MACK 2007 Emissions Service Manual
A14
DPF
SEN
SIG
47 BA
0/75
BL/W
29
EM
EM29A1-1.0
CDPF2:DCDPF2:BCDPF2:ACDPF2:F
EM29A1-1.0
H
DPF (T3)
TEMP
SENSOR
ENGINE MANAGEMENT
SYSTEM (EMS) MODULE
ENGINE
MANAGEMENT
SYSTEM
(EMS) MODULE
B191
DPF,TEMP, PRESS,
NOX SENSOR
ASSEMBLY
(MP8 ONLY)
A
B
EM22A1-1.0
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B166
EGR
DIFFERENTIAL
PRESSURE SENSOR
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DIFF
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SIG
19
24
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EGR
5V
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REF
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SIG
21
7
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REF
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GND
7
11
J
0.75
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2
31
0.75
0.75
BN
GN/W
0.75
Y/W
EM
EM24A1-1.0
EM24A1-1.0
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PRES
DPF
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UP
STREAM
SEN SIG
44
34
G
E
0.75
P/W
EM
EM34A1-1.0
EM34A1-1.0
TEMP UP
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CAT (T1)
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EM26A2-1.0
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EM26A2-1.0
DN
STREAM
SEN SIG
43
36
F
0.75
P
EM
EM36A1-1.0
EM36A1-1.0
TEMP DN
STREAM
CAT (T2)
SENSOR
2007 EMISSIONS
STANDARD
FAULT CODE MANUAL
®
JANUARY 2007
(NEW ISSUE)
8-218
2007
EMISSIONS STANDARDS
FAULT CODE MANUAL
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JANUARY 2007
NEW ISSUE
V-MAC IV Diagnostic Equipment
© MACK TRUCKS, INC 2007
8-218
ATTENTION
The information in this manual is not all inclusive and cannot take into
account all unique situations. Note that some illustrations are typical and
may not reflect the exact arrangement of every component installed on a
specific chassis.
The information, specifications, and illustrations in this publication are
based on information that was current at the time of publication.
No part of this publication may be reproduced, stored in a retrieval
system, or be transmitted in any form by any means including (but not
limited to) electronic, mechanical, photocopying, recording, or otherwise
without prior written permission of Mack Trucks, Inc.
Page ii
TABLE OF CONTENTS
TABLE OF CONTENTS
Page iii
TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Advisory Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
V-MAC IV SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
SYSTEM CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Management System (EMS) Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Vehicle Electronic Control Unit (VECU) Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
MACK FAULT CODE IDENTIFICATION TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
MID 128 PID 81 — PARTICULATE TRAP DIFFERENTIAL PRESSURE SENSOR . . . . . . . . . . . . 15
MID 128 PID 94 — FUEL PRESSURE (FP) SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
MID 128 PID 97 — WATER IN FUEL SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
MID 128 PID 102 — BOOST AIR PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
MID 128 PID 103 — TURBO SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
MID 128 PID 105 — BOOST TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
MID 128 PID 108 — AMBIENT PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
MID 128 PID 110 — ENGINE COOLANT TEMPERATURE (ECT) SENSOR . . . . . . . . . . . . . . . . . 26
MID 128 PID 171 — AMBIENT AIR TEMPERATURE STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
MID 128 PID 173 — EXHAUST GAS TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
MID 128 PID 354 — INTAKE AIR TEMPERATURE AND HUMIDITY SENSOR . . . . . . . . . . . . . . 31
MID 128 PID 411 — EGR DIFFERENTIAL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
MID 128 PID 412 — EGR TEMPERATURE AFTER COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
MID 128 PPID 35 — EGR MASS FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
MID 128 PPID 89 — VARIABLE GEOMETRY TURBOCHARGER SMART REMOTE
ACTUATOR TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
MID 128 PPID 326 — SOOT LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
MID 128 PPID 328 — AFTER TREATMENT INJECTION SHUT OFF VALVE . . . . . . . . . . . . . . . . 38
MID 128 PPID 329 — AFTER TREATMENT FUEL INJECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
MID 128 PPID 387 — EXHAUST GAS TEMPERATURE
SENSOR #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
MID 128 PPID 436 — EXHAUST GAS TEMPERATURE
SENSOR #3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
