MICROPROCESSOR

SPARK TIMING SYSTEM

(MSTS)
LATE MODEL
GM 3.0L AND 4.3L LPG FUEL ENGINES
PART NO. 1473385 2200 SRM 765
SAFETY PRECAUTIONS
MAINTENANCE AND REPAIR
When lifting parts or assemblies, make sure all slings, chains, or cables are correctly
fastened, and that the load being lifted is balanced. Make sure the crane, cables, and
chains have the capacity to support the weight of the load.
Do not lift heavy parts by hand, use a lifting mechanism.
Wear safety glasses.
DISCONNECT THE BATTERY CONNECTOR before doing any maintenance or repair
on electric lift trucks.
Disconnect the battery ground cable on internal combustion lift trucks.
Always use correct blocks to prevent the unit from rolling or falling. See HOW TO PUT
THE LIFT TRUCK ON BLOCKS in the Operating Manual or the Periodic Mainte-
nance section.
Keep the unit clean and the working area clean and orderly.
Use the correct tools for the job.
Keep the tools clean and in good condition.
Always use HYSTER APPROVED parts when making repairs. Replacement parts
must meet or exceed the specifications of the original equipment manufacturer.
Make sure all nuts, bolts, snap rings, and other fastening devices are removed before
using force to remove parts.
Always fasten a DONOT OPERATE tag to the controls of the unit when making repairs,
or if the unit needs repairs.
Be sure to follow the WARNING and CAUTION notes in the instructions.
Gasoline, Liquid PetroleumGas (LPG), Compressed Natural Gas (CNG), and Diesel fuel
are flammable. Be sure to follow the necessary safety precautions when handling these
fuels and when working on these fuel systems.
Batteries generate flammable gas when they are being charged. Keep fire and sparks
away from the area. Make sure the area is well ventilated.
NOTE: The following symbols and words indicate safety information in this
manual:
WARNING
Indicates a condition that can cause immediate death or injury!
CAUTION
Indicates a condition that can cause property damage!
Microprocessor Spark Timing System (MSTS) Table of Contents
TABLE OF CONTENTS
General ............................................................................................................................................................... 1
Description ......................................................................................................................................................... 2
What MSTS Does........................................................................................................................................... 2
How MSTS Begins Operation ....................................................................................................................... 2
Operation............................................................................................................................................................ 3
Distributor ..................................................................................................................................................... 3
Ignition Coil ................................................................................................................................................... 3
Ignition Module.............................................................................................................................................. 3
When Engine Is Being Started ..................................................................................................................... 4
When Engine Is Running.............................................................................................................................. 5
Manifold Absolute Pressure (MAP) Sensor.................................................................................................. 6
Engine Coolant Temperature (ECT) Sensor................................................................................................. 6
MSTS Module Corrections ............................................................................................................................ 7
Troubleshooting.................................................................................................................................................. 8
General ........................................................................................................................................................... 8
Tools and Test Equipment ............................................................................................................................. 10
MSTS.............................................................................................................................................................. 11
Troubleshooting Procedure............................................................................................................................ 11
Where to Start ........................................................................................................................................... 11
Visual/Physical Inspection........................................................................................................................ 11
Knowledge/Tools Required........................................................................................................................ 11
Damage from Static Discharge (Static Electricity) ................................................................................. 11
Troubleshooting Information ........................................................................................................................ 12
Malfunction Indicator Lamp (MIL) .......................................................................................................... 12
Connecting CodeMate Tester.................................................................................................................... 12
Reading Diagnostic Trouble Codes (DTC)................................................................................................ 13
Clearing Diagnostic Trouble Codes (DTCs)............................................................................................. 14
On-Board Diagnostic (OBD) System Check................................................................................................. 14
Test Description......................................................................................................................................... 14
No Malfunction Indicator Lamp........................................................................................................................ 16
Circuit Description ........................................................................................................................................ 16
Test Description............................................................................................................................................. 16
No DTC-12, Malfunction Indicator Lamp ON.................................................................................................. 18
Circuit Description ........................................................................................................................................ 18
Test Description............................................................................................................................................. 18
Starter Rotates Engine, Engine Does Not Run................................................................................................ 19
Test Description............................................................................................................................................. 19
DTC-14 Engine Coolant Temperature (ECT) (Low Temperature Indicated).................................................. 23
Circuit Description ........................................................................................................................................ 23
Test Description............................................................................................................................................. 23
DTC-15 Engine Coolant Temperature Sensor (ECT) (High Temperature Indicated) .................................... 25
Circuit Description ........................................................................................................................................ 25
Test Description............................................................................................................................................. 25
DTC-34 Manifold Absolute Pressure (MAP) Sensor ........................................................................................ 27
Circuit Description ........................................................................................................................................ 27
Test Description............................................................................................................................................. 27
DTC-41 Electronic Spark Timing (EST) Open Circuit..................................................................................... 30
Circuit Description ........................................................................................................................................ 30
Test Description............................................................................................................................................. 30
DTC-42 Electronic Spark Timing (EST) Grounded Circuit............................................................................. 32
Circuit Description ........................................................................................................................................ 32
2002 HYSTER COMPANY i
Table of Contents Microprocessor Spark Timing System (MSTS)
TABLE OF CONTENTS (Continued)
Test Description............................................................................................................................................. 32
DTC-51 MSTS Failure....................................................................................................................................... 34
Circuit Description ........................................................................................................................................ 34
Distributor Repair.............................................................................................................................................. 34
Remove ........................................................................................................................................................... 34
Disassemble ................................................................................................................................................... 35
Inspect ............................................................................................................................................................ 35
Assemble ........................................................................................................................................................ 35
Install ............................................................................................................................................................. 36
Ignition Timing.............................................................................................................................................. 36
Ignition Module Repair...................................................................................................................................... 37
Test For Fault ................................................................................................................................................ 37
Replace ........................................................................................................................................................... 38
Sensing Coil Repair ........................................................................................................................................... 38
Test For Fault ................................................................................................................................................ 38
Replace ........................................................................................................................................................... 38
Ignition Coil Repair ........................................................................................................................................... 39
Test For Fault ................................................................................................................................................ 39
Remove ........................................................................................................................................................... 39
Install ............................................................................................................................................................. 39
MSTS Module Repair......................................................................................................................................... 40
Remove ........................................................................................................................................................... 40
Install ............................................................................................................................................................. 40
ECT Sensor Replacement .................................................................................................................................. 40
MAP Sensor Replacement ................................................................................................................................. 41
This section is for the following models:
GM 3.0L and 4.3L LPG Fuel Engines
ii
2200 SRM 765 General
General
This section describes the operation of the Micropro-
cessor Spark Timing System (MSTS). The MSTS ig-
nition systemis used on engines that use an LPGfuel
system. The description, operation, troubleshooting,
and repair of the MSTS is identical for both the GM
3.0L and 4.3L engines. Illustrations in this man-
ual show the MSTS in the 3.0L engine only. Repairs
and Troubleshooting procedures are also in this sec-
tion. Typical installation of the MSTS is shown in
Figure 1.
1. ENGINE COOLANT TEMPERATURE (ECT)
SENSOR
2. DISTRIBUTOR
3. MSTS MODULE
4. TACHOMETER CONNECTOR
5. IGNITION COIL
6. MAP SENSOR
Figure 1. MSTS Arrangement in Engine Compartment (Typical)
1
Description 2200 SRM 765
Description
The general operation of the MSTS system is de-
scribed in the following paragraphs. The description
of the components and a circuit analysis is given in
the paragraphs under Operation.
WHAT MSTS DOES
The MSTS module receives signals from sensors
mounted on the engine and electronically processes
the information to adjust the ignition timing for the
best fuel use and engine performance. See Figure 2.
Figure 2. MSTS Module
The MSTS module receives signals from the follow-
ing sensors:
Manifold Absolute Pressure (MAP) sensor. This
sensor is a pressure transducer that measures the
atmospheric pressure before the engine is started.
The MSTS module uses this pressure as a refer-
ence. This sensor then measures changes in pres-
sure in the intake manifold during engine opera-
tion.
Engine Coolant Temperature sensor (ECT). This
sensor is a thermistor (resistor that is calibrated
to change its value as its temperature changes).
The ignition module is a small electronic module
within the distributor. This module is a signal con-
verter that senses the operation of the distributor.
