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Volvo Fault Code Guide
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DService ManualTrucksGroup 28, 36, 43
Fault Code Guide2007 Emissions
VN, VHD VERSION2, VT
PV776-20180137
DForewordDescriptions and instructions in this handbook are based on design andmethod studies up to and including 1.2007.
The products are under continual development. Values and repairmethods may therefore differ on vehicles and components manufacturedafter this date.
This service information uses the following observation and warning levels:
Note! Indicates a situation, use or circumstance that shouldbe emphasized.
Important! Indicates a situation, where a special service hint ortechnique is used.
Caution! Indicates a situation that, unless avoided, can lead tophysical damage to the product.
Warning! Indicates a dangerous situation that, unless avoided, canled to personal injury.
Danger! Indicates a dangerous situation that, unless avoided, canlead to serious personal injury or death.
Order number: PV776-20180137
2007 Volvo Trucks North America, Inc., Greensboro, NC USA
All rights reserved. No part of this publication may be reproduced, stored inretrieval system, or transmitted in any forms by any means, electronic,mechanical, photocopying, recording or otherwise, without the prior writtenpermission of Volvo Trucks North America, Inc.
USA25976.ihval
DGroup 28 Design and FunctionGroup 28Design and FunctionEngine Control System
The Premium Tech Tool (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.
System OverviewFive electronic control modules are used; the EngineManagement System (EMS) Module, Instrument ClusterModule (ICM), Vehicle Electronic Control Unit (VECU),Transmission Electronic Control Unit (TECU) andthe Gear Selector Electronic Control Unit (GSECU).Together, these modules operate and communicatethrough the J1939 high speed serial data line to controla variety of engine and vehicle cab functions. TheEngine Management System (EMS) Module controlsfuel timing and delivery, fan operation, engine protectionfunctions, engine brake operation, the EGR valve, and theturbocharger nozzle. The Vehicle Electronic Control Unit(VECU) controls cruise control functions, accessory relaycontrols and idle shutdown functions. The InstrumentCluster Module (ICM) primarily displays operationalparameters and communicates these to the other ECUs.All have the capability to communicate over the J1587normal speed data lines primarily for programming,diagnostics and data reporting.
In addition to their control functions, the moduleshave on-board diagnostic capabilities. The on-boarddiagnostics are designed to detect faults or abnormalconditions that are not within normal operatingparameters. When the system detects a fault or abnormalcondition, the fault will be logged in one or both of themodules memory, the vehicle operator will be advisedthat a fault has occurred by illumination a malfunctionindicator lamp and a message in the driver informationdisplay, if equipped. The module may initiate the engineshutdown procedure if the system determines that thefault could damage the engine.
In some situations when a fault is detected, the systemwill enter the "limp home" mode. The limp home modeallows continued vehicle operation but the system maysubstitute a sensor or signal value that may result inpoor performance. In some instances, the system willcontinue to function but engine power may be limited toprotect the engine and vehicle. Fault codes logged in thesystem memory can later be read, to aid in diagnosingthe faults, with a diagnostic computer or through theinstrument cluster display, if equipped. When diagnosing
an intermittent code or condition, it may be necessaryto use a diagnostic computer connected to the SerialCommunication Port.
Additional data and diagnostic tests are availablewhen a diagnostic computer is connected to the SerialCommunication Port.
For diagnostic software, contact your local dealer.
The Vehicle Electronic Control Unit (VECU) is mountedon a panel below the top dash access panel in the centerof the dash on conventional models. The VECU is amicroprocessor based controller programmed to performseveral functions, these include:
Driver controls Vehicle and engine speed controls Starter control Cab power Idle controls Broadcasting data on the serial data lines Trip data logging Diagnostic fault logging and password processing
The VECU performs these functions by monitoring thesignals from sensors and switches, and data receivedover the serial data lines from the other ECUs. TheVECU directly monitors the Throttle Position (TP) Sensorand Vehicle Speed Sensor (VSS).The VECU also monitors the position or state of a numberof switches to perform its control and diagnostic functions.They are:
A/C Pressure Switch Air Suspension Height Control Switch Differential Lock Switch Engine Brake Switches Ignition Key Switch PTO Switches (if equipped) Service and Park Brake Switches Speed Control Switches (Set/Decel, Resume/Accel) 5th Wheel Slide Switch
1
DGroup 28 Design and FunctionThe EMS is a microprocessor based controllerprogrammed to perform fuel injection quantity and timingcontrol, diagnostic fault logging, and to broadcast data toother modules. The fuel quantity and injection timing toeach cylinder is precisely controlled to obtain optimal fueleconomy and reduced exhaust emissions in all drivingsituations.
The EMS controls the operation of the Electronic UnitInjectors (EUIs), engine brake solenoid, EGR valve,turbocharger nozzle position, and cooling fan clutchbased on input information it receives over the serial datalines and from the following sensors:
Ambient Air Temperature Sensor Ambient Pressure sensor Boost Air Pressure (BAP) Sensor Camshaft Position (Engine Position) Sensor Cooling Fan Speed (CFS) Sensor Crankshaft Position (Engine Speed) Sensor Differential Pressure DPF Sensor EGR Differential Pressure Sensor EGR Temperature Sensor
Engine Coolant Level (ECL) Sensor Engine Coolant Temperature (ECT) Sensor Engine Oil Pressure (EOP) Sensor Engine Oil Level (EOL) Sensor Engine Oil Temperature (EOT) Sensor Exhaust Temperature Sensor (DPF Sensors) Fuel Pressure Sensor Intake Air Temperature And Humidity (IATH) Sensor Intake Manifold (Boost) Temperature Sensor Throttle Position (TP) Sensor Turbo Speed Sensor Variable Geometry Turbocharger (VGT) Position
Sensor
The Vehicle Electronic Control Unit (VECU) and EngineManagement System (EMS) Module are dependent oneach other to perform their specific control functions. Inaddition to switch and sensor data the broadcast of databetween modules also includes various calculations andconclusions each module has developed, based on theinput information it has received.
2
DGroup 28 Design and FunctionSensorsAmbient Air Temperature SensorThe Ambient Air Temperature Sensor is used to detect theoutside air temperature. The sensor modifies a voltagesignal from the ECM. The modified signal returns to theECM as the ambient air temperature. The sensor uses athermistor that is sensitive to the change in temperature.The electrical resistance of the thermistor decreases astemperature increases.
The Ambient Air Temperature Sensor is located in thefront of the vehicle.
Ambient (Atmospheric) Pressure SensorThe Ambient (Atmospheric) Pressure Sensor contains apressure sensitive diaphragm and an electrical amplifier.Mechanical pressure applied to the diaphragm causesthe diaphragm to deflect and the amplifier to produce anelectrical signal proportional to the deflection.
The Ambient (Atmospheric) Pressure Sensor is built intothe Engine Management System (EMS) Module.
Camshaft Position SensorThe Camshaft Position (Engine Position) Sensor islocated in the rear face of the timing gear cover at therear of the engine, near the bottom of the valve cover. Ituses magnetic induction to generate a pulsed electricalsignal. It senses the passage of seven (7) timing bumpson the edge of the camshaft dampener. Six of the holescorrespond to the phasing of the electronic unit injectors,while the seventh hole indicates the top dead centerposition.
Cooling Fan Speed (CFS) SensorOn engines with an electronically controlled viscous fandrive, the electronic fan drive contains a Hall effect speedsensor. When the engine is running, a series of vanes inthe fan drive housing rotates past a magnet in the fandrive solenoid generating a pulsed voltage signal. TheEngine Management System (EMS) Module monitorsthe status if the air conditioning system and signals fromthe Engine Coolant Temperature (ECT) Sensor, theEngine Oil Temperature (EOT) Sensor, and the EngineSpeed/Timing (RPM/TDC) Sensor and calculates theoptimal cooling fan speed.
The Cooling Fan Speed Sensor is located in the fan driveon the front of the engine.
3
DGroup 28 Design and FunctionCrankshaft Position (Engine Speed) SensorThe Crankshaft Position (Engine Speed) Sensor usesmagnetic induction to generate a pulsed electrical signal.Notches are machined into the edge of the flywheel.When one of the notches passes close to the sensor,electric pulses result.
The Crankshaft Position (Engine Speed) Sensor alsoindicates when the crankshaft is at the top dead centerposition.
Differential Pressure DP SensorThe differential pressure sensor is used for flowmeasurement of the Diesel Particulate Filter (DPF). Thissensor has two pressure ports and senses the differencein pressure between the two ports. Measurement of thepressure before and after the DPF is used to calculatediesel filter regeneration.
The Differential Pressure DPF Sensor is located on theside of the Diesel Particulate Filter (DPF).
EGR Differential Pressure SensorThe EGR differential pressure sensor is used for flowmeasurement of the Exhaust Gas Recirculation (EGR)valve. This sensor has two pressure ports and sensesthe difference in pressure between the two ports.Measurement of the pressure before and after the EGRvalve is used to calculate EGR flow.
The EGR Differential Pressure Sensor is located on theleft or right side of the engine.
EGR Temperature SensorThe EGR temperature sensor detects exhaust gastemperature for EGR system. The sensor modifies avoltage signal from the control unit. The modified signalreturns to the control unit as the exhaust temperatureof the EGR system to confirm EGR operation. Thesensor uses a thermistor that is sensitive to the changein temperature.
The EGR Temperature Sensor is located near the EGRvalve.
Engine Coolant Level (ECL) SensorThe Engine Coolant Level (ECL) Sensor is a switch. Ifengine coolant level falls below a calibrated point thecontacts open and the driver will be notified of the lowcoolant level.
The Engine Coolant Level (ECL) Sensor is located in thecooling system reservoir tank.
