Transcript Ford Industrial Engine Training 7-19-2016x

By
Kyle Lick
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About EDI
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Industrializing a Ford Engine
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Identification
Specifications
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Water Pump
Thermostat
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Differences in Setups
Gasoline Fuel Pump, Fuel Block, Injector Wiring
Gaseous Fuel DEPR and Lock Off Valve Wiring
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General Layout
O2 Sensor Positioning and Wiring
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GCP Specs/Capabilities
Controls Interface
Sensors
Fuse box
Component Wiring; MAP, Throttle, CAM, CRANK, ECT/CHT
Starting and Charging Circuits
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Purpose
Installing the Software
Using the Software
Using the MIL
Engine Basics
Cooling System
Fuel system; Gasoline, LPG, NG
Exhaust System
Engine Electronics
Engine Display Interface Software (EDIS)
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Engine Distributors, Inc. has been a leading distributor of Ford, Deutz,
Kubota, and Crusader engines and parts for over 30 years. As a family
owned business since 1958, EDI is recognized as a leader in the
industry. President Glenn Cummins Jr., with sons Glenn Cummins III and
Jaime Cummins have taken all of the necessary steps to provide OEM’s
and consumers with product support, sales and service. Our highly
experienced personnel, coupled with our deep product line of inventory,
insure our commitment to total customer satisfaction. Our corporate
office is located in Blackwood, NJ and with our 3 branch locations along
the East Coast and Worldwide distributor network; EDI is dedicated to
distributing our product lines domestically and globally.
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EDI purchases base engines from Ford
◦ Ford has excess capacity within their plants
◦ Engines selected are based on availability and whether it
was designed for dry fuels
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EDI fits the control and fuel system to the engine
◦ Engine is EPA and CARB certified
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Other items are added onto the engine
◦ Bell housing and flywheel
◦ Cooling packages
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Affixed to the valve cover of the engine
◦ Contains the model and serial number
◦ Use all numbers when seeking information or
ordering replacement parts
Figure 1: Engine identification decal.
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Also located on the engine manifold
Figure 2: Emissions label
*Useful life is the amount of time the engine and its emissions components
should be able to comply with emissions
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Engine Type…………….. I-4, SOHC
Bore and Stroke………… 3.11” x 3.01”
Displacement…………… 1.5L (91.5 CID)
Compression Ratio………11:1
Oil Capacity……………… 4.25 qts. Including filter
Net Weight………………. 196.2 Lbs.
Basic Dimensions.……... L23.8” x W23.4”x H26.8”
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Certified on Gasoline, LPG, and NG
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◦ 650 – 3600rpm
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SAE 5 Housing and SAE 7.5” flywheel available
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Engine Type…………….. I-4, DOHC
Bore and Stroke………… 3.5”x3.93”
Displacement…………… 2.5L (152.5 CID)
Compression Ratio…….. 9.7:1
Oil Capacity……………… 7 qts. Including filter
Net Weight………………. 351 Lbs. w/acc.
Basic Dimensions.……... L30.3” x W23.3”x H32.6”
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Certified on Gasoline, LPG, and NG
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SAE 4 Housing and SAE 10” flywheel available
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◦ 650 – 3200rpm
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Engine Type…………….. V-6, DOHC
Bore and Stroke………… 3.7”x3.4”
Displacement…………… 3.7L (225.7 CID)
Compression Ratio…….. 10.5:1
Oil Capacity……………… 6 qts. Including filter
Net Weight………………. 355 Lbs. w/acc.
Basic Dimensions.……... L25.4” x W29.5”x H29.4”
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Certified on Gasoline, LPG, and NG
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SAE 3 Housing and SAE 11.5” flywheel available
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◦ 650 – 3200rpm
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Engine Type…………….. V-10, SOHC
Bore and Stroke………… 3.55” x 4.17”
Displacement…………… 6.8L (415 CID)
Compression Ratio…….. 9:1
Oil Capacity……………… 6 qts. Including filter
Net Weight………………. 640 Lbs.
Basic Dimensions.……... L30.4” x W28.5”x H31.7”
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Certified on Gasoline, LPG and NG
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◦ 650 – 3200rpm
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SAE 3 Housing and SAE 11.5” flywheel available
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Liquid cooled
◦ Engine mounted coolant pump
◦ External radiator
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Full flow system regulated behind thermostat
◦ Located behind water outlet connection
◦ Controls and maintains engine temperature
 Typically opens at 180ºF, fully open around 200ºF
Figure 4: 2.3L Belt layout
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Driven off of the
main FEAD belt
Full flow depending
on engine speed
Regulated by
thermostat
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Typically starts to open between 180190° F
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Fully Open between 200-210°F
