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
CDPF2:E
EM22A1-1.0
B166
EGR
DIFFERENTIAL
PRESSURE SENSOR
(VENTURI)
DIFF
SEN
SIG
19
24
K
EGR
5V
SEN
REF
SIG
SIG
21
7
5V
REF
REF
SIG
GND
7
11
J
0.75
BN/W
2
31
0.75
0.75
BN
GN/W
0.75
Y/W
EM
EM24A1-1.0
EM24A1-1.0
DIFF
PRES
DPF
SENSOR
UP
STREAM
SEN SIG
44
34
G
E
0.75
P/W
EM
EM34A1-1.0
EM34A1-1.0
TEMP UP
STREAM
CAT (T1)
SENSOR
EM26A2-1.0
CDPF2:C
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
MID 128-PID 97
MID 128 PID 97 — WATER IN
FUEL SENSOR
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 3 (Voltage
High/Open), 4 (Voltage Low)
Parameter Identification (PID): P97
Message Identification (MID): 128
Circuit Description: Voltage from the Engine
Management System (EMS) Module is applied to
the Water In Fuel (WIF) Sensor when the ignition
switch is in the ON position. If water is detected,
the WIF sensor will notify the driver to drain the
water from the bowl by illuminating a lamp on the
dash of the vehicle.
MID 128-PID 97
FMI 3:
앫 Voltage High/Open
Possible causes:
앫 Harness is shorted to battery
앫 Open circuit in the harness
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Possible undetected water in the fuel supply.
This can cause the engine to stop.
앫 Uneven running
앫 MIL lamp illuminated
FMI 4:
앫 Voltage Low
Possible causes:
Location: The Water In Fuel (WIF) Sensor is
located in the transparent plastic bowl under the
fuel filter. The fuel filter is located on the left side
of the engine.
앫 Harness is shorted to ground
앫 Open circuit in the harness
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Possible undetected water in the fuel supply.
This can cause the engine to stop.
앫 Uneven running
앫 MIL lamp illuminated
Page 19
MID 128-PID 102
MID 128 PID 102 — BOOST AIR
PRESSURE SENSOR
MID 128-PID 102
Possible causes:
앫 Variable Geometry Turbo (VGT) actuator
stuck.
앫 Wastegate stuck
When performing electrical tests, wiggle wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 0 (Data Valid But
Above Normal Operational Range), 3 (Voltage
High/Open), 5 (Current Low/Open)
Parameter Identification (PID): P102
Message Identification (MID): 128
Circuit Description: The Boost Air Pressure
Sensor is used to monitor the pressure of the air
in the intake system downstream from the
turbocharger. The sensor consists of a pressure
sensitive diaphragm/amplifier. Air 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 EMS Module. The EMS Module
will set a fault code if the sensor signal is not
within predetermined limits, or the signal is not
rational.
Location: The Boost Pressure Sensor is located
in the air intake manifold.
FMI 0:
앫 Data Valid But Above Normal Operational
Range
앫 Faulty Boost Air Pressure Sensor harness
앫 Inlet air leakage
앫 Boost Air Pressure Sensor failure
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Intermittent powerloss
앫 MIL lamp illuminated
FMI 1:
앫 Data Valid But Below Normal Operational
Range
Conditions for fault code:
앫 The Boost Air Pressure Sensor is indicating
an unphysical value.
Possible causes:
앫 Intermittent fault in the Boost Air Pressure
Sensor harness
앫 Faulty Boost Air Pressure Sensor connector
앫 Boost Air Pressure Sensor failure
Reaction from EMS module:
앫 MIL lamp will illuminate
Conditions for fault code:
앫 This fault will become active when the EMS
Module detects that the Boost Air Pressure
Sensor output is high.
앫 The Boost Air Pressure Sensor is indicating
an unphysical value.
Page 20
Noticeable external symptoms:
앫 Power loss
앫 MIL lamp illuminated
MID 128-PID 102
FMI 2:
앫 Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 The Boost Air Pressure Sensor output is too
high or too low.
Possible causes:
앫 Intermittent fault in the Boost Air Pressure
Sensor harness failure.
앫 Faulty Boost Air Pressure Sensor connector
앫 Boost Air Pressure Sensor failure
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Power loss
앫 MIL lamp illuminated
FMI 3:
FMI 5:
앫 Current Below Normal or Open Circuit
Conditions for fault code:
앫 A short to ground
앫 An open in the 5 volt supply circuit
앫 An open in the metering circuit
Possible causes:
앫 Intermittent fault in the Boost Air Pressure
Sensor harness
앫 Faulty Boost Air Pressure Sensor connector
앫 Boost Air Pressure Sensor failure
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Power loss
앫 MIL lamp illuminated
앫 Voltage Above Normal, or Shorted to High
Source
Conditions for fault code:
앫 A short to battery in the metering circuit
앫 An open in the ground circuit of the Boost Air
Pressure Sensor
Possible causes:
앫 Intermittent fault in the Boost Air Pressure
Sensor harness
앫 Faulty Boost Air Pressure Sensor connector
앫 Boost Air Pressure Sensor failure
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Power loss
앫 MIL lamp illuminated
FMI 11:
앫 Root Cause Not Known (Data Incorrect)
Conditions for fault code:
앫 The Boost Air Pressure Sensor output is too
high or too low.
Possible causes:
앫 Faulty Boost Air Pressure Sensor harness
앫 Inlet air leakage
앫 Boost Air Pressure Sensor failure
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Power loss
앫 MIL lamp illuminated
Page 21
MID 128-PID 103
MID 128 PID 103 — TURBO
SPEED SENSOR
Failure Mode Identifier (FMI): 0 (Data Valid but
Above Normal Operational Range), 1 (Data Valid
but Below Normal Operational Range), 9
(Abnormal Update Rate)
Parameter Identification (PID): P103
MID 128-PID 103
FMI 1:
앫 Data Valid But Below Normal Operational
Range
Conditions for fault code:
앫 A fault is logged if the measured
turbocharger speed is at least 25% less than
the target wheel speed for the measured
boost.
Message Identification (MID): 128
Circuit Description: The Turbo Speed Sensor is
an inductive sensor. When the engine is running,
the turbocharger shaft rotates past the Turbo
Speed Sensor tip and a pulsed voltage signal is
generated. The Engine Management System
(EMS) Module monitors the frequency of the
signal generated by the Turbo Speed Sensor to
calculate the turbo speed.
Location: The Turbo Speed Sensor is located on
the right side of the engine and mounted in the
turbocharger.
FMI 0:
앫 Data Valid But Above Normal Operational
Range
Conditions for fault code:
앫 A fault is logged if the measured
turbocharger speed is at least 25% greater
than the target wheel speed for the
measured boost.
Possible causes:
앫 Miss detection
앫 Faulty Turbo Speed Sensor harness
앫 Turbo Speed Sensor failure
앫 Faulty Turbo Speed Sensor connector
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Intermittent powerloss
앫 MIL lamp illuminated
FMI 9:
앫 Abnormal Update Rate (Missing Sensor
Signal)
Conditions for fault code:
앫 A fault is logged if the Turbo Speed Sensor
signal is lost.
Possible causes:
앫 Miss detection
앫 Faulty Turbo Speed Sensor harness
앫 Faulty Turbo Speed Sensor connector
앫 Turbo Speed Sensor failure
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Intermittent powerloss
앫 MIL lamp illuminated
Page 22
Possible causes:
앫 Short to battery in the measuring line of the
Turbo Speed Sensor circuit
앫 Short to ground in the metering line of the
Turbo Speed Sensor circuit
앫 An open in the metering line of the Turbo
Speed Sensor circuit
Reaction from EMS module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Intermittent powerloss
앫 MIL lamp illuminated
MID 128-PID 105
MID 128 PID 105 — BOOST
TEMPERATURE SENSOR
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 128-PID 105
Noticeable external symptoms:
앫 Power loss
앫 MIL lamp illuminated
FMI 1:
앫 Data Valid But Below Normal Operational
Range
Failure Mode Identifier (FMI):0 (Data Valid But
Above Normal Operational Range), 1 (Data Valid
But Below Normal Operational Range), 2 (Data
Erratic, Intermittent or Incorrect), 4 (Voltage
Below Normal, or Shorted Low), 5 (Current Below
Normal or Open Circuit), 10 (Abnormal Rate of
Change)
Parameter Identification (PID): P105
Message Identification (MID): 128
Circuit Description: The Boost Temperature
Sensor is used to monitor the temperature of the
air in the intake system downstream from the
turbocharger. The sensor's signal is monitored by
the EMS Module. The EMS Module will set a fault
code if the sensor signal is not within
predetermined limits, or the signal is not rational.
Location: The Boost Temperature Sensor is
located in the air intake manifold.
FMI 0:
앫 Data Valid But Above Normal Operational
Range
Conditions for fault code:
앫 The Boost Temperature Sensor is indicating
an unphysical value.
Possible causes:
앫 Faulty Boost Temperature Sensor or Engine
Management System (EMS) Module
connector.
앫 Break in the Boost Temperature Sensor
harness
앫 Malfunctioning Boost Temperature Sensor
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Conditions for fault code:
앫 The Boost Temperature Sensor is indicating
an unphysical value.
Possible causes:
앫 Faulty Boost Temperature Sensor or Engine
Management System (EMS) Module
connector.