4
DGroup 28 Design and FunctionEngine Coolant Temperature (ECT) SensorThe Engine Coolant Temperature Sensor is located atthe front of the engine. The sensor will indicate a highcoolant temperature caused by problems like radiatorblockage, thermostat failure, heavy load, or high ambienttemperatures. This sensor is also used for cold startenhancement and for fan clutch engagement.
Engine Oil Pressure (EOP) SensorThe Engine Oil Pressure Sensor contains a pressuresensitive diaphragm and a electrical amplifier. Mechanicalpressure applied to the diaphragm causes the diaphragmto deflect and the amplifier to produce an electrical signalproportional to the deflection.
The Engine Oil Pressure Sensor is located on the oil filterassembly. The sensor monitors engine oil pressure towarn of lubrication system failure.
Engine Oil Level (EOL) SensorThe Engine Oil Level Sensor is located in the oil pan.
Engine Oil Temperature (EOT) SensorThe Engine Oil Temperature Sensor is a thermistorwhose resistance varies inversely to temperature. Thesensor has a negative temperature coefficient, whichmeans the sensor resistance will decrease as the engineoil temperature increases.
The Engine Oil Temperature Sensor is located in the oilpan.
Exhaust Temperature Sensor (DPF Sensors)The exhaust gas temperature sensor detects exhaustgas temperature for DPF protection as well as DPFregeneration control. The sensor modifies a voltagesignal from the control unit. The modified signal returns tothe control unit as the exhaust temperature at that specificlocation of the exhaust. The sensor uses a thermistor thatis sensitive to the change in temperature.
The Exhaust Temperature Sensors are located in theDPF assembly.
Fuel Pressure SensorThe fuel pressure sensor contains a diaphragm thatsenses fuel pressure. A pressure change causes thediaphragm to flex, inducing a stress or strain in thediaphragm. The resistor values in the sensor change inproportion to the stress applied to the diaphragm andproduces an electrical output.
The Fuel Pressure Sensor is located on top of the fuelfilter housing.
5
DGroup 28 Design and FunctionIntake Air Temperature and Humidity (IATH) SensorThe Intake Air Temperature and Humidity (IATH)Sensor contains a thermistor and a capacitive sensor.The resistance of the thermistor varies inversely totemperature. The output of the capacitive sensorincreases as the humidity of the surrounding air increases.By monitoring the signals from both portions of thesensor, the Engine Management System (EMS) Modulecalculates the temperature and humidity of the air passingthrough the air filter housing.
The Intake Air Temperature and Humidity (IATH) Sensoris located in the air intake tube just downstream from theair filter canister.
Intake Manifold (Boost) Temperature SensorThe Intake Manifold (Boost) Temperature Sensor isa thermistor whose resistance varies inversely totemperature. The sensor has a negative temperaturecoefficient, which means the sensor resistance willdecrease as the inlet air temperature increases.
The Intake Manifold (Boost) Temperature Sensor islocated in the intake manifold.
Intake Manifold Pressure SensorThe Intake Manifold Pressure Sensor contains apressure sensitive diaphragm and an electrical amplifier.Mechanical pressure applied to the diaphragm causesthe diaphragm to deflect and the amplifier to produce anelectrical signal proportional to the deflection.
The Intake Manifold Pressure Sensor is located on the airinlet pipe before the intake manifold.
Throttle Position (TP) SensorThe Throttle Position Sensor is a potentiometer thatis mechanically linked to the accelerator pedal. Apotentiometer is a variable resistor whose resistancewill change as the pedal is pressed. As the resistancechanges, the signal voltage of the sensor changesindicating the accelerator pedal position.
The Throttle Position Sensor is located above theaccelerator pedal. The sensor is designed to improve thedrivers control by reducing sensitivity to chassis motion.This sensor provides the drivers fuel request input to theVECU.
Turbo Speed SensorThe Turbo Speed Sensor informs the EMS of the turboshaft speed. The sensor does not read from the vanes,but reads from the shaft. The Engine ManagementSystem (EMS) Module uses this signal in conjunction withthe VGT position sensor signal to control the speed of theturbocharger and therefore optimize the intake manifoldpressure.
The Turbo Speed Sensor is mounted in the center of theturbocharger.
6
DGroup 28 Design and FunctionVariable Geometry Turbocharger Smart Remote Actuator (VGT SRA)The Variable Geometry Turbocharger Smart RemoteActuator (VGT SRA) takes the position commands fromthe EMS, moves the nozzle of the turbocharger to thedesired position, and performs all of the diagnostics andself checks on the actuator.
7
DGroup 28 Design and FunctionMID 130 Transmission Control UnitThe Premium Tech Tool (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.System OverviewThe I-Shift transmission is a technologically advancedautomated mechanical transmission, designedspecifically to work in conjunction with Volvos new familyof heavy-duty diesel engines. In order to work as a totalpackage, the I-Shift is programmed with each enginesefficiency map and is offered with different softwareoptions to fulfill each operators needs.
All variants of the Volvo I-Shift have 12 forward speedsand up to 4 reverse speeds depending on programming.It is a single countershaft transmission built up with asplitter section, a main section with three forward and onereverse gear, and a range gear section. It is an automatedmechanical transmission and uses synchronizers in itssplitter and range gears but not in the main section. Themain section utilizes a countershaft brake to mesh gearsand equalize shaft speeds as needed. A single discautomated clutch system is utilized. The I-Shift is a "twopedal" transmission and does not require a clutch pedal.
The I-Shift uses compressed air and electrical solenoidsto perform shift functions, clutch control and countershaftbrake functions. All of these functions are timed andcontrolled by the Transmission Electronic Control Unit(TECU). A dedicated air tank is needed on the vehicle tosupply air for these components. The air is plumbed tothe transmission via a supply line and is distributed to theother components internally. The air control solenoids arehoused in the Transmission Control Housing and in theClutch Control Valve Assembly.
All Volvo Truck models will be available with thistransmission including the VT, VN Series & VHDvocational trucks. Four I-Shift models will be offeredto support the power ranges of the engines as well asoffering different gear arrangements:
AT2512C ATO2512C AT2812C ATO3112COperation Two Pedal Two Pedal Two Pedal Two Pedal
Forward Speeds 12 12 12 12Engines Available D11/D13 D11/D13 D16 D16
Overall Ratio 14.94:1 15.04:1 14.94:1 15.04:1Top Ratio Direct 1.00:1 Overdrive 0.78:1 Direct 1.00:1 Overdrive 0.78:1
Weight lbs (kg) 597 (275) 597 (275) 610 (281) 610 (281)
Transmission IdentificationEach transmission has two identification tags. One isfound on the top of the clutch housing and the other isfound on the back of the range housing. The transmissionversion can be readily identified by the followingnomenclature table.
Make Volvo
Type AT2512C, ATO2512C, AT2812C and ATO3112CDescription A Automatic
T TransmissionO Overdrive25 Torque Capacity 2500 Nm (1850 lb/ft)28 Torque Capacity 2800 Nm (2050 lb/ft)31 Torque Capacity 3100 Nm (2300 lb/ft)12 Number of forward gearsC Design Level
8
DGroup 28 Design and FunctionSensorsClutch Position SensorThe Clutch Position Sensor is located on the side of theclutch cylinder assembly (inside bell housing).Main Shaft Speed Sensor(s)The speed sensors are located on the control housingand measure the speed of the main shaft and the speedof the countershaft.
The main shaft speed sensor is a electronic sensor with ahall element. Using a hall element makes it possible tomeasure the rotation speed and rotation direction of theshaft.
The countershaft speed sensor is an inductive sensor.Knowing the speed of the countershaft makes it possibleto calculate the precise speed of every gear in thetransmission.
The speed sensor(s) are located in the transmission onthe lower portion of the control housing.
Output Shaft Speed SensorThe Output Shaft Speed Sensor is located on the side ofthe rear transmission housing.
Range Cylinder Position SensorThere are four position sensors in the transmissioncontrol housing. These sensors measure the position ofthe specific air cylinder within the control housing. Thesensors are inductive and the inductive characteristicschange depending on the position of the metal pin thatfollows the movements of the air cylinders.
The Range Cylinder Position Sensor is located in thetransmission on the lower portion of the control housing.
Split Cylinder Position SensorThe Split Cylinder Position Sensor is located in thetransmission on the lower portion of the control housing.
1st/Reverse Cylinder Position SensorThe 1st/Reverse Cylinder Position Sensor is located in thetransmission on the lower portion of the control housing.
2nd/3rd Gear Cylinder Position SensorThe 2nd/3rd Gear Cylinder Position Sensor is locatedin the transmission on the lower portion of the controlhousing.
9
DGroup 28 Design and FunctionTransmission Electronic Control UnitThe TECU communicates with the Gear Selector ECUand other ECUs in the vehicle through the J1939 andJ1587 data buses. The functionality of the TECU can bedifferent depending on the type of software packagesthat are installed. The TECU contains the followingcomponents:
SAE J11708/1587 CAN
SAE J1939 CAN
Powertrain CAN
11 Powerdrivers
Inclination Sensor
Temperature Sensor
9 Controlling Solenoid Valves
The Transmission Electronic Control Unit located on theupper portion of the control housing.
Lubrication SystemThe transmission is lubricated through a combination ofpressure from an oil pump and splashing. The oil is ledinto the main shaft to lubricate and cool the range gears,the input shaft and main shaft bearings. The countershaftbrake and output shaft bearings, are also lubricated. Thelubrication system has two overflow valves. One valveensures that the transmission is lubricated if the filter getsblocked while the other prevents excessive pressure inthe system, e.g. during cold start. The valves are madeup of a compression spring and a valve peg.