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Engines will operate between 190210°F depending on load and ambient
temperatures.
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Located at coolant inlet on 1.5L/2.5L
(front intake side of engine)
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Located back of 1.6L at the coolant
inlet
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Coolant outlet on top of intake
manifold for 6.8L
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Sensors will be covered in the
electronics section
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EDI offers a suction and pusher fan for every
engine model
TSG415 and MSG425 use separate belt drive
for the fan. Tension is applied by tightening
the bearing bracket up.
CSG637 and WSG1068 run the fan off of the
main FEAD. Tension is supplied by an auto
tensioner
◦ CSG637 and WSG1068 runs off of the coolant pump
Fan Pulley
Main FEAD
Belt
Extended
Crank Pulley
TSG416 Uses Similar
Type of Drive
• Pre-mounted cooling system
package, common across many
EDI customers
• 1 BAR radiator cap
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Two Types of Fuel Systems Utilized
◦ Liquid Fuel
 Unleaded Gasoline (87 or 89 octane)
 E10
◦ Gaseous Fuel
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LP Vapor
LPG (HD-5)
Natural Gas (1050 btu/ft 3 )
CNG
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System consists of
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Fuel
Fuel
Fuel
Fuel
Fuel
block
filter
pump
Rail
injectors
Figure 6: Gas Fuel system
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Fuel block provides fuel temperature and
pressure readings to ECU
Fuel pump is PWM controlled based on the
pressure reading from fuel block
◦ Fuel pressure is a preset value in the ECU
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TSG416:
DSG423:
MSG425:
WSG1068:
54.6
74.7
58.0
58.0
psia
psia
psia
psia
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Fuel Pump Typical Voltages
◦ Fuel Pump positive to direct ground
 ~12 volts DC
 Power is supplied through 15Amp fuse and fuel pump relay
◦ Fuel Pump positive to fuel pump negative
 ~6-7 volts DC depending on pressure
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Fuel Block Wiring / Voltages (four wires)
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Pressure – White/Lt Green – Typically 1.0 to 2.7 volts
Temperature – Lt. Green/White – 0 to 5 volts
5 Volt Reference – Brown/White – 5 volts
5 Volt Return – Gray/Red
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Each injector has a red wire
◦ Supplies 12 volts from relayed power
◦ Always on when cranking and running
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Color wires are ground pulses from ECU
◦ This triggers the fuel injectors to spray
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Timing is preset in the ECU
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Low permable fuel lines
◦ Imperative customers use the EDI supplied fuel line and fittings
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Fuel tank must be made out of metal or a coextruded highdensity polyethylene fuel tanks with a continuous ethylene
vinyl alcohol barrier layer
Clamps on high pressure hose must be crimped with Oetiker
pincers, model 1098i or model 1099i.
A tethered or self-closing gas cap must be used. The fuel cap
should incorporate a purge valve that stays seated up to a
positive pressure of 24.5 kPa (3.5 psig) and a vacuum
pressure of 0.7 kPa (0.1 psig).
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Most prevalent issue EDI is fighting on installs
EPA defines that at 85°F ambient and fuel
temperature of 127°F the unit will vapor lock
Adding parameters to application review to record
relevant data that may expose a vapor lock
condition
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LPG System
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Natural Gas System
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CNG System
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LP Vapor System
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Liquefied Petroleum Gas (LPG Grade HD-5)
◦ Propane is vaporized and pressure reduced
◦ Pressure is regulated with an Electronic Pressure
Regulator (EPR)
◦ Fuel goes to the mixer where it is mixed with air and
then goes through the throttle and into the intake
air manifold
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Consists of
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Dry Fuel Mixer
Electronic Pressure Regulator
Vapor Regulator
Lock off Valve
This is true for all current EDI Ford engines
◦ TSG416 and MSG425 utilize the same components
for their LPG fuel system
◦ WSG1068s components are the same as the smaller
displacement engines except larger in scale
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WSG1068 LPG Fuel System (shown)
LPG from tank; lock off valve
located here
Air to Mixer
Coolant to
Vapor regulator
LP Vapor to DEPR
Vapor Regulator
DEPR and Mixer
Figure 10: V10 LPG System
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LPG tank pressure = 120 to 180psi
Vapor regulator pressure = 11” W.C.
Air and fuel
mixer to
engine
Lock Off
Mixer
DEPR
TSG416
Vapor
Regulator
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1050 btu/ft^3 is supplied to the engine at 11
inches of water columun
◦ Pressure is then regulated with an Electronic
Pressure Regulator (EPR)
◦ Fuel goes to the mixer where it is mixed with air
and then goes through the throttle and into the
intake air manifold
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WSG1068 NG Fuel System (shown)
Air to Mixer
LPG from tank; lock off valve
located here
