CDS G3 And The PCM 09 - 2G - CDS G3 Fault Tables

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CDS G3 Fault TablesCDS G3 and the PCM 09Section 2G - CDS G3 Fault Tables2Table of ContentsCDS G3 Fault List (Numerical Order).2G-290-8M0086113 SEPTEMBER 2013CDS G3 Fault List (Alphabetical Order). 2G-20Page 2G-1G

CDS G3 Fault TablesCDS G3 Fault List (Numerical Order)Fault codes may be classified as sticky or not sticky:Type of faultMethod to clearNot stickyClears immediately after the fault is resolvedStickyRequires a key cycle (off and on) after the fault is resolved to clearPage 2G-290-8M0086113 SEPTEMBER 2013

CDS G3 Fault TextNoneSysVolt RangeHighSysVolt RangeLowSeaPumpPress LowETC Loss Of ControlETC StickingGuardian ActiveFaultID012390-8M0086113 SEPTEMBER 2013569Guardian protection is active.Check the other faults for rootcause.ETC sticking: Throttle platedoesn't move whencommanded.ETC loss of control: Throttleplate movement does notmatch PCM commands.Sea pump pressure too low.Battery voltage too low.Battery voltage too high.Charging system stuck onmaximum output.No faults detected.Fault Description:Wiring problem. Incorrect installation of 24‑ or 36‑voltsystems.2.Loose belts.Defective battery.2.3.Cooling system clogged or silted.Extremely unlikely there is a sensor or wiring problem.2.3.ETC connector problems.Defective ETC assembly.2.3.Motor A or motor B circuit problems including the connector.TPS 1 or 2 sensor circuit problems.2.3.This fault is a result of a separate fault. Any fault that indicates aproblem that could cause engine damage will cause the Guardianprogram to activate. The more severe the problem the moreGuardian will reduce the available power.ETC is mechanically stuck.1.By watching the TPS sensor signals the PCM can tell if the throttleplate is moving exactly as it commanded. In this case the PCMcommands movement but does not see that movement in the TPSsensor signal. Hence, the plate is sticking.ETC motor A or motor B circuit problems.1.The throttle plate will move but it doesn’t move exactly ascommanded. Therefore, there is a loss of control.Water supply pump problem.1.Check the sea pump impeller and water inlet for obstructions.Charging system malfunction.1.Check for a loose alternator belt, alternator malfunction, excessiveelectrical load, and/or idling for extended periods of time with highelectrical loads.Charging system malfunction.1.Alternator is most likely overcharging. Check the regulator andsense circuit.Indicates that there are no active faults.Notes/Possible Causes/DescriptionsNot sticky,severewarningNot sticky,severewarning,reducedpowerNot sticky,severewarning,reducedpowerNot M–1DisabledFaultDetails:Severewarning isdisabled inMY12calibrationsFault disabledon non‑DTSenginesFault disabledon non‑DTSenginesFault disabledon 3.0LenginesNo detailsNo detailsNAApplicationDetails:CDS G3 Fault TablesPage 2G-3