10
DGroup 28 Design and FunctionMID 223 Gear Selector Control UnitThe Premium Tech Tool (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.System OverviewThe gear selector is attached to the drivers seat and canbe folded away to aid in entering the cabin. There are twoavailable selector configurations, a basic and a premium.The selector in the vehicle is dependant on which programpackage level the vehicle is built with. Both selectorshave gear positions of R (Reverse), N (Neutral), D (Drive),and M (Manual). With the selector in the drive positionthe transmission will shift as an automatic, performinggear selections and shifting without driver input. When inthe manual position, the driver either selects the gearsusing the gear selector button (premium selector) or willlock the gear that the transmission is presently operatingin and hold that gear until the selector is placed in thedrive position again (basic selector). With the basic
selector, if the manual position is engaged at a stop thevehicle will start in first and hold that gear. The basicselector isnt equipped with a gear selector button or aeconomy/performance dive mode button. In situationswhere the I-Shift is unintentionally left in gear with theparking brake applied, the TECU will automatically go toneutral when the key switch is turned off. This is doneto avoid the transmission getting stuck in gear due todrive line "torque up". There is a gear selector electroniccontrol unit (GSECU) that is located in the center of thedash. The GSECU receives signals from the selector andinterprets these signals into communication informationthat is transmitted to the TECU.
Selector FoldingThe gear selector is capable of folding forward to aid incab entry and is also used to identify which software levelthat is programmed in the Transmission Electronic ControlUnit (TECU). With the selector in the neutral position
(N) press in the fold button and the lever can be foldedforward. The display will then show the program packagelevel in place of the driving mode. This is found just to theright of the present gear within the display.
Limp Home ModeNote: Limp Home Mode should only be used to get avehicle to a safe or secure location. It is not meant fordriving any distance.
At times when a sensor failure or certain internaltransmission damage has occurred, "Limp Home Mode"can be activated. Press the L button on the gear selectorand move the gear lever to the D position to active "LimpHome Mode". When activated, L is displayed as the
driving mode in the DID. In "Limp Home Mode", onlyforward gears 1, 3 and 5 are available for vehicles withthe premium selector and only first gear for vehicles withthe basic selector. No matter which selector the vehiclehas, reverse gear 1 is available also. The vehicle must bestationary to shift gears. The "Limp Home Mode", will bedeactivated when the ignition is turned off. This mode isonly meant to get a vehicle to a safe or secure location.
SensorsGear Selector Electronic Control UnitThe gear selector communicates with the Gear SelectorElectronic Control Unit using 8 wires. These wires areused to decode a switch matrix inside the GSECU.
Inside the gear selector lever there are a number ofswitches. Some of the switches are normal and some arehall-effect switches.
The Gear Selector Electronic Control Unit is located in thecenter of the dash just rear of the VECU.
11
D12
DGroup 28 TroubleshootingTroubleshootingEngine ECU, Fault TracingThe Premium Tech Tool (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.
The control units on the information link communicateaccording to the SAE J1587 standard. The standardhas been extended with Volvos own supplement(PPID, PSID). The fault codes set by the control unitscontain information that is described by the followingabbreviations.
MID Message Identification Description:Identification of a control unit.
PID Parameter Identification Description:Identification of a parameter (value).
PPID Proprietary Parameter IdentificationDescription Volvo:Unique identification of a parameter(value).
SID Subsystem Identification Description:Identification of a component.
PSID Proprietary Subsystem IdentificationDescription Volvo:Unique identification of a component.
FMI Failure Mode Identifier:Identification of fault types.
FMI TableFMI Display Text SAE Text0 Value to high Data valid, but above the normal working range1 Value too low Data valid, but below the normal working range2 Incorrect data Intermittent or incorrect data3 Electrical fault Abnormally high voltage or short circuit to higher voltage4 Electrical fault Abnormally low voltage or short circuit to lower voltage5 Electrical fault Abnormally low current or open circuit6 Electrical fault Abnormally high current or short circuit to ground7 Mechanical fault Incorrect response from a mechanical system8 Mechanical or electrical fault Abnormal frequency9 Communication fault Abnormal update rate10 Mechanical or electrical fault Abnormally strong vibrations11 Unknown fault Non-identifiable fault12 Component fault Faulty unit or component13 Incorrect calibration Calibration values outside limits14 Unknown fault Special instructions15 Unknown fault Reserved for future use
Note: When performing diagnostic test on intermittentfaults, gently wiggle the wires and connectors to help findthe intermittent faults.
13
DGroup 28 TroubleshootingEngine ECU, Fault TracingPIDMID 128 PID 26 Fan Speed Percent page 16MID 128 PID 45 Preheater Relay page 16MID 128 PID 81 Particulate Filter page 17MID 128 PID 84 Vehicle Speed page 17MID 128 PID 85 Cruise Control Status page 17MID 128 PID 91 Accelerator Pedal Position page 18MID 128 PID 94 Fuel Delivery Pressure page 18MID 128 PID 97 Water in Fuel Indicator page 19MID 128 PID 98 Engine Oil Level page 19MID 128 PID 100 Engine Oil Pressure page 20MID 128 PID 102 Intake Manifold Pressure page 21MID 128 PID 103 Turbo Speed page 22MID 128 PID 105 Intake Manifold Temperature page 23MID 128 PID 108 Atmospheric Pressure page 24MID 128 PID 110 Coolant Temperature page 25MID 128 PID 111 Coolant Level page 26MID 128 PID 153 Crankcase Pressure page 27MID 128 PID 171 Ambient Temperature page 28MID 128 PID 173 Exhaust Temperature page 28MID 128 PID 175 Engine Oil Temperature page 29MID 128 PID 354 Relative Humidity page 30MID 128 PID 411 EGR Exhaust Back Pressure page 31MID 128 PID 412 EGR Temperature page 32
PPIDMID 128 PPID 35 EGR Mass Flow page 33MID 128 PPID 89 Variable Geometry Turbocharger Smart Remote Actuator Temperature page 33MID 128 PPID 122 Engine Compression Brake page 34MID 128 PPID 270 NOx Sensor page 35MID 128 PPID 326 Soot Level page 36MID 128 PPID 272 Air Pressure Compensation page 36MID 128 PPID 328 Aftertreatment Injection Shutoff Valve page 37MID 128 PPID 329 Aftertreatment Fuel Injector page 37MID 128 PPID 330 DRV page 38MID 128 PPID 337 Ash Level page 39MID 128 PPID 387 Temperature Sensor, Catalytic Converter page 39MID 128 PPID 436 Exhaust Gas Temperature Sensor 3 page 40MID 128 PPID 437 Aftertreatment Injector Fuel Pressure Sensor page 41
14
DGroup 28 TroubleshootingPSIDMID 128 PSID 47 Particulate Trap Regeneration page 42MID 128 PSID 98 Boost Air System page 42MID 128 PSID 108 Aftertreatment Injection System page 43MID 128 PSID 109 Engine Coolant Temperature Sensor page 44
SIDMID 128 SID 1/2/3/4/5/6 Unit Injector page 45MID 128 SID 18 Drain Valve, Water Separator page 46MID 128 SID 21 Engine Position Timing Sensor page 47MID 128 SID 22 Engine Speed Sensor page 48MID 128 SID 27 Variable Geometry Turbocharger page 49MID 128 SID 33 Fan Control page 50MID 128 SID 70 Preheater Element 1 page 50MID 128 SID 71 Preheater Element 2 page 51MID 128 SID 146 EGR Valve 1 page 51MID 128 SID 211 5 Volt DC Supply page 52MID 128 SID 230 Idle Validation Switch 1 page 52MID 128 SID 232 5 Volt DC Supply to Sensor page 53
15
DGroup 28 TroubleshootingMID 128 PID 26 Fan Speed PercentType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above
normal or shortedto high
Missing signalfrom Fan SpeedSensor
Short Circuit +,Measuring line
Short Circuit -,Measuring line
Open Circuit,Measuring line
Open Circuit,Ground line
Higher fuelconsumption
Will work ason/off fan,100%fan speedif cooling isneeded
Cooling Fan Speed (CFS) sensorfailure
Faulty Cooling Fan Speed (CFS)sensor harness
MID 128 PID 45 Preheater RelayType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3 Voltage above
normal or shortedto high
Short Circuit +,Measuring line
Preheat relay notactivated
White smoke forcold start
Start problems incold climate
Preheat relay solenoid shorted
FMI 4 Voltage below
normal or shortedlow
Short Circuit -,Measuring line
Induction air ishot
Preheat relayis impossible toturn off
Faulty harness
FMI 5 Current below
normal or opencircuit
Open Circuit Preheat relay notactivated
White smoke forcold start
Start problems incold climate
Faulty Preheat relay Faulty harness
16
DGroup 28 TroubleshootingMID 128 PID 81 Particulate FilterType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperationalrange-most severelevel
Moderately highpressure
Engine derate Malfunction
indicator lampilluminated
Particulate Trap Pressure (PTP)Sensor failure
FMI 2 Data erratic,
intermittent orincorrect
Sensor is notrational
Malfunctionindicator lampilluminated
Particulate Trap Pressure (PTP)Sensor failure
FMI 3 Voltage above
normal or shortedhigh
Short to batteryon the meteringside
Open in theground line
Malfunctionindicator lampilluminated
Particulate Trap Pressure (PTP)Sensor failure
Faulty Particulate Trap Pressure(PTP) Sensor connector Faulty harness
FMI 5 Current below
normal or open Open in 5 volt
supply line Short to ground
in metering line Open in metering
line
Malfunctionindicator lampilluminated
Particulate Trap Pressure (PTP)Sensor failure
Faulty harness
FMI 12 Bad intelligent
device orcomponent
Particulate TrapPressure (PTP)Sensor signalhigh or low butstill within range
Engine derate Diesel Particulate Filter (DPF) isdamaged, filled with soot or missing
MID 128 PID 84 Vehicle SpeedType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9 Abnormal update
rate Missing signal
from VECU Engine derate J1708 vehicle speed message does
not exist, (VECU error)
MID 128 PID 85 Cruise Control StatusType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9 Abnormal update
rate Missing (Cruise
Control) signalfrom VECU
Cruise Controldoes not work
No clutch info to EMS (J1939)
17
DGroup 28 TroubleshootingMID 128 PID 91 Accelerator Pedal PositionType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 9 Abnormal update
rate Missing signal
from VECU N/A J1708 pedal information not
available
MID 128 PID 94 Fuel Delivery PressureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 1 Pressure critically
low EMS module
detects a low fuelpressure reading
Rough idle Uneven running Engine derate
A clogged fuel filter Fuel leaking from a fuel line or fitting Poor fuel pump pressure Low fuel level
FMI 3 Voltage high/open Low Fuel
Pressure (FP)Sensor signalline voltage
Engine derate Malfunction
indicator lampilluminated
Damaged contacts in harness Faulty Fuel Pressure (FP) sensor Open circuit.
