Volvo VN, VT Service Manual

Service Manual

Trucks

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 is used.

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.

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

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 brake operation, 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

•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 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 front of the vehicle.

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.

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.

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.

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.

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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.

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.

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 reverse gear, 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	12	12	12	12
Engines Available	D11/D13	D11/D13	D16	D16
Overall Ratio	14.94:1	15.04:1	14.94:1	15.04:1
Top Ratio	Direct 1.00:1	Overdrive 0.78:1	Direct 1.00:1	Overdrive 0.78:1
Weight lbs (kg)	597 (275)	597 (275)	610 (281)	610 (281)

Transmission 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

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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.

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.

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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.

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.

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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.

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

(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.

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

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.

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.

The Gear Selector Electronic Control Unit is located in the center of the dash just rear of the VECU.

11

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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:	SID	Subsystem Identification Description:
	Identification of a control unit.		Identification of a component.
PID	Parameter Identification Description:	PSID	Proprietary Subsystem Identification
	Identification of a parameter (value).		Description Volvo:
PPID	Proprietary Parameter Identification		Unique identification of a component.
		FMI
	Description Volvo:		Failure Mode Identifier:
	Unique identification of a parameter		Identification of fault types.
	(value).

FMI Table

FMI	Display Text	SAE Text
0	Value to high	Data valid, but above the normal working range
1	Value too low	Data valid, but below the normal working range
2	Incorrect data	Intermittent or incorrect data
3	Electrical fault	Abnormally high voltage or short circuit to higher voltage
4	Electrical fault	Abnormally low voltage or short circuit to lower voltage
5	Electrical fault	Abnormally low current or open circuit
6	Electrical fault	Abnormally high current or short circuit to ground
7	Mechanical fault	Incorrect response from a mechanical system
8	Mechanical or electrical fault	Abnormal frequency
9	Communication fault	Abnormal update rate
10	Mechanical or electrical fault	Abnormally strong vibrations
11	Unknown fault	Non-identifiable fault
12	Component fault	Faulty unit or component
13	Incorrect calibration	Calibration values outside limits
14	Unknown fault	Special instructions
15	Unknown fault	Reserved for future use

Note: When performing diagnostic test on intermittent faults, gently wiggle the wires and connectors to help find the intermittent faults.

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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 “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

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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

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Group 28 Troubleshooting

MID 128 PID 26 Fan Speed Percent

Type of	FMI Description:	Fault Condition:		Possible		Possible Cause:
fault:				Symptoms:
FMI 3	• Voltage above	•	Missing signal	•	Higher fuel	•	Cooling Fan Speed (CFS) sensor
	normal or shorted		from Fan Speed	•	consumption	•	failure
	to high	•	Sensor		Will work as		Faulty Cooling Fan Speed (CFS)
			Short Circuit +,		on/off fan,		sensor harness
		•	Measuring line		100%fan speed
			Short Circuit -,		if cooling is
		•	Measuring line		needed
			Open Circuit,
		•	Measuring line
			Open Circuit,
			Ground line

MID 128 PID 45 Preheater Relay

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 3	•	Voltage above	•	Short Circuit +,	•	Preheat relay not	•	Preheat relay solenoid shorted
		normal or shorted		Measuring line	•	activated
		to high				White smoke for
					•	cold start
						Start problems in
						cold climate
FMI 4	•	Voltage below	•	Short Circuit -,	•	Induction air is	•	Faulty harness
		normal or shorted		Measuring line		hot
		low			•	Preheat relay
						is impossible to
						turn off
FMI 5	•	Current below	•	Open Circuit	•	Preheat relay not	•	Faulty Preheat relay
		normal or open			•	activated	•	Faulty harness
		circuit				White smoke for
					•	cold start
						Start problems in
						cold climate

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Group 28 Troubleshooting

MID 128 PID 81 Particulate Filter

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 0	•	Data valid but	•	Moderately high	•	Engine derate	•	Particulate Trap Pressure (PTP)
		above normal		pressure	•	Malfunction		Sensor failure
		operational				indicator lamp
		range-most severe				illuminated
		level
FMI 2	•	Data erratic,	•	Sensor is not	•	Malfunction	•	Particulate Trap Pressure (PTP)
		intermittent or		rational		indicator lamp		Sensor failure
		incorrect				illuminated
FMI 3	•	Voltage above	•	Short to battery	•	Malfunction	•	Particulate Trap Pressure (PTP)
		normal or shorted		on the metering		indicator lamp	•	Sensor failure
		high	•	side		illuminated		Faulty Particulate Trap Pressure
				Open in the			•	(PTP) Sensor connector
				ground line				Faulty harness
FMI 5	•	Current below	•	Open in 5 volt	•	Malfunction	•	Particulate Trap Pressure (PTP)
		normal or open	•	supply line		indicator lamp	•	Sensor failure
				Short to ground		illuminated		Faulty harness
			•	in metering line
				Open in metering
				line
FMI 12	•	Bad intelligent	•	Particulate Trap	•	Engine derate	•	Diesel Particulate Filter (DPF) is
		device or		Pressure (PTP)				damaged, filled with soot or missing
		component		Sensor signal
				high or low but
				still within range

