Troubleshooting

See also Engine Shut-Down Module.

Truck Models: WC, WI, WG, AC, WXR

VGHT P/N: 13201-3203 (Kysor P/N 1072-7277-03)

The latest service/installation/troubleshooting guide for the Kyser (engine) shutdown modules is
available from Kysor. The guide is for the "905 Series" shutdown modules:

 9050 - 3 way Alarm Only w/ Single Warning Light

 9054 - 3 way Alarm Shutdown w/ Option Warning and Individual Warning Lights

Additional Troubleshooting Tips

Date Code: Consists of three letters. Applies to shutdown modules as well as stats (sensors). Left
Digit: Kysor's engineering design or production level. Mid. Digit: Month mfd at Kysor: A=Jan,
B=Feb, C, D, E, F, G, H=Aug, J=Sept, K, L, M. Right Digit: Year mfd. at Kysor Y=88, Z=89,
A=90, B=91, C=92, D=93, etc.

For example: "FED" —> Version F, Bbuilt 5/93. "GJB" —> Version G, built9/91

Module Grounding: Pin "N" on the module is the main grounding pin: If it is not firmly
grounded, false alarm or false shutdown may occur, and randomly at that. Some early production
trucks may need a better ground at pin "N." This is easily corrected by connecting an additional
ground wire at pin "N" to another ground point in the lower left front kick panel area. Generally
speaking, these same vehicles will not have the "option" warning bulb in the dash.

Module Overloading: Pin "P" provides up to two amps of current at 12V to energize the fuel
solenoid. With many engines, the fuel solenoid draws too much current and overloads the
shutdown module. Fortunately, the module senses the overload and protects itself by shutting
down, but this of course leads to false alarm, false shutdown or "no start" conditions. (Rule of
thumb: Kysor actuators and Cummins fuel solenoids (Except PT Pacer) can be directly powered
by the shutdown module. All other engines need a relay between the module and the fuel
solenoid.)

Harness Connector: In some cases, tension on the module's connector harness, or excessive
removing/replacing of the module may have caused the connector pins to spread and lose contact.
When this happens, symptoms can vary. Close examination of the female pins in the connector
will reveal that the spring tab may have been mashed flat. Replacing the pin is the best correction,
Packard P/N 12077411. Individual pins may be unloaded frojm the connector, first by opening the
"gate" at the rear of each row of pins and second, by pushing a thin paper clip under the lock from
the contact end of each pin.

Radio Frequency Interface (RFI): Modules manufactured prior to Kysor's engineering change
level "G" may be affected by high levels of RFI (developed by keying the mike or using a "linear"
CB amp), with similar symptoms as above.

Engineering Design Level G: Kysor's level G design is occasionally subject to false alarm and
shutdown because of a bad resistor in the module. Replace the module with a Level J or Level K
module.

Pin "A" (Oil Pressure Warning): This input voltage usually will drift to a high level when a
ground signal is not present. For engine running, system voltage is approximately 13.8V; for
engine off, system voltage is 12.0 to 12.5V, depending on how recently the batteries were charged.
Thus, when Pin A drifts high, it drifts upward to a level roughly 1.5 to 2.0 V below system
voltage. (This is mentioned only as an aid to troubleshooting. Also, because of the way voltmeters
operate, it's likely that only a digital voltmeter will be able to sense these weak drifting voltages.)
By testing for whether a particular input drifts to a certain voltage level, the technician can get
another clue as to what/where the problem is.

Pin "B" (Coolant Temp. Warning: This input usually will drift to a high level roughly 1.5 to
2.0V below system voltage.

Pin "C" (Optional Wiring Ligh - 9054 only): Pin "C" must be grounded if the optioni feature is
not being used.

Pin "J" (Coolant Level Shutdown): Needs as low as 2.5 to 3.0V to trigger this input. This input
operates normally at a low level, around 1.0V. Modules allows a 5-second "slosh" delay before
triggering the alarm. The alarm sounds for 25 seconds before triggering a shutdown.

Pin "K" (Coolant Temp. Shutdown): This input usually will drift to a high level roughly 1.5 to
2.0V below system voltage, at which point engine shutdown is triggered.

Pin "L" (Oil Pressure Shutdown): This input usually will drift to a high level roughly 1.5 to
2.0V below system voltage, at which point engine shutdown is triggered.

"Automatic" Override (6051 & 9054): After a shutdown, it may be necessary to restart the
engine to remove the truck from the road. Simply crank the engine, and as soon as teh starter
button is released, a 30-second timer begins counting down. When the timer hits zero, the module
shuts the engine down again.

Other Concerns:

Kysor “Pressurestat” Oil Pressure Sensor: This should never be mounted directly on the engine
- it should be mounted on the cowl or in the dash, and the mounting point must be grounded.

Kysor “Alarmstat” Coolant Temperature Sensor:

 The center wire on the alarmstat is the ground wire, and occasionally this wire will need a
better ground. Symptoms here are simultaneous high temperature (false) alarm and
shutdown.
 Also, alarmstats having a right most date code character of "B" (1991), "C" (1992) or
higher, were assembled with soldered terminals for improved reliability.

 For some trucks with Cummins L-10 and N-14 engines, the alarmstat may be mounted
directly below the exhaust manifold. Although a quick visual inspection of the alarmstat
may reveal whether it has been damaged slowly by manifild heat, occasionally the
alarmstat will be affected internally. Symptoms are false high temperature alarm and/or
false shutdown. For higher horsepower L-10 engines (typically 300 hp and up), the
probelm is more probable, and an L-10 heat shield is available, p/n 8026636. On
December 3, 1992, this heat shield became standard on L-10 engines. Refer to TSB #
251-002.

Relay for the Fuel Solenoid: This small cube-shaped relay take the "run" or output signal from
the Kysor shutdown module and feeds it to the fuel solenoid. It is usually located behind the left
front kick panel. The relay in trucks built prior to July 20, 1992 is silver colored (p/n V1504952).
Plants began phasing in an improved relay after this date. The improved version is black colored
(p/n 8163065). If testing shows the shutdown module is working properly, try replacing the relay.