FMI 5 Current low/open Low Fuel
Pressure (FP)Sensor signalline voltage
Engine derate Malfunction
indicator lampilluminated
Damaged contacts in harness Faulty Fuel Pressure (FP) sensor
FMI 7 Current low/open Drop in fuel
pressure Engine derate Malfunction
indicator lampilluminated
Clogged fuel filter Leaking fuel line or fitting Poor fuel pump response
18
DGroup 28 TroubleshootingMID 128 PID 97 Water in Fuel IndicatorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage high/open N/A Undetected
water in fuelsupply
Uneven running Malfunction
indicator lampilluminated
Open circuit
FMI 4 Voltage low N/A Undetected
water in fuelsupply
Uneven running Malfunction
indicator lampilluminated
Short to ground Open circuit Faulty sensor
MID 128 PID 98 Engine Oil LevelType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 1 Data valid but
below normaloperational range
Moderatelybelow range
Critically belowrange
N/A Low oil level Leakage Critically low oil level Leakage
FMI 4 Voltage below
normal or shortedlow
Short Circuit -Positive side
Oil level can notbe measured
Engine Oil Level (EOL) sensorfailure
Faulty harnessFMI 5
Current belownormal or opencircuit
Short Circuit +,Positive side
Open Circuit +,Positive side
Open Circuit-Negative side
Oil level can notbe measured
Engine Oil Level (EOL) sensorfailure
Faulty harness
19
DGroup 28 TroubleshootingMID 128 PID 100 Engine Oil PressureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 1 Data valid but
below normaloperational range
Critically belowrange
Engine derate Low pressure
Oil leakage Broken oil pump Clogged oil system
FMI 3 Voltage below
normal or shortedlow
Short Circuit +,Measuring line
Open Circuit,Ground line
Oil pressureshows 0 in thecluster, engine isrunning
Engine Oil Pressure (EOP) sensorfailure
Faulty harness
FMI 5 Current below
normal or opencircuit
Open Circuit +,5V Supply line
Short Circuit -,Measuring line
Open Circuit,Measuring line
Oil pressureshows 0 in thecluster, engine isrunning
Engine Oil Pressure (EOP) sensorfailure
Faulty harness
20
DGroup 28 TroubleshootingMID 128 PID 102 Intake Manifold PressureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperational range
Intake ManifoldPressure Sensoroutput is high
Intake ManifoldPressure isindicating anunphysical value
Engine derate Malfunction
indicator lampilluminated
Variable Geometry Turbo (VGT)actuator stuck
Faulty Intake Manifold PressureSensor harness
Intake Manifold Pressure Sensorfailure
FMI 1 Data valid but
below normaloperational range
Intake ManifoldPressure Sensoris indicating anunphysical value
Engine derate Malfunction
indicator lampilluminated
Intermittent fault in the IntakeManifold Pressure Sensor harness
Faulty Boost Air Pressure connector Intake Manifold Pressure Sensor
failureFMI 2
Data erratic,intermittent orincorrect
Intake ManifoldPressure Sensoroutput is too highor too low
Engine derate Malfunction
indicator lampilluminated
Intermittent fault in the IntakeManifold Pressure Sensor harness
Faulty Boost Air Pressure connector Intake Manifold Pressure Sensor
failureFMI 3
Voltage abovenormal or shortedto high source
A short to batteryin the meteringcircuit
An open inthe groundcircuit of theIntake ManifoldPressure Sensor
Engine derate Malfunction
indicator lampilluminated
Intermittent fault in the IntakeManifold Pressure Sensor harness
Faulty Boost Air Pressure connector Intake Manifold Pressure Sensor
failure
FMI 5 Current below
normal or opencircuit
A short to groundin the harness
An open in the 5volt supply circuit
An open in themetering circuit
Engine derate Malfunction
indicator lampilluminated
Intermittent fault in the IntakeManifold Pressure Sensor harness
Faulty Boost Air Pressure connector Intake Manifold Pressure Sensor
failure
FMI 11 Root cause not
known (DataIncorrect)
Intake ManifoldPressure Sensoroutput is too highor low
Engine derate Malfunction
indicator lampilluminated
Faulty Intake Manifold PressureSensor harness
Inlet air leakage Intake Manifold Pressure Sensor
failure
21
DGroup 28 TroubleshootingMID 128 PID 103 Turbo SpeedType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperational range
Turbochargerspeed is at least25% greater thanthe target wheelspeed for themeasured boost
Engine derate Malfunction
indicator lampilluminated
Miss detection Faulty Turbo Speed Sensor harness Faulty Turbo Speed Sensor
connector Turbo Speed Sensor failure
FMI 1 Data valid but
below normaloperational range
Turbochargerspeed is at least25% less thanthe target wheelspeed for themeasured boost
Engine derate Malfunction
indicator lampilluminated
Miss detection Faulty Turbo Speed Sensor harness Faulty Turbo Speed Sensor
connector Turbo Speed Sensor failure
FMI 9 Abnormal update
rate (missingsensor signal)
A fault is logged ifthe Turbo SpeedSensor signal islost
Engine derate Malfunction
indicator lampilluminated
Communication fault in the meteringline of the Turbo Speed Sensorcircuit
Short to ground in the metering lineof the Turbo Speed Sensor circuit
An open in the metering line of theTurbo Speed Sensor circuit
22
DGroup 28 TroubleshootingMID 128 PID 105 Intake Manifold TemperatureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperational range
The IntakeManifoldTemperatureSensor isindicating anunphysical value
Engine derate Malfunction
indicator lampilluminated
Faulty Intake Manifold TemperatureSensor or Engine ManagementSystem (EMS) Module connector
Temperature Sensor harness Malfunction Intake Manifold
Temperature SensorFMI 1
Data valid butbelow normaloperational range
The BoostTemperatureSensor isindicating anunphysical value
Minor enginederate
Malfunctionindicator lampilluminated
Faulty Intake Manifold TemperatureSensor or Engine ManagementSystem (EMS) Module connector
Break in the Intake ManifoldTemperature Sensor harness
Malfunction Intake ManifoldTemperature Sensor
FMI 2 Data erratic,
intermittent orincorrect
The IntakeManifoldTemperatureSensor output istoo high or toolow
Engine derate Malfunction
indicator lampilluminated
Faulty Intake Manifold TemperatureSensor or Engine ManagementSystem (EMS) Module connector
Break in the Intake ManifoldTemperature Sensor harness
Malfunction Intake ManifoldTemperature Sensor
FMI 4 Voltage below
normal or shortedlow
N/A Difficult to startin cold climates
Engine derate Malfunction
indicator lampilluminated
Short circuit Intermittent fault in the Intake
Manifold Temperature Sensorharness
Faulty Intake Manifold TemperatureSensor connector
Intake Manifold Temperature Sensorfailure
FMI 5 Current below
normal or opencircuit
A short to battery An open in the 5
volt supply circuit
Difficult to startin cold climates
Engine derate Malfunction
indicator lampilluminated
A short circuit in the metering circuit Intermittent fault in the Intake
Manifold Temperature Sensorharness
Faulty Intake Manifold TemperatureSensor connector
Intake Manifold Temperature Sensorfailure
FMI 10 Abnormal rate of
change The Boost
TemperatureSenor outputis showing aconstant value
Engine derate Malfunction
indicator lampilluminated
Faulty Intake Manifold TemperatureSensor harness
Intake Manifold Temperature Sensorfailure
23
DGroup 28 TroubleshootingMID 128 PID 108 Atmospheric PressureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,
intermittent orincorrect
AtmosphericPressure Sensoroutput is toohigh or too low(abnormal value)
Minor enginederate
Faulty Atmospheric Pressure Sensor Faulty Engine Management System(EMS) Module
FMI 3 Voltage above
normal or shortedto high source
Short to batteryon the meteringside
N/A Internal fault in the EngineManagement System (EMS) Module
Faulty Atmospheric Pressure SensorFMI 4
Voltage belownormal or shortedto low source
A short to groundon the meteringside
N/A Internal fault in the EngineManagement System (EMS) Module
Faulty Atmospheric Pressure Sensor
24
DGroup 28 TroubleshootingMID 128 PID 110 Coolant TemperatureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperational range
The EngineCoolantTemperature(ECT) Sensoris indicating anunphysical value
Malfunctionindicator lampilluminated
Extreme driving condition Faulty coolant thermostat Malfunctioning fan Blocked radiator
FMI 2 Data erratic,
intermittent orincorrect
The EngineCoolantTemperature(ECT) Sensoroutput is too highor too low
May affectdriveability inextreme cases
Malfunctionindicator lampilluminated
Faulty Engine Coolant Temperature(ECT) Sensor or EngineManagement System (EMS)Module connector
Break in Engine CoolantTemperature (ECT) Sensorharness
Malfunctioning Engine CoolantTemperature (ECT) Sensor
FMI 4 Voltage below
normal or shortedlow
N/A Difficult to startin cold climates
Idle runregulation isdeteriorated
Malfunctionindicator lampilluminated
Internal fault in the Engine CoolantTemperature (ECT) Sensor harness
Faulty Engine Coolant Temperature(ECT) Sensor connector Faulty Engine Coolant Temperature
(ECT) Sensor
FMI 5 Current below
normal or opencircuit
N/A Difficult to startin cold climates
Idle runregulation isdeteriorated
Malfunctionindicator lampilluminated
An open in the Engine CoolantTemperature (ECT) Sensor circuit
An open in the Engine CoolantTemperature (ECT) Sensor
Intermittent fault in the EngineCoolant Temperature (ECT) Sensor
Faulty Engine Coolant Temperature(ECT) Sensor connector Faulty Engine Coolant Temperature
