Volvo VHD, VH Service manual
Service Manual
Trucks
D
Group 28, 36, 43
Fault Code Guide
2007 Emissions
VN, VHD VERSION2, VT
PV776-20180137
Foreword
Descriptions and instructions in this handbook are based on design and
method studies up to and including 1.2007.
The products are under continual development. Values and repair
methods may therefore differ on vehicles and components manufactured
after this date.
This service information uses the following observation and warning levels:
Note! Indicates a situation, use or circumstance that should
be emphasized.
Important! Indicates a situation, where a special service hint or
technique
Caution! Indicates a situation that, unless avoided, can lead to
physical damage to the product.
Warning! Indicates a dangerous situation that, unless avoided, can
led to personal injury.
Danger! Indicates a dangerous situation that, unless avoided, can
lead to serious personal injury or death.
is used.
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Order number: PV776-20180137
© 2007 Volvo Trucks North America, Inc., Greensboro, NC USA
All rights reserved. No part of this publication may be reproduced, stored in
retrieval system, or transmitted in any forms by any means, electronic,
mechanical, photocopying, recording or otherwise, without the prior written
permission of Volvo Trucks North America, Inc.
USA25976.ihval
Group 28 Design and Function
Group 28
Design and Function
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Engine Control System
The “Premium Tech Tool” (PTT) is the preferred tool for
performing diagnostic work. Contact your local dealer
for more information.
System Overview
Five electronic control modules are used; the Engine
Management System (EMS) Module, Instrument Cluster
Module (ICM), Vehicle Electronic Control Unit (VECU),
Transmission Electronic Control Unit (TECU) and
the Gear Selector Electronic Control Unit (GSECU).
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 brakeoperation, the EGR valve, and the
turbocharger nozzle. The Vehicle Electronic Control Unit
(VECU) controls cruise control functions, accessory relay
controls and idle shutdown 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
normal 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, the vehicle operator will be advised
that a fault has occurred by illumination a malfunction
indicator lamp and a message in the driver information
display, if equipped. The module may initiate the engine
shutdown procedure if the system determines that the
fault could damage the engine.
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 display,if equipped. When diagnosing
an intermittent code or condition, it may be necessary
to use a diagnostic computer connected to the Serial
Communication Port.
Additional data and diagnostic tests are available
when a diagnostic computer is connected to the Serial
Communication Port.
For diagnostic software, contact your local dealer.
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:
Driver controls
•
Vehicle and engine speed controls
•
Starter control
•
Cab power
•
Idle controls
•
Broadcasting data on the serial data lines
•
Trip data logging
•
Diagnostic fault logging and password processing
•
The VECU performs these functions by monitoring 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
and Vehicle Speed Sensor (VSS).
The VECU also monitors the position or state of a number
of switches to perform its control and diagnostic functions.
They are:
A/C Pressure Switch
•
Air Suspension Height Control Switch
•
Differential Lock Switch
•
Engine Brake Switches
•
Ignition Key Switch
•
PTO Switches (if equipped)
•
Service and Park Brake Switches
•
Speed Control Switches (Set/Decel, Resume/Accel)
•
5th Wheel Slide Switch
•
1
Group 28 Design and Function
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:
Ambient Air Temperature Sensor
•
Ambient Pressure sensor
•
Boost Air Pressure (BAP) Sensor
•
Camshaft Position (Engine Position) Sensor
•
Cooling Fan Speed (CFS) Sensor
•
Crankshaft Position (Engine Speed) Sensor
•
Differential Pressure DPF Sensor
•
EGR Differential Pressure Sensor
•
EGR Temperature Sensor
•
Engine Coolant Level (ECL) Sensor
•
Engine Coolant Temperature (ECT) Sensor
•
Engine Oil Pressure (EOP) Sensor
•
Engine Oil Level (EOL) Sensor
•
Engine Oil Temperature (EOT) Sensor
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•
Exhaust Temperature Sensor (DPF Sensors)
•
Fuel Pressure Sensor
•
Intake Air Temperature And Humidity (IATH) Sensor
•
Intake Manifold (Boost) Temperature Sensor
•
Throttle Position (TP) Sensor
•
Turbo Speed Sensor
•
Variable Geometry Turbocharger (VGT) Position
•
Sensor
The Vehicle Electronic Control Unit (VECU) and 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.
2
Group 28 Design and Function
Sensors
Ambient Air Temperature Sensor
The Ambient Air TemperatureSensor 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
front of the vehicle.
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Ambient (Atmospheric) Pressure Sensor
The Ambient (Atmospheric) 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 (Atmospheric) Pressure Sensor is built into
the Engine Management System (EMS) Module.
Camshaft 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 fan drive housing rotates past a magnet in 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.
3
Group 28 Design and Function
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.
The Crankshaft Position (Engine Speed) Sensor also
indicates when the crankshaft is at the top dead center
position.
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Differential Pressure DP 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 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 or right 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 driver will be notified of the low
coolant level.