MID 128 PPID 437 — AFTER TREATMENT INJECTOR FUEL PRESSURE SENSOR . . . . . . . . 42
MID 128 PSID 98 — BOOST AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
MID 128 PSID 109 — ENGINE COOLANT TEMPERATURE (ECT) SENSOR . . . . . . . . . . . . . . . 44
MID 128 SID 1 — FUEL INJECTOR UNIT #1-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
MID 128 SID 21— CAM SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
MID 128 SID 22 — CRANK SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
MID 128 SID 27 — VARIABLE GEOMETRY TURBOCHARGER ACTUATOR #1 . . . . . . . . . . . . . 51
MID 128 SID 33 — COOLING FAN CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
MID 128 SID 146 — EGR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
MID 128 SID 211 — SENSOR SUPPLY VOLTAGE #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
MID 128 SID 230 — BUFFERED IDLE VALIDATION SWITCH SIGNAL . . . . . . . . . . . . . . . . . . . . 58
MID 128 SID 232 — SENSOR SUPPLY VOLTAGE #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
MID 144 PID 84 — ROAD SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
MID 144 PID 91 — PERCENT ACCELERATOR PEDAL POSITION . . . . . . . . . . . . . . . . . . . . . . . 61
MID 144 PPID 61 — ENGINE RETARDER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
MID 144 PPID 69 — BUFFERED IDLE VALIDATION SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Page iv
TABLE OF CONTENTS
MID 144 PPID 70 — OUTPUT SUPPLY #3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
MID 144 PPID 71 — OUTPUT SUPPLY #4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
MID 144 PPID 72 — OUTPUT SUPPLY #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
MID 144 PPID 73 — OUTPUT SUPPLY #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
MID 144 PPID 265 — VEHICLE SPEED SENSOR SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
MID 144 PSID 2 — IDLE VALIDATION SWITCH #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
MID 144 SID 230 — IDLE VALIDATION SWITCH #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Page v
NOTES
Page vi
INTRODUCTION
INTRODUCTION
Page 1
INTRODUCTION
SAFETY INFORMATION
Advisory Labels
Cautionary signal words (Danger-Warning-Caution) may appear in various locations throughout this
manual. Information accented by one of these signal words must be observed to minimize the risk of
personal injury to service personnel, or the possibility of improper service methods which may damage
the vehicle or cause it to be unsafe. Additional Notes and Service Hints are used to emphasize areas of
procedural importance and provide suggestions for ease of repair. The following definitions indicate the
use of these advisory labels as they appear throughout the manual:
Activities associated with Danger indicate that death or serious personal
injury may result from failing to heed the advisory. Serious personal injury
may be equated to career-ending injury.
Activities associated with Warning indicate that personal injury may result
from failing to heed the advisory. In this case, personal injury is not equated to
career-ending injury, but results in possible change in quality of life.
Activities associated with Caution indicate that product damage may result from
failing to heed the advisory. Caution is not used for personal injury.
A procedure, practice, or condition that is essential to emphasize.
A helpful suggestion that will make it quicker and/or easier to perform a procedure,
while possibly reducing service cost.
Page 2
INTRODUCTION
ABOUT THIS MANUAL
This Manual is intended to provide the technician
with the information necessary to diagnose the
V-MAC IV (Vehicle Management and Control)
System. Although every effort has been made to
ensure that all the information is as accurate as
possible, due to our product upgrades, some
information may not be applicable to all vehicles.
Not all vehicles are equally equipped, and care
should be taken to determine exactly what
equipment is installed on the vehicle.
Please pay particular attention to the Notes,
Cautions and Warnings which are placed
throughout the manual. These are intended to
call attention to specific procedures which must
be followed.
No part of this manual may be reproduced, stored
in a retrieval system, or be transmitted in any
form without the prior written permission of Mack
Trucks, Inc.
Please take the time to familiarize yourself with
the contents of this manual before attempting to
work on a vehicle. Make sure you completely
understand the instructions for performing a test
before beginning the test procedure. Do not
attempt to save time by skipping steps or using
procedures other than those listed in this manual.