(ECT) SensorFMI 10
Abnormal rate ofchange
The EngineCoolantTemperature(ECT) Sensoroutput is showinga constant value
May affectvehicledriveability
Faulty Engine Coolant Temperature(ECT) Sensor harness Engine Coolant Temperature (ECT)
Sensor failure
25
DGroup 28 TroubleshootingMID 128 PID 111 Coolant LevelType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 1 Data valid but
below normaloperational range
Moderatelybelow range
Critically belowrange
Short Circuit -,Measuring line
Engine derate Coolant level below range Faulty harness Engine shutdown
FMI 3 Voltage above
normal or shortedto high source
Short Circuit +Measuring line
Coolant level cannot be detected
Faulty harness
FMI 4 Voltage below
normal or shortedlow
Short Circuit -,Measuring line
Coolant level cannot be detected
Faulty harness
FMI 5 Current below
normal or opencircuit
Open Circuit Coolant level cannot be detected
Faulty harness
26
DGroup 28 TroubleshootingMID 128 PID 153 Crankcase PressureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperational range
Out of range,max voltage,illegal
Critically AboveRange
Forced idle Engine shut
down
The non-filtered pressure difference(between crankcase pressure andambient air pressure) is/was abovelimit. (The fault code will remainduring the entire driving cycle(unless reset)
FMI 1 Data valid but
below normaloperational range
Out of range, minvoltage, illegal
N/A Crankcase Pressure Sensor out ofrange
FMI 2 Data erratic,
intermittent orincorrect
Plausibility N/A The crankcase pressure is showingeither too high or too low value(abnormal value)
FMI 3 Voltage above
normal or shortedto high source
Short Circuit +,Measuring line
Open Circuit,Ground line
N/A Crankcase Pressure Sensor failure Faulty harness
FMI 5 Current below
normal or opencircuit
Open Circuit +,5V Supply Line
Short Circuit -,Measuring line
Open Circuit,Measuring line
N/A Crankcase Pressure Sensor failure Faulty harness
27
DGroup 28 TroubleshootingMID 128 PID 171 Ambient TemperatureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 9 Abnormal Update
Rate This fault will
become activewhen the EngineManagementSystem (EMS)Module detectsthat the AmbientAir Temperaturemessage fromthe InstrumentCluster Moduledoes not exist.
Malfunctionindicator lampilluminated
Faulty Ambient Air TemperatureSensor harness
MID 128 PID 173 Exhaust TemperatureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0 Data valid but
above normaloperational range most severelevel
Exhaust GasTemperature istoo high
Engine derate Poor driveability
Faulty Exhaust Gas Temperature(EGT) system Faulty harness or connector
FMI 2 Data erratic,
intermittent orincorrect
Sensor is notrational
Poor driveability Harness connected to incorrectsensor
Sensor failureFMI 4
Voltage belownormal or shortedlow
Short to groundon the meteringside of the circuit
Poor driveability Sensor failure Faulty harness
FMI 5 Current below
normal or opencircuit
Short to batteryon the meteringside of the circuit
Open in themetering side ofthe circuit
Open in theground side ofthe circuit
Poor driveability Faulty harness Sensor failure
FMI 10 Abnormal rate of
change Sensor is stuck Poor driveability Sensor failure
28
DGroup 28 TroubleshootingMID 128 PID 175 Engine Oil TemperatureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperational range
ModeratelyAbove range
Critically AboveRange
Engine derate Extreme driving conditions
FMI 2 Data erratic,
intermittent orincorrect
Plausibility In some casesmay havean effect ondriveability
The oil temperature sensor outputis showing either too high or to lowvalue (abnormal value)
FMI 4 Voltage below
normal or shortedlow
Short Circuit -,Measuring line
N/A Engine Oil Temperature (EOT)sensor failure
Faulty harnessFMI 5
Current belownormal or opencircuit
Short Circuit +,Measuring line
Open Circuit
N/A Engine Oil Temperature (EOT)sensor failure
Faulty harness
29
DGroup 28 TroubleshootingMID 128 PID 354 Relative HumidityType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above
normal or shortedto high source
Short to batteryin the meteringcircuit ofthe RelativeHumidity Sensor
Open in theground circuitof the RelativeHumidity Sensor
Turbochargernoise
Malfunctionindicator lampilluminated
Faulty connector Faulty Relative Humidity Sensor
harness Faulty Relative Humidity Sensor
FMI 5 Current below
normal or opencircuit
Open in themetering circuitof the RelativeHumidity Sensor
Open in the 5volt supply circuitof the RelativeHumidity Sensor
Short to groundin the meteringcircuit ofthe RelativeHumidity Sensor
Turbochargernoise
Malfunctionindicator lampilluminated
Faulty connector Faulty Relative Humidity Sensor
harness Faulty Relative Humidity Sensor
30
DGroup 28 TroubleshootingMID 128 PID 411 EGR Exhaust Back PressureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,
intermittent orincorrect
EGR differentialpressure sensoroutput is too highor too low
Uneven running Engine derate
Faulty EGR Differential PressureSensor connector
Faulty EGR Differential PressureSensor harness
Faulty EGR Differential PressureSensor
EGR leakage Clogged EGR cooler Clogged EGR venturi
FMI 3 Voltage above
normal or shortedto high source
Short to batteryin metering line
Open in theground circuit
Engine respondspoorly
Engine derate
Faulty EGR Differential PressureSensor connector
Faulty EGR Differential PressureSensor harness
Faulty EGR Differential PressureSensor
FMI 5 Current below
normal or opencircuit
Open in the 5 voltsupply line
Short to groundin metering line
Open in themetering line
Engine respondspoorly
Engine derate
Faulty EGR Differential PressureSensor connector
Faulty EGR Differential PressureSensor harness
Faulty EGR Differential PressureSensor
31
DGroup 28 TroubleshootingMID 128 PID 412 EGR TemperatureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperational range most severelevel
N/A Malfunctionindicator lampilluminated
Extreme driving conditions EGR cooler failure
FMI 4 Voltage below
normal or shortedlow
Short to groundon the meteringside of the EGRSensor circuit
Engine respondspoorly
Engine powerwill be deratedaccording to theerror torque map
Faulty EGR Temperature Sensorconnector
Faulty EGR Temperature Sensorharness
Faulty EGR Temperature Sensor
FMI 5 Current below
normal or opencircuit
Short to batteryin the meteringside of the EGRSensor circuit
Open in themetering side ofthe EGR Sensorcircuit
Open circuit inthe ground line ofthe EGR Sensorcircuit
Engine respondspoorly
Engine derate
Faulty EGR Temperature Sensorconnector
Faulty EGR Temperature Sensorharness
Faulty EGR Temperature Sensor
FMI 10 Abnormal rate of
change EGR sensor
is showing aconstant valuethat will notchange
Malfunctionindicator lampilluminated
Faulty EGR Temperature Sensorconnector
Faulty EGR Temperature Sensorharness
EGR system leakage
32
DGroup 28 TroubleshootingMID 128 PPID 35 EGR Mass FlowType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperational range most severelevel
EGR flow is toohigh
Poor driveability Faulty EGR system Faulty harness or connector
FMI 1 Data valid but
below normaloperational range most severelevel
EGR flow is toolow
Poor driveability Faulty EGR system Clogged EGR cooler Faulty harness or connector
MID 128 PPID 89 Variable Geometry Turbocharger Smart RemoteActuator TemperatureType offault
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause
FMI 0 Data valid but
above normaloperationalrange-most severelevel
VGT SRAtemperature ismoderately toohigh
Engine derate Coolant system malfunction Extreme driving conditions Overheated VGT actuator
33
DGroup 28 TroubleshootingMID 128 PPID 122 Engine Compression BrakeType offault FMI Description: Fault Condition: PossibleSymptoms: Possible CauseFMI 1 Data valid but
above normaloperational range
Below range No VolvoCompressionBrake (VCB)
Low engine oil temperature
FMI 3 Voltage above
normal or shortedto high source
Short Circuit + VolvoCompressionBrake (VCB) cannot be turned on
Engine brakefunction derated
Gear shiftperformancederated forsome automatictransmissionboxes
Faulty Volvo Compression Brake(VCB) actuator
Faulty harness
FMI 4 Voltage below
normal or shortedlow
Short Circuit - VolvoCompressionBrake (VCB) cannot be turned off
Engine stopsrunning
Engineimpossible torestart
Faulty Volvo Compression Brake(VCB) actuator Faulty harness
FMI 5 Current below
normal or opencircuit
Open Circuit VolvoCompressionBrake (VCB) cannot be turned on
Engine brakefunction derated
Gear shiftperformancederated forsome automatictransmissionboxes
Faulty Volvo Compression Brake(VCB) actuator Faulty harness
34
DGroup 28 TroubleshootingMID 128 PPID 270 NOx SensorMID 233 Fault code sent by MID 128 Enginecontrol unit.Type offault
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause
FMI 2 Data erratic,
intermittent orincorrect
Removed Plausibility
Malfunctionindicator lampilluminated
NOx sensor removed (measuressurround air)
Exhaust system leakage Air intake leakage Faulty NOx sensor
FMI 3 Voltage above
normal or shortedto high source
Short Circuit,NOx signal
N/A Faulty cabling between NOx sensorand NOx sensor ECU
Faulty NOx sensorFMI 5
Current belownormal or opencircuit
Open Circuit,NOx signal
N/A Faulty cabling between NOx sensorand NOx sensor ECU
Faulty NOx sensorFMI 9
Abnormal updaterate (missingsensor signal