NG to DEPR
DEPR and Mixer
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Natural Gas pressure to DEPR = 11” W.C.
◦ Same for whole product line regardless of engine size
Air and fuel
mixer to
engine
Mixer
Lock off
DEPR
MSG425 Engine
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Fuels stored at higher pressures
LP Vapor – Propane already in a vapor state;
typically at 300psi
◦ Setup is similar to natural gas; low pressure lock off
valve
◦ Pressure needs to be reduced to 11” W.C. before
reaching the electronic pressure regulator
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CNG – Natural stored at ~3000psi.
◦ Similar to LPG setup; high pressure lock off valve
◦ Pressure needs to be reduced to ~100-300psi before
entering supplied regulator on engine
TSG416
WSG1068
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Actuator in the EPR controls the fuel pressure
to the mixer
◦ Actual “delta P” matches the GCP command
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Extremely accurate open loop type of fuel
control
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After preset amount of time (50 seconds),
engine goes to closed loop control
◦ Uses information from the pre and post cat oxygen
sensors to allow further adjustment to meet
emission regulations
• Relayed and Vbat = ~12 volts
• Measuring resistance across
CAN+ and CAN- should result in
120 ohms
WSG1068
TSG416
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Device by which fuel can be added to passing air
flow
Amount of fuel is related to amount of air
passing through the mixer
This is controlled by the differential pressure
across the diaphragm
More air the engine demands the lower the
pressure in the throat is which relates to the
diaphragm
Diaphragm overcomes the spring force holding it
down to allow more fuel to mix with the air
Figure 12: Diaphragm Mixer Operation
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12 volt DC Solenoid driven valve located before
the EPR or vapor regulator
Only open when the engine is starting and
running
When user initiates engine shutdown, the valve
closes
◦ Prevents fuel from getting to the intake system
◦ Engine will continue to run for about 3 seconds to use
up the remaining fuel in the manifold
◦ Prevents an engine backfire from occurring during the
next startup
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Referred to as Fuel Run-Out
Low pressure valve used for NG/LP Vapor
Higher pressure valve used for LPG/CNG
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Lock off should be placed as close as possible
to vapor regulator (LPG) or DEPR (NG)
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This will reduce fuel run-out time
Lock Off Here on LPG
DEPR and Mixer
LPG Vapor Regulator
Lock Off Here on NG
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Red/Lt Green = 12 volts
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White/Black = Ground
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Fed from power relay
Initial ignition cycle
Cranking
Running
◦ Controlled by ECU
◦ Cranking
◦ Running
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Vapor Regulator (Vaporizer)
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Used on LPG only
Fuel from tank connects directly
Combined with the EPR on the 2.3L
Separate on all other engines
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(D)EPR (Electronic Pressure Regulator)
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Lock Off valve
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Mixer
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Governor
◦ Precisely controls the fuel into the engine
◦ Used for both LPG and NG
◦ 11” W.C. to EPR on NG
◦ Prevent fuel from building up in the intake which could cause a
backfire
◦ Where the fuel from the EPR is mixed with air
◦ After the fuel and air is mixed the governor regulates the mixer
into the air intake manifold
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Position of the vapor regulator to mixer/DEPR
is very important
◦ Refer to emission install instructions for:
 Length of LPG hose between vapor regulator and mixer
 Height relative to mixer
◦ If these are not followed this could lead to
premature failure of the vapor regulator
 Could cause oils to build up in vapor regulator and LPG
lines
◦ Keep Distance of Lock off valve to vapor regulator
or DEPR as short as possible
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1.5L and 2.5L
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E100 Style Mixer
D19 DEPR
3/4” NPT sized low pressure lock off Valve
40mm throttle body
LPG Vapor Regulator LD DSR
Throttle, Mixer
and DEPR
LPG Vapor
Regulator
LPG lock off with filter
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3.7L
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E330 Style Mixer
D19 DEPR
3/4” NPT sized low pressure lock off Valve
60mm throttle body
LPG Vapor Regulator LD DSR
Throttle, Mixer,
DEPR, and low
pressure lock off
LPG Vapor
Regulator
LPG lock off with filter
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6.2L and 6.8L
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E480 Style Mixer
D28 DEPR
1-1/4” NPT sized low pressure lock off Valve
60mm throttle body
LPG Vapor Regulator HD DSR
Low Pressure Lock Off
Throttle, Mixer,
and DEPR
LPG Vapor
Regulator
LPG lock off with filter
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Exhaust must be a closed system
◦ Emission install instructions list
 Distance of pre-cat sensor from exhaust manifold
 Distance of center of catalyst from exhaust manifold
 Length of solid pipe required after post-cat sensor to
avoid false oxygen readings
 Avoid placing near critical items and fuel sources