Page 2G-4MAP Angle RangeHighMAP Angle RangeLowGuardian Overspeed151619STBDECT OvertempOilPress Low1221CDS G3 Fault TextFaultIDECT (engine coolanttemperature) is too high.Engine RPM exceededGuardian RPM limit at time offault.MAP sensor circuit low–Enginerunning. Check thePCM‑to‑sensor circuit.MAP sensor circuit high–Engine running. Check thePCM‑to‑sensor circuit.Engine oil pressure is too low.Fault Description:Sensor is bad but not shorted or open.There is a mechanical problem in the oil pressure system.2.3.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is bad.2.3.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is bad.2.3.Cooling system problem, bad pump or thermostat.Engine lugging, check propping.It is extremely unlikely there is a sensor or wiring problem.1.2.3.The starboard cylinder head (on an outboard) is exceeding itsmaximum allowed temperature.The engine is exceeding the RPM limit currently set by Guardian.Guardian power limits can range from 90% down to forced idle(around 5%). This can be misleading as this is not the maximumengine RPM limit; it just means the engine is going faster thanGuardian currently thinks it should.Sensor is open or shorted internally.1.Treat this as a MAP sensor circuit low. The MAP signal lead isindicating 0 volts (or nearly 0 volts). Failed sensor shorted or openwiring or defective PCM.Sensor is open or shorted internally.1.Treat this as a MAP sensor circuit high. The MAP signal lead isindicating 5 volts (or nearly 5 volts). Possible failed sensor shortedor open sensor wiring or defective PCM.Oil level in engine is too low.1.Indicates a problem with the engine's pressurized lubricationsystem. Do not overlook the oil level being too high, as that willcause aerated oil which will result in low oil pressure. Othercommon problems are incorrect grade of oil, diluted oil (withgasoline), worn engine or cam bearings, clogged pump pickupscreen and possibly an out‑of‑calibration oil pressure sensor.Notes/Possible Causes/DescriptionsNot sticky,severewarning,reducedpowerNot sticky,severewarningOBD‑M–1OBD‑M–1Not sticky,severewarningFaultDetails:Used on allenginesSeverewarning isdisabled inMY12calibrationsNo detailsNo detailsFault disabledon 3.0LenginesApplicationDetails:CDS G3 Fault Tables90-8M0086113 SEPTEMBER 2013

CDS G3 Fault TextHorn mpPress RangeHighSeaPumpPress RangeLowIAT RangeHighFaultID222990-8M0086113 SEPTEMBER 201330363739Horn not receiving B .Circuit problem between horn and PCM.2.3.Sensor or wiring problem.It is extremely unlikely that the PCM is bad.2.3.3.It is extremely unlikely that the PCM is bad.Treat this as an IAT sensor circuit high. The signal lead is reading5 volts (or nearly 5 volts). The circuit is open.Check the resistance of the sensor wiring for an open circuit or aMAT (manifold air temperature) possible defective PCM.sensor circuit high. Check the1. Sensor is open or shorted internally.PCM‑to‑sensor circuit.2. A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.OBD‑M–1Treat this as a sea pump sensor circuit low. The signal lead isNot sticky,reading 0 volts (or nearly 0 volts). Possible failed sensor shorted or cautionopen sensor wiring or defective PCM.warningIt is extremely unlikely that the PCM is bad.3.Sea pump pressure sensorcircuit low. Check thePCM‑to‑sensor circuit.Sensor or wiring problem.2.Not sticky.Warning–calibrationspecificNot sticky.Warning–calibrationspecificNot stickyFaultDetails:Treat this as a sea pump sensor circuit high. The signal lead isNot sticky,reading 5 volts (or nearly 5 volts). Possible failed sensor shorted or cautionopen sensor wiring or defective PCM.warningSensor mounting problem.1.The PCM is not reading any signal from the starboard knocksensor. Check the knock sensor‑to‑PCM circuits for opens andshorts. Replace the sensor if the circuits test good.Sensor mounting problem.1.The PCM is not reading any signal from the port knock sensor.Check the knock sensor‑to‑PCM circuits for opens and shorts.Replace the sensor if the circuits test good.Defective horn.1.The PCM is not detecting the presence of the warning horn. Checkthe tan/blue lead for opens and shorts. Test the warning horn andreplace it if necessary.Notes/Possible Causes/DescriptionsSea pump pressure sensorcircuit high. Check thePCM‑to‑sensor circuit.Knock sensor fault. Check thestarboard sensor circuit.Knock sensor fault. Check theport sensor circuit.Warning horn fault. Check thePCM‑to‑horn (tan/blue) circuit.Fault Description:3.0L: disabled3.0L: disabled3.0L, 4.3L:disabled3.0L, 4.3L:disabledDTS: disabledApplicationDetails:CDS G3 Fault TablesPage 2G-5