앫 Break in the Boost Temperature Sensor
harness
앫 Malfunctioning Boost Temperature Sensor
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Minor power loss
앫 MIL lamp illuminated
FMI 2:
앫 Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 The Boost Temperature Sensor output is too
high or too low.
Possible causes:
앫 Faulty Boost Temperature Sensor or Engine
Management System (EMS) Module
connector.
앫 Break in the Boost Temperature Sensor
harness
앫 Malfunctioning Boost Temperature Sensor
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Page 23
MID 128-PID 105
Noticeable external symptoms:
앫 Power loss
앫 MIL lamp illuminated
FMI 4:
앫 Voltage Below Normal, or Shorted Low
Possible causes:
앫 A short to ground
앫 Intermittent fault in the Boost Temperature
Sensor harness
앫 Faulty Boost Temperature Sensor connector
앫 Boost Temperature Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Difficult to start in cold climates
앫 Power loss
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Difficult to start in cold climates
앫 Power loss
앫 MIL lamp illuminated
FMI 10:
앫 Abnormal Rate of Change
Conditions for fault code:
앫 The Boost Temperature Sensor output is
showing a constant value.
Possible causes:
앫 Faulty Boost Temperature Sensor harness
앫 Boost Temperature Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
FMI 5:
앫 Current Below Normal or Open Circuit
Conditions for fault code:
앫 A short to battery
앫 An open in the 5 volt supply circuit
Possible causes:
앫 A short to ground in the metering circuit
앫 Intermittent fault in the Boost Temperature
Sensor harness
앫 Faulty Boost Temperature Sensor connector
앫 Boost Temperature Sensor failure
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Power loss
앫 MIL lamp illuminated
Page 24
MID 128-PID 108
MID 128 PID 108 — AMBIENT
PRESSURE SENSOR
Failure Mode Identifier (FMI): 2 (Data Erratic), 3
(Voltage Above Normal, or Shorted to High
Source), 4 (Voltage Below Normal, or Shorted to
Low Source)
MID 128-PID 108
FMI 3
Voltage Above Normal, or Shorted to High
Source
Conditions for fault code:
앫 Short to battery on the metering side
Parameter Identification (PID): P108
Message Identification (MID): 128
Location: The Ambient Pressure Sensor is
located inside the Engine Management System
(EMS) Module.
The Ambient Pressure Sensor is shorted to
another circuit. If the code is active, attempt to
clear the code from memory and check if the
code resets. If PID 108 resets, replace the Engine
Management System (EMS) Module and retest
the system.
FMI 2
Data Erratic
Conditions for fault code:
앫 Ambient air pressure is showing too high or
too low a value (abnormal value)
Possible causes:
앫 Faulty Ambient Pressure sensor
앫 Faulty Engine Management System (EMS)
Module
Possible causes:
앫 Internal fault in Engine Management System
(EMS) Module
앫 Faulty Ambient Pressure sensor
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
앫 Pressure is set to default value
FMI 4
Voltage Below Normal, or Shorted to Low Source
Conditions for fault code:
앫 Short to ground on the metering side
Possible causes:
앫 Internal fault in Engine Management System
(EMS) Module
앫 Faulty Ambient Pressure sensor
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
앫 Pressure is set to default value
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Powerloss (minor)
Page 25
MID 128-PID 110
MID 128 PID 110 — ENGINE
COOLANT TEMPERATURE
(ECT) SENSOR
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 128-PID 110
Possible causes:
앫 Extreme driving conditions
앫 Faulty coolant thermostat
앫 Malfunctioning fan
앫 Blocked radiator
Reaction from Engine Management System
(EMS) Module:
Failure Mode Identifier (FMI): 0 (Data Valid But
Above Normal Operational Range), 2 (Data
Erratic, Intermittent or Incorrect), 4 (Voltage
Below Normal, or Shorted Low), 5 (Current Below
Normal or Open Circuit), 10 (Abnormal Rate of
Change)
Parameter Identification (PID): P110
Message Identification (MID): 128
Circuit Description: The Engine Coolant
Temperature (ECT) Sensor is a thermistor. The
resistance of the ECT Sensor changes inversely
to the temperature of the engine coolant. When
the coolant is cold, the sensor resistance is high.
As the temperature of the coolant increases, the
sensor resistance decreases. The Engine
Management System (EMS) Module monitors the
voltage drop across the ECT Sensor. The coolant
temperature signal is used to calculate fuel
injection and to evaluate operating conditions of
the engine coolant temperature. Examples of
conditions that may cause high coolant
temperature are: thermostat failure, fan failure,
heavy load, high ambient temperatures and
radiator blockage.
앫 MIL lamp will illuminate
앫 Illuminate red lamp when coolant
temperature is critically high
앫 Illuminate yellow lamp when coolant
temperature is moderately high
Noticeable external symptoms:
앫 MIL lamp illuminated
FMI 2:
앫 Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 The Engine Coolant Temperature (ECT)
Sensor output is too high or too low.
Possible causes:
앫 Faulty Engine Coolant Temperature (ECT)
Sensor or Engine Management System
(EMS) Module connector.
앫 Break in the Engine Coolant Temperature
(ECT) Sensor harness
앫 Malfunctioning Engine Coolant Temperature
(ECT) Sensor
Location: The Engine Coolant Temperature
(ECT) Sensor is located on the right front side of
the engine.
FMI 0:
앫 Data Valid But Above Normal Operational
Range
Conditions for fault code:
앫 The Boost Temperature Sensor is indicating
an unphysical value.
Page 26
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 May affect vehicle driveability in some
extreme cases
앫 MIL lamp illuminated
MID 128-PID 110
FMI 4:
앫 Voltage Below Normal, or Shorted Low
Possible causes:
앫 Intermittent fault in the Engine Coolant
Temperature (ECT) Sensor harness
앫 Faulty Engine Coolant Temperature (ECT)
Sensor connector
앫 Engine Coolant Temperature (ECT) Sensor
failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Difficult to start in cold climates
앫 Idle run regulation is deteriorated
앫 MIL lamp illuminated
FMI 5:
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 Difficult to start in cold climates
앫 Idle run regulation is deteriorated
앫 MIL lamp illuminated
FMI 10:
앫 Abnormal Rate of Change
Conditions for fault code:
앫 The Engine Coolant Temperature (ECT)
Sensor output is showing a constant value.
Possible causes:
앫 Faulty Engine Coolant Temperature (ECT)
Sensor harness
앫 Engine Coolant Temperature (ECT) Sensor
failure
앫 Current Below Normal or Open Circuit
Possible causes:
앫 An open in the Engine Coolant Temperature
(ECT) Sensor circuit
앫 An open in the Engine Coolant Temperature
(ECT) Sensor)
앫 Intermittent fault in the Engine Coolant
Temperature (ECT) Sensor harness
앫 Faulty Engine Coolant Temperature (ECT)
Sensor connector
앫 Engine Coolant Temperature (ECT) Sensor
failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 May affect vehicle driveability
Page 27
MID 128-PID 171
MID 128 PID 171 — AMBIENT
AIR TEMPERATURE STATUS
When performing electrical tests, wiggle wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 9 (Abnormal
Update Rate)
Parameter Identification (PID): P171
Message Identification (MID): 128
Circuit Description: The V-MAC IV system uses
the J1939 data lines is used to control functions
and communicates between the Vehicle
Electronic Control Unit (VECU), Engine
Management System (EMS) Module, Instrument
Cluster Module (ICM) and accessory systems,
depending on vehicle model and option content.
The J1939 data lines consist of an expandable
data bus allowing the addition of accessory
control modules. The J1939 data lines are the
primary data bus. Data is prioritized and then
transmitted across the J1939 data lines to the
appropriate control module. The V-MAC IV
system is designed to allow limp home engine
operation with the loss of the J1939 data signal
as long as the J1587 data lines are still
operational. The ambient air temperature signal is
sent to the Instrument Cluster Module (ICM). The
ICM then transmits the ambient air temperature
data to the EMS Module via the J1939 data lines.
MID 128-PID 171
Location:The Instrument Cluster Module (ICM)
is located near left side of the dash. The EMS
module is located on the left side of the engine
block.
Normal Engine Coolant Temperature Sensor
Parameters: The Ambient Air Temperature
Status code will set when a fault is detected in the
Ambient Air Temperature Sensor, the
J1507/J1708 Data Lines or the Instrument
Cluster Module (ICM).
FMI 9
Abnormal Update Rate
Conditions for fault code:
앫 This fault will become active when the
Engine Management System (EMS) Module
detects that the Ambient Air Temperature
message from the Instrument Cluster
Module does not exist.
