5331600TP Mercruiser STERNDRIVE, Bravo-II (2.00:1 Ratio)

Troubleshooting
To troubleshoot engine problems refer to Troubleshooting, 3176C & 3196 Marine Engines SENR1170.Electronic Control System
Diagnostic Codes
For an explanation of each diagnostic code see the 3176C & 3196 Marine Engines Troubleshooting.Active Diagnostic Codes
Diagnostic codes are used by the 3176C & 3196 Marine Engines System to warn the vessel operator of a problem and indicate to the service technician the nature of the problem. Some codes are used only to record an event and do not indicate problems that need repair.An ACTIVE diagnostic code represents a problem that should be investigated and corrected AS SOON AS POSSIBLE. Repairing the cause of an ACTIVE code will cause the code to be cleared.When an ACTIVE code is generated, the diagnostic lamp will turn ON and remain ON, blinking every five seconds. If the condition generating the fault occurs only for a brief moment, the lamp will go OFF after five seconds and the code will be LOGGED.There are a few codes which are not a response to a performance problem, but merely record an event such as 01, 35, 41, 47 and 55. In these cases troubleshooting is not required.Some Diagnostic Codes cause the 3176C & 3196 Marine Engines System to make major changes in engine operation or limits, as a result of the code being generated.Logged Diagnostic Codes And Events
When the ECM generates a diagnostic code, it usually logs the code in permanent memory within the ECM. The ECM has an internal diagnostic clock and will record the hour EACH time a code is logged. Knowing when and how often the code was generated can be a valuable indicator when troubleshooting intermittent problems. Logged codes can be retrieved or erased using an electronic service tool. They can be a valuable indicator when troubleshooting intermittent problems.* Diagnostic Codes that are logged repeatedly may indicate a problem that needs special investigation. Codes that are logged only a few times and do not result in operator complaints, may not need attention until a scheduled maintenance interval. To troubleshoot a Logged Diagnostic Code, refer to the "Troubleshooting Diagnostic Codes" section in the 3176C & 3196 Marine Engines Troubleshooting. If symptoms continue, refer to "Troubleshooting Without A Diagnostic Code" section in the 3176C & 3196 Marine Engines Troubleshooting.* The most likely cause of an intermittent problem is a faulty connection or damaged wiring. Next likely is a component failure (sensor or switch for example). Least likely is the ECM itself.Electronic Service Tools
The Caterpillar Service Tools for the 3176C & 3196 Marine Engines Electronic Control System are designed to help the service technician:* Diagnose Faults And System Problems* Calibrate Sensors* Program Parameters* Read Trip Data* Read Status Of Sensors/SwitchesThe 3176C & 3196 Marine Engines require an Electronic Control Analyzer and Programmer (ECAP) or PC based Cat ET to communicate with the 3176C & 3196 Marine Engines Electronic Control Module.Installation/Removal Of The Speed/Timing Sensor
Engine-Front Right Side
(1) Backup speed/timing sensor. (2) Primary speed/timing sensor. (3) Front gear cover.1. Disconnect the P20/J20 and P44/J44 connectors from the speed/timing sensor. Inspect for corrosion, bent or missing pins and sockets, and mismating, broken wires, etc.2. Remove the primary speed/timing sensor (2) and the backup speed/timing sensor (1) from front gear cover (3).3. Examine the plastic end of the sensor for signs of wear or contaminants such as metal filings. The plastic end of the speed/timing sensor should have no contaminants or show no wear [greater than 0.051 mm (.0020 in) from its face].4. Use a screwdriver to carefully pry the plastic sensor end to the fully Extended position [approximately 4.775 mm (.1880 in) beyond the metal housing of the sensor].5. Gently push in on the plastic end of the sensor. The plastic end should be firm and resist movement in the retract direction. If there is no resistance replace the sensor.
Locating Top Center
(4) Bolts (two-6V5219). (5) Cover. (6) Flywheel housing.6. Remove two bolts (4) and remove cover (5) from the flywheel housing (6) to open the hole for engine turning.7. Put one of the 6V5219 bolts (4) in the timing hole located approximately 127 to 152 mm (5 to 6 in) above the hole in the flywheel housing for engine turning. Use the 9S9082 Engine Turning Tool and a 1/2 inch drive ratchet wrench to turn the engine flywheel in the direction of normal engine rotation (counterclockwise when viewed from the flywheel end) until the timing bolt engages with the threaded hole in the flywheel. The No. 1 piston must be at either top center of the compression stroke or top center of the exhaust stroke.8. To install the speed/timing sensors, first perform the sensor inspections described in steps 3 through 6.9. If the sensor end is not fully extended, use a screwdriver to carefully pry the plastic sensor end to the fully EXTENDED position [approximately 4.775 mm (.1880 in) beyond the metal housing of the sensor].10. Examine the O-ring seal at the base of the sensor threads. If it is missing or damaged, install a new O-ring seal.11. Install the speed/timing sensors into the front gear cover. Tighten to a torque of 40 5 N m (30 4 lb ft)12. Connect the P20/J20 and P44/J44 connectors for the speed/timing sensors near the coolant inlet pipe on the top of the engine. Be sure that the P20/J20 and P44/J44 lock ring is properly "locked". The electronic injection timing must be recalibrated after reinstallation of the speed/timing sensor (see the topic, Electronic Injection Timing Troubleshooting).Throttle Position Sensor Adjustment
The Throttle Position Sensor (TPS) is used to provide a throttle signal to the Electronic Control Module (ECM). Sensor output is a constant frequency signal whose pulse width varies with throttle position. This output signal is referred to as either "Duty Cycle" or a "Pulse Width Modulated (PWM)" signal and is expressed as a percentage. When correctly adjusted, the TPS will produce a "Duty Cycle" signal of 5 to 10 percent at the low idle throttle position and 90 to 95 percent at the maximum throttle position. This signal is translated by the ECM