Page 2G-6EST1 OutputFaultEST2 OutputFaultEST3 OutputFault434547EST4 OutputFaultIAT RangeLow4049CDS G3 Fault TextFaultIDDistributorignitions:disabledIndicates that the low voltage trigger lead that connects the #3ignition coil to the PCM is either reading a constant 5 volts (ornearly 5 volts) or a constant 0 volts (or nearly 0 volts).Usually caused by a shorted or open trigger lead or a defectiveNot stickyignition coil. Possible failed PCM. When the engine is spinning, thesignal fluctuates from 0 to 5 volts (much like a square wave DCsignal) and never sticks at either reading.Indicates that the low voltage trigger lead that connects the #4ignition coil to the PCM is either reading a constant 5 volts (ornearly 5 volts) or a constant 0 volts (or nearly 0 volts).Usually caused by a shorted or open trigger lead or a defectiveNot stickyignition coil. Possible failed PCM. When the engine is spinning, thesignal fluctuates from 0 to 5 volts (much like a square wave DCsignal) and never sticks at either reading.EST 2 fault. Check thePCM‑to‑ignition coil #2 circuit.EST 3 fault. Check thePCM‑to‑ignition coil #3 circuit.EST 4 fault. Check thePCM‑to‑ignition coil #4 nitions:disabledIndicates that the low voltage trigger lead that connects the #2ignition coil to the PCM is either reading a constant 5 volts (ornearly 5 volts) or a constant 0 volts (or nearly 0 volts).Usually caused by a shorted or open trigger lead or a defectiveNot stickyignition coil. Possible failed PCM. When the engine is spinning, thesignal fluctuates from 0 to 5 volts (much like a square wave DCsignal) and never sticks at either reading.It is extremely unlikely that the PCM is bad.3.ApplicationDetails:Used on allenginesA sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.2.OBD‑M–1FaultDetails:EST 1 fault. Check thePCM‑to‑ignition coil #1 circuit.Sensor is open or shorted internally.1.Treat this as an IAT sensor circuit low. The signal lead is reading 0volts (or nearly 0 volts). The signal lead is shorted to sensorground or possibly engine ground.Check the sensor signal lead for shorts to ground. Check thesensor for shorts to ground. Possible defective PCM.Notes/Possible Causes/DescriptionsIndicates that the low voltage trigger lead that connects the #1ignition coil to the PCM is either reading a constant 5 volts (ornearly 5 volts) or a constant 0 volts (or nearly 0 volts).Usually caused by a shorted or open trigger lead or a defectiveNot stickyignition coil. Possible failed PCM. When the engine is spinning, thesignal fluctuates from 0 to 5 volts (much like a square wave DCsignal) and never sticks at either reading.MAT (manifold air temp)sensor circuit low. Check thePCM‑to‑sensor circuit.Fault Description:CDS G3 Fault Tables90-8M0086113 SEPTEMBER 2013