Abnormal update N/A Missing signal from NOx sensor
FMI 10 Abnormal rate of
change Stuck N/A Exhaust system leakage
Air intake leakage Faulty NOx sensor
FMI 12 Bad Intelligent
Device orComponent
Incorrect value N/A Faulty NOx sensor
FMI 13 Out of calibration Range check N/A Faulty NOx sensor
FMI 14 Special
instructions Missing signal
from sensor dueto battery voltage
N/A Voltage to NOx sensor is too high
35
DGroup 28 TroubleshootingMID 128 PPID 272 Air Pressure CompensationType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 4 Voltage below
normal or shortedto low source
Short Circuit - Possible turbonoise
Faulty Intake Air Temperature andHumidity (IATH) sensor
Faulty harness Faulty Intake Air Temperature and
Humidity (IATH) sensor connectorFMI 5
Current belownormal or opencircuit
Short Circuit + Open Circuit
Possible turbonoise
Faulty Intake Air Temperature andHumidity (IATH) sensor
Faulty harness Faulty Intake Air Temperature and
Humidity (IATH) sensor connector
MID 128 PPID 326 Soot LevelType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0 Data valid but
above normaloperational range
Moderately highsoot load
Medium to highengine derate
Diesel Particulate Filter (DPF)clogged
After Treatment Fuel Injectorclogged
Regeneration disabled by driver orother component
FMI 11 Critically high soot
load Critically high
soot load High engine
derate Engine derate
Diesel Particulate Filter (DPF)clogged
After Treatment Fuel Injectorclogged
Regeneration disabled by driver orother component
36
DGroup 28 TroubleshootingMID 128 PPID 328 Aftertreatment Injection Shutoff ValveType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above
normal or shortedto high source
Circuit shorted tobattery
Malfunctionindicator lampilluminated
Faulty harness Actuator failure
FMI 4 Voltage below
normal or shortedlow
Circuit shorted toground
Malfunctionindicator lampilluminated
Faulty harness Actuator failure
FMI 5 Current below
normal or opencircuit
Open circuit Malfunctionindicator lampilluminated
Faulty harness Actuator failure
FMI 7 Mechanical system
not responding orout of adjustment
After TreatmentFuel Injectorstuck closed
Malfunctionindicator lampilluminated
Shut off valve stuck closed
FMI 14 Special
instructions After Treatment
Fuel Injectorleaking
Malfunctionindicator lampilluminated
After Treatment Fuel Injector failure
MID 128 PPID 329 Aftertreatment Fuel InjectorType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3 Voltage above
normal or shortedto high source
Circuit shorted tobattery
Malfunctionindicator lampilluminated
Faulty harness Injector failure
FMI 4 Voltage below
normal or shortedlow
Circuit shorted toground
Malfunctionindicator lampilluminated
Faulty harness Injector failure
FMI 5 Current below
normal or opencircuit
Open circuit Malfunctionindicator lampilluminated
Faulty harness Injector failure
FMI 7 Mechanical system
not responding orout of adjustment
After treatmentfuel injectorclogged
Malfunctionindicator lampilluminated
After Treatment Fuel Injector failure
FMI 14 Special
instructions After Treatment
Fuel Injectorleaking
Malfunctionindicator lampilluminated
After Treatment Fuel Injector failure
37
DGroup 28 TroubleshootingMID 128 PPID 330 DRVType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above
normal or shortedto high source
Short circuit + On/off valve cantbe activated
Regenerationnot possible
High enginebraking withoutrequest
Driveabilityaffected
Faulty Discharge Recirculator Valve(DRV) Solenoid
Faulty harness Faulty Discharge Recirculator Valve
(DRV) Solenoid connector
FMI 4 Voltage below
normal or shortedlow
Short circuit- Valve constantlyactivated
Major enginederate
Exhaust manifoldoverheating
Engine shutdown
Faulty Discharge Recirculator Valve(DRV) Solenoid Faulty harness Faulty Discharge Recirculator Valve(DRV) Solenoid connector
FMI 5 Current below
normal or opencircuit
Open circuit On/off valve cantbe activated
Regenerationnot possible
High enginebraking withoutrequest
Driveabilityaffected
Faulty Discharge Recirculator Valve(DRV) Solenoid
Faulty harness Faulty Discharge Recirculator Valve
(DRV) Solenoid connector
FMI 7 Mechanical system
not responding orout of adjustment
MechanicallyStuck
On/off valve cantbe activated
Regenerationnot possible
High enginebraking withoutrequest
Driveabilityaffected
Valve constantlyactivated
Major enginederate
Exhaust manifoldoverheating
Engine shutdown
Leaking pipes Faulty Discharge Recirculator Valve(DRV) Solenoid
38
DGroup 28 TroubleshootingMID 128 PPID 337 Ash LevelType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperational range
Ash level too high Need service Short intervals between filterregenerations
MID 128 PPID 387 Temperature Sensor, Catalytic ConverterType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2 Data erratic,
intermittent orincorrect
Sensor is notrational
Poor driveability Harness connected to incorrectsensor
Sensor failureFMI 4
Voltage belownormal or shortedlow
Short to groundon the meteringside of the circuit
Poor driveability Faulty harness Sensor failure
FMI 5 Current below
normal or opencircuit
Short to batteryon the meteringside of the circuit
Open in themetering side ofthe circuit
Open in theground side ofthe circuit
Poor driveability Faulty harness Actuator failure
FMI 10 Abnormal rate of
change Sensor is stuck Poor driveability Sensor failure
39
DGroup 28 TroubleshootingMID 128 PPID 436 Exhaust Gas Temperature Sensor 3Type offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,
intermittent orincorrect
Sensor is notrational
Poor driveability Harness connected to incorrectsensor
Sensor failureFMI 4
Voltage belownormal or shortedlow
Short to groundon the meteringside of the circuit
Poor driveability Faulty harness Sensor failure
FMI 5 Current below
normal or opencircuit
Short to batteryon the meteringside of the circuit
Open in themetering side ofthe circuit
Open in theground side ofthe circuit
Poor driveability Faulty harness Actuator failure
FMI 10 Abnormal rate of
change Sensor is stuck Poor driveability Sensor failure
40
DGroup 28 TroubleshootingMID 128 PPID 437 Aftertreatment Injector Fuel Pressure SensorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,
intermittent orincorrect
Sensor is notrational
N/A Faulty shut off valve Sensor failure
FMI 3 Voltage above
normal or shortedto high source
Short to batteryon the meteringside
Open in theground line
N/A Faulty harness Sensor failure
FMI 5 Current below
normal or opencircuit
Open circuit inthe 5 volt supply
Short circuit toground in themetering line
Open circuit inthe metering line
N/A Faulty harness Sensor Failure
FMI 10 Abnormal rate of
change After treatment
injector fuelpressure sensorstuck
N/A Sensor Faulty shut off valve Injector failure
41
DGroup 28 TroubleshootingMID 128 PSID 47 Particulate Trap RegenerationType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperational range
Plausability, toohigh
Regenerationnot possible
Faulty After Treatment Injector
FMI 1 Data valid but
below normaloperational range
Plausability, toolow
Regenerationnot possible
Faulty After Treatment Injector Faulty Diesel Particulate Filter (DPF)
catalystFMI 8
Abnormalfrequency, pulsewidth or period
Regenerationperiod too long
N/A N/A
FMI 12 Bad Intelligent
Device orComponent
Regenerationefficiency too low
N/A Clogged After Treatment Injector Diesel Particulate Filter (DPF)
catalyst damaged Diesel Particulate Filter (DPF)
catalyst clogged
MID 128 PSID 98 Boost Air SystemType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0 Data valid but
above normaloperational range most severelevel
Boost pressureis too high
Turbochargersurge
EGR system failure Faulty turbocharger actuator
FMI 1 Data valid but
below normaloperational range most severelevel
Boost pressureis too low
Engine derate Engine slow to
respond
Faulty Boost Air System hoses,pipes, brackets, cooler, EGR systemcomponents and turbo components
42
DGroup 28 TroubleshootingMID 128 PSID 108 Aftertreatment Injection SystemType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 7 Mechanical system
not responding, orout of adjustment
Mechanicalproblem
Regenerationnot possible
Engine derate Engine shut
down
Faulty After Treatment Injection (ATI)system
43
DGroup 28 TroubleshootingMID 128 PSID 109 Engine Coolant Temperature SensorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 7 Thermostat
blocked closed This fault will
become activewhen the EngineManagementSystem (EMS)Module detectsthat theEngine CoolantTemperature(ECT) Sensoroutput is high butstill with in theacceptable rangefor the sensor.
The CoolantTemperatureSensor isindicating ahigh coolanttemperature.
Malfunctionindicator lampilluminated
Thermostat Blocked Closed Faulty radiator fan Clogged radiator
FMI 12 Thermostat
blocked open This fault will
become activewhen the EngineManagementSystem (EMS)Module detectsthat theEngine CoolantTemperature(ECT) Sensoroutput is low butstill with in theacceptable rangefor the sensor.
Poor heat in cab Malfunction
indicator lampilluminated
Thermostat Blocked Open
44
DGroup 28 TroubleshootingMID 128 SID 1/2/3/4/5/6 Unit InjectorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage high/open EMS module
detects a shortcircuit to batteryon the low sideof the Spill Valve(SV)/NeedleControl Valve(NCV).
