Insufficient fuel system pressure.2. Temperature sensor faulty.3. Fuel injector(s) leaking.4. Fuel injector(s), fuel filter, fuel line, or fuel pick-up

dirty/restricted.5. Low fuel pressure.6. Wrong grade of fuel.7. Bad spark plug(s) or coil(s).8. Low system voltage.9. Speed sensor problem.

10. Base ignition timing problem.

Engine stalls or idles roughly. (Code 22, 34, 42)1. Vacuum (intake air) leak.2. Fuel injector(s), fuel filter, fuel line, or fuel pick-up

dirty/clogged/restricted.3. Insufficient fuel pressure/delivery.4. Temperature sensor faulty.5. TPS faulty or “TPS Initialization Procedure”

incorrect.6. Leaking fuel injector O-Rings.7. Bad spark plug(s) or coil(s).

5B.39


5B

Engine idles too fast (after full warm-up).1. Throttle linkage binding or not returning to idle

position.2. Idle speed adjustment incorrect.3. Vacuum (intake air) leak.4. Leaking fuel injector O-Rings (injector to

manifold).5. Temperature sensor faulty.6. TPS faulty or “TPS Initialization Procedure.”

incorrect.7. Base ignition timing incorrect.

Engine misses, hesitates, or stalls under load.(Code 22, 34)1. Fuel injector(s), fuel filter, fuel line, or fuel pick-up

dirty/restricted.2. Dirty air cleaner.3. Insufficient fuel pressure or fuel delivery.4. Vacuum (intake air) leak.5. Improper governor setting, adjustment or

operation.6. Speed sensor malfunction.7. TPS faulty, mounting problem or “TPS

Initialization Procedure” incorrect.8. Bad coil(s), spark plug(s), or wires.9. Base ignition timing incorrect.

Low Power1. Throttle plates in throttle body/intake manifold not

fully opening to WOT stop (if so equipped).2. Insufficient fuel delivery.3. Dirty air filter.4. Faulty/malfunctioning ignition system.5. TPS faulty or mounting problem.6. Basic engine problem exists.7. Improper governor adjustment.8. Plugged/restricted exhaust.9. One injector not working.

10. One spark plug, coil, or wire not working.

kohler ch25 manual

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