Not stickyOBD‑M–1Check PCM‑to‑sensor circuit.The camshaft sensor signal is missing, erratic, or incorrectlyphased to the crankshaft sensor. Check the sensor leads foropens and shorts and loose or damaged connectors.Check the sensor for metal particles sticking to the sensor'smagnet. Bump the engine over while monitoring the voltage of thesignal lead for 0 to 5 volts changes as the cam gear vane passesthe sensor.Fuel level 1 sensor circuit low.CMP (camshaft positionsensor) fault. Check thePCM‑to‑sensor circuits.FuelLevel1 RangeHighFuelLevel1 RangeLowEncoderFaultCrankCamTrigger7590-8M0086113 SEPTEMBER 20137677Fuel level 1 sensor circuit high.Check PCM‑to‑sensor circuit.Not sticky3.0L: disabled––Distributorignitions:disabledEST 8 fault. Check thePCM‑to‑ignition coil #8 circuit.EST8 OutputFaultIndicates that the low voltage trigger lead that connects the #8ignition coil to the PCM is either reading a constant 5 volts (ornearly 5 volts) or a constant 0 volts (or nearly 0 volts).Usually caused by a shorted or open trigger lead or a defectiveNot stickyignition coil. Possible failed PCM. When the engine is spinning, thesignal fluctuates from 0 to 5 volts (much like a square wave DCsignal) and never sticks at either reading.57Distributorignitions:disabledEST 7 fault. Check thePCM‑to‑ignition coil #7 circuit.EST7 OutputFaultIndicates that the low voltage trigger lead that connects the #7ignition coil to the PCM is either reading a constant 5 volts (ornearly 5 volts) or a constant 0 volts (or nearly 0 volts).Usually caused by a shorted or open trigger lead or a defectiveNot stickyignition coil. Possible failed PCM. When the engine is spinning, thesignal fluctuates from 0 to 5 volts (much like a square wave DCsignal) and never sticks at either reading.55Distributorignitions:disabledEST 6 fault. Check thePCM‑to‑ignition coil #6 circuit.EST6 OutputFaultIndicates that the low voltage trigger lead that connects the #6ignition coil to the PCM is either reading a constant 5 volts (ornearly 5 volts) or a constant 0 volts (or nearly 0 volts).Usually caused by a shorted or open trigger lead or a defectiveNot stickyignition coil. Possible failed PCM. When the engine is spinning, thesignal fluctuates from 0 to 5 volts (much like a square wave DCsignal) and never sticks at either reading.53Distributorignitions:disabledEST 5 fault. Check thePCM‑to‑ignition coil #5 circuit.EST5 OutputFaultApplicationDetails:Indicates that the low voltage trigger lead that connects the #5ignition coil to the PCM is either reading a constant 5 volts (ornearly 5 volts) or a constant 0 volts (or nearly 0 volts).Usually caused by a shorted or open trigger lead or a defectiveNot stickyignition coil. Possible failed PCM. When the engine is spinning, thesignal fluctuates from 0 to 5 volts (much like a square wave DCsignal) and never sticks at either reading.51FaultDetails:Notes/Possible Causes/DescriptionsFault Description:CDS G3 Fault TextFaultIDCDS G3 Fault TablesPage 2G-7

CDS G3 Fault TextOilPress RangeHighOilPress RangeLowPitotPress RangeHighPitotPress RangeLowRxDoc1 SOHRxDoc2 SOHRxDoc3 SOHFaultID84Page 2G-8859394101102103A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is bad.2.3.Non‑DTS:disabledWarning modeis alsocalibrationspecificNot sticky,severewarningNot stickyordisabled–CalibrationspecificNot sticky,severewarningMost likely a PCM and command module software mismatchissue.The PCM and command module cannot communicate properlyover the CAN P circuit. Check for proper termination and that thecommand module and PCM calibrations are compatible.Check the blue and white leads in the main CAN bus for opensand shorts. Consider substituting a known good 14‑pin CANharness and recheck faults. Possible defective PCM and/orcommand module.CAN communication fault:Type 1. Check the CAN X bus.CAN communication fault:Type 2. Troll control datamissing.CAN communication fault:Type 3. Check the CAN P bus.Non‑DTS:disabled–The PCM and command module cannot communicate properlyover the CAN X circuit. Check for proper termination and that thecommand module and PCM calibrations are compatible. Checkthe yellow and brown leads in the main CAN bus for opens andshorts. Consider substituting a known good 14‑pin CAN harnessand recheck faults. Possible defective PCM and/or commandmodule.–Not stickyNot stickyCheck PCM‑to‑sensor circuit.It is extremely unlikely that the PCM is bad.3.3.0L: disabled3.0L: disabledApplicationDetails:Pitot pressure sensor circuitlow.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.2.Not sticky,cautionwarningNot sticky,cautionwarningFaultDetails:Check PCM‑to‑sensor circuit.Sensor is open or shorted internally.1.Treat this as an oil pressure sensor circuit low. The signal lead isreading 0 volts (or nearly 0 volts).Check the sensor and sensor wiring for opens and shorts.Possible defective PCM.Sensor is open or shorted internally.1.Treat this as an oil pressure sensor circuit high. The signal lead isreading 5 volts (or nearly 5 volts). Check the sensor and sensorwiring for opens and shorts. Possible defective PCM.Notes/Possible Causes/DescriptionsPitot pressure sensor circuithigh.Engine oil pressure sensorcircuit low. Check thePCM‑to‑sensor circuit.Engine oil pressure sensorcircuit high. Check thePCM‑to‑sensor circuit.Fault Description:CDS G3 Fault Tables90-8M0086113 SEPTEMBER 2013

