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DService ManualTrucks

Group 28, 36, 43Fault Code Guide

2007 EmissionsVN, VHD VERSION2, VT

PV776-20180137

DForewordDescriptions and instructions in this handbook are based on design andmethod studies up to and including 1.2007.

The products are under continual development. Values and repairmethods may therefore differ on vehicles and components manufacturedafter this date.

This service information uses the following observation and warning levels:

Note! Indicates a situation, use or circumstance that shouldbe emphasized.

Important! Indicates a situation, where a special service hint ortechnique is used.

Caution! Indicates a situation that, unless avoided, can lead tophysical damage to the product.

Warning! Indicates a dangerous situation that, unless avoided, canled to personal injury.

Danger! Indicates a dangerous situation that, unless avoided, canlead to serious personal injury or death.

Order number: PV776-20180137

© 2007 Volvo Trucks North America, Inc., Greensboro, NC USA

All rights reserved. No part of this publication may be reproduced, stored inretrieval system, or transmitted in any forms by any means, electronic,mechanical, photocopying, recording or otherwise, without the prior writtenpermission of Volvo Trucks North America, Inc.

USA25976.ihval

DGroup 28 Design and Function

Group 28Design and Function

Engine Control SystemThe “Premium Tech Tool” (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.

System OverviewFive electronic control modules are used; the EngineManagement System (EMS) Module, Instrument ClusterModule (ICM), Vehicle Electronic Control Unit (VECU),Transmission Electronic Control Unit (TECU) andthe Gear Selector Electronic Control Unit (GSECU).Together, these modules operate and communicatethrough the J1939 high speed serial data line to controla variety of engine and vehicle cab functions. TheEngine Management System (EMS) Module controlsfuel timing and delivery, fan operation, engine protectionfunctions, engine brake operation, the EGR valve, and theturbocharger nozzle. The Vehicle Electronic Control Unit(VECU) controls cruise control functions, accessory relaycontrols and idle shutdown functions. The InstrumentCluster Module (ICM) primarily displays operationalparameters and communicates these to the other ECU’s.All have the capability to communicate over the J1587normal speed data lines primarily for programming,diagnostics and data reporting.

In addition to their control functions, the moduleshave on-board diagnostic capabilities. The on-boarddiagnostics are designed to detect faults or abnormalconditions that are not within normal operatingparameters. When the system detects a fault or abnormalcondition, the fault will be logged in one or both of themodules’ memory, the vehicle operator will be advisedthat a fault has occurred by illumination a malfunctionindicator lamp and a message in the driver informationdisplay, if equipped. The module may initiate the engineshutdown procedure if the system determines that thefault could damage the engine.

In some situations when a fault is detected, the systemwill enter the "limp home" mode. The limp home modeallows continued vehicle operation but the system maysubstitute a sensor or signal value that may result inpoor performance. In some instances, the system willcontinue to function but engine power may be limited toprotect the engine and vehicle. Fault codes logged in thesystem memory can later be read, to aid in diagnosingthe faults, with a diagnostic computer or through theinstrument cluster display, if equipped. When diagnosing

an intermittent code or condition, it may be necessaryto use a diagnostic computer connected to the SerialCommunication Port.

Additional data and diagnostic tests are availablewhen a diagnostic computer is connected to the SerialCommunication Port.

For diagnostic software, contact your local dealer.

The Vehicle Electronic Control Unit (VECU) is mountedon a panel below the top dash access panel in the centerof the dash on conventional models. The VECU is amicroprocessor based controller programmed to performseveral functions, these include:

• Driver controls• Vehicle and engine speed controls• Starter control• Cab power• Idle controls• Broadcasting data on the serial data lines• Trip data logging• Diagnostic fault logging and password processing

The VECU performs these functions by monitoring thesignals from sensors and switches, and data receivedover the serial data lines from the other ECU’s. TheVECU directly monitors the Throttle Position (TP) Sensorand Vehicle Speed Sensor (VSS).

The VECU also monitors the position or state of a numberof switches to perform its control and diagnostic functions.They are:

• A/C Pressure Switch• Air Suspension Height Control Switch• Differential Lock Switch• Engine Brake Switches• Ignition Key Switch• PTO Switches (if equipped)• Service and Park Brake Switches• Speed Control Switches (Set/Decel, Resume/Accel)• 5th Wheel Slide Switch

1


The EMS is a microprocessor based controllerprogrammed to perform fuel injection quantity and timingcontrol, diagnostic fault logging, and to broadcast data toother modules. The fuel quantity and injection timing toeach cylinder is precisely controlled to obtain optimal fueleconomy and reduced exhaust emissions in all drivingsituations.

The EMS controls the operation of the Electronic UnitInjectors (EUIs), engine brake solenoid, EGR valve,turbocharger nozzle position, and cooling fan clutchbased on input information it receives over the serial datalines and from the following sensors:

• Ambient Air Temperature Sensor• Ambient Pressure sensor• Boost Air Pressure (BAP) Sensor• Camshaft Position (Engine Position) Sensor• Cooling Fan Speed (CFS) Sensor• Crankshaft Position (Engine Speed) Sensor• Differential Pressure DPF Sensor• EGR Differential Pressure Sensor• EGR Temperature Sensor

• Engine Coolant Level (ECL) Sensor• Engine Coolant Temperature (ECT) Sensor• Engine Oil Pressure (EOP) Sensor• Engine Oil Level (EOL) Sensor• Engine Oil Temperature (EOT) Sensor• Exhaust Temperature Sensor (DPF Sensors)• Fuel Pressure Sensor• Intake Air Temperature And Humidity (IATH) Sensor• Intake Manifold (Boost) Temperature Sensor• Throttle Position (TP) Sensor• Turbo Speed Sensor• Variable Geometry Turbocharger (VGT) Position

Sensor

The Vehicle Electronic Control Unit (VECU) and EngineManagement System (EMS) Module are dependent oneach other to perform their specific control functions. Inaddition to switch and sensor data the broadcast of databetween modules also includes various calculations andconclusions each module has developed, based on theinput information it has received.

2


SensorsAmbient Air Temperature SensorThe Ambient Air Temperature Sensor is used to detect theoutside air temperature. The sensor modifies a voltagesignal from the ECM. The modified signal returns to theECM as the ambient air temperature. The sensor uses athermistor that is sensitive to the change in temperature.The electrical resistance of the thermistor decreases astemperature increases.

The Ambient Air Temperature Sensor is located in thefront of the vehicle.

Ambient (Atmospheric) Pressure SensorThe Ambient (Atmospheric) Pressure Sensor contains apressure sensitive diaphragm and an electrical amplifier.Mechanical pressure applied to the diaphragm causesthe diaphragm to deflect and the amplifier to produce anelectrical signal proportional to the deflection.

The Ambient (Atmospheric) Pressure Sensor is built intothe Engine Management System (EMS) Module.

Camshaft Position SensorThe Camshaft Position (Engine Position) Sensor islocated in the rear face of the timing gear cover at therear of the engine, near the bottom of the valve cover. Ituses magnetic induction to generate a pulsed electricalsignal. It senses the passage of seven (7) timing bumpson the edge of the camshaft dampener. Six of the holescorrespond to the phasing of the electronic unit injectors,while the seventh hole indicates the top dead centerposition.

Cooling Fan Speed (CFS) SensorOn engines with an electronically controlled viscous fandrive, the electronic fan drive contains a Hall effect speedsensor. When the engine is running, a series of vanes inthe fan drive housing rotates past a magnet in the fandrive solenoid generating a pulsed voltage signal. TheEngine Management System (EMS) Module monitorsthe status if the air conditioning system and signals fromthe Engine Coolant Temperature (ECT) Sensor, theEngine Oil Temperature (EOT) Sensor, and the EngineSpeed/Timing (RPM/TDC) Sensor and calculates theoptimal cooling fan speed.

The Cooling Fan Speed Sensor is located in the fan driveon the front of the engine.

3


Crankshaft Position (Engine Speed) SensorThe Crankshaft Position (Engine Speed) Sensor usesmagnetic induction to generate a pulsed electrical signal.Notches are machined into the edge of the flywheel.When one of the notches passes close to the sensor,electric pulses result.

The Crankshaft Position (Engine Speed) Sensor alsoindicates when the crankshaft is at the top dead centerposition.

Differential Pressure DP SensorThe differential pressure sensor is used for flowmeasurement of the Diesel Particulate Filter (DPF). Thissensor has two pressure ports and senses the differencein pressure between the two ports. Measurement of thepressure before and after the DPF is used to calculatediesel filter regeneration.

The Differential Pressure DPF Sensor is located on theside of the Diesel Particulate Filter (DPF).

EGR Differential Pressure SensorThe EGR differential pressure sensor is used for flowmeasurement of the Exhaust Gas Recirculation (EGR)valve. This sensor has two pressure ports and sensesthe difference in pressure between the two ports.Measurement of the pressure before and after the EGRvalve is used to calculate EGR flow.

The EGR Differential Pressure Sensor is located on theleft or right side of the engine.

EGR Temperature SensorThe EGR temperature sensor detects exhaust gastemperature for EGR system. The sensor modifies avoltage signal from the control unit. The modified signalreturns to the control unit as the exhaust temperatureof the EGR system to confirm EGR operation. Thesensor uses a thermistor that is sensitive to the changein temperature.

The EGR Temperature Sensor is located near the EGRvalve.

Engine Coolant Level (ECL) SensorThe Engine Coolant Level (ECL) Sensor is a switch. Ifengine coolant level falls below a calibrated point thecontacts open and the driver will be notified of the lowcoolant level.

The Engine Coolant Level (ECL) Sensor is located in thecooling system reservoir tank.

4


Engine Coolant Temperature (ECT) SensorThe Engine Coolant Temperature Sensor is located atthe front of the engine. The sensor will indicate a highcoolant temperature caused by problems like radiatorblockage, thermostat failure, heavy load, or high ambienttemperatures. This sensor is also used for cold startenhancement and for fan clutch engagement.

Engine Oil Pressure (EOP) SensorThe Engine Oil Pressure Sensor contains a pressuresensitive diaphragm and a electrical amplifier. Mechanicalpressure applied to the diaphragm causes the diaphragmto deflect and the amplifier to produce an electrical signalproportional to the deflection.

The Engine Oil Pressure Sensor is located on the oil filterassembly. The sensor monitors engine oil pressure towarn of lubrication system failure.

Engine Oil Level (EOL) SensorThe Engine Oil Level Sensor is located in the oil pan.

Engine Oil Temperature (EOT) SensorThe Engine Oil Temperature Sensor is a thermistorwhose resistance varies inversely to temperature. Thesensor has a negative temperature coefficient, whichmeans the sensor resistance will decrease as the engineoil temperature increases.

The Engine Oil Temperature Sensor is located in the oilpan.

Exhaust Temperature Sensor (DPF Sensors)The exhaust gas temperature sensor detects exhaustgas temperature for DPF protection as well as DPFregeneration control. The sensor modifies a voltagesignal from the control unit. The modified signal returns tothe control unit as the exhaust temperature at that specificlocation of the exhaust. The sensor uses a thermistor thatis sensitive to the change in temperature.

The Exhaust Temperature Sensors are located in theDPF assembly.