A sensing coil in the distributor senses the rotation
of the timer core and the ignition module senses
the speed of rotation. A square wave generator in
the ignition module converts the pulses from the
sensing coil to a square wave signal that is sent
to the MSTS module. If the signals from the igni-
tion module to the MSTS indicate that the engine
is rotating at less than 400 rpm, the MSTS module
determines that the engine is being rotated by the
starter. The ignition module controls the ignition
for an engine being started. The Electronic Spark
Timing (EST) function from the MSTS module is
deenergized. If the signals from the ignition mod-
ule to the MSTS module indicate that the engine is
rotating at greater than 400 rpm, the MSTS mod-
ule determines that the engine is running and the
Electronic Spark Timing (EST) controls the igni-
tion.
Figure 3. Electronic Engine Control System
HOW MSTS BEGINS OPERATION
When the ignition switch is turned to ON, the MSTS
module measures the atmospheric pressure (BARO
signal) from the MAP sensor. See Figure 3. The
MSTS module also checks the signal from the en-
gine coolant temperature sensor (ECT). When the
2
2200 SRM 765 Operation
starter is engaged, the ignition module sends elec-
tronic pulses to the MSTS module. The frequency of
the pulses indicates to the MSTS module that the en-
gine is being started. The ignition module also elec-
tronically energizes (ON) and deenergizes (OFF) the
primary circuit of the ignition coil to create a spark
at the spark plugs.
When the engine starts, the frequency of the pulses
from the ignition module increases and indicates to
the MSTS module that the engine is running. The
MSTS module then sends a bypass signal to the ig-
nition module that removes control of the spark (ig-
nition) timing from the ignition module. The MSTS
module takes control of the ignition timing and fol-
lows its program to give ignition timing for the best
engine operation. When the engine is operating, the
MSTS module continuously checks the signals from
the MAP, ECT, and distributor speed to make timing
adjustments for the engine operating conditions.
Operation
DISTRIBUTOR
The distributor uses an internal magnetic pickup as-
sembly that consists of a permanent magnet, pole
piece with internal teeth and pickup coil. See Fig-
ure 4. When the rotating teeth of the timer core (per-
manent magnet) line up with the teeth of the pole
piece, voltage is induced in the pickup coil. This
voltage signals the ignition control module to trigger
the primary ignition circuit bypass mode. Current
flow in the primary circuit is interrupted and a high
voltage of up to 35,000 volts is induced in the igni-
tion coil secondary winding. This high voltage is di-
rected through the secondary ignition circuit to fire
the spark plugs.
The principle of magnetic induction also controls the
polarity of the voltage generated in the pickup coil.
An increasing magnetic field will generate a voltage
in the coil that is the opposite polarity of a magnetic
field that is decreasing. This signal pulse causes the
integrated circuits in the ignition module to gener-
ate a square wave signal. The ignition module and a
magnetic pulse generator control the primary circuit
to the ignition coil when the engine is started. After
the engine is started, the MSTS module receives the
square wave signal from the magnetic pulse genera-
tor and ignition module as one of the signals to con-
trol the EST. The pole piece has the same number of
teeth as the engine has cylinders so that a spark volt-
age is correctly sent to each spark plug as the shaft
in the distributor rotates.
IGNITION COIL
The ignition coil generates a secondary voltage of up
to 35,000 volts. The ignition coil connects to the dis-
tributor cap through a high voltage wire. There are
two connectors on the coil used for battery voltage in-
put, primary voltage output to the ignition module,
trigger signal from the ignition module and the tach
output signal.
1. ROTOR
2. TIMER
CORE/SHAFT
3. RETAINER
4. SHIELD
5. COIL
6. POLE PIECE
7. IGNITION MODULE
8. HOUSING
Figure 4. Distributor
IGNITION MODULE
The ignition module is a solid-state electronic device
that operates like a fast switch except that it does not
have any moving or mechanical parts. See Figure 5.
Small electrical pulses from the sensing coil of the
pulse generator go to the ignition module.
3
Operation 2200 SRM 765
The MSTS module must always know the speed at
which the engine is operating. The engine speed sig-
nal is generated by the ignition module. The signal
converter in the ignition module changes the signal
voltage from the sensing coil to a square wave refer-
ence signal to the MSTS module. This square wave
reference signal for engine speed is called REF HI.
The MSTS module must also have a reference to com-
pare with REF HI. An additional wire between the
MSTS module and the ignition module is called REF
LO. The REF HI and REF LO connections give the
EEPROM in the MSTS module the necessary infor-
mation about engine speed.
The other two wires between the MSTS module and
the distributor control the Electronic Spark Timing
and are called EST and BYPASS.
NOTE: The ignition module controls spark timing
only when the engine is being started. The MSTS
module controls the spark timing during engine oper-
ation. The ignition module will also control the spark
timing if there are some failures in the signals to the
MSTS module. This backup mode of operation will
often permit operation of the engine so that the lift
truck can be moved to an area for repair. The re-
sults of the failures in signals to the MSTS module
is described in the paragraphs under MSTS Module
Corrections.
WHEN ENGINE IS BEING STARTED
When the engine is rotated by the starter, the elec-
tronic relay is in the deenergized position. See
Figure 5. The sensing coil is connected through the
square wave generator to the base of the transistor.
When the sensing coil applies a positive voltage (the
square wave voltage is increasing) to the transistor,
the transistor goes ON. When the voltage from the
sensing coil changes to negative (the square wave
voltage is decreasing), the transistor goes OFF.
When the transistor is ON, current flows through
the primary winding of the ignition coil. When the
transistor goes OFF, the current flow through the
primary winding stops. The changing magnetic field
in the primary winding generates a high voltage in
the secondary winding of the ignition coil. This high
voltage generates a spark at the spark plug.
Figure 5. Ignition Module When Engine is Being Started
4
2200 SRM 765 Operation
Legend for Figure 5
NOTE: THE NUMBER IN FRONT OF THE PIN DENOTES THE CONNECTOR. FOR EXAMPLE, 6E IS PIN E ON
THE 6-PIN CONNECTOR WHILE 5E IS PIN E ON THE 5-PIN CONNECTOR.
1. IGNITION MODULE
2. ELECTRONIC RELAY
3. SQUARE WAVE GENERATOR
4. SENSING COIL
5. MSTS MODULE
6. BATTERY VOLTAGE
7. TO IGNITION COIL
8. TRANSISTOR
WHEN ENGINE IS RUNNING
When the engine speed is approximately 400 rpm,
the MSTS module determines that the engine is run-
ning and applies 5 volts on the BYPASS wire to the
ignition module. See Figure 6. This voltage ener-
gizes the electronic relay and makes the following
changes: The EST wire is not grounded and is now
connected to the base of the transistor. The sensing
coil is disconnected from the base of the transistor.
The ignition module and the ignition timing is now
controlled by the EST signal from the MSTS module.
This mode of operation is called the EST mode.
NOTE: THE NUMBER IN FRONT OF THE PIN DENOTES THE CONNECTOR. FOR EXAMPLE, 6E IS PIN E ON
THE 6-PIN CONNECTOR WHILE 5E IS PIN E ON THE 5-PIN CONNECTOR.
1. IGNITION MODULE
2. ELECTRONIC RELAY
3. SQUARE WAVE GENERATOR
4. SENSING COIL
5. MSTS MODULE
6. BATTERY VOLTAGE
7. TO IGNITION COIL
8. TRANSISTOR
Figure 6. Ignition Module When Engine is Running
5
Operation 2200 SRM 765
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR
The Manifold Absolute Pressure (MAP) sensor is
a pressure transducer that measures changes in
the pressure in the intake manifold. See Figure 7.
The pressure changes are a result of engine load
and speed changes. The MAP sensor converts these
pressure changes to a signal voltage to the MSTS
module.
1. SENSOR
2. ELECTRICAL CONNECTOR
Figure 7. MAP Sensor
The MSTS module sends a 5-volt reference signal
to the MAP sensor. When the pressure in the in-
take manifold changes, the electrical resistance in
the MAP sensor also changes. The change in the volt-
age signal from the MAP sensor enables the MSTS
module to sense the pressure in the intake manifold.
A closed throttle causes a low pressure (high engine
vacuum) in the intake manifold. This low pressure
causes a low voltage signal from the MAP sensor to
the MSTS module. A fully opened throttle causes a
higher pressure (low engine vacuum) in the intake
manifold. This higher pressure causes a higher volt-
age signal fromthe MAP sensor to the MSTS module.
These pressure changes indicate the load on the en-
gine to the MSTS module. The MSTS module then
calculates the spark timing for the best engine per-
formance.