CDS G3 Fault TextShiftPos RangeHighShiftPos RangeLowNeutral Switch FaultSTBDECT RangeHighFaultID10710890-8M0086113 SEPTEMBER 2013110111ECT (engine coolant temp)sensor circuit high. Check thePCM‑to‑sensor circuit.Neutral position switch fault.Check the switch adjustmentfirst.ESC fault: Position sensorcircuit low. Check thePCM‑to‑sensor circuit.ESC fault: Position sensorcircuit high. Check thePCM‑to‑sensor circuit.Fault Description:A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is bad.2.3.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is FaultDetails:Sensor is open or shorted internally.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is bad.1.2.3.Treat this as an ECT sensor circuit high. The sensor signal isreading 5 (or nearly 5) volts. The signal lead is open or the sensoris open.Check the signal lead for open circuits and check the resistance ofthe sensor. Possible defective PCM.OBD‑M–1Switch is misadjusted or circuit is failed in the on position. Theswitch signal reads 0 (or nearly 0) volts or 5 (or nearly 5) voltsdepending on the switch position.Not stickyIf the switch signal disagrees with the ESC sensor signal, this faultis set. Ensure that the switch activates without sticking and that theswitch plunger is depressed when the ESC actuator is in neutral.Sensor is open or shorted internally.1.Treat this fault like a TPS circuit low. The ESC sensor signal isreading 0 volts (or nearly 0 volts).Check the sensor leads for opens and shorts. The sensor cannotbe replaced. You must replace the entire ESC. Possible defectivePCM.Sensor is open or shorted internally.1.Treat this fault like a TPS circuit high. The ESC sensor signal isreading 5 volts (or nearly 5 volts).Check the sensor leads for opens and shorts. The sensor cannotbe replaced. You must replace the entire ESC. Possible defectivePCM.Notes/Possible Causes/Descriptions–Warning modeis calibrationspecificMY12calibrations:Warningchanged ngchanged tosevere.Non‑DTS:disabled.ApplicationDetails:CDS G3 Fault TablesPage 2G-9