Fuel Pressure SensorThe fuel pressure sensor contains a diaphragm thatsenses fuel pressure. A pressure change causes thediaphragm to flex, inducing a stress or strain in thediaphragm. The resistor values in the sensor change inproportion to the stress applied to the diaphragm andproduces an electrical output.

The Fuel Pressure Sensor is located on top of the fuelfilter housing.

5


Intake Air Temperature and Humidity (IATH) SensorThe Intake Air Temperature and Humidity (IATH)Sensor contains a thermistor and a capacitive sensor.The resistance of the thermistor varies inversely totemperature. The output of the capacitive sensorincreases as the humidity of the surrounding air increases.By monitoring the signals from both portions of thesensor, the Engine Management System (EMS) Modulecalculates the temperature and humidity of the air passingthrough the air filter housing.

The Intake Air Temperature and Humidity (IATH) Sensoris located in the air intake tube just downstream from theair filter canister.

Intake Manifold (Boost) Temperature SensorThe Intake Manifold (Boost) Temperature Sensor isa thermistor whose resistance varies inversely totemperature. The sensor has a negative temperaturecoefficient, which means the sensor resistance willdecrease as the inlet air temperature increases.

The Intake Manifold (Boost) Temperature Sensor islocated in the intake manifold.

Intake Manifold Pressure SensorThe Intake Manifold Pressure Sensor contains apressure sensitive diaphragm and an electrical amplifier.Mechanical pressure applied to the diaphragm causesthe diaphragm to deflect and the amplifier to produce anelectrical signal proportional to the deflection.

The Intake Manifold Pressure Sensor is located on the airinlet pipe before the intake manifold.

Throttle Position (TP) SensorThe Throttle Position Sensor is a potentiometer thatis mechanically linked to the accelerator pedal. Apotentiometer is a variable resistor whose resistancewill change as the pedal is pressed. As the resistancechanges, the signal voltage of the sensor changesindicating the accelerator pedal position.

The Throttle Position Sensor is located above theaccelerator pedal. The sensor is designed to improve thedriver’s control by reducing sensitivity to chassis motion.This sensor provides the driver’s fuel request input to theVECU.

Turbo Speed SensorThe Turbo Speed Sensor informs the EMS of the turboshaft speed. The sensor does not read from the vanes,but reads from the shaft. The Engine ManagementSystem (EMS) Module uses this signal in conjunction withthe VGT position sensor signal to control the speed of theturbocharger and therefore optimize the intake manifoldpressure.

The Turbo Speed Sensor is mounted in the center of theturbocharger.

6


Variable Geometry Turbocharger Smart Remote Actuator (VGT SRA)The Variable Geometry Turbocharger Smart RemoteActuator (VGT SRA) takes the position commands fromthe EMS, moves the nozzle of the turbocharger to thedesired position, and performs all of the diagnostics andself checks on the actuator.

7


MID 130 Transmission Control UnitThe “Premium Tech Tool” (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.

System OverviewThe I-Shift transmission is a technologically advancedautomated mechanical transmission, designedspecifically to work in conjunction with Volvo’s new familyof heavy-duty diesel engines. In order to work as a totalpackage, the I-Shift is programmed with each engines’efficiency map and is offered with different softwareoptions to fulfill each operators needs.

All variants of the Volvo I-Shift have 12 forward speedsand up to 4 reverse speeds depending on programming.It is a single countershaft transmission built up with asplitter section, a main section with three forward and onereverse gear, and a range gear section. It is an automatedmechanical transmission and uses synchronizers in itssplitter and range gears but not in the main section. Themain section utilizes a countershaft brake to mesh gearsand equalize shaft speeds as needed. A single discautomated clutch system is utilized. The I-Shift is a "twopedal" transmission and does not require a clutch pedal.

The I-Shift uses compressed air and electrical solenoidsto perform shift functions, clutch control and countershaftbrake functions. All of these functions are timed andcontrolled by the Transmission Electronic Control Unit(TECU). A dedicated air tank is needed on the vehicle tosupply air for these components. The air is plumbed tothe transmission via a supply line and is distributed to theother components internally. The air control solenoids arehoused in the Transmission Control Housing and in theClutch Control Valve Assembly.

All Volvo Truck models will be available with thistransmission including the VT, VN Series & VHDvocational trucks. Four I-Shift models will be offeredto support the power ranges of the engines as well asoffering different gear arrangements:

AT2512C ATO2512C AT2812C 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 IdentificationEach transmission has two identification tags. One isfound on the top of the clutch housing and the other isfound on the back of the range housing. The transmissionversion can be readily identified by the followingnomenclature table.

Make Volvo

Type AT2512C, ATO2512C, AT2812C and ATO3112C

Description A — AutomaticT — TransmissionO — Overdrive25 — Torque Capacity 2500 Nm (1850 lb/ft)28 — Torque Capacity 2800 Nm (2050 lb/ft)31 — Torque Capacity 3100 Nm (2300 lb/ft)12 — Number of forward gearsC — Design Level

8


SensorsClutch Position SensorThe Clutch Position Sensor is located on the side of theclutch cylinder assembly (inside bell housing).

Main Shaft Speed Sensor(s)The speed sensors are located on the control housingand measure the speed of the main shaft and the speedof the countershaft.

The main shaft speed sensor is a electronic sensor with ahall element. Using a hall element makes it possible tomeasure the rotation speed and rotation direction of theshaft.

The countershaft speed sensor is an inductive sensor.Knowing the speed of the countershaft makes it possibleto calculate the precise speed of every gear in thetransmission.

The speed sensor(s) are located in the transmission onthe lower portion of the control housing.

Output Shaft Speed SensorThe Output Shaft Speed Sensor is located on the side ofthe rear transmission housing.

Range Cylinder Position SensorThere are four position sensors in the transmissioncontrol housing. These sensors measure the position ofthe specific air cylinder within the control housing. Thesensors are inductive and the inductive characteristicschange depending on the position of the metal pin thatfollows the movements of the air cylinders.

The Range Cylinder Position Sensor is located in thetransmission on the lower portion of the control housing.

Split Cylinder Position SensorThe Split Cylinder Position Sensor is located in thetransmission on the lower portion of the control housing.

1st/Reverse Cylinder Position SensorThe 1st/Reverse Cylinder Position Sensor is located in thetransmission on the lower portion of the control housing.

2nd/3rd Gear Cylinder Position SensorThe 2nd/3rd Gear Cylinder Position Sensor is locatedin the transmission on the lower portion of the controlhousing.

9


Transmission Electronic Control UnitThe TECU communicates with the Gear Selector ECUand other ECUs in the vehicle through the J1939 andJ1587 data buses. The functionality of the TECU can bedifferent depending on the type of software packagesthat are installed. The TECU contains the followingcomponents:

• SAE J11708/1587 CAN

• SAE J1939 CAN

• Powertrain CAN

• 11 Powerdrivers

• Inclination Sensor

• Temperature Sensor

• 9 Controlling Solenoid Valves

The Transmission Electronic Control Unit located on theupper portion of the control housing.

Lubrication SystemThe transmission is lubricated through a combination ofpressure from an oil pump and splashing. The oil is ledinto the main shaft to lubricate and cool the range gears,the input shaft and main shaft bearings. The countershaftbrake and output shaft bearings, are also lubricated. Thelubrication system has two overflow valves. One valveensures that the transmission is lubricated if the filter getsblocked while the other prevents excessive pressure inthe system, e.g. during cold start. The valves are madeup of a compression spring and a valve peg.

10


MID 223 Gear Selector Control UnitThe “Premium Tech Tool” (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.

System OverviewThe gear selector is attached to the drivers seat and canbe folded away to aid in entering the cabin. There are twoavailable selector configurations, a basic and a premium.The selector in the vehicle is dependant on which programpackage level the vehicle is built with. Both selectorshave gear positions of R (Reverse), N (Neutral), D (Drive),and M (Manual). With the selector in the drive positionthe transmission will shift as an automatic, performinggear selections and shifting without driver input. When inthe manual position, the driver either selects the gearsusing the gear selector button (premium selector) or willlock the gear that the transmission is presently operatingin and hold that gear until the selector is placed in thedrive position again (basic selector). With the basic

selector, if the manual position is engaged at a stop thevehicle will start in first and hold that gear. The basicselector isn’t equipped with a gear selector button or aeconomy/performance dive mode button. In situationswhere the I-Shift is unintentionally left in gear with theparking brake applied, the TECU will automatically go toneutral when the key switch is turned off. This is doneto avoid the transmission getting stuck in gear due todrive line "torque up". There is a gear selector electroniccontrol unit (GSECU) that is located in the center of thedash. The GSECU receives signals from the selector andinterprets these signals into communication informationthat is transmitted to the TECU.

Selector FoldingThe gear selector is capable of folding forward to aid incab entry and is also used to identify which software levelthat is programmed in the Transmission Electronic ControlUnit (TECU). With the selector in the neutral position

(N) press in the fold button and the lever can be foldedforward. The display will then show the program packagelevel in place of the driving mode. This is found just to theright of the present gear within the display.

Limp Home ModeNote: Limp Home Mode should only be used to get avehicle to a safe or secure location. It is not meant fordriving any distance.

At times when a sensor failure or certain internaltransmission damage has occurred, "Limp Home Mode"can be activated. Press the ”L” button on the gear selectorand move the gear lever to the D position to active "LimpHome Mode". When activated, L is displayed as the

driving mode in the DID. In "Limp Home Mode", onlyforward gears 1, 3 and 5 are available for vehicles withthe premium selector and only first gear for vehicles withthe basic selector. No matter which selector the vehiclehas, reverse gear 1 is available also. The vehicle must bestationary to shift gears. The "Limp Home Mode", will bedeactivated when the ignition is turned off. This mode isonly meant to get a vehicle to a safe or secure location.

SensorsGear Selector Electronic Control UnitThe gear selector communicates with the Gear SelectorElectronic Control Unit using 8 wires. These wires areused to decode a switch matrix inside the GSECU.

Inside the gear selector lever there are a number ofswitches. Some of the switches are normal and some arehall-effect switches.

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

11

DGroup 28 Troubleshooting

Troubleshooting

Engine ECU, Fault TracingThe “Premium Tech Tool” (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.

The control units on the information link communicateaccording to the SAE J1587 standard. The standardhas been extended with Volvo’s own supplement(PPID, PSID). The fault codes set by the control unitscontain information that is described by the followingabbreviations.

MID Message Identification Description:Identification of a control unit.

PID Parameter Identification Description:Identification of a parameter (value).

PPID Proprietary Parameter IdentificationDescription Volvo:Unique identification of a parameter(value).

SID Subsystem Identification Description:Identification of a component.

PSID Proprietary Subsystem IdentificationDescription Volvo:Unique identification of a component.

FMI Failure Mode Identifier:Identification of fault types.

FMI 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 intermittentfaults, gently wiggle the wires and connectors to help findthe intermittent faults.