The Engine Coolant Level (ECL) Sensor is located in the
cooling system reservoir tank.
4
Group 28 Design and Function
Engine Coolant Temperature (ECT) Sensor
The Engine Coolant Temperature Sensor is located 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.
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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 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.
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.
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 Sensors are located in the
DPF assembly.
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 housing.
5
Group 28 Design and Function
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.
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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 in the intake manifold.
Intake Manifold Pressure Sensor
The Intake Manifold 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 Intake Manifold Pressure Sensor is located on the air
inlet pipe before the intake manifold.
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 is located above the
accelerator pedal. 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 informs the EMS of the turbo
shaft speed. The sensor does not read from the vanes,
but reads from the shaft. The Engine Management
System (EMS) Module uses this signal in conjunction with
the VGT 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.
6
Group 28 Design and Function
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.
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7
Group 28 Design and Function
MID 130 Transmission Control Unit
The “Premium Tech Tool” (PTT) is the preferred tool for
performing diagnostic work. Contact your local dealer
for more information.
D
System Overview
The I-Shift transmission is a technologically advanced
automated mechanical transmission, designed
specifically to work in conjunction with Volvo’s new family
of heavy-duty diesel engines. In order to work as a total
package, the I-Shift is programmed with each engines’
efficiency map and is offered with different software
options to fulfill each operators needs.
All variants of the Volvo I-Shift have 12 forward speeds
and up to 4 reverse speeds depending on programming.
It is a single countershaft transmission built up with a
splitter section, a main section with three forward and one
reversegear, and a range gear section. It is an automated
mechanical transmission and uses synchronizers in its
splitter and range gears but not in the main section. The
main section utilizes a countershaft brake to mesh gears
and equalize shaft speeds as needed. A single disc
automated clutch system is utilized. The I-Shift is a "two
pedal" transmission and does not require a clutch pedal.
The I-Shift uses compressed air and electrical solenoids
to perform shift functions, clutch control and countershaft
brake functions. All of these functions are timed and
controlled by the Transmission Electronic Control Unit
(TECU). A dedicated air tank is needed on the vehicle to
supply air for these components. The air is plumbed to
the transmission via a supply line and is distributed to the
other components internally. The air control solenoids are
housed in the Transmission Control Housing and in the
Clutch Control Valve Assembly.
All Volvo Truck models will be available with this
transmission including the VT, VN Series & VHD
vocational trucks. Four I-Shift models will be offered
to support the power ranges of the engines as well as
offering different gear arrangements:
AT2512C ATO2512C AT2812C ATO3112C
Operation Two Pedal Two Pedal Two Pedal Two Pedal
Forward Speeds
Engines Available
Overall Ratio
Top Ratio Direct 1.00:1 Overdrive 0.78:1 Direct 1.00:1 Overdrive 0.78:1
Weight lbs (kg)
12 12 12 12
D11/D13 D11/D13 D16 D16
14.94:1 15.04:1 14.94:1 15.04:1
597 (275) 597 (275) 610 (281) 610 (281)
Transmission Identification
Each transmission has two identification tags. One is
found on the top of the clutch housing and the other is
found on the back of the range housing. The transmission
version can be readily identified by the following
nomenclature table.
Make Volvo
Type AT2512C, ATO2512C, AT2812C and ATO3112C
Description A — Automatic
T — Transmission
O — Overdrive
25 — Torque Capacity 2500 Nm (1850 lb/ft)
28 — Torque Capacity 2800 Nm (2050 lb/ft)
31 — Torque Capacity 3100 Nm (2300 lb/ft)
12 — Number of forward gears
C — Design Level
8
Group 28 Design and Function
Sensors
Clutch Position Sensor
The Clutch Position Sensor is located on the side of the
clutch cylinder assembly (inside bell housing).
Main Shaft Speed Sensor(s)
The speed sensors are located on the control housing
and measure the speed of the main shaft and the speed
of the countershaft.
The main shaft speed sensor is a electronic sensor with a
hall element. Using a hall element makes it possible to
measure the rotation speed and rotation direction of the
shaft.
The countershaft speed sensor is an inductive sensor.
Knowing the speed of the countershaft makes it possible
to calculate the precise speed of every gear in the
transmission.
The speed sensor(s) are located in the transmission on
the lower portion of the control housing.
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Output Shaft Speed Sensor
The Output Shaft Speed Sensor is located on the side of
the rear transmission housing.
Range Cylinder Position Sensor
There are four position sensors in the transmission
control housing. These sensors measure the position of
the specific air cylinder within the control housing. The
sensors are inductive and the inductive characteristics
change depending on the position of the metal pin that
follows the movements of the air cylinders.
The Range Cylinder Position Sensor is located in the
transmission on the lower portion of the control housing.
Split Cylinder Position Sensor
The Split Cylinder Position Sensor is located in the
transmission on the lower portion of the control housing.
1st/Reverse Cylinder Position Sensor
The 1st/Reverse Cylinder Position Sensor is located in the
transmission on the lower portion of the control housing.