Loss of power Uneven running Running on 3 to
5 cylinders Malfunction
indicator lampilluminated
Open circuit
FMI 5 Current below
normal or opencircuit
EMS detects ashort circuit tobattery positive,a short circuitto ground, or anopen circuit onthe high side ofthe SV/NeedleControl Valve(NCV) or a ShortCircuit to groundon the low side ofthe SV/NCV.
Loss of power Uneven running Running on 3 to
5 cylinders Malfunction
indicator lampilluminated
Harness shorted or open Faulty fuel injector solenoid
FMI 7 Mechanical system
not responding Cylinder
balancing data isabove the limit
Erratic engineidle speed
Clogged fuel injector(s) Low fuel pressure Poor Compression Improper valve adjustment
FMI 12 Failed Device
(Low injector holdcurrent)
Injector orharnessresistance toohigh
Loss of power Uneven running Malfunction
indicator lampilluminated
Injector solenoid resistance out ofspecification
Harness resistance too high
FMI 14 Special
instructions Fuel injector flow
is too low or high. Cylinder
compressionis low.
Loss of power Uneven running Malfunction
indicator lampilluminated
Low injector flow High injector flow Poor compression
45
DGroup 28 TroubleshootingMID 128 SID 18 Drain Valve, Water SeparatorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above
normal or shortedto high source
Short Circuit +Measuring line
Valve constantlyshut
Faulty Water In Fuel (WIF) SolenoidValve
Broken wire
FMI 4 Voltage below
normal or shortedlow
Short Circuit -,Measuring line
High fuelconsumption dueto fuel leakage
Faulty Water In Fuel (WIF) SolenoidValve
Broken wire
FMI 5 Current below
normal or opencircuit
Open Circuit Valve constantlyshut
Faulty Water In Fuel (WIF) SolenoidValve
Broken wire
46
DGroup 28 TroubleshootingMID 128 SID 21 Engine Position Timing SensorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,
intermittent orincorrect
Phase Error- Incorrectcorrelationbetween CAMand CrankSensor
Increased fuelconsumption
Faulty connector Faulty Engine Position Timing
Sensor harness Faulty Engine Position Timing
Sensor Improper air gap
FMI 3 Voltage above
normal, or shortedto high source
Missing Signalfrom EnginePosition TimingSensor
Open in theEngine PositionTiming SensorCircuit
Short to batteryin the EnginePosition TimingSensor Circuit
Short to groundin the EnginePosition TimingSensor Circuit
Increasedengine start time
Loss of enginepower
Faulty Engine Position TimingSensor harness
FMI 8 Abnormal
frequency, pulsewidth or period
Noisy Signalfrom EnginePosition TimingSensor
Open in theEngine PositionTiming SensorCircuit
Increasedengine start time
Loss of enginepower
Faulty Engine Position TimingSensor harness
Faulty Engine Position TimingSensor mounting
47
DGroup 28 TroubleshootingMID 128 SID 22 Engine Speed SensorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,
intermittent orincorrect
Intermittent orweak signal
Increased fuelconsumption
Imprecise enginetiming
Increased fuelconsumption
Uneven cylinderbalancing
Power loss Smoke
Faulty connector Faulty Engine Speed Sensor
harness Faulty Engine Speed Sensor Improper air gap
FMI 3 Voltage above
normal, or shortedto high source
Missing Signalfrom EngineSpeed Sensor
Open in theEngine SpeedSensor Circuit
Short to batteryin the EngineSpeed SensorCircuit
Short to groundin the EnginePosition TimingSensor Circuit
Increasedengine start time
Vehicle may be inlimp home mode
Loss of enginepower
Faulty Engine Speed Sensorharness
Faulty Crank Sensor mounting
FMI 8 Abnormal
frequency, pulsewidth or period
Erratic orintermittentsignal fromEngine SpeedSensor
Open in theEngine SpeedSensor
Increased fuelconsumption
Imprecise enginetiming
Increased fuelconsumption
Uneven cylinderbalancing
Power loss Smoke
Faulty Engine Speed Sensorharness
Faulty Engine Speed Sensormounting
48
DGroup 28 TroubleshootingMID 128 SID 27 Variable Geometry TurbochargerType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,
intermittent orincorrect
Smart remoteactuator hasnot seen a validcommand onCAN2
Incorrect data
Low boost Low power Nozzle opens Smoke from
engine
Disturbance on CAN2 data lines
FMI 4 Voltage below
normal, or shortedto low source
Short to ground Nozzle will openresulting in lowpower and lowboost
SRA willcontinue toattempt andmaintain targetnozzle position
Faulty SRA VGT connector Faulty SRA VGT harness Low battery voltage
FMI 7 Mechanical system
not responding orout of adjustment
Mechanicalproblem withthe VGT SRA
Low boost andsmoke
Possible enginederate
Power loss insome caseswhen actuatormotor has beendisabled
Actuator motor effort is temporarilylimited to prevent overheating
Restrictions detected when runninglearn sequence
SRA is slow to follow commands SRA position is not tracking
command
FMI 9 Abnormal update
rate Data from the
SRA has beenmissing for2-seconds
Engine derated(major) EGR valve
closed
Data line harness No supply to VGT actuator VGT actuator VGT SRA connector
FMI 13 Out of calibration Failed self-
calibration N/A Smart remote actuator
49
DGroup 28 TroubleshootingMID 128 SID 33 Fan ControlType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above
normal, or shortedTo high source
Short to positivein the CoolingFan controlcircuit
Malfunctionindicator lampilluminated
Broken Cooling Fan Actuator Faulty Cooling Fan Actuator harness
or connector
FMI 4 Voltage below
normal, or shortedto low source
Short to groundin the CoolingFan controlcircuit
Output voltageis 1/3 the supplyvoltage
Malfunctionindicator lampilluminated
Broken Cooling Fan Actuator Faulty Cooling Fan Actuator harness
or connector
FMI 5 Current below
normal or opencircuit
Open in theCooling Fancontrol circuit
Malfunctionindicator lampilluminated
Broken Cooling Fan Actuator Faulty Cooling Fan Actuator harness
or connector
MID 128 SID 70 Preheater Element 1Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3 Voltage above
normal or shortedto high source
Short Circuit +,Measuring line
Fuse for shortingwire blown
Faulty Preheat Relay Short in high side of Preheat Sense
1 circuit
FMI 4 Voltage below
normal or shortedlow
Short Circuit -,Measuring line
Shorting wiremay break
Preheat relay problem Sense 1, Short Circuit -, Measuring
lineFMI 5
Current belownormal or opencircuit
Open Circuit May get startproblems in coldclimate
Faulty Heating element Broken wire
50
DGroup 28 TroubleshootingMID 128 SID 71 Preheater Element 2Type offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above
normal or shortedto high source
Short Circuit +,Measuring line
Fuse for shortingwire blown
Faulty Preheat Relay Short in high side of Preheat Sense
2circuit
FMI 4 Voltage below
normal or shortedlow
Short Circuit -,Measuring line
Shorting wiremay break
Preheat relay problem Sense 2, Short Circuit -, Measuring
line
FMI 5 Current below
normal or opencircuit
Open Circuit May get startproblems in coldclimate
Faulty Heating element Broken wire
MID 128 SID 146 EGR Valve 1Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3 Voltage above
normal, or shortedTo high source
Stuck EGRControl Valve
EGR ControlValve circuitshorted topositive
EGR ControlValve circuitshorted toground
Malfunctionindicator lampilluminated
Engine derate
Faulty EGR Control Valve actuator EGR Control Valve harness
FMI 5 Current below
normal or opencircuit
Open EGRControl ValveCircuit
Malfunctionindicator lampilluminated
Engine derate
Faulty EGR Control Valve actuator EGR Control Valve harness
FMI 7 Mechanical
System NotResponding orOut Of Adjustment
EGR Valve stuckclosed
Engine derate Faulty EGR Valve
FMI 12 Bad Intelligent
Device orComponent
EGR Valve stuckopen
Engine derate Faulty EGR Valve
51
DGroup 28 TroubleshootingMID 128 SID 211 5 Volt DC SupplyType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above
normal, or shortedTo high source
N/A Strangeinformationdisplayed oncluster
Poor driveability
5 volt reference circuit shorted topositive
Faulty harness or connector Faulty sensor power supply MID 128 PIDs 94, 100 and 153 may
also be setFMI 4
Voltage BelowNormal, or ShortedTo Low Source
N/A Strangeinformationdisplayed oncluster
Poor driveability
5 volt reference circuit shorted toground
Faulty harness or connector Faulty sensor power supply MID 128 PIDs 94, 100 and 153 may
also be set
MID 128 SID 230 Idle Validation Switch 1Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3 Voltage above
normal, or shortedto high source
IVS signalshorted tovoltage
No IVS limphome functionfor pedal position
Faulty connector Faulty VECU Short to voltage in signal circuit
harness
FMI 5 Current Below
Normal or OpenCircuit
IVS signalshorted toground or open
No IVS limphome functionfor pedal position
Faulty connector Faulty VECU Short to ground or open in signal
circuit harness
52
DGroup 28 TroubleshootingMID 128 SID 232 5 Volt DC Supply to SensorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above
normal, or shortedto high source
N/A Strangeinformationdisplayed oncluster
Poor driveability
Poor driveability Faulty harness or connector Faulty sensor power supply MID 128 PIDs 26, 102 and 411 may
also be setFMI 4
Voltage belownormal or shortedto low source
N/A Strangeinformationdisplayed oncluster
Poor driveability
5 volt reference circuit shorted toground
Faulty harness or connector Faulty sensor power supply MID 128 PIDs 26, 102 and 411 may
also be set
53
DGroup 28 TroubleshootingTransmission Control Unit, Fault TracingThe Premium Tech Tool (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.The control units on the information link communicateaccording to the SAE J1587 standard. The standardhas been extended with Volvos own supplement(PPID, PSID). The fault codes set by the control unitscontain information that is described by the followingabbreviations.