The MAP sensor also measures the barometric pres-
sure when the key switch is turned to ON and before
the engine is started. The MSTS module remembers
the barometric pressure (BARO signal) after the en-
gine is running. The MSTS module then automat-
ically adjusts the ignition timing for different alti-
tudes and atmospheric conditions.
ENGINE COOLANT TEMPERATURE (ECT)
SENSOR
The engine coolant temperature (ECT) sensor (Fig-
ure 8) is a resistor that changes its resistance value
when the temperature changes (thermistor). This
sensor is installed in the engine coolant system. A
low coolant temperature makes the thermistor have
a high resistance [100,700 ohms at 40 C ( 40 F)].
A higher coolant temperature makes the thermistor
have a lower resistance [70 ohms at 130 C (266 F)].
1. TEMPERATURE SENSOR
2. ELECTRICAL CONNECTOR
3. LOCK TAB
Figure 8. Engine Coolant Temperature (ECT)
Sensor
The engine coolant temperature sensor uses a ther-
mistor to control the signal voltage (see Figure 9)
to the MSTS module. The MSTS module applies a
5-volt reference voltage to the ECT. The reference
voltage will be high when the engine coolant is cold.
The reference voltage will be lower when the engine
coolant is at operating temperature. The MSTS mod-
ule will adjust the ignition timing for more spark ad-
vance when the engine coolant is cold and less spark
advance when the engine coolant is hot.
6
2200 SRM 765 Operation
1. MSTS MODULE
2. MSTS IGNITION FUSE
3. IGNITION COIL
4. SPARK PLUGS
5. TACHOMETER CONNECTOR
6. DISTRIBUTOR AND IGNITION MODULE
7. MAP SENSOR
8. ENGINE COOLANT TEMPERATURE SENSOR
9. DIAGNOSTIC CONNECTOR
10. MSTS B+ FUSE
Figure 9. MSTS Wiring Diagram
MSTS MODULE CORRECTIONS
The operation of the MSTS module was described
in earlier paragraphs. (See the description in What
MSTS Does.) These paragraphs describe the correc-
tions made by the MSTS module.
The MSTS module does a check of the system com-
ponents. A set of normal operating limits are part
of the PROM program. If a sensor sends a signal
that is outside of the limits of the PROM program,
the MSTS module will not use the information. The
MSTS module will use a standard value from its pro-
gram and continue to operate the MSTS.
The following examples are the action of the MSTS
module if it finds a problem:
MAP Sensor Signal Voltage Is Too High Or
Too Low. The MSTS module will use a MAPvalue
from its PROM program and use this value to cal-
culate the ignition timing
ECT Signal Voltage Is Too High Or Too Low.
When a coolant sensor error occurs, the MSTS
module will use a value that is approximately the
normal operating temperature of the coolant.
7
Troubleshooting 2200 SRM 765
Open Circuit In The EST Circuit From The
MSTS Module To The Ignition Module. If the
EST circuit is open, it cannot be at ground poten-
tial, and the EST signal will rise and fall from the
sensing coil. If the EST circuit becomes open when
the engine is running, the engine stops but will
restart and run in the backup mode from the igni-
tion module.
Short Circuit (Grounded Circuit) In The EST
Circuit From The MSTS Module To The Igni-
tion Module. When the engine is being rotated
by the starter, the MSTS module normally detects
0 volts in the EST circuit because the circuit is at
ground potential in the ignition module.
The MSTS module would not detect a problem un-
til the engine began to run. The MSTS module
could not operate in the EST mode and the engine
stops when the module switches to EST mode. If
the EST circuit has a short-circuit (grounded cir-
cuit) when the engine is running, it will stop.
Open Circuit Or Short Circuit In The BY-
PASS Circuit. The MSTS module would not de-
tect a problem until the engine began to run. The
MSTS module could not operate in the EST mode
and the engine would operate in the bypass mode
from the ignition module. If this problem occurs
when the engine is running, the engine continues
to run but switches to the backup mode from the
ignition module.
Open Circuit Or Short Circuit In The REF
HI Circuit. The MSTS module would not detect
that the engine was operating. The MSTS module
could not operate in the EST mode and the engine
would operate with reduced economy. If this prob-
lem occurs when the engine is running, the engine
continues to run but switches to the backup mode
from the ignition module.
Open Circuit In The REF-LO Circuit. This
circuit provides a ground for the ignition module
and the MSTS. If this circuit were open, it may
cause poor performance.
Troubleshooting
GENERAL
WARNING
This troubleshooting requires the operation of
the engine for some of the tests. Make sure the
tests are done carefully to prevent injury:
Put the lift truck on a level surface. Lower
the carriage and forks and apply the park-
ing brake. Make sure the lift truck cannot
move and cause an injury during the tests.
Put blocks in front and back of the drive tires
to prevent movement of the lift truck.
The fuel system and the engine must operate
correctly. Any problems or leaks in the fuel
system or the engine must be repaired before
doing troubleshooting on the MSTS.
The fan and the drive belts can remove fin-
gers or cause other injuries. Be careful that
your hands and tools do not touch the mov-
ing fan or the drive belts.
The engine exhaust and other parts of the en-
gine are hot. Do not touch a hot surface and
cause a burn.
CAUTION
Electronic equipment can be damaged if trou-
bleshooting and repairs are not done correctly.
The following CAUTIONS must be followed
when doing troubleshooting or repairs on an
engine with MSTS:
Always disconnect the battery negative cable
before disconnecting and removing any parts
of ignition system.
Never disconnect the battery fromany equip-
ment when the engine is running.
If the battery must be charged with a bat-
tery charger, ALWAYS disconnect the battery
from the electrical system.
Make sure that all electrical connections are
clean and have good electrical contact.
Never connect or disconnect the wiring har-
ness at the MSTSmodule when the key switch
is ON.
Always disconnect the battery and the MSTS
module connectors if electric arc welding
must be done on the vehicle.
Make sure that any water or steam is not
sent toward the MSTS module or its sensors
if the engine compartment is cleaned with
steam. The heat and steam can damage the
electronic components and cause corrosion
in the electrical connections.
Use only the tools and test equipment de-
scribed in Tools and Test Equipment to
prevent damage to good components and to
obtain correct test results.
8
2200 SRM 765 Troubleshooting
All voltage measurements must be done with
a digital voltmeter with a minimum rating of
10 megohm input impedance.
When a test light is used in troubleshooting,
the test light must have less than 0.3 amps
(300 milliamps) of maximum current flow. A
test for a correct test light is shown in Fig-
ure 10.
The following troubleshooting diagrams are designed
to give an efficient method of fault analysis on the
MSTS. The MSTS connector pin assignments and
functions are shown in Table 1.
Table 1. MSTS Module Connections
This voltage chart is for use with a digital voltmeter when doing troubleshooting. There can be small
variations in the voltage shown in the chart from those voltages measured during troubleshooting. These
small variations are because of the battery charge and other resistances in the connections. A variation of
more than 0.5 volts can be an indication of a malfunction.
When this chart is used for troubleshooting, the engine must be at its operating temperature and the engine
must be at idle speed (for ENGINE RUNNING column).
MSTS 6-Pin Connector Sensor Connector Normal Voltage
Pin Function Pin Function Key ON Engine
Running
A Distributor Reference C Ignition Control Module 5.0 5.0
B Ignition Control D Ignition Control Module - -
C Bypass B Ignition Control Module 0 5.0
D ECT Sensor B MSTS to ECT Sensor 0 1.5 - 2.0
2
E MAP Sensor Signal B Manifold Absolute Pressure 4.75
1
1.0
1
F +5 Volt Reference C Manifold Absolute Pressure 5.0 5.0
MSTS 5-Pin Connector Connector Normal Voltage
Pin Function Pin Function Key ON Engine
Running
A Ignition Feed Alternator EXC Terminal and
Coil
12 12
B Battery Feed A B+ (Fuse Connector) B+ B+
C Alternate Fuel Not Used 0 0
D Knock Signal Not Used 0 0
E MSTS Ground Engine Ground 0 0
MSTS 3-Pin Connector Diagnostic Connector Normal Voltage
3
Pin Function Pin Function Key ON Engine
Running
A Data G - -
B Malfunction Indicator Lamp
(MIL)
E Malfunction Indicator Lamp - -
C Diagnostic Test Terminal B - -
1
Voltage changes with atmospheric pressure.
2
Voltage changes with temperature.
3
Not applicable.
9
Troubleshooting 2200 SRM 765
TOOLS AND TEST EQUIPMENT
The following tools are necessary for troubleshooting
the MSTS:
Digital-Volt-Ohmmeter (DVOM). The voltmeter
must have a minimum input impedance of
10-megohms. (A digital voltmeter and ohm-
meter are normally included in a multimeter test
instrument.)