2nd/3rd Gear Cylinder Position Sensor
The 2nd/3rd Gear Cylinder Position Sensor is located
in the transmission on the lower portion of the control
housing.
9
Group 28 Design and Function
Transmission Electronic Control Unit
The TECU communicates with the Gear Selector ECU
and other ECUs in the vehicle through the J1939 and
J1587 data buses. The functionality of the TECU can be
different depending on the type of software packages
that are installed. The TECU contains the following
components:
SAE J11708/1587 CAN
•
SAE J1939 CAN
•
Powertrain CAN
•
11 Powerdrivers
•
Inclination Sensor
•
Temperature Sensor
•
9 Controlling Solenoid Valves
•
The Transmission Electronic Control Unit located on the
upper portion of the control housing.
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Lubrication System
The transmission is lubricated through a combination of
pressure from an oil pump and splashing. The oil is led
into the main shaft to lubricate and cool the range gears,
the input shaft and main shaft bearings. The countershaft
brake and output shaft bearings, are also lubricated. The
lubrication system has two overflow valves. One valve
ensures that the transmission is lubricated if the filter gets
blocked while the other prevents excessive pressure in
the system, e.g. during cold start. The valves are made
up of a compression spring and a valve peg.
10
Group 28 Design and Function
MID 223 Gear Selector Control Unit
The “Premium Tech Tool” (PTT) is the preferred tool for
performing diagnostic work. Contact your local dealer
for more information.
D
System Overview
The gear selector is attached to the drivers seat and can
be folded away to aid in entering the cabin. There are two
available selector configurations, a basic and a premium.
The selector in the vehicle is dependant on which program
package level the vehicle is built with. Both selectors
have gear positions of R (Reverse), N (Neutral), D (Drive),
and M (Manual). With the selector in the drive position
the transmission will shift as an automatic, performing
gear selections and shifting without driver input. When in
the manual position, the driver either selects the gears
using the gear selector button (premium selector) or will
lock the gear that the transmission is presently operating
in and hold that gear until the selector is placed in the
drive position again (basic selector). With the basic
selector, if the manual position is engaged at a stop the
vehicle will start in first and hold that gear. The basic
selector isn’t equipped with a gear selector button or a
economy/performance dive mode button. In situations
where the I-Shift is unintentionally left in gear with the
parking brake applied, the TECU will automatically go to
neutral when the key switch is turned off. This is done
to avoid the transmission getting stuck in gear due to
drive line "torque up". There is a gear selector electronic
control unit (GSECU) that is located in the center of the
dash. The GSECU receives signals from the selector and
interprets these signals into communication information
that is transmitted to the TECU.
Selector Folding
The gear selector is capable of folding forward to aid in
cab entry and is also used to identify which software level
that is programmed in the Transmission Electronic Control
Unit (TECU). With the selector in the neutral position
Limp Home Mode
Note: Limp Home Mode should only be used to get a
vehicle to a safe or secure location. It is not meant for
driving any distance.
At times when a sensor failure or certain internal
transmission damage has occurred, "Limp Home Mode"
can be activated. Press the ”L” button on the gear selector
and move the gear lever to the D position to active "Limp
Home Mode". When activated, L is displayed as the
Sensors
Gear Selector Electronic Control Unit
The gear selector communicates with the Gear Selector
Electronic Control Unit using 8 wires. These wires are
used to decode a switch matrix inside the GSECU.
Inside the gear selector lever there are a number of
switches. Some of the switches are normal and some are
hall-effect switches.
(N) press in the fold button and the lever can be folded
forward. The display will then show the program package
level in place of the driving mode. This is found just to the
right of the present gear within the display.
driving mode in the DID. In "Limp Home Mode", only
forward gears 1, 3 and 5 are available for vehicles with
the premium selector and only first gear for vehicles with
the basic selector. No matter which selector the vehicle
has, reverse gear 1 is available also. The vehicle must be
stationary to shift gears. The "Limp Home Mode", will be
deactivated when the ignition is turned off. This mode is
only meant to get a vehicle to a safe or secure location.
The Gear Selector Electronic Control Unit is located in the
center of the dash just rear of the VECU.
11
D
12
Group 28 Troubleshooting
Troubleshooting
Engine ECU, Fault Tracing
The “Premium Tech Tool” (PTT) is the preferred tool for
performing diagnostic work. Contact your local dealer
for more information.
The control units on the information link communicate
according to the SAE J1587 standard. The standard
has been extended with Volvo’s own supplement
(PPID, PSID). The fault codes set by the control units
contain information that is described by the following
abbreviations.
MID Message Identification Description:
Identification of a control unit.
PID Parameter Identification Description:
Identification of a parameter (value).
PPID Proprietary Parameter Identification
Description Volvo:
Unique identification of a parameter
(value).