◦ Ensure oxygen sensors are properly oriented to
prevent water from burning out the sensors
◦ Use 409 stainless steel pipe or equivalent
 Must last useful life of engine
 7 years or 5000 hours
Post-cat sensor
Pre-cat sensor
Must be within 8
inches of exhaust
manifold
Figure 13: Exhaust layout
Must be inclined at least be 10º above the horizontal
Figure 14: O2 Sensor Positioning
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Gray/Red – 5 volt return
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Gray/Lt. Blue – Sensor signal to ECU 0 – 1.2 volts
◦ Post cat sensor = Gray/Yellow
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Red – 12 volts from relayed power
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Black/Lt Green – Heater ground
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GCP (Global Control Platform)
◦ 1.6L, 2.3L, 2.5L, 6.8L
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4G ECU Platform
◦ 1.5L, 3.7L
◦ 1.0L and 6.2L when introduced
◦ Working 2.5L and 6.8L 4G integration as well
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GCP (Global Control Platform)
◦ 90 pin computer that connects to the below
components on the engine
Figure 15: GCP components
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12 volt system only (6-18volts)
IP 67 rated
-40°F to 225°F normal operating
temp.
1m drop onto concrete surface
15 mins. in four inches of water
8G vibration at ECM header pins
0.005 AMP draw when powered
down
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Programmable four speed electronic governing, throttle-bywire or variable speed control governing.
Programmable emergency warning/shut-down feature for
high water temperature, low oil pressure, etc.
Starter lockout
Programmable over speed protection
Automatic altitude compensation
Sequential port fuel injection (gasoline) with pressure
regulator to precisely control fuel delivery
Certified closed loop dry fuel control
Configurable outputs available based on ECT, RPM or MAP
signals and customer requirements
Diagnostic software allows viewing of historical and active
faults with on-demand diagnostics to assist technicians and
reduce equipment downtime.
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Protects the user and the engine from
hazards such as:
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Over speed
Over temperature
Over voltage
Low oil pressure
Unauthorized tampering
Over cranking the starter motor
Dry fuel run-out
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Operating conditions being read
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Engine coolant temperature
Exhaust oxygen content
Manifold absolute pressure
Battery voltage
Throttle Position/Electronic actuator
Fuel pump voltage
Intake air temperature
Camshaft position
Crankshaft position
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Throttle
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Potentiometer
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Discrete Speed
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Tap Up / Tap Down
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J1939
◦ 0 – 5 volts with an IVS
◦ 0 – 5 volt input
◦ 12 volt signals directly ramp the engine to a set speed
◦ 12 volt signals variably increases or decreases the speed
◦ Can use TSC1 Commands
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Systems controlled
Spark
Electronic throttle control
Electric fuel pump or Dry Fuel Pressure Regulator
Diagnostics – Malfunction indicator lamp (check
engine lamp)
◦ Diagnostics – Data Link Connector (DLC)
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Outputs common J1939 Parameters
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Throttle position
Engine Speed
Engine Temperature
Oil Pressure (9psi or 99psi with switch)
Engine Hours
Fuel Consumption
Battery Voltage
Faults codes via a SPN and FMI #
Can also take throttle commands via TSC1
◦ Address is configurable
 3, 39, 17, 208 and 234
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ECU monitors the output of the engine and
makes changes so the desired output is
achieved
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Certain conditions must be must
◦ Coolant temp of 100 deg[F]
◦ Run time of engine, 15 seconds after reaching temp
above
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Once closed loop
◦ ECU actively monitors the EGO sensor to determine
fueling accuracy
◦ If it is not accurate it will begin adding or
subtracting fuel to achieve a stoichiometric fuel
mixture
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Primary interface from the OEM customer
wiring to the engine harness
◦ 5080030 – Pin kit with 42 pin connector
◦ F8JL14324AC – 42 pin connector with 6’ wire leads
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Pin 1 – Voltage Switch (VSW), primary ignition input to ECU. 12 volts when key is
on, cranking, running. Remove 12 volts for shutdown
Pin 3 – MIL diagnostic trigger. Ground to start flash code sequence when key is on,
engine off
Pin 5 – Fuel pump positive on gasoline
Pin 6 – MIL control ground, other side of lamp is 12 volts with key on
Pin 7 – Fuel select, used on dual fuel units, typically ground/open = gasoline, 12
volts = LPG
Pin 14 – Potentiometer input, 0.2-4.8 volts
Pin 15 – Crank input, on DSG423 and WSG1068 this must be a low restricted
source of power. On TSG416 and MSG425, this input controls a relay.
Pin 18 – Fuel Pump negative on gasoline
Pin 23 – Gov 1 input, speed # 1 when discrete or increase speed when tap u/d
control is used. 12 volt input
Pin 24 – Gov 2 input, speed # 2 when discrete or decrease speed when tap u/d
control is used. 12 volt input
Pin 25 – IVS input with foot pedal
Pin 28 – CAN + for J1939 input/output