Possible causes:
앫 Faulty Ambient Air Temperature Sensor
harness
앫 Problem in the Instrument Cluster Module
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 MIL lamp illuminated
Page 28
MID 128-PID 173
MID 128 PID 173 — EXHAUST
GAS TEMPERATURE
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 128-PID 173
Possible causes:
앫 Harness connected to incorrect sensor
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Failure Mode Identifier (FMI): 0 (Data Valid But
Above Normal Operational Range - Most Severe
Level), 2 (Data Erratic, Intermittent or Incorrect), 4
(Voltage Below Normal, or Shorted To Low
Source), 5 (Current Below Normal or Open
Circuit), 10 (Abnormal Rate of Change)
Parameter Identification (PPID): P173
Message Identification (MID): 128
FMI 0
Data Valid But Above Normal Operational
Range - Most Severe Level
Conditions for fault code:
앫 Exhaust Gas Temperature is too high
Possible causes:
앫 Faulty Exhaust Gas Temperature (EGT)
system
앫 Faulty harness or connector
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Powerloss
앫 Poor driveability
FMI 2
Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 Sensor is not rational
Noticeable external symptoms:
앫 Poor driveability
FMI 4
Voltage Below Normal, or Shorted To Low Source
Conditions for fault code:
앫 Short to ground on the metering side of the
circuit
Possible causes:
앫 Faulty harness
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
FMI 5
Current Below Normal or Open Circuit
Conditions for fault code:
앫 Short to battery on the metering side of the
circuit
앫 Open in the metering side of the circuit
앫 Open in the ground side of the circuit
Possible causes:
앫 Faulty harness
앫 Sensor failure
Page 29
MID 128-PID 173
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
FMI 10
Abnormal Rate of Change
Conditions for fault code:
앫 Sensor is stuck
Possible causes:
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
Page 30
MID 128-PID 354
MID 128 PID 354 — INTAKE AIR
TEMPERATURE AND
HUMIDITY SENSOR
When performing electrical tests, wiggle wires
and connectors to find intermittent problems.
MID 128-PID 354
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
앫 Humidity value is set to 100 percent
Noticeable external symptoms:
앫 MIL lamp illuminated
앫 Turbocharger noise
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted to High Source), 5 (Current
Below Normal or Open Circuit)
Parameter Identification (PID): P354
Message Identification (MID): 128
Circuit Description: The Intake Air Temperature
and Humidity (IATH) Sensor contains two
thermistors, and the resistance of each thermistor
varies inversely to temperature. By monitoring the
current flow through each thermistor, the Engine
Management System (EMS) Module calculates
the temperature and humidity of the air entering
the turbocharger.
Location: The Intake Air Temperature and
Humidity (IATH) Sensor is located in the air intake
tube.
FMI 3
Voltage Above Normal, or Shorted to High
Source
FMI 5
Current Below Normal or Open Circuit
Conditions for fault code:
앫 Open in the metering circuit of the Intake Air
Temperature and Humidity (IATH) Sensor
앫 Open in the 5 volt supply circuit of the Intake
Air Temperature and Humidity (IATH) Sensor
앫 Short to ground in the metering circuit of the
Intake Air Temperature and Humidity (IATH)
Sensor
Possible causes:
앫 Faulty connector
앫 Faulty Intake Air Temperature and Humidity
(IATH) Sensor harness
앫 Faulty Intake Air Temperature and Humidity
(IATH) Sensor
Reaction from Engine Management System
(EMS) Module:
Conditions for fault code:
앫 Short to battery in the metering circuit of the
Intake Air Temperature and Humidity (IATH)
Sensor
앫 Open in the ground circuit of the Intake Air
Temperature and Humidity (IATH) Sensor
Possible causes:
앫 Faulty connector
앫 Faulty Intake Air Temperature and Humidity
(IATH) Sensor harness
앫 Faulty Intake Air Temperature and Humidity
(IATH) Sensor
앫 MIL lamp will illuminate
앫 Humidity value is set to 100 percent
Noticeable external symptoms:
앫 MIL lamp illuminated
앫 Turbocharger noise
Page 31
MID 128-PID 411
MID 128 PID 411 — EGR
DIFFERENTIAL PRESSURE
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 128-PID 411
Conditions for fault code:
앫 Short to battery in metering line
앫 Open in the ground circuit
Possible causes:
앫 Faulty EGR Differential Pressure Sensor
connector
Failure Mode Identifier (FMI): 2 (Data Erratic,
Intermittent or Incorrect), 3 (Voltage Above
Normal, or Shorted To High Source), 5 (Current
Below Normal or Open Circuit)
Parameter Identification (PID): P411
Message Identification (MID): 128
FMI 2
Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 EGR differential pressure sensor output is
too high or too low
Possible causes:
앫 Faulty EGR Differential Pressure Sensor
connector
앫 Faulty EGR Differential Pressure Sensor
harness
앫 Faulty EGR Differential Pressure Sensor
앫 EGR leakage
앫 Clogged EGR cooler
앫 Clogged EGR venturi
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Uneven running
앫 Engine derate
앫 Faulty EGR Differential Pressure Sensor
harness
앫 Faulty EGR Differential Pressure Sensor
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
앫 EGR Valve is closed
Noticeable external symptoms:
앫 Engine responds poorly
앫 Engine derate
FMI 5
Current Below Normal or Open Circuit
Conditions for fault code:
앫 Open in the 5 volt supply line
앫 Short to ground in metering line
앫 Open in the metering line
Possible causes:
앫 Faulty EGR Differential Pressure Sensor
connector
앫 Faulty EGR Differential Pressure Sensor
harness
앫 Faulty EGR Differential Pressure Sensor
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
앫 EGR Valve is closed
FMI 3
Voltage Above Normal, or Shorted To High
Source
Page 32
Noticeable external symptoms:
앫 Engine responds poorly
앫 Engine derate
MID 128-PID 412
MID 128 PID 412 — EGR
TEMPERATURE AFTER
COOLER
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 128-PID 412
Conditions for fault code:
앫 Short to ground on the metering side of the
EGR Sensor circuit
Possible causes:
앫 Faulty connector
앫 Faulty harness
앫 Faulty sensor
Failure Mode Identifier (FMI): 0 (Data Valid But
Above Normal Operational Range - Most Severe
Level), 4 (Voltage Below Normal, or Shorted To
Low Source), 5 (Current Below Normal or Open
Circuit), 10 (Abnormal Rate of Change)
Parameter Identification (PID): P412
Message Identification (MID): 128
Location: The EGR temperature probe and
heater probe are located in the EGR tube
between the EGR cooler and the intake manifold.
The EGR Sensor assembly is supplied from the
manufacturer as a single calibrated unit. The
components of the sensor are not to be replaced
individually.
FMI 0
Data Valid But Above Normal Operational
Range - Most Severe Level
Possible causes:
앫 Extreme driving conditions
앫 EGR cooler failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
앫 Engine power will be derated according to
the error torque map
Noticeable external symptoms:
앫 MIL lamp illuminated
앫 Engine unresponsive
FMI 5
Current Below Normal or Open Circuit
Conditions for fault code:
앫 Short to battery in the metering side of the
EGR Sensor circuit
앫 Open in the metering side of the EGR
Sensor circuit
앫 Open circuit in the ground line of the EGR
Sensor circuit
Possible causes:
앫 Faulty connector
앫 Faulty harness
앫 Faulty sensor
앫 Engine power will be derated according to
the error torque map
Noticeable external symptoms:
앫 MIL lamp illuminated
FMI 4
Voltage Below Normal, or Shorted To Low Source
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 MIL lamp illuminated
앫 Engine unresponsive
Page 33
MID 128-PID 412
FMI 10
Abnormal Rate of Change
Conditions for fault code:
앫 EGR Sensor is shows a constant value that
will not change.
Possible causes:
앫 Faulty sensor
앫 Faulty harness
앫 EGR system leakage
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 MIL lamp illuminated
Page 34
MID 128-PPID 35
MID 128 PPID 35 — EGR MASS
FLOW
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), 1 (Data Valid But Below Normal
Operational Range - Most Severe Level)
MID 128-PPID 35
FMI 1
Data Valid But Below Normal Operational
Range - Most Severe Level
Conditions for fault code:
앫 EGR flow is too low
Possible causes:
앫 Faulty EGR system
앫 Clogged EGR cooler
앫 Faulty harness or connector
Parameter Identification (PPID): P35
Message Identification (MID): 128
Circuit Description:
FMI 0
Data Valid But Above Normal Operational
Range - Most Severe Level
Conditions for fault code:
앫 EGR flow is too high
Possible causes:
앫 Faulty EGR system
앫 Faulty harness or connector
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
앫 Poor driveability
Page 35
MID 128-PPID 89
MID 128 PPID 89 — VARIABLE
GEOMETRY TURBOCHARGER
SMART REMOTE ACTUATOR
TEMPERATURE
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)
MID 128-PPID 89
FMI 0
Data Valid But Above Normal Operational
Range - Most Severe Level
Conditions for fault code:
앫 VGT SRA temperature is moderately too
high
Possible causes:
앫 Coolant systems malfunctions
앫 Extreme driving conditions
앫 Overheated VGT actuator
Parameter Identification (PPID): P89
Message Identification (MID): 128
Circuit Description: The Variable Geometry
Turbocharger Smart Remote Actuator (VGT SRA)
is a self-contained component with motors,
sensors and a control unit. The VGT SRA uses a
movable nozzle to adjust the intake manifold
pressure for various operating conditions. Nozzle
movement is controlled by an actuator mounted
on the tubocharger. Information to and from the
VGT SRA is communicated over the J1939 serial
data lines. These data lines communicate with
the Engine Management System (EMS) Module.
Location: The Variable Geometry Turbocharger
Smart Remote Actuator (VGT SRA) is located on
the right side of the engine at the turbocharger.