CDS G3 Fault TextSTBDECT RangeLowSTRT OutputFaultSteeringPos RangeHighSteeringPos RangeLowTPS1 RangeHighTPS1 RangeLowTPS1 Mech NoAdaptTPS2 RangeHighFaultID112Page 2G-10117118119120121124125TPS 2 sensor circuit high.Check the PCM‑to‑sensorcircuit.TPS 1 sensor failed to adapt:Throttle plate not in idleposition at key up.TPS 1 sensor circuit low.Check the PCM‑to‑sensorcircuit.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is bad.Sensor is open or shorted internally.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is bad.2.3.1.2.3.Sensor is open or shorted internally.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is bad.1.2.3.Mechanical engine: TPS sensor was reading outside the windowspecified for adaptation to occur as the key was turned on.Possible tampering with the throttle body stop screw.Sensor is open or shorted internally.1.Check PCM‑to‑sensor circuit.Steering position sensor circuitlow.TPS 1 sensor circuit high.Check the PCM‑to‑sensorcircuit.Check PCM‑to‑sensor circuit.It is extremely unlikely that the PCM is bad.3.Steering position sensor circuithigh.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.2.Starter fault. Check thePCM‑to‑starter relay circuit.Sensor is open or shorted internally.1.Treat this as an ECT sensor circuit low. The sensor signal isreading 0 (or nearly 0) volts. The signal lead is shorted to sensorground or possibly engine ground.Check the signal lead for shorts to ground. Check the sensor for ashort circuit. Possible defective PCM.Notes/Possible Causes/DescriptionsThe PCM has detected an open circuit or short circuit in the relaycontrol circuit. This circuit uses pins 85 and 86 in the relay. Batteryvoltage is always present on one of these pins. The PCM willground the other through a yellow/black lead.Check the yellow/black lead between the PCM and the starterrelay for shorts and opens.Check the relay winding (pins 85 and 86) for opens and shorts.Check for battery voltage to the relay control circuits. Refer toSection 3A.ECT (engine coolant temp)sensor circuit low. Check thePCM‑to‑sensor circuit.Fault �M–1Not stickyNot stickyNot S: disabledAll enginesAll ls:CDS G3 Fault Tables90-8M0086113 SEPTEMBER 2013

90-8M0086113 SEPTEMBER 2013TPS2 ETC NoAdaptTrimPos RangeHighTrimPos RangeLowXDRPa RangeLowNeutral OverspeedESC NSW DiffETC Idle Range ErrorDual CAN SOH FaultsFULP TPS2 RangeLow126153CDS G3 Fault TextFaultIDA sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is bad.2.3.If the switch opens and closes properly then the problem is in theESC sensor circuit.Possible throttle body damage or tampering.There is no communication between command module and PCM.Fuel pump relay or relay control circuit (relay pins 85 and 86)problem.ESC fault: Shift position sensorand neutral switch disagree.ETC fault: Throttle plate is notwithin specified range at idle.CAN bus fault: Both CAN Pand CAN X are faulting–DTScontrol compromised.Fuel pump relay fault. Checkthe PCM‑to‑pump relay circuit.Possible leak, stuck float switch, or wiring issue.MerCruiser engines use a neutral RPM limit of 3500 RPM.Engine RPM exceeded neutralRPM limit.Drive lube bottle is low5‑volt power for engine sensors.It is extremely unlikely that the PCM is bad.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.Sensor is open or shorted internally.Power 1 voltage (sensor power1) too low.1.Trim position sensor circuit low.2.Check the PCM‑to‑sensorcircuit.3.It is extremely unlikely that the PCM is bad.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.Sensor is open or shorted internally.DTS engines: TPS 2 did not indicate that the throttle plate movedto the specified closed throttle position during the engine shutdown process.Sensor is open or shorted internally.1.Notes/Possible Causes/Descriptions1.Trim position sensor circuit2.high. Check the PCM‑to‑sensorcircuit.3.ETC fault: TPS 2 sensor failedto adapt during engine shutdown.TPS 2 sensor circuit low.Check the PCM‑to‑sensorcircuit.Fault Description:Non‑DTS:disabledNot sticky.Warningmode iscalibrationspecificNot sticky,cautionwarningNot sabledNot sticky.Warningmode iscalibrationspecificSticky,severewarningWarning modeis onDetails:Not stickyOBD‑M–1Not stickyNot stickyOBD‑M–1OBD‑M–1FaultDetails:CDS G3 Fault TablesPage 2G-11