Pin 29 – CAN - for J1939 input/output
Pin 31 – Vref, 5 volts, used with potentiometer
Pin 33 – Analog return, used with potentiometer
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Extremely important to have sufficient
grounding
Chassis ground must be on unpainted surface
Battery ground must be directly to engine
block on unpainted surface
Recommend at least 1 gauge wire size
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Electronic Distributor less Ignition System (EDIS)
Individual ignition coils (DSG423/MSG425/WSG1068)
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Located directly above each spark plug
Ignite the fuel in the cylinders
Each coil has a red wire; 12 volts from relayed power
Engine ECU provides ground to fire coil (color wires)
Spark is only allowed when the CAM and crank
sensor are detected together
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•
2.5L, 3.7L and 6.8L use
the same coil on plug
system
1.5L uses two coil packs,
each coil pack fires
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1.5L uses two coil packs, each coil pack
fires two cylinder separately.
◦ Not waste spark
10
Alternator
• TPS1 and TPS 2 = 5 volts
added together
• Brown/White = 5 volt ref.
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Regulator is integrated into
alternator
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Pin 1 is Excite Wire (Rd/tan)
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Pin 2 is stator (white)
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Pin 3 is voltage reference (Rd)
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Schematic shown refers to
WSG1068 and MSG425
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TSG415 has only the charge
wire
◦ 12 volts from relayed power
◦ battery voltage
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WSG1068
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Starter relay is a pass
through
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ECU opens circuit after 8
seconds of continuous
cranking to prevent over
cranking
Voltage to the solenoid
is provided by the users
panel side
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TSG415, MSG425 and
CSG637 Starting circuit
Starter Solenoid
Engagement circuit is
internal to the wiring
harness
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ECU controls ground side of
starter Relay.
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User controls positive side
of starter relay.
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All new engines will utilize
this circuit
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1.5L and 2.5L utilize a ECT sensor
◦ Engine coolant temperature direct measurement
◦ Both located on back of engine near the coolant outlet
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3.7L and 6.8L utilize a CHT sensor
◦ Cylinder head temperature measurement
◦ Coolant temp. displayed is based off of calculation from
CHT measurement
◦ 6.8L located underneath the intake manifold towards the
front of the engine
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Both sensor types are 0 – 5 volts
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Pull up type circuit
◦ When open the circuit defaults to 5 volts
◦ Sensor applies a resistive load between the sensor
signal and its ground and brings down the voltage
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Gray/Red – 5 volt return
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Lt Green/Red (37) – Signal to ECU
TSG415
MSG425
CSG637
WSG1068
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Intake air temperature and manifold air pressure
measurement sensor
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Intake air = ~ambient air temperatures
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MAP = 4psia to 14.7psia
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Both are 0 – 5 volt sensors.
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Same sensor used on all Ford NA engines
◦ The greater the delta from 14.7, the smaller the load
◦ The closer to 14.7psia, the larger the load
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Lt.Green/Black – MAP signal in
Brown/White – 5 volt reference
Gray – IAT signal in
Gray/Red – 5 volt return
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IAT - Pull up type circuit
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MAP – Pull down type circuit
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◦ When open the circuit defaults to 5 volts
◦ Sensor applies a resistive load between the sensor signal
and its ground and brings down the voltage
◦ 3 wire circuit where the signal in and 5 volt circuit are
separate. When unplugged the signal defaults to 0 volts
◦ A resistive load is placed between the 5 volt circuit and the
sensor ground
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2.5L – Hall effect with pullup
◦ Three wire sensors
 5 volt reference
 CAM+: Signal
 CAM –: 5 volt return
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3.7L/6.8L Magnetic Pickup
◦ Two wire sensor; crank+ and
crank Typical resistance values
 1.5L: 0.490 kΩ
 3.7L: 1.25 kΩ
 6.8L: 0.388 kΩ
 3.7L has two CAMs per head
 EDI only uses the intake CAM
sensors
MSG425 CAM sensor resistance
Measurements
Component
CAM Sensor:
Measurement
Unit
Viewing PINS with sensor side down
5.2
OL
4.6
MΩ
MΩ
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1.5L/2.5L/3.7L/6.8L – Magnetic pickup
◦ Two wire sensor of crank+ and crank Typical resistance values
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1.5L:
2.5L:
3.7L:
6.8L:
0.43 kΩ
0.452 kΩ
0.680 kΩ
1.3 Ω
2.3L/2.5L/6.8L – Read off of the front crank
pulley
3.7L – Reads off crank tooth plate