Reaction from Engine Management System
(EMS):
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Engine derate (major)
Page 36
MID 128-PPID 326
MID 128 PPID 326 — SOOT
LEVEL
MID 128-PPID 326
FMI 11
Critically high soot load
Conditions for fault code:
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), 11 (Root Cause Not Known), 14 (Special
Instructions)
Parameter Identification (PPID): P326
Message Identification (MID): 128
FMI 0
Data Valid But Above Normal Operational
Range - Most Severe Level
Conditions for fault code:
앫 Moderately high soot load
Possible causes:
앫 Diesel Particulate Filter (DPF) clogged
앫 Injector AFI clogged
Reaction from Engine Management System
(EMS) Module:
앫 High soot level in Diesel Particulate Filter
(DPF)
Possible causes:
앫 Diesel Particulate Filter (DPF) clogged
앫 Injector AFI clogged
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
앫 Replace or clean Diesel Particulate Filter
(DPF)
Noticeable external symptoms:
앫 Powerloss
FMI 14
Special Instructions
Conditions for fault code:
앫 Ash level too high
Possible causes:
앫 Diesel Particulate Filter (DPF) needs service
앫 MIL lamp illuminated
앫 Manual regeneration required
Noticeable external symptoms:
앫 Engine derate, powerloss
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Powerloss
앫 Manual regeneration needed
Page 37
MID 128-PPID 328
MID 128 PPID 328 — AFTER
TREATMENT INJECTION SHUT
OFF VALVE
MID 128-PPID 328
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
FMI 5
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 4 (Voltage
Below Normal, or Shorted To Low Source), 5
(Current Below Normal or Open Circuit), 7
(Mechanical System Not Responding or Out Of
Adjustment)
Parameter Identification (PPID): P328
Message Identification (MID): 128
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Circuit shorted to battery
Possible causes:
앫 Faulty harness
Current Below Normal or Open Circuit
Conditions for fault code:
앫 Open circuit
Possible causes:
앫 Faulty harness
앫 Actuator failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
FMI 7
Mechanical System Not Responding or Out Of
Adjustment
Conditions for fault code:
앫 After Treatment Fuel Injector stuck closed
Possible causes:
앫 Shut off valve stuck closed
앫 Actuator failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
FMI 4
Voltage Below Normal, or Shorted To Low Source
Conditions for fault code:
앫 Circuit shorted to ground
Possible causes:
앫 Faulty harness
앫 Actuator failure
Page 38
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
FMI 14
Mechanical System Not Responding or Out Of
Adjustment
Conditions for fault code:
앫 After Treatment Fuel Injector leaking
Possible causes:
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
MID 128-PPID 329
MID 128 PPID 329 — AFTER
TREATMENT FUEL INJECTOR
MID 128-PPID 329
FMI 5
Current Below Normal or Open Circuit
Conditions for fault code:
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 4 (Voltage
Below Normal, or Shorted To Low Source), 5
(Current Below Normal or Open Circuit), 7
(Mechanical System Not Responding or Out Of
Adjustment), 14 (Mechanical System Not
Responding or Out Of Adjustment)
Parameter Identification (PPID): P329
Message Identification (MID): 128
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Circuit shorted to battery
Possible causes:
앫 Faulty harness
앫 Open circuit
Possible causes:
앫 Faulty harness
앫 Injector failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
FMI 7
Mechanical System Not Responding or Out Of
Adjustment
Conditions for fault code:
앫 After Treatment Fuel Injector clogged
Possible causes:
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
앫 Injector failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
FMI 4
Voltage Below Normal, or Shorted To Low Source
Conditions for fault code:
앫 Circuit shorted to ground
Possible causes:
앫 Faulty harness
앫 Injector failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
FMI 14
Mechanical System Not Responding or Out Of
Adjustment
Conditions for fault code:
앫 After Treatment Fuel Injector leaking
Possible causes:
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Page 39
MID 128-PPID 387
MID 128 PPID 387 — EXHAUST
GAS TEMPERATURE
SENSOR #2
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 2 (Data Erratic,
Intermittent or Incorrect), 4 (Voltage Below
Normal, or Shorted To Low Source), 5 (Current
Below Normal or Open Circuit), 10 (Abnormal
Rate of Change)
Parameter Identification (PPID): P387
MID 128-PPID 387
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
FMI 5
Current Below Normal or Open Circuit
Conditions for fault code:
앫 Short to battery on the metering side of the
circuit
앫 Open in the metering side of the circuit
앫 Open in the ground side of the circuit
Message Identification (MID): 128
FMI 2
Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 Sensor is not rational
Possible causes:
앫 Harness connected to incorrect sensor
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
FMI 4
Possible causes:
앫 Faulty harness
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
FMI 10
Abnormal Rate of Change
Conditions for fault code:
앫 Sensor is stuck
Possible causes:
앫 Sensor failure
Voltage Below Normal, or Shorted To Low Source
Conditions for fault code:
앫 Short to ground on the metering side of the
circuit
Possible causes:
앫 Faulty harness
앫 Sensor failure
Page 40
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
MID 128-PPID 436
MID 128 PPID 436 — EXHAUST
GAS TEMPERATURE
SENSOR #3
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 2 (Data Erratic,
Intermittent or Incorrect), 4 (Voltage Below
Normal, or Shorted To Low Source), 5 (Current
Below Normal or Open Circuit), 10 (Abnormal
Rate of Change)
Parameter Identification (PPID): P436
MID 128-PPID 436
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
FMI 5
Current Below Normal or Open Circuit
Conditions for fault code:
앫 Short to battery on the metering side of the
circuit
앫 Open in the metering side of the circuit
앫 Open in the ground side of the circuit
Message Identification (MID): 128
FMI 2
Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 Sensor is not rational
Possible causes:
앫 Harness connected to incorrect sensor
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
FMI 4
Possible causes:
앫 Faulty harness
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
FMI 10
Abnormal Rate of Change
Conditions for fault code:
앫 Sensor is stuck
Possible causes:
앫 Sensor failure
Voltage Below Normal, or Shorted To Low Source
Conditions for fault code:
앫 Short to ground on the metering side of the
circuit
Possible causes:
앫 Faulty harness
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Poor driveability
Page 41
MID 128-PPID 437
MID 128 PPID 437 — AFTER
TREATMENT INJECTOR FUEL
PRESSURE SENSOR
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 128-PPID 437
Possible causes:
앫 Faulty harness
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
FMI 5
Failure Mode Identifier (FMI): 2 (Data Erratic,
Intermittent or Incorrect), 3 (Voltage Above
Normal, or Shorted To High Source), 5 (Current
Below Normal or Open Circuit), 10 (Abnormal
Rate of Change)
Parameter Identification (PPID): P437
Message Identification (MID): 128
FMI 2
Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 Sensor is not rational
Possible causes:
앫 Faulty shut off valve
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Current Below Normal or Open Circuit
Conditions for fault code:
앫 Open circuit in the 5 volt supply
앫 Short circuit to ground in the metering line
앫 Open circuit in the metering line
Possible causes:
앫 Faulty harness
앫 Sensor failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
FMI 10
Abnormal Rate of Change
Conditions for fault code:
앫 After Treatment Injector Fuel Pressure
Sensor stuck
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Short circuit to battery on the metering side
앫 Open circuit in the ground line
Page 42
Possible causes:
앫 Sensor failure
앫 Faulty shut off valve
앫 Injector failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
MID 128-PSID 98
MID 128 PSID 98 — BOOST AIR
SYSTEM
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 128-PSID 98
FMI 1
Data Valid But Below Normal Operational
Range - Most Severe Level
Conditions for fault code:
앫 Boost pressure is too low
Possible causes:
Failure Mode Identifier (FMI): 0 (Data Valid But
Above Normal Operational Range - Most Severe
Level), 1 (Data Valid But Below Normal
Operational Range - Most Severe Level)
Parameter Identification (PSID): P98
Message Identification (MID): 128
FMI 0
Data Valid But Above Normal Operational
Range - Most Severe Level
Conditions for fault code:
앫 Boost pressure is too high
Possible causes:
앫 EGR system failure
앫 Faulty turbocharger actuator
Reaction from Engine Management System
(EMS) Module:
앫 Faulty Boost Air System hoses, pipes,
brackets, cooler, EGR system components
and turbo components
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Powerloss
앫 Engine slow to respond
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Turbocharger surge
Page 43
MID 128-PSID 109
MID 128 PSID 109 — ENGINE
COOLANT TEMPERATURE
(ECT) SENSOR
MID 128-PSID 109
Possible causes:
앫 Thermostat Blocked Closed
앫 Faulty radiator fan
앫 Clogged radiator
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 7 (Thermostat
Blocked Closed), 12 (Thermostat Blocked Open)
Parameter Identification (PSID): P109
Message Identification (MID): 128
Circuit Description: The Engine Coolant
Temperature (ECT) Sensor is a thermistor. The
resistance of the ECT Sensor changes inversely
to the temperature of the engine coolant. When
the coolant is cold, the sensor resistance is high.
As the temperature of the coolant increases, the
sensor resistance decreases. The Engine
Management System (EMS) Module monitors the
voltage drop across the ECT Sensor. The coolant
temperature signal is used to calculate fuel
injection and to evaluate operating conditions of
the engine coolant temperature. Examples of
conditions that may cause high coolant
temperature are: thermostat failure, fan failure,
heavy load, high ambient temperatures and
radiator blockage.
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Noticeable external symptoms:
앫 MIL lamp illuminated
FMI 12:
앫 Thermostat Blocked Open
Conditions for fault code:
앫 This fault will become active when the
Engine Management System (EMS) Module
detects that the Engine Coolant
Temperature (ECT) Sensor output is low but
still with in the acceptable range for the
sensor.
Possible causes:
앫 Thermostat Blocked Open
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp will illuminate
Location: The Engine Coolant Temperature
(ECT) Sensor is located on the right front side of
the engine.