MID 128 PID 84 Vehicle Speed

Type of	FMI Description:	Fault Condition:	Possible	Possible Cause:
fault:			Symptoms:
FMI 9	• Abnormal update	• Missing signal	• Engine derate	• J1708 vehicle speed message does
	rate	from VECU		not exist, (VECU error)

MID 128 PID 85 Cruise Control Status

Type of	FMI Description:	Fault Condition:	Possible	Possible Cause:
fault:			Symptoms:
FMI 9	• Abnormal update	• Missing (Cruise	• Cruise Control	• No clutch info to EMS (J1939)
	rate	Control) signal	does not work
		from VECU

17

Group 28 Troubleshooting

MID 128 PID 91 Accelerator Pedal Position

Type of	FMI Description:	Fault Condition:	Possible	Possible Cause:
fault:			Symptoms:
FMI 9	• Abnormal update	• Missing signal	• N/A	• J1708 pedal information not
	rate	from VECU		available

MID 128 PID 94 Fuel Delivery Pressure

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 1	•	Pressure critically	•	EMS module	•	Rough idle	•	A clogged fuel filter
		low		detects a low fuel	•	Uneven running	•	Fuel leaking from a fuel line or fitting
				pressure reading	•	Engine derate	•	Poor fuel pump pressure
							•	Low fuel level
FMI 3	•	Voltage high/open	•	Low Fuel	•	Engine derate	•	Damaged contacts in harness
				Pressure (FP)	•	Malfunction	•	Faulty Fuel Pressure (FP) sensor
				Sensor signal		indicator lamp	•	Open circuit.
				line voltage		illuminated
FMI 5	•	Current low/open	•	Low Fuel	•	Engine derate	•	Damaged contacts in harness
				Pressure (FP)	•	Malfunction	•	Faulty Fuel Pressure (FP) sensor
				Sensor signal		indicator lamp
				line voltage		illuminated
FMI 7	•	Current low/open	•	Drop in fuel	•	Engine derate	•	Clogged fuel filter
				pressure	•	Malfunction	•	Leaking fuel line or fitting
						indicator lamp	•	Poor fuel pump response
						illuminated

18

Group 28 Troubleshooting

MID 128 PID 97 Water in Fuel Indicator

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 3	•	Voltage high/open	•	N/A	•	Undetected	•	Open circuit
						water in fuel
					•	supply
						Uneven running
					•	Malfunction
						indicator lamp
						illuminated
FMI 4	•	Voltage low	•	N/A	•	Undetected	•	Short to ground
						water in fuel	•	Open circuit
					•	supply	•	Faulty sensor
						Uneven running
					•	Malfunction
						indicator lamp
						illuminated

MID 128 PID 98 Engine Oil Level

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 1	•	Data valid but	•	Moderately	•	N/A	•	Low oil level Leakage
		below normal	•	below range			•	Critically low oil level Leakage
		operational range		Critically below
				range
FMI 4	•	Voltage below	•	Short Circuit -	•	Oil level can not	•	Engine Oil Level (EOL) sensor
		normal or shorted		Positive side		be measured	•	failure
		low						Faulty harness
FMI 5	•	Current below	•	Short Circuit +,	•	Oil level can not	•	Engine Oil Level (EOL) sensor
		normal or open	•	Positive side		be measured	•	failure
		circuit		Open Circuit +,				Faulty harness
			•	Positive side
				Open Circuit-
				Negative side

19

Group 28 Troubleshooting

MID 128 PID 100 Engine Oil Pressure

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 1	•	Data valid but	•	Critically below	•	Engine derate	•	Oil leakage
		below normal		range	•	Low pressure	•	Broken oil pump
		operational range					•	Clogged oil system
FMI 3	•	Voltage below	•	Short Circuit +,	•	Oil pressure	•	Engine Oil Pressure (EOP) sensor
		normal or shorted	•	Measuring line		shows 0 in the	•	failure
		low		Open Circuit,		cluster, engine is		Faulty harness
				Ground line		running
FMI 5	•	Current below	•	Open Circuit +,	•	Oil pressure	•	Engine Oil Pressure (EOP) sensor
		normal or open	•	5V Supply line		shows 0 in the	•	failure
		circuit		Short Circuit -,		cluster, engine is		Faulty harness
			•	Measuring line		running
				Open Circuit,
				Measuring line