Tachometer with inductive trigger signal sensor.
Test light that has a low current draw as described
in Figure 10.
Vacuum pump with a gauge. This vacuum pump is
held and operated with the hand. The gauge must
be able to indicate a gauge pressure (vacuum) of
34 kPa (10 inHg)]. See Table 2.
Spark tester. The spark tester (ST125) is used to
check the secondary ignition.
Diagnostic Trouble Code tester. Rinda Tech-
nologies CodeMate Tester

(Hyster part number

3071579) or equivalent.
Table 2. Pressure Conversion Chart
Absolute Pressure Gauge
Pressure
kPa Inches of
Hg
Inches of
Hg
121.57 36 6
114.81 34 4
108.06 32 2
101.31 30 0
94.55 28 2
87.80 26 4
81.04 24 6
74.29 22 8
67.54 20 10
60.78 18 12
54.03 16 14
47.28 14 16
40.52 12 18
33.77 10 20
27.01 8 22
20.26 6 24
Vacuum and pressure readings often cause confusion
because everyone does not use the same point of reference.
Absolute pressure is gauge pressure plus the atmospheric
pressure. Standard atmospheric pressure is also called the
standard barometric pressure and is equal to 101.325 kPa
(14.695 psi) or [29.92 inches of mercury (Hg)] at sea level.
The reference point for these measurements is zero pressure
or an absolute vacuum. The conversion formula used in
converting inches of mercury to kPa is:
Inches of Hg 3.37685 = kPa
Service people normally use gauge pressure as the reference
point which does not add the atmospheric pressure. The
reference point for gauge pressure is atmospheric pressure.
It is important to know when reading a pressure chart
whether the units are given in absolute pressure or gauge
pressure.
The gauges used by most service people indicate gauge
pressure. However, most gauges calibrated in a metric scale
(kilopascals) and used to measure less than atmospheric
pressure normally indicate absolute pressure as shown in
the chart. A gauge calibrated in inches of Hg and used
to measure a vacuum begins at zero and increases its
indication as the vacuum increases as shown in the gauge
pressure column of the chart.
An additional cause of confusion is that the manifold
pressure gauge for an engine with a turbocharger
is normally calibrated for absolute pressure for both
kilopascals and inches of Hg. The MAP sensor described in
this section is also calibrated for absolute pressure, but the
service person doing checking or troubleshooting will often
be using gauges calibrated for gauge pressure.
13.51 4 26
Pressure

- - - - -

Vacuum
10
2200 SRM 765 Troubleshooting
CAUTION
If the ammeter indicates less than 0.3 amps
(300 milliamps), the test light can be used.
If the ammeter indicates more than 0.3 amps
(300 milliamps), the test light cannot be used
because it can cause damage to the electronic
components.
1. DC AMPS
2. TEST LIGHT
3. BATTERY
Figure 10. Current Flow Test for Test Light
MSTS
The MSTS has the ability to perform some trou-
bleshooting of itself and of other parts of the system.
When a problem is found, the MSTS turns the mal-
function indicator lamp in the CodeMate Tester to
ON. A diagnostic trouble code (DTC) is kept in the
memory of the MSTS.
TROUBLESHOOTING PROCEDURE
Before using this part of the manual, you need to
know the information and the correct troubleshoot-
ing procedures. If the correct troubleshooting proce-
dures are not followed, as described in this section, it
can result in replacement of good parts.
Where to Start
There are three things to do to start troubleshooting.
The first item is to become familiar with the elec-
tronic engine control system.
Secondly, always start your work with a good visual/
physical inspection. See the following paragraph for
more explanation.
The last item on the Where-To-Start list is the
On-Board Diagnostic (OBD) System Check.
Visual/Physical Inspection
A careful visual and physical inspection must be
done as part of any diagnostic procedure. This
can cause the repair of a problem without further
steps. Inspect all vacuum hoses for correct routing,
restrictions, cuts or faulty connections. Be sure to
inspect hoses that are difficult to see beneath the air
filter. Inspect all wires in the engine compartment
for proper connections, damaged spots, or contact
with sharp edges or the exhaust manifolds. This
visual/physical inspection is very important. It must
be done carefully.
Knowledge/Tools Required
To use this manual most effectively, a general un-
derstanding of basic electrical circuits and circuit
testing tools is required. One should be familiar
with wiring diagrams, the meaning of voltage, ohms,
amps, the basic theories of electricity, and under-
stand what happens in an open or shorted wire. To
perform the troubleshooting procedures, the use of a
diagnostic CodeMate Tester is required. A tachome-
ter, test lamp, ohmmeter, digital voltmeter with 10
megohms impedance, vacuum gauge, and jumper
wires are also required. Special tools that are re-
quired for system service and the ones described
above are shown at the end of this section.
Damage from Static Discharge (Static
Electricity)
CAUTION
To prevent damage to the MSTS by static elec-
tricity, do not touch MSTS connector pins.
Electronic components used in control systems use a
very low voltage and can be easily damaged by static
discharge or static electricity. Less than 100 volts
11
Troubleshooting 2200 SRM 765
of static electricity can cause damage to some elec-
tronic components. There are several ways for a per-
son to become statically charged. The most common
methods of charging are by friction and by induction.
An example of charging by friction is a person slid-
ing across a car seat; in which a charge of as much
as 2 to 5,000 volts can build up. Charging by induc-
tion occurs when a person with well insulated shoes
stands near a highly charged object and momentar-
ily touches ground. Charges of the same polarity
are drained off, leaving the person highly charged
with the opposite polarity. Static charges of either
type can cause damage; therefore, it is important to
use care when handling and testing electronic com-
ponents.
TROUBLESHOOTING INFORMATION
The troubleshooting diagrams and function checks
in this section are designed to find a faulty circuit
or component through logic based on the process of
elimination. The diagrams are prepared with the
requirement that the vehicle functioned correctly at
the time of assembly and that there are no multiple
failures. The MSTS does constant testing on certain
control functions. The MSTS communicates the
source of a malfunction with Diagnostic Trouble
Codes (DTC). The DTCs are two digit numbers that
can range from 12 to 99. When a malfunction is
found by the MSTS, a DTC is set and the CodeMate
Tester malfunction indicator lamp is turned ON.
DTC codes for this MSTS are shown in Table 3.
Table 3. MSTS Diagnostic Codes
Code Description Indicator
Lamp ON
12 Indicates that the fault monitor system is operating. No
14 Engine Coolant Temperature Sensor Circuit - Low Temp Indicated Yes
15 Engine Coolant Temperature Sensor Circuit - High Temp Indicated Yes
34 MAP Sensor Circuit Yes
41 Ignition Control (IC) System. Open EST Circuit Yes
42 Ignition Control (IC) System. Grounded EST Circuit, Open or
Grounded Bypass Circuit.
Yes
51 Checksum Error Yes
Malfunction Indicator Lamp (MIL)
The malfunction indicator lamp on the CodeMate
Tester has three functions:
1. To test that the lamp is functioning
2. To indicate a malfunction has occurred
3. To display the diagnostic trouble codes (DTC)
kept by the MSTS which help the technician
troubleshoot system problems.
Follow the steps described in Connecting CodeMate
Tester to install it onto the engines Diagnostic Link
Connector.
Connecting CodeMate Tester
1. Turn the engine ignition switch to OFF.
2. Locate the engine diagnostic connector.
3. Place the CodeMate Tester test switch to OFF
and plug the CodeMate into the diagnostic con-
nector.
NOTE: Make sure to slide the CodeMate Tester com-
pletely into the diagnostic connector so that the con-
nectors locking tab clicks into place.
As a bulb and systemcheck, the lamp comes ONwith
the ignition switch ON and the engine not running.
When the engine is started, the lamp turns OFF.
If the lamp remains ON, the systemhas found a prob-
lem. This problem is referred to as a current DTC. If
the problem goes away, the lamp goes out after ten
seconds. In either condition a DTC remains in the
MSTS.
When the lamp remains ON while the engine is run-
ning, or when there is a malfunction, the On-Board
Diagnostic (OBD) System Check must be done.
12
2200 SRM 765 Troubleshooting
When a problem is not regular or constant, the mal-
function indicator lamp will turn ON for approxi-
mately ten seconds and then will turn OFF. How-
ever, the diagnostic trouble code (DTC) will be kept in
the memory of the MSTS until the DTCs are cleared
(see DTC clearing in this section). A DTC that is
not constant can reset. If it is a problem that is not
constant, a DTC diagram is not used. When trou-
bleshooting is complete, turn the ignition switch to
OFF, and disconnect the CodeMate Tester.