FMI 7:
앫 Thermostat Blocked Closed
Conditions for fault code:
앫 This fault will become active when the
Engine Management System (EMS) Module
detects that the Engine Coolant
Temperature (ECT) Sensor output is high
but still with in the acceptable range for the
sensor.
앫 The Coolant Temperature Sensor is
indicating a high coolant temperature.
Page 44
Noticeable external symptoms:
앫 Poor heat in cab
앫 MIL lamp illuminated
MID 128-SID 1-6
MID 128 SID 1-6 — FUEL
INJECTOR UNIT #1-6
Failure Mode Identifier (FMI): 3 (Voltage
High/Open), 5 (Current Low/Open), 7 (Out of
Calibration), 12 (Failed Device), 14 (Special
Instruction)
Parameter Identification (SID): S1, S2, S3, S4,
S5 & S6
MID 128-SID 1-6
Noticeable external symptoms:
앫 Loss of power
앫 Uneven running
앫 Running on 3 to 5 cylinders
앫 MIL lamp illuminated
FMI 5:
앫 Current Low/Open
Message Identification (MID): 128
Circuit Description: Fuel Injector Unit #’s 1-6
operation is controlled by the Engine
Management System (EMS) Module. This
module provides supply voltage and output
transistor drivers to control the ground circuits.
There are two solenoid circuits within the injector;
a Needle Control Valve (NCV) and a Spill Valve
(SV).
Location: The Fuel Injector Units are located
under the valve cover.
Code Setting Conditions: If the Engine
Management System (EMS) Module detects a
fault in the electrical circuit while attempting to
operate the Fuel Injector Unit, the Malfunction
Indicator Lamp (MIL) will turn ON and code SID 1
will set.
Additional Symptoms: Poor performance, low
power or no start.
FMI 3:
앫 Voltage High/Open
Conditions for fault code:
앫 EMS module detects a short circuit to
battery on the low side of the Spill Valve
(SV)/Needle Control Valve (NCV).
Possible causes:
앫 Harness shorted to battery
Reaction from EMS module:
앫 Injector #1 is shut off
앫 Enter limp home mode
Conditions for fault code:
앫 EMS detects a short circuit to battery
positive, a short circuit to ground, or an open
circuit on the high side of the SV/Needle
Control Valve (NCV) or a Short Circuit to
ground on the low side of the SV/NCV.
Possible causes:
앫 Harness shorted or open
앫 Faulty fuel injector solenoid
Reaction from EMS module:
앫 Injector #1 is shut off
앫 Enter limp home mode
Noticeable external symptoms:
앫 Loss of power
앫 Uneven running
앫 Running on 3 to 5 cylinders
앫 MIL lamp illuminated
FMI 7:
앫 Out of calibration
Conditions for fault code:
앫 Cylinder balancing data is above the limit
Possible causes:
앫 Clogged fuel injector(s)
앫 Low fuel pressure
앫 Poor Compression
Reaction from EMS module:
앫 Software compensation is stopped
앫 EMS module will store freeze frame data
Page 45
MID 128-SID 1-6
Noticeable external symptoms:
앫 Erratic engine idle speed
FMI 12:
앫 Failed Device (Low injector hold current)
Conditions for fault code:
앫 Injector or harness resistance too high
Possible causes:
앫 Injector solenoid resistance out of
specification
앫 Harness resistance too high
Reaction from EMS module:
앫 Turbocharger boost reduction
Noticeable external symptoms:
앫 Loss of power
앫 Uneven running
앫 MIL lamp illuminated
FMI 14:
앫 Special Instruction
Conditions for fault code:
앫 Fuel injector flow is too low or high. Cylinder
compression is low.
Possible causes:
앫 Low injector flow
앫 High injector flow
앫 Poor compression
Reaction from EMS module:
앫 Uneven cylinder balancing
Noticeable external symptoms:
앫 Loss of power
앫 Uneven running
앫 Running on 3 to 5 cylinders
앫 MIL lamp illuminated
Page 46
MID 128-SID 21
MID 128 SID 21 — CAM SPEED
SENSOR
MID 128-SID 21
FMI 2
Data Erratic, Intermittent or Incorrect
Conditions for fault code:
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 2 (Data Erratic,
Intermittent or Incorrect), 3 (Voltage Above
Normal, or Shorted To High Source), or 8
(Abnormal Frequency or Pulse Width or Period)
Parameter Identification (PID): S21
Message Identification (MID): 128
Circuit Description: The CAM Speed Sensor is
an inductive device. As the camshaft turns, the tip
of the CAM Speed Sensor senses the holes in
the camshaft drive gear and sends a series of
voltage pulses to the Engine Management
System (EMS) Module. The frequency of the
pulses is translated into engine speed and
position by the EMS Module. The EMS Module
uses this information along with the information
from Crank Speed Sensor to synchronize fuel
injection.
앫 Phase Error - Incorrect correlation between
CAM and Crank Sensor
Possible causes:
앫 Faulty connector
앫 Faulty CAM Sensor harness
앫 Faulty CAM Sensor
Reaction from Engine Management System
(EMS) Module:
앫 Engine will be started using Crank Speed
(Flywheel) signal
Noticeable external symptoms:
앫 Increased fuel consumption
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
Location: The CAM Speed Sensor is located on
top right rear of engine.
Electrical problems can cause this fault to be
generated, and electrical diagnostics are
provided in this section. Mechanical problems
can also cause temporary or permanent speed
signal errors. After all electrical possibilities have
been ruled out, check mechanical conditions that
could cause vibration or signal errors. Such
conditions include but are not limited to:
앫 Faulty Engine Vibration Damper
앫 Contaminated sensor tips
앫 Contaminated Cam Gear face
앫 Excessive Camshaft end play
앫 Improperly adjusted sensor
앫 Improperly balanced engine components
앫 Faulty engine timing cover.
앫 Missing Signal from CAM Sensor
앫 Open in the CAM Sensor Circuit
앫 Short to battery in the CAM Sensor Circuit
앫 Short to ground in the CAM Sensor Circuit
Possible causes:
앫 Faulty CAM Sensor harness
Reaction from Engine Management System
(EMS) Module:
앫 Engine will be started using Crank Speed
(Flywheel) signal
Noticeable external symptoms:
앫 Increased engine start time
앫 Loss of engine power
Page 47
MID 128-SID 21
FMI 8
Abnormal Frequency or Pulse Width or Period
Conditions for fault code:
앫 Noisy Signal from CAM Sensor
앫 Open in the CAM Sensor Circuit
Possible causes:
앫 Faulty CAM Sensor harness
앫 Faulty CAM Sensor mounting
Reaction from Engine Management System
(EMS) Module:
앫 Engine will be started using Crank Speed
(Flywheel) signal
Noticeable external symptoms:
앫 Increased engine start time
앫 Loss of engine power
Page 48
MID 128-SID 22
MID 128 SID 22 — CRANK
SPEED SENSOR
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 2 (Data Erratic,
Intermittent or Incorrect), 3 (Voltage Above
Normal, or Shorted To High Source), or 8
(Abnormal Frequency or Pulse Width or Period)
MID 128-SID 22
Electrical problems can cause this fault to be
generated, and electrical diagnostics are
provided in this section. Mechanical problems
can also cause temporary or permanent speed
signal errors. After all electrical possibilities have
been ruled out, check mechanical conditions that
could cause vibration or signal errors. Such
conditions include but are not limited to:
앫 Faulty Engine Vibration Damper
앫 Contaminated sensor tips
Parameter Identification (PID): S22
Message Identification (MID): 128
Circuit Description: The Crank Speed Sensor is
an inductive sensor that will generate a variable
voltage signal when the sensor's magnetic field is
excited. The Crank Speed Sensor is installed
near the flywheel. When the engine is running the
flywheel's teeth rotate past the sensor's tip and
voltage pulses are generated. The Engine
Management System (EMS Module) monitors the
frequency of the signal generated by the Crank
Speed Sensor and calculates the engine RPM.
The air gap between the sensor tip and the
flywheel teeth can influence the sensor's output
signal and should be checked if SID 22 is set or is
setting intermittently.
Location: The Crank Speed Sensor is located on
the left side of the engine on the flywheel
housing.
앫 Missing or chipped gear teeth
앫 Improperly installed Flywheel Ring Gear
앫 Incorrect Flywheel
앫 Contaminated Flywheel Ring Gear
앫 Improperly adjusted sensor
앫 Excessive driveshaft backlash
앫 Improperly balanced engine components.
FMI 3 will only be seen as active with the engine
OFF. In all cases the SID 22 FMI will change to 2
when the engine is started.