CDS G3 Fault TextPORTEMCT RangeHighPORTEMCT RangeLowPORTEMCT OvertempESC DesiredActualDiffSTBDEMCT RangeHighSTBDEMCT RangeLowSTBDEMCT OvertempTRMD OutputFaultTRMU OutputFaultRxDoc7 SOHDemand XCheck DiffFaultID158159160176Page 2G-12177178179184185186189A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is bad.2.3.Verify that the manifold temperature is near the temperaturesensor. Check for defective or worn water pump, clogged coolersor strainers. The manifold may be full of sediment or corrosion.The control handle is in one gear, yet the PCM thinks the engine isin a different gear.Port EMCT is too hot. Checkthe port exhaust manifoldESC fault: ERC shift positionand actual gear positiondisagree.Check the CAN wiring.Command module and PCM are not making calculations correctly.Refer to DTS manual.CAN communication fault:Type 7. Trim control datamissing.PCM and DTS commandmodule disagree on edNon‑DTS:disabledNon‑DTS:disabledNot sticky,cautionwarningA trim down relay or relay control circuit (relay pins 85 and 86)problem. Refer to Section 3A.Trim up fault. Check thePCM‑to‑up relay circuit.Not sticky,severewarningNon‑DTS:disabledNot sticky,cautionwarningA trim down relay or relay control circuit (relay pins 85 and 86)problem. Refer to Section 3A.Trim down fault. Check thePCM‑to‑down relay circuit.Not used on3.0L MPINot used on3.0L MPIIt is extremely unlikely that the PCM is bad.3.Not sticky,cautionwarningNot used on3.0L MPINot sticky,severewarningA sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.2.Not sticky,cautionwarningVerify that the manifold temperature is near the temperaturesensor. Check for defective or worn water pump, clogged coolersor strainers. The manifold may be full of sediment or corrosion.Sensor is open or shorted internally.1.It is extremely unlikely that the PCM is bad.A sensor wire is open or shorted. Refer to Section 3A forwiring board EMCT is too hot.Check the starboard exhaustmanifold.Starboard EMCT sensor circuitlow. Check the PCM‑to‑sensorcircuit.1.Starboard EMCT sensor circuit2.high. Check the PCM‑to‑sensorcircuit.3.Sensor is open or shorted internally.Not sticky,severewarningSensor is open or shorted internally.1.Port EMCT sensor circuit low.Check the PCM‑to‑sensorcircuit.Not sticky,severewarningNot sticky,cautionwarningIt is extremely unlikely that the PCM is bad.3.Not sticky,cautionwarningA sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.Port EMCT sensor circuit high.Check the PCM‑to‑sensorcircuit.Sensor is open or shorted internally.FaultDetails:2.Notes/Possible Causes/Descriptions1.Fault Description:CDS G3 Fault Tables90-8M0086113 SEPTEMBER 2013

CDS G3 Fault TextShift XCheck DiffFuelLevel2 RangeHighFuelLevel2 RangeLowESC ShiftAnticipate FlagESC TimeOutTransTempHighSmartStartAbortRxDoc9 SOHRxDoc10 SOHXDRPb RangeLowMicroChi PWM abledNon‑DTS:disabled–DisabledNot sticky,severewarningNot sticky,severewarningNot sticky.Warningmode iscalibrationspecificNot sticky.Warningmode iscalibrationspecificNot sticky,cautionwarningNot sticky,severewarningLook for binding from the ESC down into the gearcase.Check the transmission cooler fluid level, incorrect shiftadjustments, low internal pressures resulting in clutch slippage,and/or engine modifications greatly increasing horsepower andtorque.If the engine cranks but doesn't start, check the crankshaft sensorfor problems.Check the CAN X wiring.Should only occur on twin‑engine boats. Most likely a softwareissue between modules.This circuit powers the boat and/or SmartCraft sensors.The PCM sends a CAN message to the command module askingit to make a specific calculation. The answer is sent back to thePCM and compared to the correct answer. The fault trips if theanswer received is incorrect. Possible mismatched software orfaulty command module.Transmission temperature toohigh.SmartStart failed–No RPMdetected.CAN communication fault:Type 9. Crosscheck datamissing.CAN communication fault:Type 10. Dual enginesynchronization data missing.Power 2 voltage (sensor power2) too low.Command module ADC check:command module failed a testcalculation.90-8M0086113 SEPTEMBER 2013Non‑DTS:disabledAlpha engines:enabled. Allothers:disabledESC fault: Actuator taking toolong to complete shift. Checkthe ESC and shift linkage.Not sticky,severewarningSwitch stays on because the clutch dog has not disengaged.Caused by incorrect shift adjustments or binding in the shiftsystem, keeping the load lever tripped.–Shift fault: Alpha shift systemproblem keeps the shiftanticipate switch on.Not k PCM‑to‑sensor circuit.Not stickySticky,severewarningFaultDetails:Fuel level 2 sensor circuit low.Check PCM‑to‑sensor circuit.Command module and PCM are not making calculations correctly.Refer to DTS manual.PCM and DTS commandmodule disagree on ERC shiftrequest.Fuel level 2 sensor circuit high.Notes/Possible Causes/DescriptionsFault Description:CDS G3 Fault TablesPage 2G-13