Reading Diagnostic Trouble Codes (DTC)
CAUTION
To prevent MSTS damage, the key must be
OFF when disconnecting or reconnecting
MSTS power.
The diagnostic connector is used to communicate
with the MSTS. See Figure 11. The diagnostic con-
nector is installed on the bracket near the MSTS. It
is used in the assembly plant to receive information
in checking that the engine is operating correctly
before it leaves the plant. The DTC(s) kept in the
MSTSs memory can be read with a CodeMate Tester
connected to the diagnostic connector.
1. DIAGNOSTIC CONNECTOR
Figure 11. Diagnostic Connector
Use the following steps to read trouble codes.
1. Install the CodeMate Tester into the diagnostic
connector. See the preceding section, Connecting
CodeMate Tester.
2. Turn the ignition key to ON but do not start the
engine.
3. Place the CodeMate Tester test switch to ON.
This puts the MSTS in the diagnostic mode.
4. Observe the sequence of flashes on the CodeMate
malfunction indicator.
At this point, the malfunction indicator lamp on
the CodeMate Tester flashes DTC 12 three times
consecutively (see Figure 12). The following is
the flash sequence for DTC 12: long pause, flash,
pause, flash-flash, long pause, flash, pause,
flash-flash, long pause, flash, pause, flash-flash.
DTC 12 (which means no crankshaft rpm signal)
indicates that the MSTSs diagnostic system is
operating correctly at this time. If DTC 12 is not
indicated, a problem is in the diagnostic system
itself.
Following the output of DTC 12, if additional
codes are stored, the malfunction indicator lamp
flashes the DTC three times. If more than one
DTC is stored in the MSTSs memory, the DTCs
are flashed starting with the lowest DTC set
and finishing with the highest DTC set. When
all DTCs have been flashed, the sequence starts
over again with DTC 12.
5. When testing is complete, place the CodeMate
test switch to OFF, turn the ignition key to OFF,
and disconnect the CodeMate Tester from the di-
agnostic connector.
6. Secure the diagnostic connector to the MSTS
bracket.
13
Troubleshooting 2200 SRM 765
1. LONG PAUSE 2. FLASH 3. PAUSE 4. FLASH-FLASH
Figure 12. Diagnostic Trouble Code-12 Example
Clearing Diagnostic Trouble Codes
(DTCs)
To clear the stored Diagnostic Trouble Codes fromthe
MSTS, do the following.
1. Install the CodeMate Tester into the diagnostic
connector. See the preceding section Connecting
CodeMate Tester.
2. Turn the ignition key to ON, but do not start the
engine.
3. Place the CodeMate test switch to the ON posi-
tion.
4. Turn the ignition switch to OFF for five seconds.
5. Turn the ignition switch to ON and verify that
DTC-12 is the only code in the MSTS memory.
6. When testing is complete, place the CodeMate
test switch to OFF, turn the ignition key to OFF,
and disconnect the CodeMate Tester from the di-
agnostic connector.
7. Secure the diagnostic connector to the MSTS
bracket.
ON-BOARD DIAGNOSTIC (OBD) SYSTEM
CHECK
The On-Board Diagnostic (OBD) System Check is a
troubleshooting method to find a problemcaused by a
malfunction in the electronic engine control system.
It must be the starting point for any troubleshooting.
See Figure 13.
The data shown in Table 1 can be used for compari-
son after doing the troubleshooting checks and find-
ing the on-board diagnostics working correctly with
no trouble codes shown. The data are an average of
display values from normally operating vehicles and
show a display of a normally operating system.
After the visual/physical inspection, the On-Board
Diagnostic (OBD) System Check is the starting point
for all troubleshooting procedures.
The correct procedure to find a problem is to follow
two basic steps.
1. Are the On-Board Diagnostics working? This is
determined by doing the OBD System Check.
Since this is the starting point for the trou-
bleshooting procedures, always begin here.
2. Is there a Diagnostic Trouble Code? If there
is a DTC, go directly to the flowchart for that
DTC number. This determines if the fault is still
there.
Test Description
The numbers below are a reference to the numbers
in bold in Figure 13.
1. The MIL should be ON steady with the ignition
ON and the engine OFF. To isolate the malfunc-
tion if the MIL does not light, refer to Figure 15.
2. Diagnostic Trouble Code (DTC) 12 means no rpm
reference pulses from the ignition module. This
is correct when engine is not running.
3. For list of valid DTCs, refer to the MSTS Diag-
nostic Trouble Codes, Table 3. An invalid DTC
may be the result of a faulty MSTS.
4. If the engine does not start, refer to the trou-
bleshooting diagram (Figure 18).
14
2200 SRM 765 Troubleshooting
Figure 13. On-Board Diagnostic System Check
15
No Malfunction Indicator Lamp 2200 SRM 765
No Malfunction Indicator Lamp
CIRCUIT DESCRIPTION
When the CodeMate Tester test switch is in the OFF
position and the CodeMate is plugged into the diag-
nostic connector, the malfunction indicator lamp is
ON when the ignition is ON and engine is not run-
ning. See Figure 14. The MSTS controls the lamp
and turns it ON by connecting it to ground through
pin 3B.
NOTE: THE NUMBER IN FRONT OF THE PIN DENOTES THE CONNECTOR. FOR EXAMPLE, 6D IS PIN D ON
THE 6-PIN CONNECTOR WHILE 5E IS PIN E ON THE 5-PIN CONNECTOR.
Figure 14. No Malfunction Indicator Lamp Circuit
TEST DESCRIPTION
The numbers below are a reference to the numbers
in bold in Figure 15.
1. This tests the circuits to the MSTS and diagnos-
tic connector for voltage.
2. This tests the electronic driver circuit for the
malfunction indicator lamp.
3. Test the CodeMate on another vehicle.
4. Test for an open circuit between wire harness
connectors.
16
2200 SRM 765 No Malfunction Indicator Lamp
Figure 15. No Malfunction Indicator Lamp
17
No DTC-12, Malfunction Indicator Lamp ON 2200 SRM 765
No DTC-12, Malfunction Indicator Lamp ON
CIRCUIT DESCRIPTION
When the CodeMate Tester switch is in the OFF po-
sition and the CodeMate is plugged into the diag-
nostic connector, the malfunction indicator lamp is
ON when the ignition is ON and engine is not run-
ning. See Figure 16. The MSTS controls the lamp
and turns it ON by connecting it to ground through
pin 3B.
With the diagnostic connector pin B connected to
ground through pin A, the malfunction indicator
flashes a DTC-12, followed by any trouble codes
kept in memory. A steady light means a short to
ground in the light control circuit between MSTS
connector pin 3B and diagnostic connector pin E, or
an open circuit between MSTS connector pin 3C and
diagnostic connector pin B.
NOTE: THE NUMBER IN FRONT OF THE PIN DENOTES THE CONNECTOR. FOR EXAMPLE, 6D IS PIN D ON
THE 6-PIN CONNECTOR WHILE 5E IS PIN E ON THE 5-PIN CONNECTOR.
Figure 16. No DTC-12, Malfunction Indicator Lamp ON Circuit
TEST DESCRIPTION
The numbers below are a reference to the numbers
in bold in Figure 17.
1. If the malfunction indicator lamp is ON with the
MSTS 3-pin connector disconnected, there may
be a short in the circuit between MSTS connec-
tor pin 3B and diagnostic connector pin E. If the
lamp is off, there may be a problem with either
the connector or the MSTS.
18
2200 SRM 765 Starter Rotates Engine, Engine Does Not Run
2. If the malfunction indicator is OFF, there is a
short between MSTS connector pin 3C and diag-
nostic connector pin B.
3. If the problem is not fixed by Step 2, replace the
MSTS.
Figure 17. No DTC-12, Malfunction Indicator Lamp ON
Starter Rotates Engine, Engine Does Not Run
TEST DESCRIPTION
If a tachometer has been connected to the TACH
CONN., disconnect it before doing this test. See Fig-
ure 18. The numbers below are a reference to the
numbers in bold in Figure 19.
1. Check a minimum of two spark plug wires to
make sure that one of the spark plug wire does
not have an open circuit (Spark Tester ST-125).
19
Starter Rotates Engine, Engine Does Not Run 2200 SRM 765
Figure 18. Starter Rotates Engine, Engine Does Not Run Circuit
2. If a spark occurs when the electronic spark tim-
ing (EST) connector is disconnected, the output
from the sensing coil is too low for EST opera-
tion.