20

Group 28 Troubleshooting

MID 128 PID 102 Intake Manifold Pressure

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 0	•	Data valid but	•	Intake Manifold	•	Engine derate	•	Variable Geometry Turbo (VGT)
		above normal		Pressure Sensor	•	Malfunction	•	actuator stuck
		operational range	•	output is high		indicator lamp		Faulty Intake Manifold Pressure
				Intake Manifold		illuminated	•	Sensor harness
				Pressure is				Intake Manifold Pressure Sensor
				indicating an				failure
				unphysical value
FMI 1	•	Data valid but	•	Intake Manifold	•	Engine derate	•	Intermittent fault in the Intake
		below normal		Pressure Sensor	•	Malfunction	•	Manifold Pressure Sensor harness
		operational range		is indicating an		indicator lamp		Faulty Boost Air Pressure connector
				unphysical value		illuminated	•	Intake Manifold Pressure Sensor
								failure
FMI 2	•	Data erratic,	•	Intake Manifold	•	Engine derate	•	Intermittent fault in the Intake
		intermittent or		Pressure Sensor	•	Malfunction	•	Manifold Pressure Sensor harness
		incorrect		output is too high		indicator lamp		Faulty Boost Air Pressure connector
				or too low		illuminated	•	Intake Manifold Pressure Sensor
								failure
FMI 3	•	Voltage above	•	A short to battery	•	Engine derate	•	Intermittent fault in the Intake
		normal or shorted		in the metering	•	Malfunction	•	Manifold Pressure Sensor harness
		to high source	•	circuit		indicator lamp		Faulty Boost Air Pressure connector
				An open in		illuminated	•	Intake Manifold Pressure Sensor
				the ground				failure
				circuit of the
				Intake Manifold
				Pressure Sensor
FMI 5	•	Current below	•	A short to ground	•	Engine derate	•	Intermittent fault in the Intake
		normal or open	•	in the harness	•	Malfunction	•	Manifold Pressure Sensor harness
		circuit		An open in the 5		indicator lamp		Faulty Boost Air Pressure connector
			•	volt supply circuit		illuminated	•	Intake Manifold Pressure Sensor
				An open in the				failure
				metering circuit
FMI 11	•	Root cause not	•	Intake Manifold	•	Engine derate	•	Faulty Intake Manifold Pressure
		known (Data		Pressure Sensor	•	Malfunction	•	Sensor harness
		Incorrect)		output is too high		indicator lamp		Inlet air leakage
				or low		illuminated	•	Intake Manifold Pressure Sensor
								failure