FMI Table
FMI Display Text
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Value to high Data valid, but above the normal working range
Value too low Data valid, but below the normal working range
Incorrect data Intermittent or incorrect data
Electrical fault Abnormally high voltage or short circuit to higher voltage
Electrical fault Abnormally low voltage or short circuit to lower voltage
Electrical fault Abnormally low current or open circuit
Electrical fault Abnormally high current or short circuit to ground
Mechanical fault Incorrect response from a mechanical system
Mechanical or electrical fault Abnormal frequency
Communication fault Abnormal update rate
Mechanical or electrical fault Abnormally strong vibrations
Unknown fault Non-identifiable fault
Component fault Faulty unit or component
Incorrect calibration Calibration values outside limits
Unknown fault Special instructions
Unknown fault Reserved for future use
SAE Text
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SID Subsystem Identification Description:
Identification of a component.
PSID Proprietary Subsystem Identification
Description Volvo:
Unique identification of a component.
FMI Failure Mode Identifier:
Identification of fault types.
Note: When performing diagnostic test on intermittent
faults, gently wiggle the wires and connectors to help find
the intermittent faults.
13
Group 28 Troubleshooting
Engine ECU, Fault Tracing
PID
“MID 128 PID 26 Fan Speed Percent” page 16
“MID 128 PID 45 Preheater Relay” page 16
“MID 128 PID 81 Particulate Filter” page 17
“MID 128 PID 84 Vehicle Speed” page 17
“MID 128 PID 85 Cruise Control Status” page 17
“MID 128 PID 91 Accelerator Pedal Position” page 18
“MID 128 PID 94 Fuel Delivery Pressure” page 18
“MID 128 PID 97 Water in Fuel Indicator” page 19
“MID 128 PID 98 Engine Oil Level” page 19
“MID 128 PID 100 Engine Oil Pressure” page 20
“MID 128 PID 102 Intake Manifold Pressure” page 21
“MID 128 PID 103 Turbo Speed” page 22
“MID 128 PID 105 Intake Manifold Temperature” page 23
“MID 128 PID 108 Atmospheric Pressure” page 24
“MID 128 PID 110 Coolant Temperature” page 25
“MID 128 PID 111 Coolant Level” page 26
“MID 128 PID 153 Crankcase Pressure” page 27
“MID 128 PID 171 Ambient Temperature” page 28
D
“MID 128 PID 173 Exhaust Temperature” page 28
“MID 128 PID 175 Engine Oil Temperature” page 29
“MID 128 PID 354 Relative Humidity” page 30
“MID 128 PID 411 EGR Exhaust Back Pressure” page 31
“MID 128 PID 412 EGR Temperature” page 32
PPID
“MID 128 PPID 35 EGR Mass Flow” page 33
“MID 128 PPID 89 Variable Geometry Turbocharger Smart Remote Actuator Temperature” page 33
“MID 128 PPID 122 Engine Compression Brake” page 34
“MID 128 PPID 270 NOx Sensor” page 35
“MID 128 PPID 326 Soot Level” page 36
“MID 128 PPID 272 Air Pressure Compensation” page 36
“MID 128 PPID 328 Aftertreatment Injection Shutoff Valve” page 37
“MID 128 PPID 329 Aftertreatment Fuel Injector” page 37
“MID 128 PPID 330 DRV” page 38
“MID 128 PPID 337 Ash Level” page 39
“MID 128 PPID 387 Temperature Sensor, Catalytic Converter” page 39
“MID 128 PPID 436 Exhaust Gas Temperature Sensor 3” page 40
“MID 128 PPID 437 Aftertreatment Injector Fuel Pressure Sensor” page 41
14
Group 28 Troubleshooting
PSID
“MID 128 PSID 47 Particulate Trap Regeneration” page 42
“MID 128 PSID 98 Boost Air System” page 42
“MID 128 PSID 108 Aftertreatment Injection System” page 43
“MID 128 PSID 109 Engine Coolant Temperature Sensor” page 44
SID
“MID 128 SID 1/2/3/4/5/6 Unit Injector” page 45
“MID 128 SID 18 Drain Valve, Water Separator” page 46
“MID 128 SID 21 Engine Position Timing Sensor” page 47
“MID 128 SID 22 Engine Speed Sensor” page 48
“MID 128 SID 27 Variable Geometry Turbocharger” page 49
“MID 128 SID 33 Fan Control” page 50
“MID 128 SID 70 Preheater Element 1” page 50
“MID 128 SID 71 Preheater Element 2” page 51
“MID 128 SID 146 EGR Valve 1” page 51
“MID 128 SID 211 5 Volt DC Supply” page 52