3. A spark indicates that the fault is in the distrib-
utor cap or the rotor.
4. The normal voltage at the C and the + terminals
is battery voltage. A low voltage can indicate:
a. An open circuit or a high resistance circuit
from the ignition switch to the distributor to
the ignition coil or
b. An open circuit in the primary winding of the
ignition coil.
If the voltage at C is less than battery voltage, and
there is 10 volts or more at +, there is an open circuit
from C to the ignition coil or an open circuit in the
primary winding of the ignition coil.
5. Use the test light to check for a short circuit in
the ignition module. Check for approximately 12
volts between the TACH CONN. and ground.
If the voltage is low (approximately 1 to 6 volts),
there can be a fault in the ignition module. This
condition can cause a failure in the ignition coil
from too much heat. If there is an open circuit
in the primary winding of the ignition coil, a low
voltage can leak through the ignition module
from the B+ to the TACH CONN. terminal.
6. The ignition module normally goes ON when 1.5
to 8 volts is applied to terminal P from the sens-
ing coil. When the ignition module is ON, the
voltage between the TACH CONN. and ground
will normally decrease to 7 to 9 volts. This test
checks if the sensing coil or the ignition module
has a fault. When 1.5 to 8 volts is momentar-
ily applied to terminal P, this voltage acts as a
trigger voltage that replaces the voltage from the
sensing coil. The procedure shows a test light,
but any low voltage, low current source can be
used as a trigger voltage.
7. When the momentary trigger voltage is removed,
a spark is normally generated through the igni-
tion coil. If no spark occurs, replace the ignition
coil. If a spark occurs, check the sensing coil and
the rotating timer core.
20
2200 SRM 765 Starter Rotates Engine, Engine Does Not Run
Figure 19. Starter Rotates Engine, Engines Does Not Run (Sheet 1 of 2)
21
Starter Rotates Engine, Engine Does Not Run 2200 SRM 765
Figure 19. Starter Rotates Engine, Engines Does Not Run (Sheet 2 of 2)
22
2200 SRM 765 DTC-14 Engine Coolant Temperature (ECT) (Low Temperature Indicated)
DTC-14 Engine Coolant Temperature (ECT)
(Low Temperature Indicated)
DTC-14 is set if the signal voltage indicates a coolant
temperature below 5 C ( 23 F) after the engine
runs for three minutes.
CIRCUIT DESCRIPTION
The Engine Coolant Temperature sensor (ECT) uses
a thermistor to control the signal voltage to the
MSTS module. See Figure 20. The MSTS module
applies a 5-volt reference voltage (terminal 6D) to
the ECT. When the engine coolant is cold, the ther-
mistor resistance is higher than when the engine
coolant is at operating temperature. As the temper-
ature of the engine coolant increases after the engine
is started, the resistance decreases and the signal
voltage decreases. When the engine is operating
at 82 to 95 C (180 to 203 F), the signal voltage is
approximately 1.5 to 2.0 volts.
NOTE: THE NUMBER IN FRONT OF THE PIN DENOTES THE CONNECTOR. FOR EXAMPLE, 6D IS PIN D ON
THE 6-PIN CONNECTOR WHILE 5E IS PIN E ON THE 5-PIN CONNECTOR.
Figure 20. ECT Sensor Troubleshooting Circuit
TEST DESCRIPTION
The numbers below are a reference to the numbers
in bold in Figure 21.
1. This step determines if there is a fault in the
wiring or the MSTS module or if the fault is in
the ECT.
2. Make sure the electrical connections do not have
dirt and corrosion. If an ohmmeter is connected
across terminals A and B of the ECT, the resis-
tance normally decreases as the temperature of
the engine coolant increases.
3. This step checks if there is a fault in the wiring
to the ECT or the sensor ground.
23
DTC-14 Engine Coolant Temperature (ECT) (Low Temperature Indicated) 2200 SRM 765
Figure 21. ECT Sensor Troubleshooting Diagram (Low Temperature)
24
2200 SRM 765 DTC-15 Engine Coolant Temperature Sensor (ECT) (High Temperature Indicated)
DTC-15 Engine Coolant Temperature Sensor (ECT)
(High Temperature Indicated)
DTC-15 is set if the signal voltage indicates a coolant
temperature above 135 C (275 F) for three seconds.
CIRCUIT DESCRIPTION
The Engine Coolant Temperature sensor (ECT) uses
a thermistor to control the signal voltage to the
MSTS module. See Figure 22. The MSTS module
applies a 5-volt reference voltage (terminal 6D) to
the ECT. When the engine coolant is at operating
temperature, the thermistor resistance is lower than
when the engine coolant is cold. As the temperature
of the engine coolant increases after the engine is
started, the resistance decreases and the signal
voltage decreases. When the engine is operating
at 82 to 95 C (180 to 203 F), the signal voltage is
approximately 1.5 to 2.0 volts.
NOTE: THE NUMBER IN FRONT OF THE PIN DENOTES THE CONNECTOR. FOR EXAMPLE, 6D IS PIN D ON
THE 6-PIN CONNECTOR WHILE 5E IS PIN E ON THE 5-PIN CONNECTOR.
Figure 22. ECT Sensor Troubleshooting Circuit
TEST DESCRIPTION
The numbers below are a reference to the numbers
in bold in Figure 23.
1. This step determines if there is a fault in the
wiring or the MSTS module or if the fault is in
the ECT.
2. Make sure the electrical connections do not have
dirt and corrosion. If an ohmmeter is connected
across the terminals A and B of the ECT, the re-
sistance normally decreases as the temperature
of the engine coolant increases.
25
DTC-15 Engine Coolant Temperature Sensor (ECT) (High Temperature Indicated) 2200 SRM 765
Figure 23. ECT Sensor Troubleshooting Diagram (High Temperature)
26
2200 SRM 765 DTC-34 Manifold Absolute Pressure (MAP) Sensor
DTC-34 Manifold Absolute Pressure (MAP) Sensor
CIRCUIT DESCRIPTION
When the load on the engine changes, the pressure
in the intake manifold changes. See Figure 24. This
pressure is less than the atmospheric pressure. The
Manifold Absolute Pressure (MAP) sensor measures
the changes in the intake manifold pressure and con-
verts these changes to a voltage signal. The MSTS
module sends a reference signal (5.0 volts) to the
MAP sensor. When the manifold pressure changes,
the electrical signal of the MAP sensor changes and
the signal is received by the MSTS module.
When the engine is at idle speed and does not have
a load on it, the normal signal voltage from the MAP
sensor is approximately 1.0 volt. When the throttle
valve is fully opened, the intake manifold pressure is
higher (less vacuum) and the signal voltage from the
MAP sensor is approximately 4.5 volts.
When the ignition switch is turned to ON, the ini-
tial voltage signal from the MAP sensor indicates
the barometric pressure (BARO signal) to the MSTS
module. The MSTS module remembers the baromet-
ric pressure (BARO signal) after the engine is run-
ning. The MSTS module then automatically adjusts
the ignition timing for different altitudes and atmo-
spheric conditions.
NOTE: THE NUMBER IN FRONT OF THE PIN DENOTES THE CONNECTOR. FOR EXAMPLE, 6C IS PIN C ON
THE 6-PIN CONNECTOR WHILE 5E IS PIN E ON THE 5-PIN CONNECTOR.
Figure 24. MAP Sensor Troubleshooting Circuit
TEST DESCRIPTION
The numbers below are a reference to the numbers
in bold in Figure 25.
1. This step determines if there is adequate vacuum
supply to the MAP sensor.
2. This step checks for the 5-volt reference signal in
the MAP sensor harness connection.
3. This step checks for an open circuit from pin A to
ground or an open or shorted wire between pin C
and pin 6F. See Figure 24.
4. These steps are checking the MAP signal circuit
for faults.
5. Low manifold vacuum may result from a restric-
tion in the MAP sensor hose or from vacuum
leaks in the engine air intake system.
27
DTC-34 Manifold Absolute Pressure (MAP) Sensor 2200 SRM 765
Figure 25. MAP Sensor Troubleshooting Diagram (Sheet 1 of 2)
28
2200 SRM 765 DTC-34 Manifold Absolute Pressure (MAP) Sensor
Figure 25. MAP Sensor Troubleshooting Diagram (Sheet 2 of 2)
29
DTC-41 Electronic Spark Timing (EST) Open Circuit 2200 SRM 765
DTC-41 Electronic Spark Timing (EST) Open Circuit
DTC-41 is set if there is an open circuit in the elec-
tronic spark timing circuit.