Page 3
NOTES
Page 4
DESCRIPTION AND OPERATION
DESCRIPTION AND OPERATION
Page 5
DESCRIPTION AND OPERATION
V-MAC IV SYSTEM OVERVIEW
The V-MAC IV System uses three electronic
control modules; the Engine Management
System (EMS) Module, Instrument Cluster
Module (ICM) and the Vehicle Electronic Control
Unit (VECU). Together, these modules operate
and communicate through the J1939 high speed
serial data line to control a variety of engine and
vehicle cab functions. The Engine Management
System (EMS) Module controls fuel timing and
delivery, fan operation, engine protection
functions, engine brake operation, the EGR valve,
and the turbocharger nozzle. The Vehicle
Electronic Control Unit (VECU) controls engine
speed, cruise control functions, accessory relay
controls and idle shutdown functions. The Vehicle
Electronic Control Unit also performs the trip
recorder functions. The Instrument Cluster
Module (ICM) primarily displays operational
parameters and communicates these to the other
ECU's. All have the capability to communicate
over the J1587 low speed data lines primarily for
programming, diagnostics and data reporting.
In addition to their control functions, the modules
have on-board diagnostic capabilities. The
on-board diagnostics are designed to detect
faults or abnormal conditions that are not within
normal operating parameters. When the system
detects a fault or abnormal condition, the fault will
be logged in one or both of the modules' memory,
and the vehicle operator will be advised that a
fault has occurred by illumination of the Electronic
Malfunction Lamp (EML). The module will also
initiate the engine shutdown procedure if the
system determines that the fault will severely
damage the engine.
Additional data and diagnostic tests are available
when a diagnostic computer is connected to the
Serial Communication Port.
The Vehicle Electronic Control Unit (VECU) is
mounted on a panel below the top dash access
panel in the center of the dash on conventional
models. The VECU is a microprocessor based
controller programmed to perform several
functions, these include:
앫 Driver Controls
앫 Vehicle and engine speed controls
앫 Starter control
앫 Cap Power
앫 Idle controls
앫 Broadcasting data on the serial data lines
앫 Trip data logging
앫 Diagnostic fault logging and password
processing
The VECU performs these functions by
monitoring the signals from sensors and
switches, and data received over the serial data
lines from the other ECU's. The VECU directly
monitors the Throttle Position (TP) Sensor
Vehicle Speed (MPH) Sensor (VSS).
The VECU also monitors the position or state of a
number of switches to perform its control and
diagnostic functions. They are:
앫 A/C Pressure Switch
앫 Air Suspension Height Control Switch
앫 Clutch Switch
In some situations when a fault is detected, the
system will enter the "limp home" mode. The limp
home mode allows continued vehicle operation
but the system may substitute a sensor or signal
value that may result in poor performance. In
some instances, the system will continue to
function but engine power may be limited to
protect the engine and vehicle. Fault codes
logged in the system memory can later be read,
to aid in diagnosing the faults, with a diagnostic
computer or through the instrument cluster. When
diagnosing an intermittent code or condition, it is
necessary to use a diagnostic computer
connected to the Serial Communication Port.
Page 6
앫 Differential Lock Switch
앫 DRL Override Switch
앫 Engine Brake Switches
앫 Fan Override Switch
앫 Ignition Key Switch
앫 PTO Switches (if equipped)
앫 Service and Park Brake Switches
앫 Shutdown Override Switch
앫 Speed Control Switches (Set/Decel,
Resume/Accel)
앫 5th Wheel Slide Switch
DESCRIPTION AND OPERATION
The Engine Management System (EMS) Module
is bolted to a fuel cooled mounting plate which is
on the left side of the engine on the air intake
manifold. The EMS is a microprocessor based
controller programmed to perform fuel injection
quantity and timing control, diagnostic fault
logging, and to broadcast data to other modules.
The fuel quantity and injection timing to each
cylinder is precisely controlled to obtain optimal
fuel economy and reduced exhaust emissions in
all driving situations.
The EMS controls the operation of the Electronic
Unit Injectors (EUIs), engine brake solenoid, EGR
valve, turbocharger nozzle position, and cooling
fan clutch based on input information it receives
over the serial data lines and from the following
sensors:
앫 Ambient Air Temperature Sensor
앫 Ambient (Barometric) Pressure Sensor
앫 Boost Air Pressure (BAP) Sensor
앫 Camshaft Position (Engine Position) Sensor
앫 Cooling Fan Speed (CFS) Sensor
The Vehicle Electronic Control Unit (VECU) and
Engine Management System (EMS) Module are
dependent on each other to perform their specific
control functions. In addition to switch and sensor
data the broadcast of data between modules also
includes various calculations and conclusions
each module has developed, based on the input
information it has received.