13


Engine ECU, Fault TracingPID“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

14


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

15


MID 128 PID 26 Fan Speed PercentType offault:

FMI Description: Fault Condition: PossibleSymptoms:

Possible Cause:

FMI 3• Voltage above

normal or shortedto high

• Missing signalfrom Fan SpeedSensor

• Short Circuit +,Measuring line

• Short Circuit -,Measuring line

• Open Circuit,Measuring line

• Open Circuit,Ground line

• Higher fuelconsumption

• Will work ason/off fan,100%fan speedif cooling isneeded

• Cooling Fan Speed (CFS) sensorfailure

• Faulty Cooling Fan Speed (CFS)sensor harness

MID 128 PID 45 Preheater RelayType offault:


Possible Cause:


normal or shortedto high


• Preheat relay notactivated

• White smoke forcold start

• Start problems incold climate

• Preheat relay solenoid shorted

FMI 4• Voltage below

normal or shortedlow


• Induction air ishot

• Preheat relayis impossible toturn off

• Faulty harness

FMI 5• Current below

normal or opencircuit

• Open Circuit • Preheat relay notactivated

• White smoke forcold start

• Start problems incold climate

• Faulty Preheat relay• Faulty harness

16


MID 128 PID 81 Particulate FilterType offault:


Possible Cause:

FMI 0• Data valid but

above normaloperationalrange-most severelevel

• Moderately highpressure

• Engine derate• Malfunction

indicator lampilluminated

• Particulate Trap Pressure (PTP)Sensor failure

FMI 2• Data erratic,

intermittent orincorrect

• Sensor is notrational

• Malfunctionindicator lampilluminated



normal or shortedhigh

• Short to batteryon the meteringside

• Open in theground line



• Faulty Particulate Trap Pressure(PTP) Sensor connector

• Faulty harness


normal or open• Open in 5 volt

supply line• Short to ground

in metering line• Open in metering

line



• Faulty harness

FMI 12• Bad intelligent

device orcomponent

• Particulate TrapPressure (PTP)Sensor signalhigh or low butstill within range

• Engine derate • Diesel Particulate Filter (DPF) isdamaged, filled with soot or missing

MID 128 PID 84 Vehicle SpeedType offault:


Possible Cause:

FMI 9• Abnormal update

rate• Missing signal

from VECU• Engine derate • J1708 vehicle speed message does

not exist, (VECU error)

MID 128 PID 85 Cruise Control StatusType offault:


Possible Cause:


rate• Missing (Cruise

Control) signalfrom VECU

• Cruise Controldoes not work

• No clutch info to EMS (J1939)

17


MID 128 PID 91 Accelerator Pedal PositionType offault:


Possible Cause:


rate• Missing signal

from VECU• N/A • J1708 pedal information not

available

MID 128 PID 94 Fuel Delivery PressureType offault:


Possible Cause:

FMI 1• Pressure critically

low• EMS module

detects a low fuelpressure reading

• Rough idle• Uneven running• Engine derate

• A clogged fuel filter• Fuel leaking from a fuel line or fitting• Poor fuel pump pressure• Low fuel level

FMI 3• Voltage high/open • Low Fuel

Pressure (FP)Sensor signalline voltage



• Damaged contacts in harness• Faulty Fuel Pressure (FP) sensor• Open circuit.

FMI 5• Current low/open • Low Fuel

Pressure (FP)Sensor signalline voltage



• Damaged contacts in harness• Faulty Fuel Pressure (FP) sensor

FMI 7• Current low/open • Drop in fuel

pressure• Engine derate• Malfunction


• Clogged fuel filter• Leaking fuel line or fitting• Poor fuel pump response

18


MID 128 PID 97 Water in Fuel IndicatorType offault:


Possible Cause:

FMI 3• Voltage high/open • N/A • Undetected

water in fuelsupply

• Uneven running• Malfunction


• Open circuit

FMI 4• Voltage low • N/A • Undetected

water in fuelsupply

• Uneven running• Malfunction


• Short to ground• Open circuit• Faulty sensor

MID 128 PID 98 Engine Oil LevelType offault:


Possible Cause:


below normaloperational range

• Moderatelybelow range

• Critically belowrange

• N/A • Low oil level Leakage• Critically low oil level Leakage



• Short Circuit -Positive side

• Oil level can notbe measured

• Engine Oil Level (EOL) sensorfailure

• Faulty harness



• Short Circuit +,Positive side

• Open Circuit +,Positive side

• Open Circuit-Negative side

• Oil level can notbe measured

• Engine Oil Level (EOL) sensorfailure

• Faulty harness

19


MID 128 PID 100 Engine Oil PressureType offault:


Possible Cause:




• Engine derate• Low pressure

• Oil leakage• Broken oil pump• Clogged oil system





• Oil pressureshows 0 in thecluster, engine isrunning

• Engine Oil Pressure (EOP) sensorfailure

• Faulty harness



• Open Circuit +,5V Supply line



• Oil pressureshows 0 in thecluster, engine isrunning

• Engine Oil Pressure (EOP) sensorfailure

• Faulty harness

20


MID 128 PID 102 Intake Manifold PressureType offault:


Possible Cause:


above normaloperational range

• Intake ManifoldPressure Sensoroutput is high

• Intake ManifoldPressure isindicating anunphysical value



• Variable Geometry Turbo (VGT)actuator stuck

• Faulty Intake Manifold PressureSensor harness

• Intake Manifold Pressure Sensorfailure



• Intake ManifoldPressure Sensoris indicating anunphysical value



• Intermittent fault in the IntakeManifold Pressure Sensor harness

• Faulty Boost Air Pressure connector• Intake Manifold Pressure Sensor

failure



• Intake ManifoldPressure Sensoroutput is too highor too low





failure


normal or shortedto high source

• A short to batteryin the meteringcircuit

• An open inthe groundcircuit of theIntake ManifoldPressure Sensor





failure



• A short to groundin the harness

• An open in the 5volt supply circuit

• An open in themetering circuit





failure

FMI 11• Root cause not

known (DataIncorrect)

• Intake ManifoldPressure Sensoroutput is too highor low



• Faulty Intake Manifold PressureSensor harness

• Inlet air leakage• Intake Manifold Pressure Sensor

failure

21


MID 128 PID 103 Turbo SpeedType offault:


Possible Cause:



• Turbochargerspeed is at least25% greater thanthe target wheelspeed for themeasured boost



• Miss detection• Faulty Turbo Speed Sensor harness• Faulty Turbo Speed Sensor

connector• Turbo Speed Sensor failure



• Turbochargerspeed is at least25% less thanthe target wheelspeed for themeasured boost



• Miss detection• Faulty Turbo Speed Sensor harness• Faulty Turbo Speed Sensor

connector• Turbo Speed Sensor failure


rate (missingsensor signal)

• A fault is logged ifthe Turbo SpeedSensor signal islost



• Communication fault in the meteringline of the Turbo Speed Sensorcircuit

• Short to ground in the metering lineof the Turbo Speed Sensor circuit

• An open in the metering line of theTurbo Speed Sensor circuit

22


MID 128 PID 105 Intake Manifold TemperatureType offault:


Possible Cause:



• The IntakeManifoldTemperatureSensor isindicating anunphysical value



• Faulty Intake Manifold TemperatureSensor or Engine ManagementSystem (EMS) Module connector

• Temperature Sensor harness• Malfunction Intake Manifold

Temperature Sensor



• The BoostTemperatureSensor isindicating anunphysical value

• Minor enginederate



• Break in the Intake ManifoldTemperature Sensor harness

• Malfunction Intake ManifoldTemperature Sensor



• The IntakeManifoldTemperatureSensor output istoo high or toolow




• Break in the Intake ManifoldTemperature Sensor harness

• Malfunction Intake ManifoldTemperature Sensor



• N/A • Difficult to startin cold climates



• Short circuit• Intermittent fault in the Intake

Manifold Temperature Sensorharness

• Faulty Intake Manifold TemperatureSensor connector

• Intake Manifold Temperature Sensorfailure



• A short to battery• An open in the 5

volt supply circuit

• Difficult to startin cold climates



• A short circuit in the metering circuit• Intermittent fault in the Intake

Manifold Temperature Sensorharness

• Faulty Intake Manifold TemperatureSensor connector


FMI 10• Abnormal rate of

change• The Boost

TemperatureSenor outputis showing aconstant value



• Faulty Intake Manifold TemperatureSensor harness


23


MID 128 PID 108 Atmospheric PressureType offault:


Possible Cause:



• AtmosphericPressure Sensoroutput is toohigh or too low(abnormal value)

• Minor enginederate

• Faulty Atmospheric Pressure Sensor• Faulty Engine Management System

(EMS) Module




• N/A • Internal fault in the EngineManagement System (EMS) Module

• Faulty Atmospheric Pressure Sensor


normal or shortedto low source

• A short to groundon the meteringside

• N/A • Internal fault in the EngineManagement System (EMS) Module

• Faulty Atmospheric Pressure Sensor

24


MID 128 PID 110 Coolant TemperatureType offault:


Possible Cause:



• The EngineCoolantTemperature(ECT) Sensoris indicating anunphysical value


• Extreme driving condition• Faulty coolant thermostat• Malfunctioning fan• Blocked radiator



• The EngineCoolantTemperature(ECT) Sensoroutput is too highor too low

• May affectdriveability inextreme cases


• Faulty Engine Coolant Temperature(ECT) Sensor or EngineManagement System (EMS)Module connector

• Break in Engine CoolantTemperature (ECT) Sensorharness

• Malfunctioning Engine CoolantTemperature (ECT) Sensor




• Idle runregulation isdeteriorated


• Internal fault in the Engine CoolantTemperature (ECT) Sensor harness

• Faulty Engine Coolant Temperature(ECT) Sensor connector

• Faulty Engine Coolant Temperature(ECT) Sensor




• Idle runregulation isdeteriorated


• An open in the Engine CoolantTemperature (ECT) Sensor circuit

• An open in the Engine CoolantTemperature (ECT) Sensor

• Intermittent fault in the EngineCoolant Temperature (ECT) Sensor

• Faulty Engine Coolant Temperature(ECT) Sensor connector

• Faulty Engine Coolant Temperature(ECT) Sensor


change• The Engine

CoolantTemperature(ECT) Sensoroutput is showinga constant value

• May affectvehicledriveability

• Faulty Engine Coolant Temperature(ECT) Sensor harness

• Engine Coolant Temperature (ECT)Sensor failure

25


MID 128 PID 111 Coolant LevelType offault:


Possible Cause:



• Moderatelybelow range



• Engine derate • Coolant level below range• Faulty harness• Engine shutdown



• Short Circuit +Measuring line

• Coolant level cannot be detected

• Faulty harness




• Coolant level cannot be detected

• Faulty harness



• Open Circuit • Coolant level cannot be detected

• Faulty harness

26


MID 128 PID 153 Crankcase PressureType offault:


Possible Cause:



• Out of range,max voltage,illegal

• Critically AboveRange

• Forced idle• Engine shut

down

• The non-filtered pressure difference(between crankcase pressure andambient air pressure) is/was abovelimit. (The fault code will remainduring the entire driving cycle(unless reset)



• Out of range, minvoltage, illegal

• N/A • Crankcase Pressure Sensor out ofrange



• Plausibility • N/A • The crankcase pressure is showingeither too high or too low value(abnormal value)





• N/A • Crankcase Pressure Sensor failure• Faulty harness



• Open Circuit +,5V Supply Line



• N/A • Crankcase Pressure Sensor failure• Faulty harness

27


MID 128 PID 171 Ambient TemperatureType offault:


Possible Cause:

FMI 9• Abnormal Update

Rate• This fault will

become activewhen the EngineManagementSystem (EMS)Module detectsthat the AmbientAir Temperaturemessage fromthe InstrumentCluster Moduledoes not exist.