“MID 128 SID 230 Idle Validation Switch 1” page 52
“MID 128 SID 232 5 Volt DC Supply to Sensor” page 53
D
15
Group 28 Troubleshooting
MID 128 PID 26 Fan Speed Percent
Type of
fault:
FMI 3
FMI Description:
Voltage above
•
normal or shorted
to high
Fault Condition:
Missing signal
•
from Fan Speed
Sensor
Short Circuit +,
•
Measuring line
Short Circuit -,
•
Measuring line
Open Circuit,
•
Measuring line
Open Circuit,
•
Ground line
MID 128 PID 45 Preheater Relay
Type of
fault:
FMI 3
FMI Description:
Voltage above
•
normal or shorted
to high
Fault Condition:
Short Circuit +,
•
Measuring line
Possible
Symptoms:
D
Higher fuel
•
consumption
Will work as
•
on/off fan,
100%fan speed
if cooling is
needed
Possible
Symptoms:
Preheat relay not
•
activated
White smoke for
•
cold start
Start problems in
•
cold climate
Possible Cause:
Cooling Fan Speed (CFS) sensor
•
failure
Faulty Cooling Fan Speed (CFS)
•
sensor harness
Possible Cause:
Preheat relay solenoid shorted
•
FMI 4
FMI 5
Voltage below
•
normal or shorted
low
Current below
•
normal or open
circuit
Short Circuit -,
•
Measuring line
Open Circuit
•
Induction air is
•
hot
Preheat relay
•
is impossible to
turn off
Preheat relay not
•
activated
White smoke for
•
cold start
Start problems in
•
cold climate
Faulty harness
•
Faulty Preheat relay
•
Faulty harness
•
16
Group 28 Troubleshooting
MID 128 PID 81 Particulate Filter
Type of
fault:
FMI 0
FMI 2
FMI 3
FMI 5
FMI Description:
Data valid but
•
above normal
operational
range-most severe
level
Data erratic,
•
intermittent or
incorrect
Voltage above
•
normal or shorted
high
Current below
•
normal or open
Fault Condition:
Moderately high
•
pressure
Sensor is not
•
rational
Short to battery
•
on the metering
side
Open in the
•
ground line
Open in 5 volt
•
supply line
Short to ground
•
in metering line
Open in metering
•
line
Possible
Symptoms:
D
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Malfunction
•
indicator lamp
illuminated
Malfunction
•
indicator lamp
illuminated
Malfunction
•
indicator lamp
illuminated
Possible Cause:
Particulate Trap Pressure (PTP)
•
Sensor failure
Particulate Trap Pressure (PTP)
•
Sensor failure
Particulate Trap Pressure (PTP)
•
Sensor failure
Faulty Particulate Trap Pressure
•
(PTP) Sensor connector
Faulty harness
•
Particulate Trap Pressure (PTP)
•
Sensor failure
Faulty harness
•
FMI 12
Bad intelligent
•
device or
component
Particulate Trap
•
Pressure (PTP)
Sensor signal
high or low but
still within range
Engine derate
•
MID 128 PID 84 Vehicle Speed
Type of
fault:
FMI 9
FMI Description:
Abnormal update
•
rate
Fault Condition:
Missing signal
•
from VECU
Possible
Symptoms:
Engine derate
•
MID 128 PID 85 Cruise Control Status
Type of
fault:
FMI 9
FMI Description:
Abnormal update
•
rate
Fault Condition:
Missing (Cruise
•
Control) signal
from VECU
Possible
Symptoms:
Cruise Control
•
does not work
Diesel Particulate Filter (DPF) is
•
damaged, filled with soot or missing
Possible Cause:
J1708 vehicle speed message does
•
not exist, (VECU error)
Possible Cause:
No clutch info to EMS (J1939)
•
17
Group 28 Troubleshooting
MID 128 PID 91 Accelerator Pedal Position
Type of
fault:
FMI 9
FMI Description:
Abnormal update
•
rate
Fault Condition:
Missing signal
•
from VECU
Possible
Symptoms:
D
N/A
•
MID 128 PID 94 Fuel Delivery Pressure
Type of
fault:
FMI 1
FMI 3
FMI 5
FMI Description:
Pressure critically
•
low
Voltage high/open
•
Current low/open
•
Fault Condition:
EMS module
•
detects a low fuel
pressure reading
Low Fuel
•
Pressure (FP)
Sensor signal
line voltage
Low Fuel
•
Pressure (FP)
Sensor signal
line voltage
Possible
Symptoms:
Rough idle
•
Uneven running
•
Engine derate
•
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Possible Cause:
J1708 pedal information not
•
available
Possible Cause:
A clogged fuel filter
•
Fuel leaking from a fuel line or fitting
•
Poor fuel pump pressure
•
Low fuel level
•
Damaged contacts in harness
•
Faulty Fuel Pressure (FP) sensor
•
Open circuit.