FMI 2
Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 Intermittent or weak signal
Possible causes:
앫 Faulty connector
앫 Faulty Crank Sensor harness
앫 Faulty Crank Sensor
Reaction from Engine Management System
(EMS) Module:
앫 Engine will be started using Crank Speed
signal
Page 49
MID 128-SID 22
Noticeable external symptoms:
앫 Increased fuel consumption
앫 Imprecise engine timing
앫 High fuel consumption
앫 Uneven cylinder balancing
앫 Power loss
앫 Smoke
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Missing Signal from Crank Sensor
앫 Open in the Crank Sensor Circuit
앫 Short to battery in the Crank Sensor Circuit
앫 Short to ground in the Crank Sensor Circuit
Possible causes:
앫 Faulty Crank Sensor harness
앫 Faulty Crank Sensor mounting
Reaction from Engine Management System
(EMS) Module:
FMI 8
Abnormal Frequency or Pulse Width or Period
Conditions for fault code:
앫 Erratic or intermittent signal from Crank
Sensor
앫 Open in the Crank Sensor Circuit
Possible causes:
앫 Faulty Crank Sensor harness
앫 Faulty Crank Sensor mounting
Reaction from Engine Management System
(EMS) Module:
앫 Engine will be started using Crank Speed
(Flywheel) signal
Noticeable external symptoms:
앫 Increased fuel consumption
앫 Imprecise engine timing
앫 High fuel consumption
앫 Uneven cylinder balancing
앫 Power loss
앫 Smoke
앫 Engine will be started using CAM Speed
signal
Noticeable external symptoms:
앫 Increased engine start time
앫 Vehicle may be in limp home mode
앫 Loss of engine power
Page 50
MID 128-SID 27
MID 128 SID 27 — VARIABLE
GEOMETRY TURBOCHARGER
ACTUATOR #1
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 128-SID 27
Reaction from Engine Management System
(EMS):
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Low boost
앫 Low power
앫 Nozzle opens
Failure Mode Identifier (FMI): 2 (Data Erratic,
Intermittent or Incorrect), 4 (Voltage Below
Normal, or Shorted To Low Source), 7
(Mechanical System Not Responding or Out Of
Adjustment), 9 (Abnormal Update Rate), 13 (Out
of Calibration)
Parameter Identification (SID): S27
Message Identification (MID): 128
Circuit Description: The Variable Geometry
Turbocharger Smart Remote Actuator (VGT SRA)
is a self-contained component with motors,
sensors and a control unit. The VGT SRA uses a
movable nozzle to adjust the intake manifold
pressure for various operating conditions. Nozzle
movement is controlled by an actuator mounted
on the tubocharger. Battery voltage is supplied to
the VGT SRA and the unit is grounded by means
of the engine block. Information to and from the
VGT SRA is communicated over the J1939 serial
data lines.
앫 Smoke from engine
FMI 4
Voltage Below Normal, or Shorted To Low Source
Conditions for fault code:
앫 Short to ground
Possible causes:
앫 Faulty SRA VGT connector
앫 Faulty SRA VGT harness
앫 Low battery voltage
Reaction from Engine Management System
(EMS):
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Nozzle will open resulting in low power and
low boost
Location: The Variable Geometry Turbocharger
Smart Remote Actuator (VGT SRA) is located on
the right side of the engine at the turbocharger.
FMI 2
Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 Smart remote actuator has not seen a valid
command on CAN2
앫 Incorrect data
Possible causes:
앫 Disturbance on CAN2 data lines
앫 SRA will continue to attempt and maintain
target nozzle position
FMI 7
Mechanical System Not Responding or Out Of
Adjustment
Conditions for fault code:
앫 Mechanical problem with the VGT SRA
Possible causes:
앫 Actuator motor effort is temporarily limited to
prevent overheating
앫 Restrictions detected when running learn
sequence
앫 SRA is slow to follow commands
앫 SRA position is not tracking command
Page 51
MID 128-SID 27
Reaction from Engine Management System
(EMS):
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Low boost and smoke
앫 Possible engine derate
앫 Power loss in some cases when actuator
motor has been disabled
FMI 9
Abnormal Update Rate
Conditions for fault code:
앫 Data from the SRA has been missing for
2-seconds
Possible causes:
앫 Data line harness
앫 No supply to VGT actuator
Reaction from Engine Management System
(EMS):
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Engine derated (major)
앫 EGR valve closed
FMI 13
Out of Calibration
Conditions for fault code:
앫 Failed self-calibration
Possible causes:
앫 Smart remote actuator
Reaction from Engine Management System
(EMS):
앫 MIL lamp illuminated
앫 VGT actuator
앫 VGT SRA connector
Page 52
MID 128-SID 33
MID 128 SID 33 — COOLING
FAN CONTROL
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 128-SID 33
If code SID 33 sets with FMI 4, there may be
additional active codes. If this is the case, follow
the diagnostic procedures for the other codes
first, then check to make sure code SID 33 is no
longer active.
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 4 (Voltage
Below Normal, or Shorted To Low Source),
5 (Current Below Normal or Open Circuit)
Parameter Identification (PID): S33
Message Identification (MID): 128
Circuit Description (On/Off Fan): The Fan
Clutch Solenoid controls the operation of the
cooling fan by using a solenoid. The Fan Clutch
Solenoid is supplied battery voltage and is
grounded by the Engine Management System
(EMS) Module. When the EMS System Module
determines fan operation is needed, based on
coolant temperature, intake air temperature or
A/C load, the EMS Module will de-energize the
Fan Clutch Solenoid allowing the fan clutch to
engage.
Circuit Description (Electronic Viscous Fan):
The Electronic Fan Drive contains a solenoid that
controls the flow of fluid between reservoirs in the
fan drive housing and cover. The EMS Module
provides power to the solenoid and controls
solenoid operation to optimize fan speed, based
on coolant temperature, intake air temperature
and A/C load.
Location: The On/Off Fan Clutch Solenoid is
located on the lower left side of the radiator
shroud. The Electronic Fan Drive is bolted to the
drive pulley on the front of the engine.
Additional Symptoms: Higher than normal
coolant temperatures, poor air conditioning
performance or lower than normal coolant
temperatures may be experienced.
If a customer complains that the fan clutch does
not disengage and code SID 33 has not been
logged in the EMS Module, the problem may be
due to a mechanical failure in the chassis air
system.
The fan can engage without warning. Hands,
arms and personal items can easily be
entangled in the belts or fan blades. Keep
arms, hair, clothing, jewelry, etc. clear from
the fan and belts when the engine is running.
FMI 3:
앫 Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Short to positive in the Cooling Fan control
circuit
Possible causes:
앫 Broken Cooling Fan Actuator
Code Setting Conditions: When the Engine
Management System (EMS) Module detects
there is a short to voltage in the cooling fan
control circuit, FMI 3 will set and the fan will
operate continuously. When there is a short to
ground, FMI 4 will set and the fan will not operate.
If there is an open circuit, FMI 5 will be set and
the fan will operate continuously.
앫 Faulty Cooling Fan Actuator harness or
connector
앫 Engine Management System (EMS) Module
driver output failure
Reaction from Engine Management System
(EMS) Module:
앫 Fan runs at full speed
앫 Increased fuel consumption
Page 53
MID 128-SID 33
Noticeable external symptoms:
앫 MIL lamp illuminated
FMI 4:
앫 Voltage Below Normal, or Shorted To Low
Source
Conditions for fault code:
앫 Short to ground in the Cooling Fan control
circuit
앫 Output voltage is 1/3 the supply voltage
Possible causes:
앫 Broken Cooling Fan Actuator
앫 Faulty Cooling Fan Actuator harness or
connector
앫 Engine Management System (EMS) Module
driver output failure
Reaction from Engine Management System
(EMS) Module:
FMI 5:
앫 Current Below Normal or Open Circuit
Conditions for fault code:
앫 Open in the Cooling Fan control circuit
Possible causes:
앫 Broken Cooling Fan Actuator
앫 Faulty Cooling Fan Actuator harness or
connector
앫 Engine Management System (EMS) Module
driver output failure
Reaction from Engine Management System
(EMS) Module:
앫 Fan runs at full speed
앫 Increased fuel consumption
Noticeable external symptoms:
앫 MIL lamp illuminated
앫 Fan always deactivated
앫 Engine may be overheated
Noticeable external symptoms:
앫 MIL lamp illuminated
Page 54
MID 128-SID 146
MID 128 SID 146 — EGR
CONTROL VALVE
MID 128-SID 146
Noticeable external symptoms:
앫 Powerloss
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 5 (Current
Below Normal or Open Circuit), 7 (Mechanical
System Not Responding or Out Of Adjustment),
12 (Bad Intelligent Device or Component)
Parameter Identification (PID): S146
Message Identification (MID): 128
Circuit Description: The EGR Valve operation is
controlled by the Engine Management System
(EMS) Module using output transistor drivers that
provide the power and ground circuits.
Location: The EGR Control Valve is located on
the right rear side of the engine.
If the Engine Management System (EMS) Module
detects a short circuit to ground in the EGR
Control Valve high side drive circuit, the EMS
Module will turn OFF the high side driver and the
driver will remain OFF until the key is cycled.
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Stuck EGR Control Valve
앫 EGR Control Valve circuit shorted to positive
앫 EGR Control Valve circuit shorted to ground
Possible causes:
앫 Faulty EGR Control Valve actuator
앫 EGR Control Valve harness
앫 Engine Management System (EMS) Module
driver output failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
FMI 5
Current Below Normal or Open Circuit
Conditions for fault code:
앫 Open EGR Control Valve Circuit
Possible causes:
앫 Faulty EGR Control Valve actuator
앫 EGR Control Valve harness
앫 Engine Management System (EMS) Module
driver output failure
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Powerloss
FMI 7
Mechanical System Not Responding or Out Of
Adjustment
Conditions for fault code:
앫 EGR Valve stuck closed
Possible causes:
앫 Faulty EGR Valve
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Powerloss
FMI 12
Bad Intelligent Device or Component
Conditions for fault code:
앫 EGR Valve stuck open
Page 55
MID 128-SID 146
Possible causes:
앫 Faulty EGR Valve
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Powerloss
Page 56
MID 128-SID 211
MID 128 SID 211 — SENSOR
SUPPLY VOLTAGE #2
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 128-SID 211
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Strange information displayed on cluster
앫 Poor driveability
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 4 (Voltage
Below Normal, or Shorted To Low Source)
Parameter Identification (PID): S211
Message Identification (MID): 128
Circuit Description: This fault code is used to
detect a short circuit in the 5 volt supply to the
Fuel Pressure Sensor, Crankcase Pressure
Sensor and the Oil Pressure Sensor.