Sensors
AMBIENT AIR TEMPERATURE SENSOR
The Ambient Air Temperature Sensor is used to
detect the outside air temperature. The sensor
modifies a voltage signal from the ECM. The
modified signal returns to the ECM as the
ambient air temperature. The sensor uses a
thermistor that is sensitive to the change in
temperature. The electrical resistance of the
thermistor decreases as temperature increases.
The Ambient Air Temperature Sensor is located
in the left front of the vehicle.
앫 Crankshaft Position (Engine Speed) Sensor
앫 Differential Pressure DPF Sensor
앫 EGR Differential Pressure Sensor
앫 EGR Temperature Sensor
앫 Engine Coolant Level (ECL) Sensor
앫 Engine Coolant Temperature (ECT) Sensor
앫 Engine Oil Pressure (EOP) Sensor
앫 Engine Oil Level (EOL) Sensor
앫 Engine Oil Temperature (EOT) Sensor
앫 Exhaust Temperature Sensor (DPF
Sensors)
앫 Fuel Pressure Sensor
앫 Intake Air Temperature And Humidity (IATH)
Sensor
앫 Intake Manifold (Boost) Temperature Sensor
앫 Throttle Position (TP) Sensor
앫 Turbo Speed Sensor
앫 Variable Turbine Geometry (VTG) Position
Sensor
AMBIENT (BAROMETRIC) PRESSURE
SENSOR
The Ambient (Barometric) Pressure Sensor
contains a pressure sensitive diaphragm and an
electrical amplifier. Mechanical pressure applied
to the diaphragm causes the diaphragm to deflect
and the amplifier to produce an electrical signal
proportional to the deflection.
The Ambient (Barometric) Pressure Sensor is
built into the Engine Management System (EMS)
Module.
BOOST AIR PRESSURE (BAP) SENSOR
The Boost Air Pressure Sensor contains a
pressure sensitive diaphragm and an electrical
amplifier. Mechanical pressure applied to the
diaphragm causes the diaphragm to deflect and
the amplifier to produce an electrical signal
proportional to the deflection.
The Boost Air Pressure Sensor is threaded into
the top and to the rear of the intake manifold on
the left side of the engine.
Page 7
DESCRIPTION AND OPERATION
CAMSHAFT POSITION (ENGINE POSITION)
SENSOR
The Camshaft Position (Engine Position) Sensor
is located in the rear face of the timing gear cover
at the rear of the engine, near the bottom of the
valve cover. It uses magnetic induction to
generate a pulsed electrical signal. It senses the
passage of seven (7) timing bumps on the edge
of the camshaft dampener. Six of the holes
correspond to the phasing of the electronic unit
injectors, while the seventh hole indicates the top
dead center position.
COOLING FAN SPEED (CFS) SENSOR
On engines with an electronically controlled
viscous fan drive, the electronic fan drive contains
a Hall effect speed sensor. When the engine is
running, a series of vanes in the the fan drive
housing rotates past a magnet in the the fan drive
solenoid generating a pulsed voltage signal. The
Engine Management System (EMS) Module
monitors the status if the air conditioning system
and signals from the Engine Coolant Temperature
(ECT) Sensor, the Engine Oil Temperature (EOT)
Sensor, and the Engine Speed/Timing
(RPM/TDC) Sensor and calculates the optimal
cooling fan speed.
The Cooling Fan Speed Sensor is located in the
fan drive on the front of the engine.
CRANKSHAFT POSITION (ENGINE SPEED)
SENSOR
The Crankshaft Position (Engine Speed) Sensor
uses magnetic 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.
two ports. Measurement of the pressure before
and after the DPF is used to calculate diesel filter
regeneration.
The Differential Pressure DPF Sensor is located
on the side of the Diesel Particulate Filter (DPF).
EGR DIFFERENTIAL PRESSURE SENSOR
The EGR differential pressure sensor is used for
flow measurement of the Exhaust Gas
Recirculation (EGR) valve. This sensor has two
pressure ports and senses the difference in
pressure between the two ports. Measurement of
the pressure before and after the EGR valve is
used to calculate EGR flow.
The EGR Differential Pressure Sensor is located
on the left side of the engine.
EGR TEMPERATURE SENSOR
The EGR temperature sensor detects exhaust
gas temperature for EGR system. The sensor
modifies a voltage signal from the control unit.
The modified signal returns to the control unit as
the exhaust temperature of the EGR system to
confirm EGR operation. The sensor uses a
thermistor that is sensitive to the change in
temperature.
The EGR Temperature Sensor is located near the
EGR valve.