• Faulty Ambient Air TemperatureSensor harness

MID 128 PID 173 Exhaust TemperatureType offault:


Possible Cause:


above normaloperational range— most severelevel

• Exhaust GasTemperature istoo high

• Engine derate• Poor driveability

• Faulty Exhaust Gas Temperature(EGT) system

• Faulty harness or connector




• Poor driveability • Harness connected to incorrectsensor

• Sensor failure



• Short to groundon the meteringside of the circuit

• Poor driveability • Sensor failure• Faulty harness



• Short to batteryon the meteringside of the circuit

• Open in themetering side ofthe circuit

• Open in theground side ofthe circuit

• Poor driveability • Faulty harness• Sensor failure


change• Sensor is stuck • Poor driveability • Sensor failure

28


MID 128 PID 175 Engine Oil TemperatureType offault:


Possible Cause:



• ModeratelyAbove range

• Critically AboveRange

• Engine derate • Extreme driving conditions



• Plausibility • In some casesmay havean effect ondriveability

• The oil temperature sensor outputis showing either too high or to lowvalue (abnormal value)




• N/A • Engine Oil Temperature (EOT)sensor failure

• Faulty harness




• Open Circuit

• N/A • Engine Oil Temperature (EOT)sensor failure

• Faulty harness

29


MID 128 PID 354 Relative HumidityType offault:


Possible Cause:



• Short to batteryin the meteringcircuit ofthe RelativeHumidity Sensor

• Open in theground circuitof the RelativeHumidity Sensor

• Turbochargernoise


• Faulty connector• Faulty Relative Humidity Sensor

harness• Faulty Relative Humidity Sensor



• Open in themetering circuitof the RelativeHumidity Sensor

• Open in the 5volt supply circuitof the RelativeHumidity Sensor

• Short to groundin the meteringcircuit ofthe RelativeHumidity Sensor

• Turbochargernoise


• Faulty connector• Faulty Relative Humidity Sensor

harness• Faulty Relative Humidity Sensor

30


MID 128 PID 411 EGR Exhaust Back PressureType offault:


Possible Cause:



• EGR differentialpressure sensoroutput is too highor too low

• Uneven running• Engine derate

• Faulty EGR Differential PressureSensor connector

• Faulty EGR Differential PressureSensor harness

• Faulty EGR Differential PressureSensor

• EGR leakage• Clogged EGR cooler• Clogged EGR venturi



• Short to batteryin metering line

• Open in theground circuit

• Engine respondspoorly

• Engine derate






• Open in the 5 voltsupply line

• Short to groundin metering line

• Open in themetering line


• Engine derate




31


MID 128 PID 412 EGR TemperatureType offault:


Possible Cause:



• N/A • Malfunctionindicator lampilluminated

• Extreme driving conditions• EGR cooler failure



• Short to groundon the meteringside of the EGRSensor circuit


• Engine powerwill be deratedaccording to theerror torque map

• Faulty EGR Temperature Sensorconnector

• Faulty EGR Temperature Sensorharness

• Faulty EGR Temperature Sensor



• Short to batteryin the meteringside of the EGRSensor circuit

• Open in themetering side ofthe EGR Sensorcircuit

• Open circuit inthe ground line ofthe EGR Sensorcircuit


• Engine derate



• Faulty EGR Temperature Sensor


change• EGR sensor

is showing aconstant valuethat will notchange




• EGR system leakage

32


MID 128 PPID 35 EGR Mass FlowType offault:


Possible Cause:



• EGR flow is toohigh

• Poor driveability • Faulty EGR system• Faulty harness or connector


below normaloperational range— most severelevel

• EGR flow is toolow

• Poor driveability • Faulty EGR system• Clogged EGR cooler• Faulty harness or connector

MID 128 PPID 89 Variable Geometry Turbocharger Smart Remote

Actuator TemperatureType offault


Possible Cause


above normaloperationalrange-most severelevel

• VGT SRAtemperature ismoderately toohigh

• Engine derate • Coolant system malfunction• Extreme driving conditions• Overheated VGT actuator

33


MID 128 PPID 122 Engine Compression BrakeType offault


Possible Cause



• Below range • No VolvoCompressionBrake (VCB)

• Low engine oil temperature



• Short Circuit + • VolvoCompressionBrake (VCB) cannot be turned on

• Engine brakefunction derated

• Gear shiftperformancederated forsome automatictransmissionboxes

• Faulty Volvo Compression Brake(VCB) actuator

• Faulty harness



• Short Circuit - • VolvoCompressionBrake (VCB) cannot be turned off

• Engine stopsrunning

• Engineimpossible torestart


• Faulty harness



• Open Circuit • VolvoCompressionBrake (VCB) cannot be turned on

• Engine brakefunction derated

• Gear shiftperformancederated forsome automatictransmissionboxes


• Faulty harness

34


MID 128 PPID 270 NOx SensorMID 233 Fault code sent by MID 128 Enginecontrol unit.

Type offault


Possible Cause



• Removed• Plausibility


• NOx sensor removed (measuressurround air)

• Exhaust system leakage• Air intake leakage• Faulty NOx sensor



• Short Circuit,NOx signal

• N/A • Faulty cabling between NOx sensorand NOx sensor ECU

• Faulty NOx sensor



• Open Circuit,NOx signal

• N/A • Faulty cabling between NOx sensorand NOx sensor ECU

• Faulty NOx sensor


rate (missingsensor signal

• Abnormal update • N/A • Missing signal from NOx sensor


change• Stuck • N/A • Exhaust system leakage

• Air intake leakage• Faulty NOx sensor

FMI 12• Bad Intelligent

Device orComponent

• Incorrect value • N/A • Faulty NOx sensor

FMI 13• Out of calibration • Range check • N/A • Faulty NOx sensor

FMI 14• Special

instructions• Missing signal

from sensor dueto battery voltage

• N/A • Voltage to NOx sensor is too high

35


MID 128 PPID 272 Air Pressure CompensationType offault:


Possible Cause:



• Short Circuit - • Possible turbonoise

• Faulty Intake Air Temperature andHumidity (IATH) sensor

• Faulty harness• Faulty Intake Air Temperature and

Humidity (IATH) sensor connector



• Short Circuit +• Open Circuit

• Possible turbonoise

• Faulty Intake Air Temperature andHumidity (IATH) sensor

• Faulty harness• Faulty Intake Air Temperature and

Humidity (IATH) sensor connector

MID 128 PPID 326 Soot LevelType offault:


Possible Cause:



• Moderately highsoot load

• Medium to highengine derate

• Diesel Particulate Filter (DPF)clogged

• After Treatment Fuel Injectorclogged

• Regeneration disabled by driver orother component

FMI 11• Critically high soot

load• Critically high

soot load• High engine

derate• Engine derate

• Diesel Particulate Filter (DPF)clogged

• After Treatment Fuel Injectorclogged

• Regeneration disabled by driver orother component

36


MID 128 PPID 328 Aftertreatment Injection Shutoff ValveType offault:


Possible Cause:



• Circuit shorted tobattery


• Faulty harness• Actuator failure



• Circuit shorted toground





• Open circuit • Malfunctionindicator lampilluminated


FMI 7• Mechanical system

not responding orout of adjustment

• After TreatmentFuel Injectorstuck closed


• Shut off valve stuck closed

FMI 14• Special

instructions• After Treatment

Fuel Injectorleaking


• After Treatment Fuel Injector failure

MID 128 PPID 329 Aftertreatment Fuel InjectorType offault:


Possible Cause:



• Circuit shorted tobattery


• Faulty harness• Injector failure



• Circuit shorted toground





• Open circuit • Malfunctionindicator lampilluminated




• After treatmentfuel injectorclogged



FMI 14• Special

instructions• After Treatment

Fuel Injectorleaking



37


MID 128 PPID 330 DRVType offault:


Possible Cause:



• Short circuit + • On/off valve can’tbe activated

• Regenerationnot possible

• High enginebraking withoutrequest

• Driveabilityaffected

• Faulty Discharge Recirculator Valve(DRV) Solenoid

• Faulty harness• Faulty Discharge Recirculator Valve

(DRV) Solenoid connector



• Short circuit- • Valve constantlyactivated

• Major enginederate

• Exhaust manifoldoverheating

• Engine shutdown






• Open circuit • On/off valve can’tbe activated









• MechanicallyStuck

• On/off valve can’tbe activated




• Valve constantlyactivated

• Major enginederate

• Exhaust manifoldoverheating

• Engine shutdown

• Leaking pipes• Faulty Discharge Recirculator Valve

(DRV) Solenoid

38


MID 128 PPID 337 Ash LevelType offault:


Possible Cause:



• Ash level too high • Need service • Short intervals between filterregenerations

MID 128 PPID 387 Temperature Sensor, Catalytic ConverterType offault:


Possible Cause:





• Sensor failure










• Poor driveability • Faulty harness• Actuator failure



39


MID 128 PPID 436 Exhaust Gas Temperature Sensor 3Type offault:


Possible Cause:





• Sensor failure










• Poor driveability • Faulty harness• Actuator failure



40


MID 128 PPID 437 Aftertreatment Injector Fuel Pressure SensorType offault:


Possible Cause:




• N/A • Faulty shut off valve• Sensor failure




• Open in theground line

• N/A • Faulty harness• Sensor failure



• Open circuit inthe 5 volt supply

• Short circuit toground in themetering line

• Open circuit inthe metering line

• N/A • Faulty harness• Sensor Failure


change• After treatment

injector fuelpressure sensorstuck

• N/A • Sensor• Faulty shut off valve• Injector failure

41


MID 128 PSID 47 Particulate Trap RegenerationType offault:


Possible Cause:



• Plausability, toohigh


• Faulty After Treatment Injector



• Plausability, toolow


• Faulty After Treatment Injector• Faulty Diesel Particulate Filter (DPF)

catalyst

FMI 8• Abnormal

frequency, pulsewidth or period

• Regenerationperiod too long

• N/A • N/A


Device orComponent

• Regenerationefficiency too low

• N/A • Clogged After Treatment Injector• Diesel Particulate Filter (DPF)

catalyst damaged• Diesel Particulate Filter (DPF)

catalyst clogged

MID 128 PSID 98 Boost Air SystemType offault:


Possible Cause:



• Boost pressureis too high

• Turbochargersurge

• EGR system failure• Faulty turbocharger actuator


below normaloperational range— most severelevel

• Boost pressureis too low

• Engine derate• Engine slow to

respond

• Faulty Boost Air System hoses,pipes, brackets, cooler, EGR systemcomponents and turbo components

42


MID 128 PSID 108 Aftertreatment Injection SystemType offault:


Possible Cause:


not responding, orout of adjustment

• Mechanicalproblem


• Engine derate• Engine shut

down

• Faulty After Treatment Injection (ATI)system

43


MID 128 PSID 109 Engine Coolant Temperature SensorType offault:


Possible Cause:

FMI 7• Thermostat

blocked closed• This fault will

become activewhen the EngineManagementSystem (EMS)Module detectsthat theEngine CoolantTemperature(ECT) Sensoroutput is high butstill with in theacceptable rangefor the sensor.

• The CoolantTemperatureSensor isindicating ahigh coolanttemperature.


• Thermostat Blocked Closed• Faulty radiator fan• Clogged radiator

FMI 12• Thermostat

blocked open• This fault will

become activewhen the EngineManagementSystem (EMS)Module detectsthat theEngine CoolantTemperature(ECT) Sensoroutput is low butstill with in theacceptable rangefor the sensor.