Location: Internal to the Engine Management
System (EMS) Module.
FMI 3
Voltage Above Normal, or Shorted To High
Source
Possible causes:
앫 5 volt reference circuit shorted to positive
FMI 4
Voltage Below Normal, or Shorted To Low Source
Possible causes:
앫 5 volt reference circuit shorted to ground
앫 Faulty harness or connector
앫 Faulty sensor power supply
앫 MID 128 PID's 27, 94, 100, 153 and 362
may also be set
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Strange information displayed on cluster
앫 Poor driveability
앫 Faulty harness or connector
앫 Faulty sensor power supply
앫 MID 128 PID's 27, 94, 100, 153 and 362
may also be set
Page 57
MID 128-SID 230
MID 128 SID 230 — BUFFERED
IDLE VALIDATION SWITCH
SIGNAL
MID 128-SID 230
Possible causes:
앫 Faulty connector
앫 Faulty VECU
앫 Short to voltage in signal circuit harness
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 5 (Current
Below Normal or Open Circuit)
Parameter Identification (SID): S230
Message Identification (MID): 128
Circuit Description: The Idle Validation Switch
(IVS) updates the Vehicle Electronic Control Unit
(VECU) with the idle status. At idle, the Idle
Validation Switch (IVS) is open and no voltage is
applied to the Idle Validation Switch (IVS) signal
input. At approximately 5% - 100% pedal position
the Idle Validation Switch (IVS) closes.
Location: The Engine Management System
(EMS) Module is located on the left side of the
engine block and the Vehicle Electronic Control
Unit (VECU) is located behind the center of the
dash.
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 No IVS limp home function for pedal position
FMI 5
Current Below Normal or Open Circuit
Conditions for fault code:
앫 IVS buffered signal shorted to ground or
open
Possible causes:
앫 Faulty connector
앫 Faulty VECU
앫 Short to ground or open in signal circuit
harness
Reaction from Vehicle Electronic Control Unit
(VECU):
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 IVS buffered signal shorted to voltage
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 No IVS limp home function for pedal position
Page 58
MID 128-SID 232
MID 128 SID 232 — SENSOR
SUPPLY VOLTAGE #1
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 128-SID 232
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Strange information displayed on cluster
앫 Poor driveability
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 4 (Voltage
Below Normal, or Shorted To Low Source)
Parameter Identification (PID): S232
Message Identification (MID): 128
Circuit Description: This fault code is used to
detect a short circuit in the 5 volt supply to the
Electronic Fan Controller, Boost Pressure Sensor
and Intake Air Temperature and Humidity Sensor.
Location: Internal to the Engine Management
System (EMS) Module.
FMI 3
Voltage Above Normal, or Shorted To High
Source
Possible causes:
앫 5 volt reference circuit shorted to positive
FMI 4
Voltage Below Normal, or Shorted To Low Source
Possible causes:
앫 5 volt reference circuit shorted to ground
앫 Faulty harness or connector
앫 Faulty sensor power supply
앫 MID 128 PID's 26, 102, 132, 164 and 411
may also be set
Reaction from Engine Management System
(EMS) Module:
앫 MIL lamp illuminated
Noticeable external symptoms:
앫 Strange information displayed on cluster
앫 Poor driveability
앫 Faulty harness or connector
앫 Faulty sensor power supply
앫 MID 128 PID's 26, 102, 132, 164 and 411
may also be set
Page 59
MID 144-PID 84
MID 144 PID 84 — ROAD
SPEED
Failure Mode Identifier (FMI): 2 (Data Erratic),
14 (Special Instructions)
Parameter Identification (PID): P84
Message Identification (MID): 144
MID 144-PID 84
Possible causes:
앫 ABS Harness
앫 ABS Sensor
앫 Tachometer
앫 Tachometer harness
Reaction from Vehicle Electronic Control Unit
(VECU):
Circuit Description: The Vehicle Speed Sensor
(VSS) is an inductive sensor. When the vehicle is
moving, the transmission output shaft
speedometer gear teeth rotate past the VSS tip
and a pulsed signal voltage is generated. The
Vehicle Electronic Control Unit (VECU) monitors
the frequency of the signal generated by the VSS,
to calculate the road speed. The air gap between
the sensor and the toothed gear influences the
VSS signal output and should be checked if
erratic or inaccurate speedometer readings are
reported.
Location: The Vehicle Speed Sensor (VSS) is
located in the rear of transmission, near the
output shaft.
FMI 2
Data Erratic, Intermittent or Incorrect
Conditions for fault code:
앫 Intermittent faulty data
앫 Speed signal from speedometer and ABS
differs too much
앫 Speed signal from tachometer and ABS
differs too much
앫 N/A
Noticeable external symptoms:
앫 N/A
FMI 14
Special Instructions
Conditions for fault code:
앫 Intermittent faulty data
앫 Speed signal from tachometer was updated
incorrectly
Possible causes:
앫 Faulty information from tachometer
앫 J1939 dataline link
앫 Tachometer harness
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 N/A
Noticeable external symptoms:
앫 N/A
Page 60
MID 144-PID 91
MID 144 PID 91 — PERCENT
ACCELERATOR PEDAL
POSITION
MID 144-PID 91
Noticeable external symptoms:
앫 Engine will not supply requested fuel to
engine
FMI 4
When performing electrical tests, wiggle wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 4 (Voltage
Below Normal, or Shorted To Low Source),
5 (Current Below Normal or Open Circuit),
6 (Current Above Normal or Grounded Circuit),
14 (Special Instructions)
Parameter Identification (PID): P91
Message Identification (MID): 144
Circuit Description: The Accelerator Pedal
Position (APP) Sensor is a potentiometer that is
mechanically linked to the accelerator pedal.
When the accelerator pedal is depressed during
normal operation, the Accelerator Pedal Position
(APP) Sensor signal voltage to the Vehicle
Electronic Control Unit (VECU) increases. The
Vehicle Electronic Control Unit (VECU) monitors
the Accelerator Pedal Position (APP) Sensor
signal voltage and uses the signal to calculate
engine fuel requirements.
Location: The Accelerator Pedal Position (APP)
Sensor is part of the Accelerator Pedal Assembly.
FMI 3
Voltage Below Normal, or Shorted To Low Source
Conditions for fault code:
앫 Abnormally low voltage
Possible causes:
앫 APP harness shorted low
앫 Faulty APP sensor
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine will not supply requested fuel to
engine
FMI 5
Current Below Normal or Open Circuit
Conditions for fault code:
앫 Abnormally low current
앫 Input is not correct compared to IVS 1 &
IVS 2
Possible causes:
앫 Faulty APP sensor
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Abnormally high voltage
Possible causes:
앫 APP harness shorted high
앫 Faulty APP sensor
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine will not supply requested fuel
increase
Page 61
MID 144-PID 91
FMI 6
Current Above Normal or Grounded Circuit
Conditions for fault code:
앫 Abnormally high current
앫 Input is not correct compared to IVS 1 &
IVS 2
Possible causes:
앫 Faulty APP sensor
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine will not supply requested fuel
increase
FMI 14
Special Instructions
Conditions for fault code:
앫 Supply error from PPID 72
앫 Supply error
Possible causes:
앫 Faulty APP sensor harness
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine will not supply requested fuel
increase
Page 62
MID 144-PPID 61
MID 144 PPID 61 — ENGINE
RETARDER SWITCH
When performing electrical tests, wiggle wires
and connectors to find intermittent problems.
MID 144-PPID 61
FMI 7
Mechanical System Not Responding or Out Of
Adjustment
Conditions for fault code:
앫 SET+ and SET- signal received at the same
time
Failure Mode Identifier (FMI): 7 (Mechanical
System Not Responding or Out Of Adjustment)
Parameter Identification (PPID): P61
Message Identification (MID): 144
Circuit Description: The engine retarder switch
sends a battery voltage signal to the Vehicle
Electronic Control Unit (VECU) depending on the
position of the switch. The VECU activates the
engine brake system to assist in slowing the
vehicle.
Location: The engine brake selector switch is
located on the dashboard of the vehicle.
Possible causes:
앫 Engine retarder switch harness
앫 Engine retarder switch
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine retarder brake will not activate
Page 63
MID 144-PPID 69
MID 144 PPID 69 — BUFFERED
IDLE VALIDATION SWITCH
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
MID 144-PPID 69
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Abnormally high voltage or short to higher
voltage
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 4 (Voltage
Below Normal, or Shorted To Low Source)
Parameter Identification (PPID): P69
Message Identification (MID): 144
Circuit Description: The Idle Validation Switch
(IVS) updates the Vehicle Electronic Control Unit
(VECU) with the idle status. At idle, the Idle
Validation Switch (IVS) is open and no voltage is
applied. At approximately 5% - 100% pedal
position the Idle Validation Switch (IVS) closes.