•
Damaged contacts in harness
•
Faulty Fuel Pressure (FP) sensor
•
FMI 7
Current low/open
•
Drop in fuel
•
pressure
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Clogged fuel filter
•
Leaking fuel line or fitting
•
Poor fuel pump response
•
18
Group 28 Troubleshooting
MID 128 PID 97 Water in Fuel Indicator
Type of
fault:
FMI 3
FMI 4
FMI Description:
Voltage high/open
•
Voltage low
•
Fault Condition:
N/A
•
N/A
•
D
MID 128 PID 98 Engine Oil Level
Type of
fault:
FMI 1
FMI Description:
Data valid but
•
below normal
operational range
Fault Condition:
Moderately
•
below range
Critically below
•
range
Possible
Symptoms:
Undetected
•
water in fuel
supply
Uneven running
•
Malfunction
•
indicator lamp
illuminated
Undetected
•
water in fuel
supply
Uneven running
•
Malfunction
•
indicator lamp
illuminated
Possible
Symptoms:
N/A
•
Possible Cause:
Open circuit
•
Short to ground
•
Open circuit
•
Faulty sensor
•
Possible Cause:
Low oil level Leakage
•
Critically low oil level Leakage
•
FMI 4
FMI 5
Voltage below
•
normal or shorted
low
Current below
•
normal or open
circuit
Short Circuit -
•
Positive side
Short Circuit +,
•
Positive side
Open Circuit +,
•
Positive side
Open Circuit-
•
Negative side
Oil level can not
•
be measured
Oil level can not
•
be measured
Engine Oil Level (EOL) sensor
•
failure
Faulty harness
•
Engine Oil Level (EOL) sensor
•
failure
Faulty harness
•
19
Group 28 Troubleshooting
MID 128 PID 100 Engine Oil Pressure
Type of
fault:
FMI 1
FMI 3
FMI 5
FMI Description:
Data valid but
•
below normal
operational range
Voltage below
•
normal or shorted
low
Current below
•
normal or open
circuit
Fault Condition:
Critically below
•
range
Short Circuit +,
•
Measuring line
Open Circuit,
•
Ground line
Open Circuit +,
•
5V Supply line
Short Circuit -,
•
Measuring line
Open Circuit,
•
Measuring line
Possible
Symptoms:
D
Engine derate
•
Low pressure
•
Oil pressure
•
shows 0 in the
cluster, engine is
running
Oil pressure
•
shows 0 in the
cluster, engine is
running
Possible Cause:
Oil leakage
•
Broken oil pump
•
Clogged oil system
•
Engine Oil Pressure (EOP) sensor
•
failure
Faulty harness
•
Engine Oil Pressure (EOP) sensor
•
failure
Faulty harness
•
20
Group 28 Troubleshooting
MID 128 PID 102 Intake Manifold Pressure
Type of
fault:
FMI 0
FMI 1
FMI 2
FMI 3
FMI Description:
Data valid but
•
above normal
operational range
Data valid but
•
below normal
operational range
Data erratic,
•
intermittent or
incorrect
Voltage above
•
normal or shorted
to high source
Fault Condition:
Intake Manifold
•
Pressure Sensor
output is high
Intake Manifold
•
Pressure is
indicating an
unphysical value
Intake Manifold
•
Pressure Sensor
is indicating an
unphysical value
Intake Manifold
•
Pressure Sensor
output is too high
or too low
A short to battery
•
in the metering
circuit
An open in
•
the ground
circuit of the
Intake Manifold
Pressure Sensor
Possible
Symptoms:
D
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Possible Cause:
Variable Geometry Turbo (VGT)
•
actuator stuck
Faulty Intake Manifold Pressure
•
Sensor harness
Intake Manifold Pressure Sensor
•
failure
Intermittent fault in the Intake
•
Manifold Pressure Sensor harness
Faulty Boost Air Pressure connector
•
Intake Manifold Pressure Sensor
•
failure
Intermittent fault in the Intake
•
Manifold Pressure Sensor harness
Faulty Boost Air Pressure connector
•
Intake Manifold Pressure Sensor
•
failure
Intermittent fault in the Intake
•
Manifold Pressure Sensor harness
Faulty Boost Air Pressure connector
•
Intake Manifold Pressure Sensor
•
failure
FMI 5
FMI 11
Current below
•
normal or open
circuit
Root cause not
•
known (Data
Incorrect)
A short to ground
•
in the harness
An open in the 5
•
volt supply circuit
An open in the
•
metering circuit
Intake Manifold
•
Pressure Sensor
output is too high
or low
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Intermittent fault in the Intake
•
Manifold Pressure Sensor harness
Faulty Boost Air Pressure connector
•
Intake Manifold Pressure Sensor
•
failure
Faulty Intake Manifold Pressure
•
Sensor harness
Inlet air leakage
•
Intake Manifold Pressure Sensor
•
failure
21
Group 28 Troubleshooting
MID 128 PID 103 Turbo Speed
Type of
fault:
FMI 0
FMI 1
FMI 9
FMI Description:
Data valid but
•
above normal
operational range
Data valid but
•
below normal
operational range
Abnormal update
•
rate (missing
sensor signal)
Fault Condition:
Turbocharger
•
speed is at least
25% greater than
the target wheel
speed for the