ENGINE COOLANT LEVEL (ECL) SENSOR
The Engine Coolant Level (ECL) Sensor is a
switch. If engine coolant level falls below a
calibrated point the contacts open and the the
driver will be notified of the low coolant level.
The Crankshaft Position (Engine Speed) Sensor
also indicates when the crankshaft is at the top
dead center position. The sensor recognizes the
end of one of the group of 18 notches and aligns
that to the top dead center mark on the Engine
Position (EP) Sensor.
DIFFERENTIAL PRESSURE DPF SENSOR
The differential pressure sensor is used for flow
measurement of the Diesel Particulate Filter
(DPF). This sensor has two pressure ports and
senses the difference in pressure between the
Page 8
The Engine Coolant Level (ECL) Sensor is
located in the upper radiator tank or in the cooling
system overflow tank.
ENGINE COOLANT TEMPERATURE (ECT)
SENSOR
The Engine Coolant Temperature Sensor is
located in the thermostat body at the front of the
engine. The sensor will indicate a high coolant
temperature caused by problems like radiator
blockage, thermostat failure, heavy load, or high
ambient temperatures. This sensor is also used
for cold start enhancement and for fan clutch
engagement.
DESCRIPTION AND OPERATION
ENGINE OIL PRESSURE (EOP) SENSOR
The Engine Oil Pressure Sensor contains a
pressure sensitive diaphragm and a electrical
amplifier. Mechanical pressure applied to the
diaphragm causes the diaphragm to deflect and
the amplifier to produce an electrical signal
proportional to the deflection.
The Engine Oil Pressure Sensor is located on top
of the oil filter assembly. The sensor monitors
engine oil pressure to warn of lubrication system
failure.
ENGINE OIL LEVEL (EOL) SENSOR
The Engine Oil Level Sensor is located in the oil
pan. As the level varies the current required to
maintain a heat dissipation rate varies.
ENGINE OIL TEMPERATURE (EOT) SENSOR
The Engine Oil Temperature Sensor is a
thermistor whose resistance varies inversely to
temperature. The sensor has a negative
temperature coefficient, which means the sensor
resistance will decrease as the engine oil
temperature increases.
The Engine Oil Temperature Sensor is located in
the oil pan.
FUEL PRESSURE SENSOR
The fuel pressure sensor contains a diaphragm
that senses fuel pressure. A pressure change
causes the diaphragm to flex, inducing a stress or
strain in the diaphragm. The resistor values in the
sensor change in proportion to the stress applied
to the diaphragm and produces an electrical
output.
The Fuel Pressure Sensor is located on top of the
fuel filter adapter.
INTAKE AIR TEMPERATURE AND HUMIDITY
(IATH) SENSOR
The Intake Air Temperature and Humidity (IATH)
Sensor contains a thermistor and a capacitive
sensor. The resistance of the thermistor varies
inversely to temperature. The output of the
capacitive sensor increases as the humidity of
the surrounding air increases. By monitoring the
signals from both portions of the sensor, the
Engine Management System (EMS) Module
calculates the temperature and humidity of the air
passing through the air filter housing.
The Intake Air Temperature and Humidity (IATH)
Sensor is located in the air intake tube just
downstream from the air filter canister.
EXHAUST TEMPERATURE SENSOR (DPF
SENSORS)
The exhaust gas temperature sensor detects
exhaust gas temperature for DPF protection as
well as DPF regeneration control. The sensor
modifies a voltage signal from the control unit.
The modified signal returns to the control unit as
the exhaust temperature at that specific location
of the exhaust. The sensor uses a thermistor that
is sensitive to the change in temperature.
The Exhaust Temperature Sensor is located in
the exhaust pipe, just downstream from the
turbocharger.
INTAKE MANIFOLD (BOOST) TEMPERATURE
SENSOR
The Intake Manifold (Boost) Temperature Sensor
is a thermistor whose resistance varies inversely
to temperature. The sensor has a negative
temperature coefficient, which means the sensor
resistance will decrease as the inlet air
temperature increases.
The Intake Manifold (Boost) Temperature Sensor
is located on the intake manifold. The sensor
signal is used to control engine timing to prevent
the formation of white smoke during engine
warm-up. Intake air temperature information is
also used to prevent misfire under light load
conditions.