MID Message Identification Description:Identification of a control unit.
PID Parameter Identification Description:Identification of a parameter (value).
PPID Proprietary Parameter IdentificationDescription Volvo:Unique identification of a parameter(value).
SID Subsystem Identification Description:Identification of a component.
PSID Proprietary Subsystem IdentificationDescription Volvo:Unique identification of a component.
FMI Failure Mode Identifier:Identification of fault types.
FMI TableFMI Display Text SAE Text0 Too high value Data valid, but above the normal work range1 Too low value Data valid, but below the normal work range2 Incorrect data Data erratic, Intermittent or incorrect3 Electrical fault Voltage above normal or shorted high4 Electrical fault Voltage below normal or shorted low5 Electrical fault Current below normal or open circuit6 Electrical fault Current above normal or grounded circuit7 Mechanical fault Mechanical system not responding properly8 Mechanical or electrical fault Abnormal frequency, pulse width or period9 Communication fault Abnormal update rate10 Mechanical or electrical fault Abnormal rate of change11 Unknown fault Failure mode not identifiable12 Component fault Bad intelligent device or component13 Incorrect calibration Out of calibration14 Unknown fault Special instructions15 Unknown fault Reserved for future assignment by SAE Data Formal Subcommittee
Note: When performing diagnostic test on intermittentfaults, gently wiggle the wires and connectors to help findthe intermittent faults.
54
DGroup 28 TroubleshootingMID 130 Control Unit, Fault TracingPIDMID 130 PID 31 Range Cylinder, Position page 57MID 130 PID 32 Split Cylinder, Position page 58MID 130 PID 33 Clutch Cylinder, Position page 59MID 130 PID 36 Clutch Wear, Status page 61MID 130 PID 37 Air Pressure, Transmission page 61MID 130 PID 65 Brake Switch page 62MID 130 PID 158 Control Unit, Battery Voltage page 62MID 130 PID 160 Main Shaft, Rotation Speed page 63MID 130 PID 161 Input Shaft, Rotation Speed page 67MID 130 PID 177 Oil Temperature, Transmission page 70
PPIDMID 130 PPID 10 Gear Selector Cylinder 1, Position page 71MID 130 PPID 11 Gear Selector Cylinder 2, Position page 72MID 130 PPID 50 Clutch, Pre-load page 73MID 130 PPID 51 Clutch Disc, Pull Position page 74MID 130 PPID 54 ECU +5V Output page 74MID 130 PPID 55 ECU, Temperature page 75MID 130 PPID 140 Inclination Angle page 75
55
DGroup 28 TroubleshootingPSIDMID 130 PSID 1 PWM Valve, Quick Engagement page 76MID 130 PSID 2 PWM Valve, Slow Engagement page 77MID 130 PSID 3 PWM Valve, Quick Disconnection page 78MID 130 PSID 4 PWM Valve, Slow Disconnection page 79MID 130 PSID 5 Ground, Quick PWM Valves page 80MID 130 PSID 6 Ground, Slow PWM Valves page 81MID 130 PSID 12 Solenoid Valve, Gear Selector Cylinder 1, Inner page 82MID 130 PSID 13 Solenoid Valve, Gear Selector Cylinder 1, Outer page 83MID 130 PSID 14 Solenoid Valve, Gear Selector Cylinder 2, Inner page 84MID 130 PSID 15 Solenoid Valve, Gear Selector Cylinder 2, Outer page 85MID 130 PSID 20 Solenoid Valve, Power Take-off 1 page 86MID 130 PSID 21 Solenoid Valve, Power Take-off 2 page 87MID 130 PSID 22 Solenoid Valve, Brake, Counter Shaft page 88MID 130 PSID 23 Split Engagement System page 89MID 130 PSID 24 Range Engagement System page 91MID 130 PSID 25 Gears 1/R Engagement System page 92MID 130 PSID 26 Gears 2/3 Engagement System page 94MID 130 PSID 27 Clutch System page 96MID 130 PSID 28 Transmission Brake page 98MID 130 PSID 200 Communication Interference, Data Link, Engine Control Unit page 98MID 130 PSID 201 Communication Interference, Data Link, Vehicle Control Unit page 99MID 130 PSID 204 Communication Interference, Data Link, Brake Control Unit page 100MID 130 PSID 207 Communication Interference, Data Link, Gear Selector Control Unit page 100
MID 130 PSID 210 J1939 Data Link Interruption, Lighting ECU page 101MID 130 PSID 211 J1939 Data Link Interruption, Adaptive Cruise Control ECU page 101MID 130 PSID 232 Powertrain CAN page 102MID 130 PSID 254 DIEE Signal page 102
SIDMID 130 SID 35 Solenoid Valve, High Range page 103MID 130 SID 36 Solenoid Valve, Low Range page 104MID 130 SID 37 Solenoid Valve, High Split page 105MID 130 SID 38 Solenoid Valve, Low Split page 106MID 130 SID 231 J1939 Control Link page 107MID 130 SID 240 Program Memory page 107MID 130 SID 250 J1708 Information Link page 108MID 130 SID 253 Calibration Memory EEPROM page 108
56
DGroup 28 TroubleshootingMID 130 PID 31 Range Cylinder, PositionType offault: FMIDescription: Fault Condition: Possible Symptoms: Possible Cause:FMI 3 Voltage
abovenormal, orshorted tohigh source
Status fromASIC is shortcircuit to U-BATT
Slow gear changes
Yellow lamp is sent N/A
FMI 5 Current
belownormal oropen circuit
Status fromASIC is opencircuit
Yellow lamp is sent
Slow gear changes N/A
FMI 6 Current
abovenormal orgroundedcircuit
Status fromASIC is shortcircuit to ground
Yellow lamp is sent
Slow gear changes N/A
FMI 13 Calibration
value out ofrange
The checksumin NVRAM is notcorrect or, thesensor has notbeen calibrated.
Yellow lamp is sent
Cranking is inhibited
Engine cannot start
N/A
57
DGroup 28 TroubleshootingMID 130 PID 32 Split Cylinder, PositionType offault: FMIDescription: Fault Condition: Possible Symptoms: Possible Cause:FMI 3 Voltage
abovenormal, orshorted tohigh source
Status fromASIC is shortcircuit to U-BATT
Slow gear changes
Yellow lamp is sent N/A
FMI 5 Current
belownormal oropen circuit
Status fromASIC is opencircuit
Yellow lamp is sent
Slow gear changes N/A
FMI 6 Current
abovenormal orgroundedcircuit
Status fromASIC is shortcircuit to ground
Yellow lamp is sent
Slow gear changes N/A
FMI 13 Calibration
value out ofrange
The checksumin NVRAM is notcorrect or, thesensor has notbeen calibrated.
Yellow lamp is sent
Cranking is inhibited
Engine cannot start
N/A
58
DGroup 28 TroubleshootingMID 130 PID 33 Clutch Cylinder, PositionType offault: FMIDescription: Fault Condition: Possible Symptoms: Possible Cause:FMI 2 Data erratic,
intermittent,or incorrect
The differencebetween clutchpositionsindicated bythe sensor signal(SEPoC) andthe invertedsensor signal(SEPoCINV)is to large andboth signals arewithin normalrange
Yellow lamp is sent
Slow clutchperformance
Rough shifting atstart and at slowspeed
Slow gear changes
N/A
FMI 3 Voltage
abovenormal, orshorted tohigh source
Sensor signal isshort circuit toUBATT or sensorsupply when: atleast one of thesensor signalsis above normalrange
Yellow lamp is sent
Slow clutchperformance
Rough shifting atstart and at slowspeed
Slow gear changes
N/A
FMI 5 Current
belownormal oropen circuit
Open circuiton any of thesensor signals isdetected when:one of the sensorsignals is withinnormal rangeand the othersensor signal isbelow normalrange
Open circuiton groundis detectedwhen both thesensor signalsare within thenormal rangeand the sumof the sensorsignals is abovea specific value
Yellow lamp is sent
Slow clutchperformance
Rough shifting atstart and at slowspeed
Slow gear changes
N/A
59
DGroup 28 TroubleshootingType offault: FMIDescription: Fault Condition: Possible Symptoms: Possible Cause:FMI 12 Faultydevice orcomponent
Both sensor signalsare below normalwhen:
Status of thesensor ASIC isinternal fault onthe sensor or
Short circuit toground on anyof the sensorsignals or
Open circuit onsupply or
Short circuitbetween the twosensor signals
Yellow lamp is sent
Slow clutchperformance
Rough shifting atstart and at slowspeed
Slow gear changes
N/A
FMI 13 Calibration
value out ofrange
The checksumin NVRAM is notcorrect or, thesensor has notbeen calibrated.
Yellow lamp is sent
Cranking is inhibited
Engine cannot start
N/A
60
DGroup 28 TroubleshootingMID 130 PID 36 Clutch Wear, StatusType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but
above normaloperational range
The clutch wearis more thanor equal to"SERVICE DUEPOSITION"
Yellow lamp issent
If active for along period oftime the clutchmay completelywear out and fail
N/A
MID 130 PID 37 Air Pressure, TransmissionType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0 Data valid but
above normaloperational range
Sensor signal isin normal range
Pressure isabove 145 PSI(10.0 bar)
Yellow lamp issent
Slow clutchperformance
N/A
FMI 1 Data valid but
below operationalrange
Sensor signal isin normal range
Pressure isbelow 72.5 PSI(5.0 bar)
Yellow lamp issent
The symbol forcompressed air,transmission issent
Gear changesmay be absent
Slow clutchperformance
N/A
FMI 3 Voltage above
normal or shortedhigh
The sensorsignal is aboven