• Poor heat in cab• Malfunction


• Thermostat Blocked Open

44


MID 128 SID 1/2/3/4/5/6 Unit InjectorType offault:


Possible Cause:

FMI 3• Voltage high/open • EMS module

detects a shortcircuit to batteryon the low sideof the Spill Valve(SV)/NeedleControl Valve(NCV).

• Loss of power• Uneven running• Running on 3 to

5 cylinders• Malfunction


• Open circuit



• EMS detects ashort circuit tobattery positive,a short circuitto ground, or anopen circuit onthe high side ofthe SV/NeedleControl Valve(NCV) or a ShortCircuit to groundon the low side ofthe SV/NCV.

• Loss of power• Uneven running• Running on 3 to

5 cylinders• Malfunction


• Harness shorted or open• Faulty fuel injector solenoid


not responding• Cylinder

balancing data isabove the limit

• Erratic engineidle speed

• Clogged fuel injector(s)• Low fuel pressure• Poor Compression• Improper valve adjustment

FMI 12• Failed Device

(Low injector holdcurrent)

• Injector orharnessresistance toohigh

• Loss of power• Uneven running• Malfunction


• Injector solenoid resistance out ofspecification

• Harness resistance too high

FMI 14• Special

instructions• Fuel injector flow

is too low or high.• Cylinder

compressionis low.

• Loss of power• Uneven running• Malfunction


• Low injector flow• High injector flow• Poor compression

45


MID 128 SID 18 Drain Valve, Water SeparatorType offault:


Possible Cause:



• Short Circuit +Measuring line

• Valve constantlyshut

• Faulty Water In Fuel (WIF) SolenoidValve

• Broken wire




• High fuelconsumption dueto fuel leakage


• Broken wire



• Open Circuit • Valve constantlyshut


• Broken wire

46


MID 128 SID 21 Engine Position Timing SensorType offault:


Possible Cause:



• Phase Error- Incorrectcorrelationbetween CAMand CrankSensor

• Increased fuelconsumption

• Faulty connector• Faulty Engine Position Timing

Sensor harness• Faulty Engine Position Timing

Sensor• Improper air gap


normal, or shortedto high source

• Missing Signalfrom EnginePosition TimingSensor

• Open in theEngine PositionTiming SensorCircuit

• Short to batteryin the EnginePosition TimingSensor Circuit

• Short to groundin the EnginePosition TimingSensor Circuit

• Increasedengine start time

• Loss of enginepower

• Faulty Engine Position TimingSensor harness

FMI 8• Abnormal


• Noisy Signalfrom EnginePosition TimingSensor

• Open in theEngine PositionTiming SensorCircuit



• Faulty Engine Position TimingSensor harness

• Faulty Engine Position TimingSensor mounting

47


MID 128 SID 22 Engine Speed SensorType offault:


Possible Cause:



• Intermittent orweak signal


• Imprecise enginetiming


• Uneven cylinderbalancing

• Power loss• Smoke

• Faulty connector• Faulty Engine Speed Sensor

harness• Faulty Engine Speed Sensor• Improper air gap



• Missing Signalfrom EngineSpeed Sensor

• Open in theEngine SpeedSensor Circuit

• Short to batteryin the EngineSpeed SensorCircuit

• Short to groundin the EnginePosition TimingSensor Circuit


• Vehicle may be inlimp home mode


• Faulty Engine Speed Sensorharness

• Faulty Crank Sensor mounting

FMI 8• Abnormal


• Erratic orintermittentsignal fromEngine SpeedSensor

• Open in theEngine SpeedSensor


• Imprecise enginetiming


• Uneven cylinderbalancing

• Power loss• Smoke

• Faulty Engine Speed Sensorharness

• Faulty Engine Speed Sensormounting

48


MID 128 SID 27 Variable Geometry TurbochargerType offault:


Possible Cause:



• Smart remoteactuator hasnot seen a validcommand onCAN2

• Incorrect data

• Low boost• Low power• Nozzle opens• Smoke from

engine

• Disturbance on CAN2 data lines


normal, or shortedto low source

• Short to ground • Nozzle will openresulting in lowpower and lowboost

• SRA willcontinue toattempt andmaintain targetnozzle position

• Faulty SRA VGT connector• Faulty SRA VGT harness• Low battery voltage



• Mechanicalproblem withthe VGT SRA

• Low boost andsmoke

• Possible enginederate

• Power loss insome caseswhen actuatormotor has beendisabled

• Actuator motor effort is temporarilylimited to prevent overheating

• Restrictions detected when runninglearn sequence

• SRA is slow to follow commands• SRA position is not tracking

command


rate• Data from the

SRA has beenmissing for2-seconds

• Engine derated(major)

• EGR valveclosed

• Data line harness• No supply to VGT actuator• VGT actuator• VGT SRA connector

FMI 13• Out of calibration • Failed self-

calibration• N/A • Smart remote actuator

49


MID 128 SID 33 Fan ControlType offault:


Possible Cause:


normal, or shortedTo high source

• Short to positivein the CoolingFan controlcircuit


• Broken Cooling Fan Actuator• Faulty Cooling Fan Actuator harness

or connector



• Short to groundin the CoolingFan controlcircuit

• Output voltageis 1/3 the supplyvoltage



or connector



• Open in theCooling Fancontrol circuit



or connector

MID 128 SID 70 Preheater Element 1Type offault:


Possible Cause:




• Fuse for shortingwire blown

• Faulty Preheat Relay• Short in high side of Preheat Sense

1 circuit




• Shorting wiremay break

• Preheat relay problem• Sense 1, Short Circuit -, Measuring

line



• Open Circuit • May get startproblems in coldclimate

• Faulty Heating element• Broken wire

50


MID 128 SID 71 Preheater Element 2Type offault:


Possible Cause:




• Fuse for shortingwire blown

• Faulty Preheat Relay• Short in high side of Preheat Sense

2circuit




• Shorting wiremay break

• Preheat relay problem• Sense 2, Short Circuit -, Measuring

line



• Open Circuit • May get startproblems in coldclimate

• Faulty Heating element• Broken wire

MID 128 SID 146 EGR Valve 1Type offault:


Possible Cause:



• Stuck EGRControl Valve

• EGR ControlValve circuitshorted topositive

• EGR ControlValve circuitshorted toground


• Engine derate

• Faulty EGR Control Valve actuator• EGR Control Valve harness



• Open EGRControl ValveCircuit


• Engine derate

• Faulty EGR Control Valve actuator• EGR Control Valve harness

FMI 7• Mechanical

System NotResponding orOut Of Adjustment

• EGR Valve stuckclosed

• Engine derate • Faulty EGR Valve


Device orComponent

• EGR Valve stuckopen

• Engine derate • Faulty EGR Valve

51


MID 128 SID 211 5 Volt DC SupplyType offault:


Possible Cause:



• N/A • Strangeinformationdisplayed oncluster

• Poor driveability

• 5 volt reference circuit shorted topositive

• Faulty harness or connector• Faulty sensor power supply• MID 128 PID’s 94, 100 and 153 may

also be set

FMI 4• Voltage Below

Normal, or ShortedTo Low Source



• 5 volt reference circuit shorted toground


also be set

MID 128 SID 230 Idle Validation Switch 1Type offault:


Possible Cause:



• IVS signalshorted tovoltage

• No IVS limphome functionfor pedal position

• Faulty connector• Faulty VECU• Short to voltage in signal circuit

harness

FMI 5• Current Below

Normal or OpenCircuit

• IVS signalshorted toground or open

• No IVS limphome functionfor pedal position

• Faulty connector• Faulty VECU• Short to ground or open in signal

circuit harness

52


MID 128 SID 232 5 Volt DC Supply to SensorType offault:


Possible Cause:





• Poor driveability• Faulty harness or connector• Faulty sensor power supply• MID 128 PID’s 26, 102 and 411 may

also be set





• 5 volt reference circuit shorted toground


also be set

53


Transmission Control Unit, Fault TracingThe “Premium Tech Tool” (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.








FMI Table


0 Too high value Data valid, but above the normal work range

1 Too low value Data valid, but below the normal work range

2 Incorrect data Data erratic, Intermittent or incorrect

3 Electrical fault Voltage above normal or shorted high

4 Electrical fault Voltage below normal or shorted low

5 Electrical fault Current below normal or open circuit

6 Electrical fault Current above normal or grounded circuit

7 Mechanical fault Mechanical system not responding properly

8 Mechanical or electrical fault Abnormal frequency, pulse width or period


10 Mechanical or electrical fault Abnormal rate of change

11 Unknown fault Failure mode not identifiable

12 Component fault Bad intelligent device or component

13 Incorrect calibration Out of calibration


15 Unknown fault Reserved for future assignment by SAE Data Formal Subcommittee


54


MID 130 Control Unit, Fault TracingPID“MID 130 PID 31 Range Cylinder, Position” page 57

“MID 130 PID 32 Split Cylinder, Position” page 58

“MID 130 PID 33 Clutch Cylinder, Position” page 59

“MID 130 PID 36 Clutch Wear, Status” page 61

“MID 130 PID 37 Air Pressure, Transmission” page 61

“MID 130 PID 65 Brake Switch” page 62

“MID 130 PID 158 Control Unit, Battery Voltage” page 62

“MID 130 PID 160 Main Shaft, Rotation Speed” page 63

“MID 130 PID 161 Input Shaft, Rotation Speed” page 67

“MID 130 PID 177 Oil Temperature, Transmission” page 70

PPID“MID 130 PPID 10 Gear Selector Cylinder 1, Position” page 71

“MID 130 PPID 11 Gear Selector Cylinder 2, Position” page 72

“MID 130 PPID 50 Clutch, Pre-load” page 73

“MID 130 PPID 51 Clutch Disc, Pull Position” page 74

“MID 130 PPID 54 ECU +5V Output” page 74

“MID 130 PPID 55 ECU, Temperature” page 75

“MID 130 PPID 140 Inclination Angle” page 75

55


PSID“MID 130 PSID 1 PWM Valve, Quick Engagement” page 76

“MID 130 PSID 2 PWM Valve, Slow Engagement” page 77

“MID 130 PSID 3 PWM Valve, Quick Disconnection” page 78

“MID 130 PSID 4 PWM Valve, Slow Disconnection” page 79

“MID 130 PSID 5 Ground, Quick PWM Valves” page 80

“MID 130 PSID 6 Ground, Slow PWM Valves” page 81

“MID 130 PSID 12 Solenoid Valve, Gear Selector Cylinder 1, Inner” page 82

“MID 130 PSID 13 Solenoid Valve, Gear Selector Cylinder 1, Outer” page 83

“MID 130 PSID 14 Solenoid Valve, Gear Selector Cylinder 2, Inner” page 84

“MID 130 PSID 15 Solenoid Valve, Gear Selector Cylinder 2, Outer” page 85

“MID 130 PSID 20 Solenoid Valve, Power Take-off 1” page 86

“MID 130 PSID 21 Solenoid Valve, Power Take-off 2” page 87

“MID 130 PSID 22 Solenoid Valve, Brake, Counter Shaft” page 88

“MID 130 PSID 23 Split Engagement System” page 89

“MID 130 PSID 24 Range Engagement System” page 91

“MID 130 PSID 25 Gears 1/R Engagement System” page 92

“MID 130 PSID 26 Gears 2/3 Engagement System” page 94

“MID 130 PSID 27 Clutch System” page 96

“MID 130 PSID 28 Transmission Brake” page 98

“MID 130 PSID 200 Communication Interference, Data Link, Engine Control Unit” page 98