Page 9
DESCRIPTION AND OPERATION
THROTTLE POSITION (TP) SENSOR
The Throttle Position Sensor is a potentiometer
that is mechanically linked to the accelerator
pedal. A potentiometer is a variable resistor
whose resistance will change as the pedal is
pressed. As the resistance changes, the signal
voltage of the sensor changes indicating the
accelerator pedal position.
The Throttle Position Sensor replaces the
mechanical linkage for fuel control. The sensor is
located under the accelerator pedal. The “drive by
wire” pedal is designed to provide a system that
“feels” similar to the standard type of accelerator
pedal and mechanical linkage. The sensor is
designed to improve the driver's control by
reducing sensitivity to chassis motion. This
sensor provides the driver's fuel request input to
the VECU.
TURBO SPEED SENSOR
The Turbo Speed Sensor uses magnetic
induction to generate a pulsed voltage signal.
When the turbocharger vanes pass close to the
sensor, a pulsed voltage signal is generated. The
Engine Management System (EMS) Module uses
this signal in conjunction with the VTG position
sensor signal to control the speed of the
turbocharger and therefore optimize the intake
manifold pressure.
The Turbo Speed Sensor is mounted in the center
of the turbocharger.
VARIABLE GEOMETRY TURBOCHARGER
SMART REMOTE ACTUATOR (VGT SRA)
The Variable Geometry Turbocharger Smart
Remote Actuator (VGT SRA) takes the position
commands from the EMS, moves the nozzle of
the turbocharger to the desired position, and
performs all of the diagnostics and self checks on
the actuator.
Page 10
DESCRIPTION AND OPERATION
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SYSTEM CONNECTORS
The V-MAC IV system utilizes many different
connector styles and sizes. The Engine
Management System (EMS) Module and the
Vehicle Electronic Control Unit (VECU) are some
of the largest connectors in the system. These
connectors and control units are where the
majority of the V-MAC IV system testing is
performed. This section illustrates the EMS
Module and Vehicle Electronic Control Unit
(VECU) connectors and includes charts with
connector terminal identification and functions.
The charts should not be used as a replacement
for the detailed tests that appear in this manual.
The charts are intended as an identification
reference for use when repairing a connector or
terminal.
Engine Management System (EMS)
Module
The Engine Management System (EMS) Module
has two 62 pin connectors. To disconnect a
connector from the EMS Module, pull back on the
connector lock and gently pull the connector back
on its heel and away from the EMS Module. For
easy reference, the following illustration shows
each pin number as it appears on the connector.
Be sure that the connector is aligned as shown
below to avoid confusion when checking pin
numbers. The connector numbers and EMS
Module orientation are shown as a reference for
reconnecting the EMS Module to the engine
harness.
1
The programming of the Engine Management
System (EMS) Module should be performed
Figure 1 — EMS Connectors
using Vcads Pro.
Page 11
DESCRIPTION AND OPERATION
Vehicle Electronic Control Unit
(VECU) Connectors
The Vehicle Electronic Control Unit (VECU) has
two 30 pin connectors and one 5 pin connector.
Each pin is marked on the inside of the
connector. To disconnect a connector from the
VECU, press down on the tang of the harness
connector and gently pull the connector from the
VECU. Be sure that the connector is aligned as
shown below to avoid confusion when checking
pin numbers. The connector number and color
are shown as a reference for reconnecting the
VECU harness.
The programming of the Vehicle Electronic
Control Unit (VECU) should be performed using
Vcads Pro.
2
Figure 2 — VECU Connectors
Page 12
DESCRIPTION AND OPERATION
TROUBLESHOOTING
MACK FAULT CODE
IDENTIFICATION TABLE
Definitions
MID (Message Identification Description):
Identification of ECU
앫 The MID identifies which ECU is
broadcasting the code.
앫 Example: MID 128 indicates that the code is
being broadcasted by the Engine
Management System (EMS) Module.
SID (Subsystem Identification Description):
Identification of component
앫 The SID describes the fault code.
앫 Example: SID 1 represents a failure with the
Fuel Injector Unit #1.
FMI (Failure Mode Identifier): Identification of
parameter value
앫 The FMI specifically defines the fault.
앫 Example: FMI 7 indicates that the
mechanical system is not responding or may
be out of adjustment.
PPID (Proprietary Parameter Identification
Description): Volvo unique identification of
parameter value
PSID (Proprietary Subsystem Identification
Description): Volvo unique identification of
component
The above fault code structure allows the
technician to determine the exact cause of the
fault. Always use the entire fault code (all 3
components) when fault tracing.