Monitors engine noise to prevent pre-ignition
◦ Two wire sensor – knk+ and knk Typical resistance values
 1.5L: Ω
 2.5L: 4.8 MΩ
 3.7L: MΩ

All engines utilize a normally open switch
◦ Open without pressure
◦ Closed with pressure
◦ Monitored by ECU and will cause a shutdown if
open for 15 seconds when above 650 RPM
 Typically opens/closes at 7psig
◦ 0 volts on circuit when running
◦ 5 volts on circuit when low or off

Electronically controlled hydraulic valves that direct high
pressure engine oil into the camshaft phaser cavity

ECU PWM signal to the solenoids to move a valve
spool that regulates the flow of oil to the phaser cavity.


The phaser cavity changes the valve timing by rotating the
camshaft slightly from its initial orientation, which results
in the camshaft timing being advanced or retarded.
The ECU adjusts the camshaft timing depending on factors
such as engine load and RPM

Constant 12volts on hot side;
at initial key on, cranking, and
running

Ground is PWM Controlled

Will through DTC 11: Intake
cam/distributor position error
MSG425
◦ Typically a result of the positive
or PWM wire being disconnected

CSG637 has twin solenoids on
each head. EDI only uses the
intake solenoids
CSG637

Three methods to obtain fault codes
1. Flash codes out via MIL (malfunction indicator
lamp)
2. Retrieve the fault using the GCP or 4G display
software
3. Via SPN and FMI #s from CAN display

If a fault is present the MIL will blink when the key is on
and the engine is off otherwise it will be on solid until the
engine is started

If the engine is running and the light is on then there is an
active code

Ground Pin 3 of the 42 Pin Connector
◦ Put the key into the accessory position with the engine NOT
running
◦ The default “all clear code” will be displayed three times
 If that is all that is displayed then there are no codes
◦ A code will be 3 to 4 digits long and will be repeated three times
in a row then will go back to the “all clear code” and restart the
cycle again
◦ All historic codes are stored on the GCP
 Can only be cleared via the GCP display software

WSG1068
◦ 1–2–3

TSG415/MSG425/CSG637/All future engines
◦ 1-6–5-4

GCP (Global Control Platform) and 4G Display
◦ Purpose
 Real time engine data with plotting capabilities
 Display / retrieve fault code information
 Reprogramming the GCP module
Desktop logo and gauges page

Serial connection to the PC
◦ Can use a USB to serial adapter if needed

Connector below attaches to adapter located
on the engine harness
Figure 18: GCP connector

Open the CD “GCP Display”
◦ Latest_GCP_Display
 PC_Display
 Double Click “GCP Display” file
◦ Follow install instructions
◦ Once installed copy password from gcp password
text file
 Paste password into prompt box when opening the
software
Figure 19: Enter GCP password

Menus located on top of the screen
◦ File Menu: Used primarily to perform disk and file management
functions.
◦ Page Menu: Used to select the active page and configure which
pages will be visible for use during a software session.
◦ Flash Menu: Commits updated calibration variables to flash
memory
◦ Comm Port Menu: Selects the PC’s active serial communication
port and displays communication statistics.
◦ Plot/Log Menu: Graphically plots or numerically logs static and
dynamic variables and metrics that have been tagged for
plotting or logging. Tag by right clicking a variable.
◦ Help: Provides general information about EDIS and defines
shortcuts for use in the software
Figure 20: Header while not connected to a GCP
Figure 21: Header while connected to a GCP




Save Calibration to Disk: Saves calibration variables, accessible from the
display software, from the GCP’s flash memory to the PC.
Load Calibration from Disk: Loads a partial calibration from a calibration
file on the PC to the GCP’s flash memory. Only variables for which your
password has write access will be updated.
Clear Cal Tags: Removes all calibration tags from EDIS memory during
software use.
Reprogram Target: Reprograms the GCP processor with a binary MOT file
(S-record) that contains both a full calibration and embedded software
control algorithms.

Bulk Reprogram: Used to program multiple GCPs for an OEM’s end-of-line
production process.

Print Panel: Sends a snapshot of the active EDIS page to a printer.

Calibration File (.CAL)
◦ Static variables
◦ Not the entire calibration
◦ Use “Load Calibration from Disk” to upload

MOT File (.mot)
◦
◦
◦
◦
◦
Full calibration
Embedded software algorithms
Necessary to completely configure the GCP
Can not be viewed or executed on a PC
Use “Reprogram Target” to upload

Uploads a calibration from a partial calibration file stored
on the connected PC to the GCP flash memory
◦ Only changes variables your password has write
access to
Figure 22: Successful calibration load prompt


Reprograms the GCP’s microprocessor with a
binary MOT file that contains the full
calibration and embedded software control
algorithms.
Performed when software modifications have
been released or a full calibration is needed
to be loaded

Locate the .mot file
on your PC
◦ Click Ok

Then follow these
prompts
◦ Clicking Yes
Figure 23: Prompts
Figure 24: Successful MOT load

If there is an error while uploading the MOT
file, you will receive this prompt
◦ Try reloading again
◦ If it continues to fail contact EDI
Figure 25: Unsuccessful MOT load prompt




Allows the user to select the PC’s active serial port and
provides information about communication statistics
Automatic (Default): Permits the software to cycle through
available RS-232 serial communication ports until a
connection is established with a target.
COM1, COM2, etc.: Specifies which communication port to
connect through for a given software session. This setting
is not retained once the software has been exited.
Show Stats (Ctrl+S): Displays communication statistics
between the PC and ECM once a connection has been
established Statistics include serial baud rate, transmit and
receive loads, and time information.