Location: The Idle Validation Switch is integral to
the Accelerator Pedal Position (APP) Sensor. The
Accelerator Pedal Position (APP) Sensor is part
of the accelerator pedal assembly.
Possible causes:
앫 Signal shorted high
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 N/A
FMI 4
Voltage Below Normal, or Shorted To Low Source
Conditions for fault code:
앫 Abnormally low voltage or short to ground
Possible causes:
앫 Signal shorted low
Reaction from Vehicle Electronic Control Unit
(VECU):
Page 64
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 N/A
MID 144-PPID 70
MID 144 PPID 70 — OUTPUT
SUPPLY #3
MID 144-PPID 70
FMI 4
Voltage Below Normal, or Shorted To Low Source
Possible causes:
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 4 (Voltage Below
Normal, or Shorted To Low Source)
Parameter Identification (PPID): P70
Message Identification (MID): 144
Circuit Description: The Idle Validation Switch
(IVS) updates the Vehicle Electronic Control Unit
(VECU) with the idle status. At idle, the Idle
Validation Switch (IVS) is open and no voltage is
applied to the Idle Validation Switch (IVS) signal
input. At approximately 5% - 100% pedal position
the Idle Validation Switch (IVS) closes.
Location: The Idle Validation Switch is integral to
the Accelerator Pedal Position (APP) Sensor.
Normal Idle Validation Switch Parameters: The
IVS should pass 12 volts through the switch when
the throttle is off the idle position.
앫 Faulty connector
앫 Faulty harness
앫 Supply voltage shorted low
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 N/A
Page 65
MID 144-PPID 71
MID 144 PPID 71 — OUTPUT
SUPPLY #4
MID 144-PPID 71
FMI 4
Voltage Below Normal, or Shorted To Low Source
Possible causes:
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 4 (Voltage Below
Normal, or Shorted To Low Source)
Parameter Identification (PPID): P71
Message Identification (MID): 144
Circuit Description: The Vehicle Electronic
Control Unit (VECU) monitors the switched
voltage through the SET/RESUME, SPEED
CONTROL and ENGINE BRAKE SELECTOR
switch.
Location: The SET/RESUME switch, SPEED
CONTROL switch and ENGINE BRAKE
SELECTOR switch are located on the dash of the
vehicle.
Normal Set/Resume Switch, Speed Control
Switch and Engine Brake Selector Switch
Parameters: The switches should pass battery
voltage through the switch when the switch is
closed.
앫 Faulty connector
앫 Faulty harness
앫 Supply voltage shorted low
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine won't supply the requested fuel
increase
Page 66
MID 144-PPID 72
MID 144 PPID 72 — OUTPUT
SUPPLY #1
When performing electrical tests, wiggle wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 4 (Voltage
Below Normal, or Shorted To Low Source)
MID 144-PPID 72
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Abnormally high voltage
Possible causes:
앫 APP harness shorted high
앫 Faulty VECU
Parameter Identification (PPID): P72
Message Identification (MID): 144
Circuit Description: The Accelerator Pedal
Position (APP) Sensor is a potentiometer that is
mechanically linked to the accelerator pedal.
When the accelerator pedal is depressed during
normal operation, the Accelerator Pedal Position
(APP) Sensor signal voltage to the Vehicle
Electronic Control Unit (VECU) increases. The
Vehicle Electronic Control Unit (VECU) monitors
the Accelerator Pedal Position (APP) Sensor
signal voltage and uses the signal to calculate
engine fuel requirements.
Location: The Accelerator Pedal Position (APP)
Sensor is part of the Accelerator Pedal Assembly.
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine will not supply requested fuel to
engine
앫 Engine brake retarder is disabled
FMI 4
Voltage Below Normal, or Shorted To Low Source
Conditions for fault code:
앫 Abnormally low voltage
Possible causes:
앫 APP harness shorted low
앫 Faulty VECU
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine will not supply requested fuel to
engine
앫 Engine brake retarder is disabled
Page 67
MID 144-PPID 73
MID 144 PPID 73 — OUTPUT
SUPPLY #2
When performing electrical tests, wiggle wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 4 (Voltage
Below Normal, or Shorted To Low Source)
Parameter Identification (PPID): P73
Message Identification (MID): 144
MID 144-PPID 73
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine will not supply requested fuel to
engine
앫 Engine brake retarder is disabled
FMI 4
Voltage Below Normal, or Shorted To Low Source
Conditions for fault code:
앫 Abnormally low voltage
Circuit Description: N/A
Location: N/A
Normal APP Sensor Parameters: N/A
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Abnormally high voltage
Possible causes:
앫 APP harness shorted high
앫 Faulty VECU
Possible causes:
앫 APP harness shorted low
앫 Faulty VECU
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine will not supply requested fuel to
engine
앫 Engine brake retarder is disabled
Page 68
MID 144-PPID 265
MID 144 PPID 265 — VEHICLE
SPEED SENSOR SUPPLY
When performing electrical tests, wiggle wires
and connectors to find intermittent problems.
MID 144-PPID 265
Possible causes:
앫 VSS harness shorted high
앫 Faulty VSS
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 4 (Voltage
Below Normal, or Shorted To Low Source)
Parameter Identification (PPID): P265
Message Identification (MID): 144
Circuit Description: The Vehicle Speed Sensor
(VSS) is an inductive sensor. When the vehicle is
moving, the transmission output shaft
speedometer gear teeth rotate past the VSS tip
and a pulsed signal voltage is generated. The
Vehicle Electronic Control Unit (VECU) monitors
the frequency of the signal generated by the VSS,
to calculate the road speed. The air gap between
the sensor and the toothed gear influences the
VSS signal output and should be checked if
erratic or inaccurate speedometer readings are
reported.
Location: The Vehicle Speed Sensor (VSS) is
located in the rear of transmission, near the
output shaft.
Noticeable external symptoms:
앫 N/A
FMI 4
Voltage Below Normal, or Shorted To Low Source
Conditions for fault code:
앫 Abnormally low voltage
Possible causes:
앫 VSS harness shorted low
앫 Faulty VSS
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 N/A
FMI 3
Voltage Above Normal, or Shorted To High
Source
Conditions for fault code:
앫 Abnormally high voltage
Page 69
MID 144-PSID 2
MID 144 PSID 2 — IDLE
VALIDATION SWITCH #2
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 7 (Mechanical
System Not Responding or Out Of Adjustment)
Parameter Identification (PSID): P2
MID 144-PSID 2
FMI 7
Mechanical System Not Responding or Out Of
Adjustment
Conditions for fault code:
앫 Faulty reading from IVS #2
Possible causes:
앫 Idle Validation Switch (IVS)
앫 IVS connector
앫 IVS harness
Message Identification (MID): 144
Circuit Description: The Idle Validation Switch
(IVS) updates the Vehicle Electronic Control Unit
(VECU) with the idle status. At idle, the Idle
Validation Switch (IVS) is open and no voltage is
applied to the Idle Validation Switch (IVS) signal.
At approximately 5% - 100% pedal position the
Idle Validation Switch (IVS) closes.
Location: The Idle Validation Switch is integral to
the Accelerator Pedal Position (APP) Sensor. The
Accelerator Pedal Position (APP) Sensor is part
of the accelerator pedal assembly.
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine will not supply requested fuel to
engine
Page 70
MID 144-SID 230
MID 144 SID 230 — IDLE
VALIDATION SWITCH #1
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems.
Failure Mode Identifier (FMI): 7 (Mechanical
System Not Responding or Out Of Adjustment)
Parameter Identification (SID): S230
MID 144-SID 230
FMI 7
Mechanical System Not Responding or Out Of
Adjustment
Conditions for fault code:
앫 Faulty reading from IVS #1
Possible causes:
앫 Idle Validation Switch (IVS)
앫 IVS connector
앫 IVS harness
Message Identification (MID): 144
Circuit Description: The Idle Validation Switch
(IVS) updates the Vehicle Electronic Control Unit
(VECU) with the idle status. At idle, the Idle
Validation Switch (IVS) is open and no voltage is
applied to the Idle Validation Switch (IVS). At
approximately 5% - 100% pedal position the Idle
Validation Switch (IVS) closes.
Location: The Idle Validation Switch is integral to
the Accelerator Pedal Position (APP) Sensor. The
Accelerator Pedal Position (APP) Sensor is part
of the accelerator pedal assembly.
Reaction from Vehicle Electronic Control Unit
(VECU):
앫 Yellow lamp is illuminated
Noticeable external symptoms:
앫 Engine will not supply requested fuel to
engine
Page 71
NOTES
Page 72
INDEX
INDEX
Page 73
INDEX
A
ABOUT THIS MANUAL. . . . . . . . . . . . . . . . . . . . . . . 3
ADVISORY LABELS . . . . . . . . . . . . . . . . . . . . . . . . . 2
E
ENGINE MANAGEMENT SYSTEM (EMS)
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
M
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. . . . . 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
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
S
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . 2
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
SYSTEM CONNECTORS . . . . . . . . . . . . . . . . . . . . 11
T
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . 13
V
VEHICLE ELECTRONIC CONTROL UNIT (VECU)
CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . 12
V-MAC IV SYSTEM OVERVIEW . . . . . . . . . . . . . . . . 6
Page 74
®
PRINTED IN U.S.A.
8-218
2007 EMISSIONS
STANDARD
FAULT CODE MANUAL
© MACK TRUCKS, INC. 2007
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