CIRCUIT DESCRIPTION
When the system is running on the ignition module,
there is no voltage on the bypass wire and the igni-
tion module grounds the EST signal. See Figure 26.
If the MSTS senses a voltage on the EST circuit, a
Code 41 is set and the MSTS does not go into the EST
operation mode.
If the bypass wire is open or grounded, the ignition
module does not change to EST mode, and a Code 42
is indicated.
If the EST circuit has a short circuit to ground, there
is no EST signal, and a Code 42 is indicated.
Figure 26. EST Troubleshooting, Open Circuit
TEST DESCRIPTION
The numbers below are a reference to the numbers
in bold in Figure 27.
1. A Code 41 is indicated if there is an open circuit
in the EST circuit. This test determines if the
Code 41 is a real fault.
2. This test checks that the ground path through
the ignition module is correct. A short circuit
from MSTS connector pin 6B to ground also in-
dicates less than 500 Ohms.
30
2200 SRM 765 DTC-41 Electronic Spark Timing (EST) Open Circuit
Figure 27. DTC-41 Troubleshooting Diagram
31
DTC-42 Electronic Spark Timing (EST) Grounded Circuit 2200 SRM 765
DTC-42 Electronic Spark Timing (EST) Grounded Circuit
A DTC 42 is set if the EST circuit is grounded or if
there is an open circuit or a short circuit in the bypass
circuit.
CIRCUIT DESCRIPTION
When the system is running on the ignition module,
there is no voltage on the bypass wire and the igni-
tion module grounds the EST signal. See Figure 28.
If the MSTS senses a voltage on the EST circuit, a
Code 41 is set and the MSTS does not go into the EST
mode.
When the engine is being started and approximately
400 rpm is sensed, bypass voltage is applied by the
MSTS. The EST circuit is no longer grounded in the
ignition module and the EST circuit voltage normally
has a variation during operation.
If the bypass wire is open or grounded, the ignition
module will not change to EST mode and a Code 42
is indicated.
If the EST circuit has a short circuit to ground, there
is no ignition signal and a Code 42 is indicated.
Figure 28. EST Troubleshooting, Grounded Circuit
TEST DESCRIPTION
The numbers below are a reference to the numbers
in bold in Figure 29.
1. A Code 42 is indicated if there is an open circuit
or a short circuit in the bypass circuit or if the
EST circuit is grounded. This test determines if
the Code 42 is a real fault.
2. This test checks that the ground path through
the ignition module is correct.
3. This test checks to see if the IC module makes
the switch in resistance.
4. This test checks for short circuits to ground in
the EST circuit, opens in the bypass circuit, and
faulty connections in the IC module.
32
2200 SRM 765 DTC-42 Electronic Spark Timing (EST) Grounded Circuit
Figure 29. DTC-42 Troubleshooting Diagram
33
Distributor Repair 2200 SRM 765
DTC-51 MSTS Failure
CIRCUIT DESCRIPTION
The Electronic Control Module (MSTS) does an inter-
nal check. If the internal check fails, the MSTS sets
DTC 51.
The number below is a reference to the number in
bold in Figure 30.
1. This step checks the MSTS. If a Code-51 is
set and all connections are correct, replace the
MSTS.
Figure 30. MSTS Failure
Distributor Repair
A distributor with a separate ignition coil is used on
all MSTS engines. The ignition coil is connected to
the rotor in the distributor through a high-voltage
wire. The operation of the ignition module and the
magnetic pulse generator is described under Opera-
tion at the beginning of this section.
When the current in the primary circuit of the ig-
nition coil quickly decreases, the induction in the
secondary circuit sends a high voltage pulse (35,000
volts) to the rotor in the distributor. The rotor is
aligned with one of the leads to a spark plug wire
and this high voltage pulse is sent to one of the spark
plugs.
REMOVE
CAUTION
Carefully lift and release lock tabs on connec-
tors to distributor. Lock tabs can be easily bro-
ken if too much force is applied with a screw-
driver or other tool.
Never permit TACH CONN. terminal to touch
ground. Ignition module or ignition coil can be
damaged.
1. Disconnect battery negative (ground) cable.
2. If removal of the spark plug wires is not required
for the repairs, leave them connected to distrib-
utor cap. Remove two capscrews that fasten dis-
tributor cap to distributor. Move distributor cap
away from work area.
34
2200 SRM 765 Distributor Repair
3. Disconnect distributor 4-terminal connector.
4. Disconnect ignition coil connector.
5. Remove bolt and clamp that hold distributor in
engine. Make a note of the positions of rotor
to distributor housing and distributor to engine.
Slowly pull distributor from engine until rotor
just stops turning counterclockwise and make a
note of the position of rotor. This position must
be used when distributor is installed again.
DISASSEMBLE
1. Remove rotor. See Figure 31. Make a match
mark on gear and shaft so they can be assembled
in the same position.
1. CAP
2. ROTOR
3. SHAFT/TIMER
CORE
4. RETAINER
5. SHIELD
6. COIL
7. POLE PIECE
8. IGNITION MODULE
9. ALIGNMENT PIN
10. HOUSING
11. WASHER
12. SEAL
13. DRIVE GEAR
14. ROLL PIN
15. GASKET
Figure 31. Distributor
2. Use a punch to remove roll pin from shaft.
3. Remove gear.
4. Remove shaft with timer core from housing.
5. Remove retainer from housing. Use a screw-
driver as a prybar.
6. Disconnect sensing coil from ignition module.
CAUTION
Carefully lift and release lock tab on connector
to sensing coil. Lock tab can be easily broken
if too much force is applied with a screwdriver
or other tool.
7. Use a screwdriver to lift lock tab. Remove sens-
ing coil.
8. Remove two screws that hold ignition module in
housing. Remove ignition module.
INSPECT
Inspect shaft for a loose fit between shaft and its
bushing in housing. If bushing or shaft is worn so
that shaft moves from side to side in bushing, replace
shaft or housing.
Inspect housing for cracks or damage.
ASSEMBLE
1. Apply silicon grease to bottomof ignition module.
See Figure 31. Install ignition module into hous-
ing and tighten two screws.
NOTE: Hyster Part No. 304408 is a silicon bearing
grease used between electronic components and their
heat sinks. A small container of silicon grease is en-
closed in the package with a new ignition module.
2. Install sensing coil. Tab on bottom of sensing coil
fits into anchor hole in housing.
3. Connect sensing coil to ignition module. Make
sure that lock tab on connector is fastened.
4. Install shield.
5. Install retainer.
6. Install shaft assembly into housing.
7. Install washer and seal on housing.
8. Install gear on end of shaft.
9. Align marks on gear and shaft. Install roll pin.
Turn shaft assembly and make sure teeth of
timer core on shaft assembly do not touch pole
piece.
35
Distributor Repair 2200 SRM 765
10. Install gasket on gear.
11. Install rotor on shaft.
INSTALL
1. Put rotor and distributor in the same position as
it was removed from engine.
If engine has been rotated after distributor was
removed, the following procedure must be used
before distributor is installed again:
a. Remove No. 1 spark plug.
b. Put a finger over No. 1 spark plug hole and
slowly rotate engine until pressure is felt on
compression stroke.
c. Align timing mark on crankshaft pulley to 0
(TDC) on engine timing indicator.
d. Turn distributor rotor to point between posi-
tions on distributor cap for No. 1 and No. 4
spark plug leads.
e. Install distributor in engine. Rotor and shaft
will rotate a few degrees when gear on dis-
tributor shaft engages drive gear on engine
cam. Timing is correct if rotor points at the
position on distributor cap for No. 1 spark
plug lead.
2. Install clamp and bolt. Tighten bolt with your
hand.
3. Install distributor 4-terminal connector.
4. Install ignition coil connector.
5. Install distributor cap and two capscrews. If
spark plug wires were removed, install them in
correct sequence.
6. Connect battery negative cable.
7. Start engine and check engine timing. See the
following paragraphs about Ignition Timing.
8. Tighten bolt for distributor clamp to 43 Nm
(31.7 lbf ft).
IGNITION TIMING
WARNING
Do not touch moving parts (fan, belt, shafts,
pulleys).
To check the initial ignition timing set point, do the
following.
1. Warm engine to normal operating temperature.
2. Turn engines ignition switch to OFF position.
3. Make sure that CodeMate test switch is in OFF
position.
4. Plug CodeMate into diagnostic connector in en-
gine compartment.