“MID 130 PSID 201 Communication Interference, Data Link, Vehicle Control Unit” page 99

“MID 130 PSID 204 Communication Interference, Data Link, Brake Control Unit” page 100

“MID 130 PSID 207 Communication Interference, Data Link, Gear Selector Control Unit” page 100

“MID 130 PSID 210 J1939 Data Link Interruption, Lighting ECU” page 101

“MID 130 PSID 211 J1939 Data Link Interruption, Adaptive Cruise Control ECU” page 101

“MID 130 PSID 232 Powertrain CAN” page 102

“MID 130 PSID 254 DIEE Signal” page 102

SID“MID 130 SID 35 Solenoid Valve, High Range” page 103

“MID 130 SID 36 Solenoid Valve, Low Range” page 104

“MID 130 SID 37 Solenoid Valve, High Split” page 105

“MID 130 SID 38 Solenoid Valve, Low Split” page 106

“MID 130 SID 231 J1939 Control Link” page 107

“MID 130 SID 240 Program Memory” page 107

“MID 130 SID 250 J1708 Information Link” page 108

“MID 130 SID 253 Calibration Memory EEPROM” page 108

56


MID 130 PID 31 Range Cylinder, PositionType offault:

FMIDescription:

Fault Condition: Possible Symptoms: Possible Cause:

FMI 3• Voltage

abovenormal, orshorted tohigh source

• Status fromASIC is shortcircuit to U-BATT

• Slow gear changes

• Yellow lamp is sent

• N/A

FMI 5• Current

belownormal oropen circuit

• Status fromASIC is opencircuit



• N/A

FMI 6• Current

abovenormal orgroundedcircuit

• Status fromASIC is shortcircuit to ground



• N/A

FMI 13• Calibration

value out ofrange

• The checksumin NVRAM is notcorrect or, thesensor has notbeen calibrated.


• Cranking is inhibited

• Engine cannot start

• N/A

57


MID 130 PID 32 Split Cylinder, PositionType offault:

FMIDescription:


FMI 3• Voltage


• Status fromASIC is shortcircuit to U-BATT



• N/A

FMI 5• Current


• Status fromASIC is opencircuit



• N/A

FMI 6• Current

abovenormal orgroundedcircuit

• Status fromASIC is shortcircuit to ground



• N/A


value out ofrange





• N/A

58


MID 130 PID 33 Clutch Cylinder, PositionType offault:

FMIDescription:



intermittent,or incorrect

• The differencebetween clutchpositionsindicated bythe sensor signal(SEPoC) andthe invertedsensor signal(SEPoCINV)is to large andboth signals arewithin normalrange


• Slow clutchperformance

• Rough shifting atstart and at slowspeed


• N/A

FMI 3• Voltage


• Sensor signal isshort circuit toUBATT or sensorsupply when: atleast one of thesensor signalsis above normalrange





• N/A

FMI 5• Current


• Open circuiton any of thesensor signals isdetected when:one of the sensorsignals is withinnormal rangeand the othersensor signal isbelow normalrange

• Open circuiton groundis detectedwhen both thesensor signalsare within thenormal rangeand the sumof the sensorsignals is abovea specific value





• N/A

59


Type offault:

FMIDescription:


FMI 12• Faulty

device orcomponent

Both sensor signalsare below normalwhen:

• Status of thesensor ASIC isinternal fault onthe sensor or

• Short circuit toground on anyof the sensorsignals or

• Open circuit onsupply or

• Short circuitbetween the twosensor signals





• N/A


value out ofrange





• N/A

60


MID 130 PID 36 Clutch Wear, StatusType offault:


Possible Cause:



• The clutch wearis more thanor equal to"SERVICE DUEPOSITION"

• Yellow lamp issent

• If active for along period oftime the clutchmay completelywear out and fail

• N/A

MID 130 PID 37 Air Pressure, TransmissionType offault:


Possible Cause:



• Sensor signal isin normal range

• Pressure isabove 145 PSI(10.0 bar)



• N/A


below operationalrange

• Sensor signal isin normal range

• Pressure isbelow 72.5 PSI(5.0 bar)


• The symbol forcompressed air,transmission issent

• Gear changesmay be absent


• N/A



• The sensorsignal is abovenormal range


• N/A



• The sensorsignal is belownormal range


• N/A

61


MID 130 PID 65 Brake SwitchType offault:


Possible Cause:

FMI 14• Special

Instructions• The gear lever

is moved fromneutral or“FOLD” positionwithout priorapplication of theservice brake

• White lamp issent togetherwith pop upmessage

• The transmissionwill not engagethe selected gear(stays in neutral)

• N/A

MID 130 PID 158 Control Unit, Battery VoltageType offault:


Possible Cause:



• 12 Volt System:Voltage is above19V


• N/A



• 12 Volt System:Voltage is below9 V and theengine has beenrunning for 5 s


• Reducedtransmissionperformance

• N/A

62


MID 130 PID 160 Main Shaft, Rotation SpeedType offault:


Possible Cause:



• The sensorsignal is withinnormal rangeand,

• The main shaftspeed differsfrom both thevalue of thecountershaftspeed and thevehicle speedreceived from theVECU

The followingconditions mustbe fulfilled for atime of 2.0 s inorder to activate:

• A gear (notneutral) isengaged in thetransmission

• The value of theinput shaft speedcalculated fromthe main shaftspeed sensor(SESM) is morethan 300 rpm

• The value of theinput shaft speedcalculated fromthe counter shaftspeed sensor(SESC) is morethan 300 rpm


• Slow gearchanges

• Rough gearchanges

• N/A

63


Type offault:


Possible Cause:

FMI 1 (Continued)• The values of the

input shaft speedcalculated fromthe main shaftspeed sensor(SESM) and thecounter shaftspeed sensor(SESC) differmore than 50rpm

• The values of theinput shaft speedcalculated fromthe main shaftspeed sensor(SESM) and thevehicle speedreceived fromthe VECU differmore than 30rpm

• The values of theinput shaft speedcalculated fromthe counter shaftspeed sensor(SESC) and thevehicle speedreceived from theVECU differ lessthan 30 rpm

64


Type offault:


Possible Cause:


intermittent, orincorrect

• The sensorindicates wrongdirection

The followingconditions mustbe fulfilled for atime of 2,0 s inorder to activate:

• The inputshaft speedcalculated fromthe countershaftspeed sensor(SECS) is above300 rpm and theclutch is engagedor

• The inputshaft speedcalculated fromthe countershaftspeed sensor(SECS) is above600 rpm and theclutch position ismore engagedthan the slip pointand the enginespeed is receivedfrom the engineECU and above600 rpm

• A forward gear isengaged in thetransmissionand themainshaft speedsensor (SESM)indicates reversemovement or

• A reverse gear isengaged and themainshaft speedsensor (SESM)indicates forwardmovement

• There is no otheractive fault onthe sensor for themain shaft speed(SEMS)



• N/A

65


Type offault:


Possible Cause:



• Signal or supplyvoltage is abovenormal range




• N/A



• Signal andsupply voltageis below normalrange




• N/A



• Signal voltageis below normalrange

• Supply voltageis in the normalrange




• N/A

66


MID 130 PID 161 Input Shaft, Rotation SpeedType offault:


Possible Cause:



• The sensorsignal is withinnormal rangeand,

• The counter shaftspeed differsfrom both themain shaft speed(SESM) and thevehicle speedreceived from theVECU when thecounter shaft isrotating

The followingconditions mustbe fulfilled for atime of 2.0 s inorder to activate:

• A gear (notneutral) isengaged in thetransmission

• The value of theinput shaft speedcalculated fromthe main shaftspeed sensor(SESM) is morethan 300 rpm

• The value of theinput shaft speedcalculated fromthe counter shaftspeed sensor(SESC) is morethan 300 rpm



• Transmissionbrake up-shiftscannot be used

• Engagementpoint notfunctioningproperly

• Starting gear canonly be engagedwhen the vehicleis stationaryor when thevehicle speed ishigh enough tosynchronize thetransmission withthe engine

• N/A

67


Type offault:


Possible Cause:

FMI 1 (Continued)• The values of the

input shaft speedcalculated fromthe counter shaftspeed sensor(SESC) and themain shaft speedsensor (SESM)differ more than50 rpm

• The values of theinput shaft speedcalculated fromthe counter shaftspeed sensor(SESC) and thevehicle speedreceived fromthe VECU differmore than 30rpm

• The values of theinput shaft speedcalculated fromthe main shaftspeed sensor(SESM) and thevehicle speedreceived from theVECU differ lessthan 30 rpm

68


Type offault:


Possible Cause:









• N/A









• N/A

69


MID 130 PID 177 Oil Temperature, TransmissionNote: FMI 0 has three levels of severity, low, medium andhigh. All times are reset when the key is switched off.

Type offault:


Possible Cause:

FMI 0(Low) • Data valid but


• The sensorsignal is innormal range

• Temperature isabove 100 C(212 F) during18000 s


• Symbol for hightransmission oiltemperature is lit

• N/A

FMI 0(Medium) • Data valid but






• N/A

FMI 0(High) • Data valid but




• Red lamp is sent


• N/A





• N/A





• N/A

70


MID 130 PPID 10 Gear Selector Cylinder 1, PositionType offault:


Possible Cause:



• Status from ASICis short circuit toU-BATT



• N/A



• Status from ASICis open circuit



• N/A

FMI 6• Current above

normal orgrounded circuit

• Status from ASICis short circuit toground



• N/A

FMI 13• Calibration value

out of range• The checksum

in NVRAM is notcorrect or

• The sensorhas not beencalibrated


• Cranking isinhibited

• Engine cannotstart

• N/A

71


MID 130 PPID 11 Gear Selector Cylinder 2, PositionType offault:


Possible Cause:



• Status from ASICis short circuit toU-BATT



• N/A



• Status from ASICis open circuit



• N/A



• Status from ASICis short circuit toground



• N/A



in NVRAM is notcorrect or

• The sensorhas not beencalibrated




• N/A

72


MID 130 PPID 50 Clutch, Pre-loadType offault:


Possible Cause:



• The calculatedstored energy isabove 200 kJ

• The energycalculation istime basedfor VTNA andphysical forothers


• The clutch isoverheated

• The clutch isslowly engaged

• N/A

FMI 11• Clutch

protection active(unidentifiableerror)

• Clutch slipmore than 8.0s with vehiclemovement lessthan 0.8 m (e.g.hill holding event)


• There has beenunnecessaryclutch slip

• The clutch isslowly engaged

• N/A

FMI 14• Special

instructions• Attempt to start

in high range inmanual position

• White lamp issent

• Not possible tostart

• N/A

73


MID 130 PPID 51 Clutch Disc, Pull PositionType offault:


Possible Cause:



in NVRAM is notcorrect

• The slip pointhas not beencalibrated


• It is not possibleto drive thevehicle

• N/A

MID 130 PPID 54 ECU +5V OutputType offault:


Possible Cause:



• Voltage is abovenormal range



• Uneven shiftingat start and atslow speed


• N/A



• Voltage is belownormal range





• N/A

74


MID 130 PPID 55 ECU, TemperatureType offault:


Possible Cause:



• Temperature isabove 125 C(257 F)


• N/A

MID 130 PPID 140 Inclination AngleType offault:


Possible Cause:



• The sensorsignal is aboveor below normalrange

• The vehicle hasbeen standingstill for a specifictime


• The start gearmay be wrong

• Gear selectionperformancemight be reduced

• Downhilland uphillgear changeperformancemay be reduced

• N/A

75


MID 130 PSID 1 PWM Valve, Quick EngagementType offault:


Possible Cause:



• The high-sidedrive is shortcircuit to U-BATTand

• There is no activefault code forshort circuit toU-BATT on VAF-


• Erratic clutchperformance



• N/A



• The high-sidedrive is opencircuit





• N/A



• The high-sidedrive is shortcircuit to ground





• N/A

76


MID 130 PSID 2 PWM Valve, Slow EngagementType offault:


Possible Cause:




• There is no activefault code forshort circuit toU-BATT on VAS-




• N/A







• N/A







• N/A

77


MID 130 PSID 3 PWM Valve, Quick DisconnectionType offault:


Possible Cause:




• There is no activefault code forshort circuit toU-BATT on VAF-





• N/A








• N/A








• N/A

78


MID 130 PSID 4 PWM Valve, Slow DisconnectionType offault:


Possible Cause:




• There is no activefault code forshort circuit toU-BATT on VAS-




• N/A







• N/A







• N/A

79


MID 130 PSID 5 Ground, Quick PWM ValvesType offault:


Possible Cause:



• The low-sidedrive is shortcircuit to U-BATT





• N/A



• The low-sidedrive is shortcircuit to groundand

• There is no activefault code forshort circuit toground on VAFEor VAFD





• N/A

80


MID 130 PSID 6 Ground, Slow PWM ValvesType offault:


Possible Cause:



• The low-sidedrive is shortcircuit to U-BATT




• N/A



• The low-sidedrive is shortcircuit to groundand

• There is no activefault code forshort circuit toground on VASEor VASD




• N/A

81


MID 130 PSID 12 Solenoid Valve, Gear Selector Cylinder 1, InnerType offault:


Possible Cause:



• The high-sidedrive is shortcircuit to U-BATT


• The valve isactivated

• Incorrect gearselection

• N/A





• The valve cannotbe activated


• N/A







• N/A

82


MID 130 PSID 13 Solenoid Valve, Gear Selector Cylinder 1, OuterType offault:


Possible Cause:







• N/A







• N/A







• N/A

83


MID 130 PSID 14 Solenoid Valve, Gear Selector Cylinder 2, InnerType offault:


Possible Cause:







• N/A







• N/A







• N/A

84


MID 130 PSID 15 Solenoid Valve, Gear Selector Cylinder 2, OuterType offault:


Possible Cause:







• N/A







• N/A







• N/A

85


MID 130 PSID 20 Solenoid Valve, Power Take-off 1Type offault:


Possible Cause:






• The PTO cannotbe deactivated


• N/A






• The PTO doesnot work

• N/A







• N/A

86


MID 130 PSID 21 Solenoid Valve, Power Take-off 2Type offault:


Possible Cause:






• The PTO cannotbe deactivated


• N/A







• N/A







• N/A

87


MID 130 PSID 22 Solenoid Valve, Brake, Counter ShaftType offault:


Possible Cause:




• Red lamp is sent

• The valve andthe brake areactivated

• The transmissionwill be damagedif the vehicledrives

• The propshafthas to beremoved to movethe vehicle

• N/A







• N/A







• N/A

88


MID 130 PSID 23 Split Engagement SystemType offault:


Possible Cause:

FMI 0• Unintentional

disengagementof indirect split

• Low split jumpsout

• The split cylindervalves areinactive


• Loss of torque

• N/A


disengagementof direct split

• High split jumpsout



• Loss of torque

• N/A


disengagementof neutral split

• The split cylinderposition leavesthe neutralposition



• N/A

FMI 7• Blocked

engagement ofneutral split

• The neutral splitgear cannotengage


• Eco roll notavailable

• N/A

89


Type offault:


Possible Cause:

FMI 11• Blocked

engagement ofindirect split

• The indirect splitgear can notengage


• Loss of torque



• N/A

FMI 12• Blocked

engagement ofdirect split

• The direct splitgear can notengage


• Loss of torque



• N/A

90


MID 130 PSID 24 Range Engagement SystemType offault:


Possible Cause:


disengagementof low range

• The rangecylinder leavesthe low rangeposition

• The rangecylinder valvesare inactive


• Loss of torque

• N/A


disengagementof high range

• The rangecylinder leavesthe high rangeposition

• The rangecylinder valvesare inactive


• Loss of torque

• N/A

FMI 11• Blocked

engagement oflow range

• The low rangegear can notengage


• Loss of torque


• N/A

FMI 12• Blocked

engagement ofhigh range

• The high rangegear can notengage


• Loss of torque


• N/A

91


MID 130 PSID 25 Gears 1/R Engagement SystemType offault:


Possible Cause:


disengagementof first gear

• The 1/R cylinderleaves the 1:stposition

• The 1:st cylindervalves areinactive


• Loss of torque

• N/A


disengagementof reverse gear

• The 1/R gearleaves thereverse position

• The 1/R cylindervalves areinactive


• Loss of torque

• N/A


disengagementof neutral

• The 1/R cylinderleaves theneutral position

• The 1/R cylindervalves areinactive


• N/A

FMI 7• Blocked

engagement ofneutral

• Not possible toengage neutral



• N/A

92


Type offault:


Possible Cause:

FMI 11• Blocked

engagement offirst gear

• The 1:st gear cannot engage and,

• There is no activefault code on theSEPo1R and,

• There is no activefault code for lowair pressure and,

• There is no activefault code on anyof the 1:st andreverse gearcylinder valves


• Loss of torque


• The 1:st gearswill not beselected by thesystem for ashort while afterfive successfulgearshifts a newattempt to use1:st gear may bemade

• N/A

FMI 12• Blocked

engagement ofreverse gear

• The reverse gearcannot engage


• The R gear cannot engage, butthe system willtry to engage it aslog as the gearlever is in thereverse position

• N/A

93


MID 130 PSID 26 Gears 2/3 Engagement SystemType offault:


Possible Cause:


disengagementof second gear

• The 2/3 cylinderposition indicatesthat the 2/3 gearleaves the 2:ndposition

• The cylindervalves areinactive


• Loss of torque

• N/A


disengagementof third gear

• The 2/3 cylinderleaves the 3:rdposition

• The 3:rd cylindervalves areinactive


• Loss of torque

• N/A


disengagementof neutral

• The split cylinderposition leavesthe neutralposition



• N/A

FMI 7• Blocked

engagement ofneutral

• The neutral gear(2:nd and 3:rdgear cylinder)cannot engage



• N/A

94


Type offault:


Possible Cause:

FMI 11• Blocked

engagement ofsecond gear

• The 2:nd gearcan not engage


• Loss of torque


• The 2:nd gearwill not beselected by thesystem for ashort while afterfive successfulgearshifts a newattempt to use2:nd gear may bemade

• N/A

FMI 12• Blocked

engagement ofthird gear

• The 3:rd gearcannot engage


• Loss of torque


• The 3:rd gearwill not beselected by thesystem for ashort while afterfive successfulgearshifts a newattempt to use3:rd gear may bemade

• N/A

95


MID 130 PSID 27 Clutch SystemType offault:


Possible Cause:


disengagementof the clutch

• The clutchdisengageswhen notcommandedand,

• There is no activefault code on theSEPoC and,


• There is no activefault code on anyof the clutchcylinder valvesand,

• The PCBtemperature isabove a specificlimit




• N/A


engagement ofthe clutch

• The clutchengages whennot commandedand,

• There is no activefault code on theSEPoC and

• There is no activefault code for lowair pressure and


• The PCBtemperature isabove a specificlimit




• N/A

96


Type offault:


Possible Cause:



• The clutchdoes not dis-engage/engageproperly whencommandedand,

• There is no activefault code on theSEPoC and,



• The PCBtemperature isabove 10 C(50 F)




• N/A

FMI 11• Clutch drag • The clutch

transfers toomuch torque inthe disengagedposition


• The vehicle tendsto creep on flatground at idle

• The clutch wearis high

• N/A


clutch slip• The clutch

cannot transfera specific torquewithout slipping


• The enginetorque is reducedso that theclutch does notcontinue to slip

• N/A

97


MID 130 PSID 28 Transmission BrakeType offault:


Possible Cause:



• The transmissionbrake does notbrake when thevalve is activated


• Slow gearchanges atstandstill

• N/A

MID 130 PSID 200 Communication Interference, Data Link, Engine

Control UnitType offault:


Possible Cause:


rate• Message missing

on J1939 fromthe followingcontrol unit:Engine ControlUnit (EECU)


• If there isno POWER-TRAIN_CAN,automatic gearselection en-ters backupmode with gearchanges only atcertain vehiclespeeds

• If there isno POWER-TRAIN_CAN andif the enginedoes not receivemessages fromthe TECU, thegear changeswill be slow

• N/A

98


MID 130 PSID 201 Communication Interference, Data Link, Vehicle



Possible Cause:

FMI 8• Abnormal

frequency, pulsewidth, or period

• Signal fromvehicle controlunit indicatesfault in theaccelerator pedalposition or thebrake pedalswitch


• If pedal positionundefined,automaticgear selectionenters backupmode with gearchanges only atcertain vehiclespeeds


• If service brakeundefined,automaticgear selectionenters backupmode with gearchanges only atcertain vehiclespeeds

• N/A





• Automaticgear selectionenters backupmode with gearchanges only atcertain vehiclespeeds


• N/A

99


MID 130 PSID 204 Communication Interference, Data Link, Brake



Possible Cause:

FMI 8• Abnormal

frequency, pulsewidth, or period

• This FMI shall beset if the wheelspeeds from theBECU (MID 136)are not correct.



• N/A


rate• This FMI shall

be set if themessage fromthe BECU (MID136) is notreceived



• N/A

MID 130 PSID 207 Communication Interference, Data Link, Gear

Selector Control UnitType offault:


Possible Cause:



be set if themessage fromthe GSECU(MID 223) isnot received


• Slow responseon manual gearchanges andslow responsewhen buttons onthe gearlever arepressed.