Emissions Fault Code Component/Function "FMI Codes"
MID 128 PID 81 Particulate Trap Differential Pressure 0, 2, 3, 5, 12
MID 128 PID 94 Fuel Pressure 1, 3, 5, 7
MID 128 PID 102 Boost Pressure 0, 2, 3, 5, 11
MID 128 PID 103 Turbo Speed 0, 1, 9
MID 128 PID 105 Boost Temperature 2, 4, 5, 10
MID 128 PID 108 Ambient Pressure 2, 3, 4
MID 128 PID 110 Coolant Temperature 0, 2, 4, 5, 10
MID 128 PID 153 Crankcase Pressure 0, 1, 2, 3, 5
MID 128 PID 171 Ambient Air Temperature 9
MID 128 PID 173 Exhaust Gas Temperature Sensor #1 0, 2, 4, 5, 10
MID 128 PID 354 Relative Air Humidity 3, 5
MID 128 PID 404 Compressor Discharge Temperature 0
MID 128 PID 411 EGR Differential Pressure 2, 3, 5
MID 128 PID 412 EGR Temperature After Cooler 0, 4, 5, 10
MID 128 PPID 35 EGR Mass Flow 0, 1
MID 128 PPID 89 VGT SRA Temperature 0
MID 128 PPID 122 Vehicle Compression Brake (VCB) 1, 3, 4, 5
MID 128 PPID 272 Air Temperature For Humidity Compensation 4, 5
MID 128 PPID 326 Soot Level 0, 11, 14
MID 128 PPID 328 After Treatment Injection Shut-off Valve 3, 4, 5, 7, 14
MID 128 PPID 329 After Treatment Fuel Injector 3, 4, 5, 7, 14
MID 128 PPID 387 Exhaust Gas Temperature Sensor #2 2, 4, 5, 10
MID 128 PPID 436 Exhaust Gas Temperature Sensor #3 0, 2, 4, 5, 10
Page 13
DESCRIPTION AND OPERATION
Emissions Fault Code Component/Function "FMI Codes"
MID 128 PPID 437 After Treatment Injector Fuel Pressure 3, 4, 5, 7, 14
MID 128 PSID 98 Boost Air System 0, 1
MID 128 PSID 109 Coolant Temperature 7, 12
MID 128 SID 1 Injector #1 3, 5, 7, 12, 14
MID 128 SID 2 Injector #2 3, 5, 7, 12, 14
MID 128 SID 3 Injector #3 3, 5, 7, 12, 14
MID 128 SID 4 Injector #4 3, 5, 7, 12, 14
MID 128 SID 5 Injector #5 3, 5, 7, 12, 14
MID 128 SID 6 Injector #6 3, 5, 7, 12, 14
MID 128 SID 21 Camshaft Speed Sensor 2, 3, 8
MID 128 SID 22 Crankshaft Speed Sensor 2, 3, 8
MID 128 SID 27 Variable Geometry Turbocharger Actuator #1 2, 4, 7, 9, 13
MID 128 SID 33 Cooling Fan Control 3, 4, 5
MID 128 SID 146 EGR Valve 1 3, 5, 7, 12
MID 128 SID 211 5V Supply 2 3, 4
MID 128 SID 230 Buffered IVS 3, 5
MID 128 SID 232 5V Supply 1 3, 4
MID 144 PID 72 Output Supply #1
MID 144 PID 73 Output Supply #2
MID 144 PID 84 (with Tachometer) Road Speed
MID 144 PID 84 Road Speed
MID 144 PID 91 Percent Accelerator Pedal Position 3, 4, 5, 6, 14
MID 144 PPID 61 Engine Retarder Switch 7
MID 144 PPID 69 Buffered Idle Validation Switch #1 output 3, 4
MID 144 PPID 70 Output Supply #3 4
MID 144 PPID 71 Output Supply #4 4
MID 144 PPID 265 Vehicle Speed Sensor supply 3, 4
MID 144 PSID 2 Idle Validation Switch #2 7
MID 144 SID 230 Idle Validation Switch #1 7
3, 4
3, 4
2
2
Page 14
MID 128-PID 81
MID 128 PID 81 —
PARTICULATE TRAP
DIFFERENTIAL PRESSURE
SENSOR
MID 128-PID 81
Possible causes:
앫 Particulate Trap Pressure (PTP) Sensor
failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 0 (Data Valid But
Above Normal Operational Range - Most Severe
Level), 2 (Data Erratic, Intermittent or Incorrect), 3
(Voltage Above Normal, or Shorted To High
Source), 5 (Current Below Normal or Open
Circuit), 12 (Intelligent Device or Component)
Parameter Identification (PPID): P81
Message Identification (MID): 128
FMI 0
Data Valid But Above Normal Operational
Range - Most Severe Level
Conditions for fault code:
앫 Moderately high pressure
Possible causes:
앫 Particulate Trap Pressure (PTP) Sensor
failure
Reaction from Engine Management System
(EMS) Module:
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Short to battery on the metering side of the
circuit
앫 Open circuit in the ground line
Possible causes:
앫 Particulate Trap Pressure (PTP) Sensor