Page 2G-14ESTOP ActiveExcessive Knock237HShiftB Press Fault232236ShiftPressB RangeLow231HShift DesiredActualDiffShiftPressB RangeHigh230235HShiftA Press Fault229HShift Press HighShiftPressA RangeLow228234ShiftPressA RangeHigh227HShift IndeterminateESCLossOfControl219233CDS G3 Fault TextFaultIDIt is extremely unlikely that the PCM is bad.Sensor is open or shorted internally.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.It is extremely unlikely that the PCM is bad.3.1.2.3.Excessive knock detected.The black/yellow wire is shorted to ground somewhere fromengine to helm.Emergency stop activated.Check the lanyard and ESTOPblack/yellow circuit.Knock fault.ERC control handle is in one gear, yet the PCM thinks the engineis in a different gear (from the transmission pressure sensorreadings).Shift fault: ERC shift positionand actual gear positiondisagree.It is extremely unlikely that the PCM is bad.3.–A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.2.Shift fault: Transmission shiftpressure is too high.Sensor is open or shorted internally.1.Check transmission pressure sensors.It is extremely unlikely that the PCM is bad.3.Shift fault: PCM cannotdetermine gear position.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.2.Transmission pressure higher or lower than expected at that RPM.Sensor is open or shorted internally.1.Transmission pressure higher or lower than expected at that RPM.A sensor wire is open or shorted. Refer to Section 3A forwiring diagrams.2.Shift fault: Transmissionpressure sensor B indicatesabnormal pressure.Shift fault: Transmissionpressure sensor B circuit low.Check t

CDS G3 Fault List (Numerical Order) Fault codes may be classified as sticky or not sticky: Type of fault Method to clear Not sticky Clears immediately after the fault is resolved Sticky Requires a key cycle (off and on) after the fault is resolved to clear. CDS G3 Fault Tables 90-8M0086113 SEPTEMBER 2013 Page 2G-3

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S/D Reactivity -4068 pcm 6191 pcm Keff 1 ρ 0 pcm Bank D at 210 Steps Boron Concentration 800 ppm 6 Power Defect 1500 pcm Shutdown Rods-3673 pcm-6191 pcm Reactivity 1550 pcm Total Rod Worth-7741 pcm Bank D @ 210 50

̶The leading indicator of employee engagement is based on the quality of the relationship between employee and supervisor Empower your managers! ̶Help them understand the impact on the organization ̶Share important changes, plan options, tasks, and deadlines ̶Provide key messages and talking points ̶Prepare them to answer employee questions

Dr. Sunita Bharatwal** Dr. Pawan Garga*** Abstract Customer satisfaction is derived from thè functionalities and values, a product or Service can provide. The current study aims to segregate thè dimensions of ordine Service quality and gather insights on its impact on web shopping. The trends of purchases have

On an exceptional basis, Member States may request UNESCO to provide thé candidates with access to thé platform so they can complète thé form by themselves. Thèse requests must be addressed to esd rize unesco. or by 15 A ril 2021 UNESCO will provide thé nomineewith accessto thé platform via their émail address.