21

Group 28 Troubleshooting

MID 128 PID 103 Turbo Speed

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 0	•	Data valid but	•	Turbocharger	•	Engine derate	•	Miss detection
		above normal		speed is at least	•	Malfunction	•	Faulty Turbo Speed Sensor harness
		operational range		25% greater than		indicator lamp	•	Faulty Turbo Speed Sensor
				the target wheel		illuminated	•	connector
				speed for the				Turbo Speed Sensor failure
				measured boost
FMI 1	•	Data valid but	•	Turbocharger	•	Engine derate	•	Miss detection
		below normal		speed is at least	•	Malfunction	•	Faulty Turbo Speed Sensor harness
		operational range		25% less than		indicator lamp	•	Faulty Turbo Speed Sensor
				the target wheel		illuminated	•	connector
				speed for the				Turbo Speed Sensor failure
				measured boost
FMI 9	•	Abnormal update	•	A fault is logged if	•	Engine derate	•	Communication fault in the metering
		rate (missing		the Turbo Speed	•	Malfunction		line of the Turbo Speed Sensor
		sensor signal)		Sensor signal is		indicator lamp	•	circuit
				lost		illuminated		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	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 0	•	Data valid but	•	The Intake	•	Engine derate	•	Faulty Intake Manifold Temperature
		above normal		Manifold	•	Malfunction		Sensor or Engine Management
		operational range		Temperature		indicator lamp	•	System (EMS) Module connector
				Sensor is		illuminated		Temperature Sensor harness
				indicating an			•	Malfunction Intake Manifold
				unphysical value				Temperature Sensor
FMI 1	•	Data valid but	•	The Boost	•	Minor engine	•	Faulty Intake Manifold Temperature
		below normal		Temperature	•	derate		Sensor or Engine Management
		operational range		Sensor is		Malfunction	•	System (EMS) Module connector
				indicating an		indicator lamp		Break in the Intake Manifold
				unphysical value		illuminated	•	Temperature Sensor harness
								Malfunction Intake Manifold
								Temperature Sensor
FMI 2	•	Data erratic,	•	The Intake	•	Engine derate	•	Faulty Intake Manifold Temperature
		intermittent or		Manifold	•	Malfunction		Sensor or Engine Management
		incorrect		Temperature		indicator lamp	•	System (EMS) Module connector
				Sensor output is		illuminated		Break in the Intake Manifold
				too high or too			•	Temperature Sensor harness
				low				Malfunction Intake Manifold
								Temperature Sensor
FMI 4	•	Voltage below	•	N/A	•	Difficult to start	•	Short circuit
		normal or shorted			•	in cold climates	•	Intermittent fault in the Intake
		low				Engine derate		Manifold Temperature Sensor
					•	Malfunction	•	harness
						indicator lamp		Faulty Intake Manifold Temperature
						illuminated	•	Sensor connector
								Intake Manifold Temperature Sensor
								failure
FMI 5	•	Current below	•	A short to battery	•	Difficult to start	•	A short circuit in the metering circuit
		normal or open	•	An open in the 5	•	in cold climates	•	Intermittent fault in the Intake
		circuit		volt supply circuit		Engine derate		Manifold Temperature Sensor
					•	Malfunction	•	harness
						indicator lamp		Faulty Intake Manifold Temperature
						illuminated	•	Sensor connector
								Intake Manifold Temperature Sensor
								failure
FMI 10	•	Abnormal rate of	•	The Boost	•	Engine derate	•	Faulty Intake Manifold Temperature
		change		Temperature	•	Malfunction	•	Sensor harness
				Senor output		indicator lamp		Intake Manifold Temperature Sensor
				is showing a		illuminated		failure
				constant value

23

Group 28 Troubleshooting

MID 128 PID 108 Atmospheric Pressure

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 2	•	Data erratic,	•	Atmospheric	•	Minor engine	•	Faulty Atmospheric Pressure Sensor
		intermittent or		Pressure Sensor		derate	•	Faulty Engine Management System
		incorrect		output is too				(EMS) Module
				high or too low
				(abnormal value)
FMI 3	•	Voltage above	•	Short to battery	•	N/A	•	Internal fault in the Engine
		normal or shorted		on the metering			•	Management System (EMS) Module
		to high source		side				Faulty Atmospheric Pressure Sensor
FMI 4	•	Voltage below	•	A short to ground	•	N/A	•	Internal fault in the Engine
		normal or shorted		on the metering			•	Management System (EMS) Module
		to low source		side				Faulty Atmospheric Pressure Sensor

24

Group 28 Troubleshooting

MID 128 PID 110 Coolant Temperature

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 0	•	Data valid but	•	The Engine	•	Malfunction	•	Extreme driving condition
		above normal		Coolant		indicator lamp	•	Faulty coolant thermostat
		operational range		Temperature		illuminated	•	Malfunctioning fan
				(ECT) Sensor			•	Blocked radiator
				is indicating an
				unphysical value
FMI 2	•	Data erratic,	•	The Engine	•	May affect	•	Faulty Engine Coolant Temperature
		intermittent or		Coolant		driveability in		(ECT) Sensor or Engine
		incorrect		Temperature	•	extreme cases		Management System (EMS)
				(ECT) Sensor		Malfunction	•	Module connector
				output is too high		indicator lamp		Break in Engine Coolant
				or too low		illuminated		Temperature (ECT) Sensor
							•	harness
								Malfunctioning Engine Coolant
								Temperature (ECT) Sensor
FMI 4	•	Voltage below	•	N/A	•	Difficult to start	•	Internal fault in the Engine Coolant
		normal or shorted			•	in cold climates	•	Temperature (ECT) Sensor harness
		low				Idle run		Faulty Engine Coolant Temperature
						regulation is	•	(ECT) Sensor connector
					•	deteriorated		Faulty Engine Coolant Temperature
						Malfunction		(ECT) Sensor
						indicator lamp
						illuminated
FMI 5	•	Current below	•	N/A	•	Difficult to start	•	An open in the Engine Coolant
		normal or open			•	in cold climates	•	Temperature (ECT) Sensor circuit
		circuit				Idle run		An open in the Engine Coolant
						regulation is	•	Temperature (ECT) Sensor
					•	deteriorated		Intermittent fault in the Engine
						Malfunction	•	Coolant Temperature (ECT) Sensor
						indicator lamp		Faulty Engine Coolant Temperature
						illuminated	•	(ECT) Sensor connector
								Faulty Engine Coolant Temperature
								(ECT) Sensor
FMI 10	•	Abnormal rate of	•	The Engine	•	May affect	•	Faulty Engine Coolant Temperature
		change		Coolant		vehicle	•	(ECT) Sensor harness
				Temperature		driveability		Engine Coolant Temperature (ECT)
				(ECT) Sensor				Sensor failure
				output is showing
				a constant value