failure
앫 Faulty Particulate Trap Pressure (PTP)
Sensor connector
앫 Faulty harness
FMI 5
Current Below Normal or Open Circuit
Conditions for fault code:
앫 Open circuit in 5 volt supply line
앫 Short to ground in metering line
앫 Open circuit in the metering line
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Powerloss
앫 Engine derate
FMI 2
Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 Sensor is not rational
Possible causes:
앫 Particulate Trap Pressure (PTP) Sensor
failure
앫 Faulty harness
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
앫 Default value substituted
Page 15
MID 128-PID 81
FMI 12
Bad Intelligent Device or Component
Conditions for fault code:
앫 Particulate Trap Pressure (PTP) Sensor
signal high or low but still within range
Possible causes:
앫 Diesel Particulate Filter (DPF) is damaged,
filled with soot or missing
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Reduced power
Page 16
MID 128-PID 94
MID 128 PID 94 — FUEL
PRESSURE (FP) SENSOR
When performing electrical tests, wiggle wires
and connectors to find intermittent problems.
MID 128-PID 94
Noticeable external symptoms:
앫 Rough idle
앫 Uneven running
앫 Poor engine power and acceleration
FMI 3:
앫 Voltage High/Open
Failure Mode Identifier (FMI): 1 (Pressure
Critically Low), 3 (Voltage High/Open), 5 (Current
Low/Open), 7 (Mechanical System Not
Responding)
Parameter Identification (PID): P94
Message Identification (MID): 128
Circuit Description: The Fuel Pressure (FP)
Sensor is used to detect low fuel pressure system
failures. The sensor consists of a pressure
sensitive diaphragm and amplifier. Fuel pressure
causes the sensor's diaphragm to deflect and
produce an electrical signal proportional to the
pressure. The diaphragm deflection signal is
amplified in the sensor. The sensor's signal is
monitored by the Engine Management System
(EMS) Module. The EMS Module will set a fault
code if the sensor signal is not within
predetermined limits.
Location: The Fuel Pressure (FP) Sensor is
located on the right side of the engine near the
fuel filters.
Conditions for fault code:
앫 The Malfunction Indicator Lamp (MIL) will
illuminate when the Fuel Pressure (FP)
Sensor signal line voltage is low.
Possible causes:
앫 Poor connector contacts in harness
앫 Faulty Fuel Pressure (FP) Sensor
앫 Short to battery
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Loss of power
앫 Uneven running
앫 MIL lamp illuminated
FMI 5:
앫 Current Low/Open
FMI 1:
앫 Pressure Critically Low
Conditions for fault code:
앫 The EMS module detects a low fuel
pressure reading from the Fuel Pressure
(FP) Sensor.
Possible causes:
앫 A clogged fuel filter.
앫 Fuel leaking from a fuel line or fitting.
앫 Poor fuel pump pressure.
Reaction from EMS module:
앫 Illuminate MIL if fault is present for 2 or more
drive cycles
Conditions for fault code:
앫 The Malfunction Indicator Lamp (MIL) will
illuminate when the Fuel Pressure (FP)
Sensor signal line voltage is low.
Possible causes:
앫 Poor connector contacts in harness
앫 Faulty Fuel Pressure (FP) Sensor
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Loss of power
앫 Uneven running
앫 MIL lamp illuminated
Page 17
MID 128-PID 94
FMI 7:
앫 Current Low/Open
Conditions for fault code:
앫 FMI 7 will set if the fuel pressure drops.
Possible causes:
앫 A clogged fuel filter.
앫 Fuel leaking from a fuel line or fitting.
앫 Poor fuel pump pressure.
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Loss of power
앫 Uneven running
앫 MIL lamp illuminated
Page 18
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