Allows the user to graphically plot or
numerically log variables that have been
tagged for plotting/logging
To plot or log variables, a tag must be
assigned to each variable of interest
◦ Right click over the variable to tag it
◦ If a variable is tagged it will be highlighted green
◦ Maximum of 20 variables can be tagged for logging
and plotting


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Clear Tags: Releases all plot/log variables.
Plot Tags (Ctrl + P, or P): Graphically plot all tagged
variables.
Log Tags (Ctrl + L): Numerically log all variables that have
been tagged for plotting/logging.
New Mark: Takes a 5 second average of highlighted
variables and saves into an excel file
Mark: View marks taken during GCP display session, marks
are deleted unless saved
Recorder Settings: Change recorded settings (time,
sampling rate, etc..)
Load Recorder Settings:Loads and tags same variables for
plotting/logging that are present in a plot file (.bplt).
*Tagged variables shown in green

Can plot up to 20 different tagged variables


Can log up to 20 variables
Can be viewed in Excel
 Set the file name and save location
 Can set to log for a set time or until stopped
1.
2.
3.
4.
5.
Gauges
RawVolts
Service1
Service2
Faults
GCP display pages

Main Function:
◦ Initial screen shown at start-up. Presents visual
indication of most viewed information.

Secondary Functions:
◦ Displays ECI and customer configuration
information including the GCP’s part numbers,
displays the customer’s emissions calibration MOT
filename, and displays governor calibration
information
◦ Displays system states based on current operating
conditions
Gauges page
EDI part #
Calibration #
Engine Part #
Displacement
Firing order
EDI Ford Calibration Identification Key
Model, Customer and Base Cal #
Quick Reference Parameters
#
###
X
#
#
X
Module
OEM (EDI REFERENCE)
Engine
Model
Option 1
Option 2
Revision
Module #
Type of Module
Manufacturer
XX
--
Fuel
1
EPM
Econtrols
2
L series
Woodward
Fuel
GAS
LP
NG
3
GCP
Econtrols
DF( Gas/LP)
X
--
#
Control
Type
--
Speeds
idle(optional), max
Control Type
FP - Foot Pedal
HT - Hand Throttle
TAPUD - Tap Up/Down
DIS - Discrete Speed
X#
--
TSC1 - J1939 CAN Control
Engine Model
Engine Model
D
DSG 423
T
TSG 416
E
ESG 642
W
WSG 1068
M
MSG425
FIXED - Goes directly to set RPM
(Genset)
Notes:
Example
3125M13B_NG_TAPUD_2100
Explanation
Customer # 125 has an MSG425 on natural gas
with tap up/down control up to 2100 RPM.
Engines from December 2012 and beyond will follow the above
labeling system.
Engines prior to December 2012 and large volume OEMs that
have standardized calibrations will follow the "Model,
Customer, Base Cal #" system
*Also located on GCP sticker
MISC

Main Function:
◦ Displays raw voltage feedback from GCP inputs and
outputs.

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
Aux_DIG1 volts – Fuel select; 12 volts, gnd, open
Aux_DIG3 volts – Brake input if used
TPS1_Raw volts – Throttle position sensor 1 voltage
TPS2_Raw volts – Throttle position sensor 2 voltage
FPP1(2)_raw – Foot pedal (1 & 2) input voltage
Gov1_raw – Governor 1 input; 12 volts (engage), 0 volts (ground) or 2 volts (open)
Gov2/DIG4_raw - Governor 2 input; 12 volts (engage), 0 volts (ground) or 2 volts
(open)
Oil pressure voltage – Reference voltage; 5 volts = open, 0 volts = ok
MAP_raw – Sensor is 0 volts if open, 0-5 volts when operating
ECT_raw – ECT/CHT Sensor is 5 volts if open, 0 -5 volts when operating
IAT_raw - Sensor is 5 volts if open, 0 -5 volts when operating
Aux_PWM3 – Gasoline fuel pump ground control
Aux_PU1 – Gasoline fuel block temperature voltage
Aux_PD2 – Gasoline fuel block pressure voltage

Main Function:
◦ Displays information generally used during fault
detection and provides fault code interaction.
◦ Historic and active faults are displayed here
◦ Provides some variables to aid in diagnosing faults
◦ Can clear the faults from this page as well
Figure 32: Faults page

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

Engine Speed – Reading from the crank sensor
Manifold Pressure – Pressure reading from intake manifold; typically 4 to 14psia depending on
load
Barometric pressure – Reading from MAP sensor at key on; typically 14.7psia
Coolant temperature – Direct reading from ECT sensor or estimation from CHT
Cylinder head temp – Direct reading CHT if equipped
Intake air temperature – Reading of the manifold intake temperature from TMAP sensor
Spark Advance – Shows current timing of ECU, preset in ECU
Fuel rail pressure – Pressure reading from gasoline fuel block
Fuel temperature – Temperature reading from gasoline fuel block
Gaseous pressure target – DEPR target output pressure to mixer
Gaseous pressure actual – DEPR actual output pressure to mixer; should match target
Current governor target – Engine speed ECU is trying to achieve
Engine load; torque – Estimation of % load/torque based on MAP, Engine speed, etc.
Vbattery – Battery voltage value into GCP; should equal battery voltage
Vswitch – Ignition voltage from keyswitch; voltage at start/running, zero volts at shutdown
Hour meter – current engine hours logged by ECU
MIL-total on time – Amount of hours engine ran with MIL on
Cumulative starts – Amount of start attempts made on engine