5. Place CodeMate test switch in ON position and
start engine.
6. Check initial timing set point with a timing light.
The correct setting for initial timing set point is
8 BTDC for 3.0L engine and 0 TDC for 4.3L
engine.
7. If timing is not correct, loosen clamp that holds
distributor housing. Rotate housing right or left
to get correct timing. Tighten clamp when timing
is correct.
8. Turn ignition key to OFF position.
9. Remove CodeMate Tester from diagnostic con-
nector and place diagnostic connector into pro-
tective cover.
36
2200 SRM 765 Ignition Module Repair
Ignition Module Repair
TEST FOR FAULT
NOTE: The ignition module can be checked in the
distributor. A test light and three jumper wires are
needed to make the tests. The battery in the vehicle
must be fully charged so that the starter rotates the
engine at the normal speed.
1. Disconnect 4-terminal connector from distrib-
utor. See Figure 32. Use two jumper wires
between distributor and 4-terminal connector to
connect the following circuits:
REFERENCE (pin C)
GROUND (pin A)
2. Connect test light to a 12-volt positive source.
Start engine. Touch probe of test light to pin B
in 4-terminal connector on distributor. When 12
volts are applied through test light to pin B (BY-
PASS), ignition module changes to EST mode.
The EST connection (pin D) is open and engine
will normally stop. This step checks the BYPASS
operation of the ignition module.
Figure 32. Ignition System Troubleshooting
3. Use a jumper to connect pin D (EST) to pin C
(REFERENCE) at distributor. Apply 12 volts
through test light to pin B(BYPASS) as described
in Step 2. Start engine. If engine starts, this
step checks that EST circuit in ignition module
is good.
4. Remove test light from pin B (BYPASS) while en-
gine is running. If engine stops, this check shows
that ignition module internally changes EST cir-
cuit to ground. Since there is a jumper wire be-
tween pin D (EST) to pin C (REFERENCE), the
REFERENCE signal is also sent to ground and
engine stops.
5. If any tests described in Step 2, Step 3, or Step 4
do not work as indicated, check wiring harness
for a short circuit or an open circuit. If wiring
harness is good, replace ignition module.
6. When the tests are complete, connect system for
normal operation.
37
Sensing Coil Repair 2200 SRM 765
REPLACE
1. Remove distributor cap and rotor.
2. Remove two screws that hold ignition module in
distributor.
3. Lift ignition module and disconnect connections.
Make a note of the connections so that they can
be correctly connected again. Remove ignition
module from distributor.
NOTE: Do not remove silicon grease from ignition
module or distributor if the same ignition module will
be installed again. If a new ignition module is in-
stalled, a small container of silicon grease is in the
package. Clean old silicon grease and apply a new
layer of silicon grease to ignition module and dis-
tributor housing. This silicon grease is necessary for
cooling the ignition module.
4. Connect connectors in distributor to ignition
module. Make sure connectors are the same as
when they were removed.
5. Install ignition module in distributor.
6. Install two screws that fasten ignition module in
distributor.
7. Install distributor cap and rotor.
Sensing Coil Repair
TEST FOR FAULT
1. Disconnect battery negative cable.
2. Remove distributor cap. Disconnect connection
from sensing coil to ignition module.
3. Check resistance of sensing coil with an ohmme-
ter. Connect ohmmeter to sensing coil connec-
tions as shown in step 1 of Figure 33. Check re-
sistance between both connections and ground.
Ohmmeter will indicate infinity for both connec-
tions, if sensing coil is good.
4. Connect ohmmeter across both sensing coil con-
nections as shown in step 2 of Figure 33. If ohm-
meter does not indicate 500 to 1500 ohms, re-
place sensing coil. Check wires for a loose con-
nection.
REPLACE
Remove and disassemble distributor as described in
Distributor Repair.
A. STEP 1 B. STEP 2
1. SENSING COIL
CONNECTIONS
2. OHMMETER
Figure 33. Test Sensing Coil
38
2200 SRM 765 Ignition Coil Repair
Ignition Coil Repair
TEST FOR FAULT
1. Disconnect battery negative (ground) cable.
2. Disconnect high voltage wire.
3. Disconnect connectors at ignition coil.
4. Set ohmmeter on one of the higher scales. Con-
nect ohmmeter as shown in step 1 of Figure 34. If
ohmmeter indication is less than infinity, install
a new ignition coil.
A. STEP 1
B. STEP 2
C. STEP 3
1. CLEAN METAL
FOR GROUND
CONNECTION
2. OHMMETER
3. C AND TACH
CONNECTOR
4. B AND +
TERMINALS
Figure 34. Ignition Coil
5. Set ohmmeter on one of the low scales. Connect
ohmmeter as shown in step 2 of Figure 34. If
ohmmeter indication is greater than one ohm, in-
stall a new ignition coil.
6. Set ohmmeter on one of the middle scales. Con-
nect ohmmeter as shown in step 3 of Figure 34.
If ohmmeter indication is infinity (open circuit),
install a new ignition coil.
REMOVE
1. Turn key switch to OFF. Apply parking brake.
2. Disconnect negative battery cable.
3. Put tags for identification on connectors and dis-
connect them from coil.
CAUTION
Do not damage high voltage wires (spark plug
wires) during removal. Hold wire by boot near
end of wire. Rotate boot before pulling it and
connection from terminal.
4. Remove high voltage wires.
5. Remove nuts (or capscrews) that fasten bracket
for ignition coil to engine.
6. Remove ignition coil and bracket assembly from
engine.
7. Use a drill and punch to remove two rivets that
fasten bracket to coil.
INSTALL
1. Install original bracket on replacement coil using
screws (supplied with replacement coil).
2. Install ignition coil assembly on engine with nuts
(or capscrews).
3. Install control wire connectors and high voltage
wire on ignition coil.
4. Connect negative (ground) battery cable.
39
ECT Sensor Replacement 2200 SRM 765
MSTS Module Repair
NOTE: See the TROUBLESHOOTING descriptions
to check the operation of the MSTS module. The fol-
lowing paragraphs describe the removal and instal-
lation of the MSTS module.
REMOVE
CAUTION
Never connect or disconnect wiring harness at
MSTS module when key switch is ON. Never
connect jumper wires or test instruments to
MSTS module when key switch is ON. The best
procedure is to disconnect battery negative
cable when removing or installing electrical
components.
Do not touch connector pins. MSTS module can
be damaged with an electrostatic discharge.
MSTS connector locations and mounting holes are
shown in Figure 35.
1. Disconnect battery negative cable. Disconnect
three connectors at MSTS module.
2. Remove two bolts that fasten MSTS module to its
mount. Remove MSTS module.
INSTALL
1. Install MSTS module on its mount surface and
install two bolts.
2. Connect three connectors at MSTS module. Con-
nect battery negative cable.
Figure 35. MSTS Module
ECT Sensor Replacement
WARNING
The coolant can be very hot. Use caution to
prevent personal injury.
NOTE: See the TROUBLESHOOTING descriptions
to check the operation of the ECT sensor. The fol-
lowing paragraphs describe the disconnection or the
removal and installation of the ECT sensor.
1. Disconnect battery negative cable. Disconnect
connector at ECT sensor. See Figure 36.
2. Use a wrench and carefully loosen ECT from
coolant manifold.
3. Use a liquid sealant on threads and install ECT
in its hole in coolant manifold and carefully
tighten it with a wrench.
4. Connect connector at ECT. Connect battery neg-
ative cable.
5. Fill radiator with coolant as required.
1. TEMPERATURE SENSOR
2. ELECTRICAL CONNECTOR
3. LOCK TAB
Figure 36. Engine Coolant Temperature Sensor
(ECT)
40
2200 SRM 765 MAP Sensor Replacement
MAP Sensor Replacement
NOTE: The MAP sensor is on the bracket that is on
top of the valve cover.
1. Disconnect battery negative cable. Disconnect
vacuum hose from MAP sensor. Disconnect elec-
trical connector at MAP sensor. See Figure 37.
2. Remove screws that fasten MAP to its mount.
Remove MAP sensor.
3. Install MAP sensor on its mount surface and in-
stall screws.
4. Connect electrical connector at MAP sensor.
Connect vacuum hose to MAP sensor. Connect
battery negative cable.
1. SENSOR
2. ELECTRICAL CONNECTOR
Figure 37. Manifold Absolute Pressure (MAP)
Sensor
41
NOTES
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42
TECHNICAL PUBLICATIONS
2200 SRM 765 11/01 (11/99) Printed in U.S.A.