measured boost
Turbocharger
•
speed is at least
25% less than
the target wheel
speed for the
measured boost
A faultisloggedif
•
the Turbo Speed
Sensor signal is
lost
Possible
Symptoms:
D
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Possible Cause:
Miss detection
•
Faulty Turbo Speed Sensor harness
•
Faulty Turbo Speed Sensor
•
connector
Turbo Speed Sensor failure
•
Miss detection
•
Faulty Turbo Speed Sensor harness
•
Faulty Turbo Speed Sensor
•
connector
Turbo Speed Sensor failure
•
Communication fault in the metering
•
line of the Turbo Speed Sensor
circuit
Short to ground in the metering line
•
of the Turbo Speed Sensor circuit
An open in the metering line of the
•
Turbo Speed Sensor circuit
22
Group 28 Troubleshooting
MID 128 PID 105 Intake Manifold Temperature
Type of
fault:
FMI 0
FMI 1
FMI 2
FMI 4
FMI Description:
Data valid but
•
above normal
operational range
Data valid but
•
below normal
operational range
Data erratic,
•
intermittent or
incorrect
Voltage below
•
normal or shorted
low
Fault Condition:
The Intake
•
Manifold
Temperature
Sensor is
indicating an
unphysical value
The Boost
•
Temperature
Sensor is
indicating an
unphysical value
The Intake
•
Manifold
Temperature
Sensor output is
too high or too
low
N/A
•
Possible
Symptoms:
D
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Minor engine
•
derate
Malfunction
•
indicator lamp
illuminated
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Difficult to start
•
in cold climates
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Possible Cause:
Faulty Intake Manifold Temperature
•
Sensor or Engine Management
System (EMS) Module connector
Temperature Sensor harness
•
Malfunction Intake Manifold
•
Temperature Sensor
Faulty Intake Manifold Temperature
•
Sensor or Engine Management
System (EMS) Module connector
Break in the Intake Manifold
•
Temperature Sensor harness
Malfunction Intake Manifold
•
Temperature Sensor
Faulty Intake Manifold Temperature
•
Sensor or Engine Management
System (EMS) Module connector
Break in the Intake Manifold
•
Temperature Sensor harness
Malfunction Intake Manifold
•
Temperature Sensor
Short circuit
•
Intermittent fault in the Intake
•
Manifold Temperature Sensor
harness
Faulty Intake Manifold Temperature
•
Sensor connector
Intake Manifold Temperature Sensor
•
failure
FMI 5
FMI 10
Current below
•
normal or open
circuit
Abnormal rate of
•
change
A short to battery
•
An open in the 5
•
volt supply circuit
The Boost
•
Temperature
Senor output
is showing a
constant value
Difficult to start
•
in cold climates
Engine derate
•
Malfunction
•
indicator lamp
illuminated
Engine derate
•
Malfunction
•
indicator lamp
illuminated
A short circuit in the metering circuit
•
Intermittent fault in the Intake
•
Manifold Temperature Sensor
harness
Faulty Intake Manifold Temperature
•
Sensor connector
Intake Manifold Temperature Sensor
•
failure
Faulty Intake Manifold Temperature
•
Sensor harness
Intake Manifold Temperature Sensor
•
failure
23
Group 28 Troubleshooting
MID 128 PID 108 Atmospheric Pressure
Type of
fault:
FMI 2
FMI 3
FMI 4
FMI Description:
Data erratic,
•
intermittent or
incorrect
Voltage above
•
normal or shorted
to high source
Voltage below
•
normal or shorted
to low source
Fault Condition:
Atmospheric
•
Pressure Sensor
output is too
high or too low
(abnormal value)
Short to battery
•
on the metering
side
A short to ground
•
on the metering
side
Possible
Symptoms:
D
Minor engine
•
derate
N/A
•
N/A
•
Possible Cause:
FaultyAtmosphericPressureSensor
•
Faulty Engine Management System
•
(EMS) Module
Internal fault in the Engine
•
Management System (EMS) Module
FaultyAtmosphericPressureSensor
•
Internal fault in the Engine
•
Management System (EMS) Module
FaultyAtmosphericPressureSensor
•
24
Group 28 Troubleshooting
MID 128 PID 110 Coolant Temperature
Type of
fault:
FMI 0
FMI 2
FMI 4
FMI Description:
Data valid but
•
above normal
operational range
Data erratic,
•
intermittent or
incorrect
Voltage below
•
normal or shorted
low
Fault Condition:
The Engine
•
Coolant
Temperature
(ECT) Sensor
is indicating an
unphysical value
The Engine
•
Coolant
Temperature
(ECT) Sensor
output is too high
or too low
N/A
•
Possible
Symptoms:
D
Malfunction
•
indicator lamp
illuminated
May affect
•
driveability in
extreme cases
Malfunction
•
indicator lamp
illuminated
Difficult to start
•
in cold climates
Idle run
•
regulation is
deteriorated
Malfunction
•
indicator lamp
illuminated
Possible Cause:
Extreme driving condition
•
Faulty coolant thermostat
•
Malfunctioning fan
•
Blocked radiator
•
Faulty Engine Coolant Temperature
•
(ECT) Sensor or Engine
Management System (EMS)
Module connector
Break in Engine Coolant
•
Temperature (ECT) Sensor
harness
Malfunctioning Engine Coolant
•
Temperature (ECT) Sensor
Internal fault in the Engine Coolant
•
Temperature (ECT) Sensor harness
Faulty Engine Coolant Temperature
•
(ECT) Sensor connector
Faulty Engine Coolant Temperature
•
(ECT) Sensor
FMI 5
FMI 10
Current below
•
normal or open
circuit
Abnormal rate of
•
change
N/A
•
The Engine
•
Coolant
Temperature
(ECT) Sensor
output is showing
a constant value
Difficult to start
•
in cold climates
Idle run
•
regulation is
deteriorated
Malfunction
•
indicator lamp
illuminated
May affect
•
vehicle
driveability
An open in the Engine Coolant
•
Temperature (ECT) Sensor circuit
An open in the Engine Coolant
•
Temperature (ECT) Sensor
Intermittent fault in the Engine
•
Coolant Temperature (ECT) Sensor
Faulty Engine Coolant Temperature
•
(ECT) Sensor connector
Faulty Engine Coolant Temperature
•
(ECT) Sensor
Faulty Engine Coolant Temperature
•
(ECT) Sensor harness
Engine Coolant Temperature (ECT)
•
Sensor failure
25
Group 28 Troubleshooting
MID 128 PID 111 Coolant Level
Type of
fault:
FMI 1
FMI 3
FMI 4
FMI 5
FMI Description:
Data valid but
•
below normal
operational range
Voltage above
•
normal or shorted
to high source
Voltage below
•
normal or shorted
low
Current below
•
normal or open
circuit
Fault Condition:
Moderately
•
below range
Critically below
•
range
Short Circuit -,
•
Measuring line
Short Circuit +
•
Measuring line
Short Circuit -,
•
Measuring line
Open Circuit
•
Possible
Symptoms:
D
Engine derate
•
Coolant level can
•
not be detected
Coolant level can
•
not be detected
Coolant level can
•
not be detected
Possible Cause:
Coolant level below range
•
Faulty harness
•
Engine shutdown
•
Faulty harness
•
Faulty harness
•
Faulty harness
•
26
Group 28 Troubleshooting
MID 128 PID 153 Crankcase Pressure
Type of
fault:
FMI 0
FMI 1
FMI 2
FMI 3
FMI 5
FMI Description:
Data valid but
•
above normal
operational range
Data valid but
•
below normal
operational range
Data erratic,
•
intermittent or
incorrect
Voltage above
•
normal or shorted
to high source
Current below
•
normal or open
circuit
Fault Condition:
Out of range,
•
max voltage,
illegal
Critically Above
•
Range
Out of range, min
•
voltage, illegal
Plausibility
•
Short Circuit +,
•
Measuring line
Open Circuit,
•
Ground line
Open Circuit +,
•
5V Supply Line
Short Circuit -,
•
Measuring line
Open Circuit,
•
Measuring line
Possible
Symptoms:
D
Forced idle
•
Engine shut
•
down
N/A
•
N/A
•
N/A
•
N/A
•
Possible Cause:
The non-filtered pressure difference
•
(between crankcase pressure and
ambient air pressure) is/was above
limit. (The fault code will remain
during the entire driving cycle
(unless reset)
Crankcase Pressure Sensor out of
•
range
The crankcase pressure is showing
•
either too high or too low value
(abnormal value)
Crankcase Pressure Sensor failure
•
Faulty harness
•
Crankcase Pressure Sensor failure
•
Faulty harness
•
27
Group 28 Troubleshooting
MID 128 PID 171 Ambient Temperature
Type of
fault:
FMI 9
FMI Description:
Abnormal Update
•
Rate
Fault Condition:
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
Symptoms:
D
Malfunction
•
indicator lamp
illuminated
MID 128 PID 173 Exhaust Temperature
Type of
fault:
FMI 0
FMI Description:
Data valid but
•
above normal
operational range
— most severe
level
Fault Condition:
Exhaust Gas
•
Temperature is
too high
Possible
Symptoms:
Engine derate
•
Poor driveability
•
Possible Cause:
Faulty Ambient Air Temperature
•
Sensor harness
Possible Cause:
Faulty Exhaust Gas Temperature
•
(EGT) system
Faulty harness or connector
•
FMI 2
FMI 4
FMI 5
FMI 10
Data erratic,
•
intermittent or
incorrect
Voltage below
•
normal or shorted
low
Current below
•
normal or open
circuit
Abnormal rate of
•
change
Sensor is not
•
rational
Short to ground
•
on the metering
side of the circuit
Short to battery
•
on the metering
side of the circuit
Open in the
•
metering side of
the circuit
Open in the
•
ground side of
the circuit
Sensor is stuck
•
Poor driveability
•
Poor driveability
•
Poor driveability
•
Poor driveability
•
Harness connected to incorrect
•
sensor
Sensor failure
•
Sensor failure
•
Faulty harness
•
Faulty harness
•
Sensor failure
•
Sensor failure
•
28
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