• N/A

100


MID 130 PSID 210 J1939 Data Link Interruption, Lighting ECUType offault:


Possible Cause:



be set if themessage fromthe LCM (MID216) is notreceived


• The start gearmight be wrong

• Automaticgear selectionperformancemight be reduceda certain timeafter start

• Automatic gearselection perfor-mance might bereduced a cer-tain time after atrailer has beenconnected/dis-connected

• N/A

MID 130 PSID 211 J1939 Data Link Interruption, Adaptive Cruise

Control ECUType offault:


Possible Cause:



be set if themessage fromthe ACC (MID219) is notreceived and,

• ACC is installed


• The retarderACC functiondoes not work

• N/A

101


MID 130 PSID 232 Powertrain CANType offault:


Possible Cause:

Note: This fault code is valid for vehicles where a POWERTRAIN_CAN link exists between the TECU and the engine



• CANcommunicationdoes not work


• Slow gear shifts

• N/A






• N/A

MID 130 PSID 254 DIEE SignalType offault:


Possible Cause:



• The voltage levelfor the DIEE pinis high




• Allcommunicationwith the controlunit is disabledexcept forprogrammingof MSW

• N/A

102


MID 130 SID 35 Solenoid Valve, High RangeType offault:


Possible Cause:






• Low range gearsare missing


• N/A






• High range gearsare missing


• N/A






• Range gears aremissing


• N/A

103


MID 130 SID 36 Solenoid Valve, Low RangeType offault:


Possible Cause:






• High range gearsare missing


• N/A






• Low range gearsare missing


• N/A






• Range gears aremissing


• N/A

104


MID 130 SID 37 Solenoid Valve, High SplitType offault:


Possible Cause:






• Indirect andneutral splitgears aremissing


• N/A






• Splitter gears aremissing


• N/A








• N/A

105


MID 130 SID 38 Solenoid Valve, Low SplitType offault:


Possible Cause:






• Direct andneutral splitgears aremissing


• N/A








• N/A








• N/A

106


MID 130 SID 231 J1939 Control LinkType offault:


Possible Cause:






• N/A

MID 130 SID 240 Program MemoryNote: The boot program only sets this fault code duringpower-up. The boot program does not save any faultcodes.

Type offault:


Possible Cause:



• Faulty data inprogram memory




• N/A

107


MID 130 SID 250 J1708 Information LinkType offault:


Possible Cause:


rate• Signal from MID

128 PID 190, PID85, PPID 212 isnot receivedwithin 30s



• Fault codescannot be read

• On-vehicletests cannot beperformed

• N/A

MID 130 SID 253 Calibration Memory EEPROMType offault:


Possible Cause:


out of range• Flash checksum

dataset error

• Program codemissing




• N/A

108


Vehicle Control Unit, Fault TracingThe “Premium Tech Tool” (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.








FMI Table


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


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


15 Unknown fault Reserved for future use


109


MID 144 Control Unit, Fault CodesPID“MID 144 PID 84 Vehicle Speed” page 111

“MID 144 PID 91 Accelerator Pedal Position (Percentage)” page 112

PPID“MID 144 PPID 61 Engine Brake Switch” page 113

“MID 144 PPID 69 Buffered Idle Validation Switch” page 113

“MID 144 PPID 70 Pedal Switches, Supply” page 113

“MID 144 PPID 71 Cruise Control and Engine Brake, Switch Supply” page 114

“MID 144 PPID 72 Accelerator Pedal and Engine Brake, Sensors Supply” page 114

“MID 144 PPID 73 Second Accelerator Pedal, Supply Sensors” page 115

“MID 144 PPID 265 Vehicle Speed Sensor Supply” page 115

PSID“MID 144 PSID 2 Idle Validation Switch 2” page 116

SID“MID 144 SID 230 Idle Validation Switch 1” page 116

110


MID 144 PID 84 Vehicle SpeedType offault:


Possible Cause:

FMI 2• Data Erratic,

Intermittent orIncorrect

• Intermittent faultydata

• Speedsignal fromspeedometerand ABS differstoo much

• Speed signalfrom VSS andABS differs toomuch

• N/A • VSS Harness• VSS Sensor• VECU• VECU harness

FMI 14• Special

instructions• Intermittent faulty

data• Speed signal

from VSSwas updatedincorrectly

• N/A • Faulty information from tachometer• J1587 data link• Wiring harness

111


MID 144 PID 91 Accelerator Pedal Position (Percentage)Type offault:


Possible Cause:



• Abnormally highvoltage

• Engine will notsupply requestedfuel to engine

• APP harness shorted high• Faulty APP sensor



• Abnormally lowvoltage


• APP harness shorted low• Faulty APP sensor



• Abnormally lowcurrent

• Input isnot correctcompared toIVS 1 & IVS 2

• Engine will notsupply requestedfuel increase

• Faulty APP sensor



• Abnormally highcurrent

• Input isnot correctcompared toIVS 1 & IVS 2


• Faulty APP sensor

FMI 14• Special

Instructions• Supply error from

PPID 72• Supply error


• Faulty APP sensor harness

112


MID 144 PPID 61 Engine Brake SwitchType offault:


Possible Cause:



• SET+ and SET-signal receivedat the same time

• Engine retarderbrake will notactivate

• Engine retarder switch harness• Engine retarder switch

MID 144 PPID 69 Buffered Idle Validation SwitchType offault:


Possible Cause:



• Abnormally highvoltage or shortto higher voltage

• N/A • Signal shorted high



• Abnormally lowvoltage or shortto ground

• N/A • Signal shorted low

MID 144 PPID 70 Pedal Switches, SupplyType offault:


Possible Cause:



• N/A • N/A • Faulty connector• Faulty harness• Supply voltage shorted low

113


MID 144 PPID 71 Cruise Control and Engine Brake, Switch SupplyFMI 4

• Voltage belownormal or shortedto low source

• N/A • Engine will notsupply requestedfuel increase

• Faulty connector• Faulty harness• Supply voltage shorted low

MID 144 PPID 72 Accelerator Pedal and Engine Brake, Sensors

SupplyFMI 3

• Voltage abovenormal or shortedto high source


• Requested fuelnot supplied toengine

• Engine brakeretarder isdisabled

• APP harness shorted high




• Requested fuelnot supplied toengine


• APP harness shorted low

114


MID 144 PPID 73 Second Accelerator Pedal, Supply SensorsType offault:


Possible Cause:






• APP harness shorted high






• APP harness shorted low

MID 144 PPID 265 Vehicle Speed Sensor SupplyType offault:


Possible Cause:




• N/A • VSS harness shorted high• Faulty VSS




• N/A • VSS harness shorted low• Faulty VSS

115


MID 144 PSID 2 Idle Validation Switch 2Type offault:


Possible Cause:



• Faulty readingfrom IVS #2


• Idle Validation Switch (IVS)• IVS connector• IVS harness

MID 144 SID 230 Idle Validation Switch 1Type offault:


Possible Cause:



• Faulty readingfrom IVS #1


• Idle Validation Switch (IVS)• IVS connector• IVS harness

116


Gear Selector Control Unit, Fault TracingThe “Premium Tech Tool” (PTT) is the preferred tool forperforming diagnostic work. Contact your local dealerfor more information.








FMI Table


0 Too high value Data valid, but above the normal work range

1 Too low value Data valid, but below the normal work range

2 Incorrect data Data erratic, Intermittent or incorrect

3 Electrical fault Voltage above normal or shorted high

4 Electrical fault Voltage below normal or shorted low

5 Electrical fault Current below normal or open circuit

6 Electrical fault Current above normal or grounded circuit

7 Mechanical fault Mechanical system not responding properly

8 Mechanical or electrical fault Abnormal frequency, pulse width or period


10 Mechanical or electrical fault Abnormal rate of change

11 Unknown fault Failure mode not identifiable

12 Component fault Bad intelligent device or component

13 Incorrect calibration Out of calibration


15 Unknown fault Reserved for future assignment by SAE Data Formal Subcommittee


117


MID 223 Control Unit, Fault TracingPSID“MID 223 PSID 9 Gear Selector, Position” page 119

“MID 223 PSID 36 Relay Power Supply” page 120

“MID 223 PSID 42 Signals, Key” page 121

“MID 223 PSID 200 Communication Interference, Data Link, Engine Control Unit” page 122

“MID 223 PSID 201 Communication Interference, Data Link, Vehicle Control Unit” page 122

“MID 223 PSID 205 Communication Interference, Data Link, Transmission Control Unit” page 123

“MID 223 PSID 214 No Data From BBM” page 123

SID“MID 223 SID 231 J1939 Control Link” page 124

“MID 223 SID 240 Program Memory” page 125

“MID 223 SID 250 J1708 Information Link” page 125

“MID 223 SID 253 Calibration Memory EEPROM” page 126

“MID 223 SID 254 Hardware Fault” page 126

118


MID 223 PSID 9 Gear Selector, PositionType offault:


Possible Cause:

FMI 12• Faulty device or

component• The sensor

signals do notcorrespond withvalid value


• Some or all stalkactions are notworking

• It is not possibleto select gear

• N/A

119


MID 223 PSID 36 Relay Power SupplyType offault:


Possible Cause:


not respondingproperly

• The relay doesnot release


• Fault displayedafter ignition OFF

• Risk of batterydischarge if maincircuit breakeris not openedwhen vehicle isnot used

• N/A


component• 0 voltage at Pin 1 • It is not possible

to drive thevehicle

• N/A

120


MID 223 PSID 42 Signals, KeyType offault:


Possible Cause:



• Inconsistencybetweenhard-wiredignition signaland ignitionsignal read onnetwork


• Transmissionsupplied andOptidriver fullyfunctional untilmain circuitbreaker isopened

• Risk of batterydischarge if maincircuit breakernot opened whenvehicle not used

• Transmissionnot suppliedand vehicleimmobilizedafter main circuitbreaker has beencycled

• N/A

121


MID 223 PSID 200 Communication Interference, Data Link, Engine



Possible Cause:





• Downhill helpdisabled

• N/A

MID 223 PSID 201 Communication Interference, Data Link, Vehicle



Possible Cause:



on J1939 fromthe followingcontrol unit:Vehicle ControlUnit (VECU)


• Temporarymanual modedisabled


• Return to drivedisabled

• N/A

122


MID 223 PSID 205 Communication Interference, Data Link,

Transmission Control UnitType offault:


Possible Cause:



on J1939 fromthe followingcontrol unit:TransmissionControl Unit(TECU)


• No memorizationduring 1.5 sec ofdirection changerequests whenvehicle is moving


• N/A

MID 223 PSID 214 No Data From BBMType offault:


Possible Cause:



on J1939 fromthe followingcontrol unit:Bodybuilder


• N/A

123


MID 223 SID 231 J1939 Control LinkType offault:


Possible Cause:





• Gear levercommandsslower (J1587)

• No memorizationduring 1.5 sec ofdirection changerequests whenvehicle is moving



• Return to drivedisabled

• N/A

124


MID 223 SID 240 Program MemoryType offault:


Possible Cause:



• Fault data inprogram memory

• The control unit isnot programmed


• GSECU: Nofunction exceptsupply the relay

• Unable to shiftout of neutralposition

• N/A

MID 223 SID 250 J1708 Information LinkType offault:


Possible Cause:


rate• The information

link SAEJ1587/J1708is not working


• A control unit is being programmed

125


MID 223 SID 253 Calibration Memory EEPROMType offault:


Possible Cause:



• Fault in mainsoftware


• Use of defaultvalues ofparameters

• The control unit is not programmed

MID 223 SID 254 Hardware FaultType offault:


Possible Cause:


component• Internal fault in

control unit• Yellow lamp is

sent

• It is not possibleto drive thevehicle

• Gear selector control unit (GSECU)

126

D

127

D

Volvo Trucks North America, Inc.P.O. Box 26115, Greensboro, NC 27402-6115

Volvo Trucks Canada, Ltd.5600A Cancross Court, Mississauga, Ontario L5R 3E9

http://www.volvotrucks.volvo.com

PV776-20180137 () 6.2007 © "Volvo Trucks North America, a division of Volvo Group North America Inc.", 2007

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