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
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
EG01 – Pre-catalyst O2 sensor voltage; switches between 0-1.0 volts
Closed loop 1 – shows fueling accuracy, 0 = stoichiometric; typically will switch
between negative (rich) and positive (lean); +/-1%.
Adaptive 1 – Where the fueling correction is added to the ECU permanent memory.
If closed loop 1 goes more than +/- 1% for a certain amount of time.
Compensates for manufacturing tolerances in the engine assembly.
EGO2 – Post catalyst sensor voltage; typically ~1 volt OL, 0.8 volts CL
TPS Command – Throttle position ECU is commanding
TPS Position – Actual position of the throttle, should match the command
TPS1 percent – throttle position sensor 1 % open
TPS2 percent – throttle position sensor 2 % open
TPS1 voltage – Voltage value of the throttle position 1
TPS2 voltage – Voltage value of the throttle position 2; TPS1 and TPS2 = 5 volts
added together
FPP Command - % of the foot pedal being registered by ECU
FPP Position - % of the actual foot pedal position
FPP1 Voltage – Voltage input of foot pedal, 0.2 to 4.8 volts
FPP2 Voltage - Voltage input of foot pedal 2, 0.2 to 4.8 volts
IVS Voltage – Voltage of the IVS switch from foot pedal




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
Run Mode – Shows the current engine state; stopped, cranking, running
Power Mode – Key Off, Standby, Active
Fuel Type – Current fuel type the ECU is set too; Gasoline, Propane, Natural
Gas
Fuel supply – On or off
Fuel Control Mode – Showing if the system is open loop, closed loop, or
closed loop with adaptive learn
Active governor mode – Isochronous or droop, typically all EDI engines are
isochronous
Oil pressure state – low, low-ignored, OK
Oil Pressure config. – Ground = Ok, or visa versa
Gov 1 Voltage – Governor 1 input; 12 volts (engage), 0 volts (ground) or 2
volts (open)
Gov 2 Voltage - Governor 2 input; 12 volts (engage), 0 volts (ground) or 2
volts (open)
Oil pressure voltage – Reference voltage; 5 volts = open (low or off), 0 volts
= closed (ok)
MAP Voltage – Sensor is 0 volts if open, 0-5 volts when operating
ECT/CHT voltage – Sensor is 5 volts if open, 0 -5 volts when operating
IAT voltage - Sensor is 5 volts if open, 0 -5 volts when operating








Spark kill – On gasoline only coils can be disabled to locate a possible bad
coil; #s listed is firing order
Injector kill - On gasoline only fuel injectors can be disabled to locate a
possible bad injector; #s listed is firing order
DBW test – To test the throttle body by verifying if it goes to commanded
position, KOEO, sends the throttle to 0% position.
External power – KOEO; Auto (standard ECU control), Relay On (turns power
relay on), All On (turns power relay and fuel pump relay on)
De-rates/Warnings – Shows if a code is forcing a de-rate, idle, or other
condition onto the engine.
Snapshot / Flight data base definitions – Shows defaults settings as well as
custom definitions that can be added
Historic Faults – All of the faults that have occurred on the engine, can only
be cleared via the GCP display software
Active fault – Only shows faults that are currently active on the engine. Once
issue is corrected this fault will disappear and only be listed as historic.

Monitored Drivers
◦ Injector-on low-side voltage
 0 volts all times
◦ Injector-off low-side voltage
 12 volts when running
 0 volts when unplugged or off
◦ Coil Driver Spark dwell [ms]
 Preset Values in ECU– based on system voltage

Two sets of data are recorded
◦ Fault snapshot and Flight data recorder
 All the variables recorded for each can be seen on the
bottom right of the faults page
 Double click red light next to fault code

After double clicking this page comes up
◦ Can clear the fault or view the Snap Shot Data or
the Flight Data Recorder

Diesel/Contaminated fuel introduced into the gasoline
system
◦ Clean lines/fuel rail, replace injectors, block filter and pump

Low power on a natural gas Genset

No start, no codes present

High gasoline fuel pressure; code 1561

O2 sensor failure; code 134 or 154

Bricked GCP (Bootstrap Mode)
◦ Typically not enough fuel pressure to the engine
◦ Typically fuel related issue
◦ Bad fuel block or fuel was grounded directly (normally PWM
controlled)
◦ Improper mounting from installation
◦ Liquid being introduced into the
◦ User lost power or unplugged the COMs cable while programing

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