25

Group 28 Troubleshooting

MID 128 PID 111 Coolant Level

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 1	•	Data valid but	•	Moderately	•	Engine derate	•	Coolant level below range
		below normal	•	below range			•	Faulty harness
		operational range		Critically below			•	Engine shutdown
			•	range
				Short Circuit -,
				Measuring line
FMI 3	•	Voltage above	•	Short Circuit +	•	Coolant level can	•	Faulty harness
		normal or shorted		Measuring line		not be detected
		to high source
FMI 4	•	Voltage below	•	Short Circuit -,	•	Coolant level can	•	Faulty harness
		normal or shorted		Measuring line		not be detected
		low
FMI 5	•	Current below	•	Open Circuit	•	Coolant level can	•	Faulty harness
		normal or open				not be detected
		circuit

26

Group 28 Troubleshooting

MID 128 PID 153 Crankcase Pressure

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 0	•	Data valid but	•	Out of range,	•	Forced idle	•	The non-filtered pressure difference
		above normal		max voltage,	•	Engine shut		(between crankcase pressure and
		operational range	•	illegal		down		ambient air pressure) is/was above
				Critically Above				limit. (The fault code will remain
				Range				during the entire driving cycle
								(unless reset)
FMI 1	•	Data valid but	•	Out of range, min	•	N/A	•	Crankcase Pressure Sensor out of
		below normal		voltage, illegal				range
		operational range
FMI 2	•	Data erratic,	•	Plausibility	•	N/A	•	The crankcase pressure is showing
		intermittent or						either too high or too low value
		incorrect						(abnormal value)
FMI 3	•	Voltage above	•	Short Circuit +,	•	N/A	•	Crankcase Pressure Sensor failure
		normal or shorted	•	Measuring line			•	Faulty harness
		to high source		Open Circuit,
				Ground line
FMI 5	•	Current below	•	Open Circuit +,	•	N/A	•	Crankcase Pressure Sensor failure
		normal or open	•	5V Supply Line			•	Faulty harness
		circuit		Short Circuit -,
			•	Measuring line
				Open Circuit,
				Measuring line

27

Group 28 Troubleshooting

MID 128 PID 171 Ambient Temperature

Type of	FMI Description:	Fault Condition:	Possible	Possible Cause:
fault:			Symptoms:
FMI 9	• Abnormal Update	• This fault will	• Malfunction	• Faulty Ambient Air Temperature
	Rate	become active	indicator lamp	Sensor harness
		when the Engine	illuminated
		Management
		System (EMS)
		Module detects
		that the Ambient
		Air Temperature
		message from
		the Instrument
		Cluster Module
		does not exist.

MID 128 PID 173 Exhaust Temperature

Type of	FMI Description:		Fault Condition:		Possible		Possible Cause:
fault:					Symptoms:
FMI 0	•	Data valid but	•	Exhaust Gas	•	Engine derate	•	Faulty Exhaust Gas Temperature
		above normal		Temperature is	•	Poor driveability	•	(EGT) system
		operational range		too high				Faulty harness or connector
		— most severe
		level
FMI 2	•	Data erratic,	•	Sensor is not	•	Poor driveability	•	Harness connected to incorrect
		intermittent or		rational			•	sensor
		incorrect						Sensor failure
FMI 4	•	Voltage below	•	Short to ground	•	Poor driveability	•	Sensor failure
		normal or shorted		on the metering			•	Faulty harness
		low		side of the circuit
FMI 5	•	Current below	•	Short to battery	•	Poor driveability	•	Faulty harness
		normal or open		on the metering			•	Sensor failure
		circuit	•	side of the circuit
				Open in the
				metering side of
			•	the circuit
				Open in the
				ground side of
				the circuit
FMI 10	•	Abnormal rate of	•	Sensor is stuck	•	Poor driveability	•	Sensor failure
		change

28