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Service ManualTrucks

Group 43

MID 130/223 DTC Guide

PV776-88946390

ForewordThe descriptions and service procedures contained in this manual are based on designs andmethods studies carried out up to October 2009.

The products are under continuous development. Vehicles and components produced after theabove date may therefore have different specifications and repair methods. When this is believedto have a significant bearing on this manual, supplementary service bulletins will be issued to coverthe changes.

The new edition of this manual will update the changes.

In service procedures where the title incorporates an operation number, this is a reference to anV.S.T. (Volvo Standard Times).

Service procedures which do not include an operation number in the title are for general informationand no reference is made to an V.S.T.

Each section of this manual contains specific safety information and warnings which must bereviewed before performing any procedure. If a printed copy of a procedure is made, be sure toalso make a printed copy of the safety information and warnings that relate to that procedure. Thefollowing levels of observations, cautions and warnings are used in this Service Documentation:

Note: Indicates a procedure, practice, or condition that must be followed in order to have thevehicle or component function in the manner intended.

Caution: Indicates an unsafe practice where damage to the product could occur.

Warning: Indicates an unsafe practice where personal injury or severe damage to the productcould occur.

Danger: Indicates an unsafe practice where serious personal injury or death could occur.

Volvo Trucks North America, a division of Volvo Group North America, Inc.Greensboro, NC USA

Order number: PV776-88946390Repl: PV776-20184637

©2009 Volvo Group North America, Inc., Greensboro, NC USA

All rights reserved. No part of this publication may be reproduced, stored in retrieval system,or transmitted in any forms by any means, electronic, mechanical, photocopying, recording orotherwise, without the prior written permission of Volvo Trucks North America, a division of VolvoGroup North America, Inc.

USA38721

ContentsDesign and Function.................................................................................................................... 3MID 130 Transmission Control Unit............................................................................................... 3MID 223 Gear Selector Control Unit .............................................................................................. 6

Troubleshooting .......................................................................................................................... 7MID 130 Transmission Control Unit, Fault Codes............................................................................ 7MID 223 Gear Selector Control Unit, Fault Codes ........................................................................... 54

1

Group 43 MID 130 Transmission Control Unit

Design and FunctionMID 130 Transmission Control UnitThe manufacturer diagnostic tool is the preferred tool forperforming diagnostic work. Contact your local dealer formore information or visit “www.premiumtechtool.com”.

System OverviewThe I-Shift transmission is a technologically advancedautomated mechanical transmission, designed specificallyto work in conjunction with Volvo’s new family of heavy-dutydiesel engines. In order to work as a total package, the I-Shift isprogrammed with each engines’ efficiency map and is offeredwith different software options to fulfill each operators needs.

All variants of the Volvo I-Shift have 12 forward speeds and upto 4 reverse speeds depending on programming. It is a singlecountershaft transmission built up with a splitter section, a mainsection with three forward and one reverse gear, and a rangegear section. It is an automated mechanical transmission anduses synchronizers in its splitter and range gears but not in themain section. The main section utilizes a countershaft brake tomesh gears and equalize shaft speeds as needed. A single

disc automated 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 solenoids toperform shift functions, clutch control and countershaft brakefunctions. All of these functions are timed and controlled bythe Transmission Control Module (TCM). A dedicated air tankis needed on the vehicle to supply air for these components.The air is plumbed to the transmission via a supply line and isdistributed to the other components internally. The air controlsolenoids are housed in the Transmission Control Housing andin the Clutch Control Valve Assembly.

All Volvo Truck models will be available with this transmissionincluding the VT, VN Series & VHD vocational trucks. FourI-Shift models will be offered to support the power ranges ofthe engines as well as offering different gear arrangements:

TransmissionModel

AT2512C ATO2512C AT2612D ATO2612D AT2812C ATO3112CATO3112D

Operation Two Pedal Two Pedal Two Pedal Two Pedal Two Pedal Two Pedal

ForwardSpeeds

12 12 12 12 12 12

EnginesAvailable

D11/D13 D11/D13 D11/D13 D11/D13 D16 D16

Overall Ratio 14.94:1 15.04:1 14.94:1 15.04:1 14.94:1 15.04:1

Top Ratio Direct 1.00:1 Overdrive0.78:1

Direct 1.00:1 Overdrive0.78:1

Direct 1.00:1 Overdrive0.78:1

Weight lbs(kg)

597 (275) 597 (275) 597 (275) 597 (275) 610 (281) 610 (281)

3


Transmission IdentificationEach transmission has two identification tags. One is found onthe top of the clutch housing and the other is found on the back

of the range housing. The transmission version can be readilyidentified by the following nomenclature table.

Make Volvo

Transmission Model AT2512C, ATO2512C, AT2612D, ATO2612D, AT2812C, ATO3112C and ATO3112D

Description A – AutomaticT – TransmissionO – Overdrive25 – Torque Capacity 2500 Nm (1850 lb-ft)26 – Torque Capacity 2600 Nm (2312 lb-ft)28 – Torque Capacity 2800 Nm (2050 lb-ft)31 – Torque Capacity 3100 Nm (2300 lb-ft)12 – Number of forward gearsC or D – Design Level

Sensors

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

Main Shaft Speed Sensor(s)The speed sensors are located on the control housing andmeasure the speed of the main shaft and the speed of thecountershaft.

The main shaft speed sensor is a electronic sensor with a hallelement. Using a hall element makes it possible to measurethe rotation speed and rotation direction of the shaft.

The countershaft speed sensor is an inductive sensor.Knowing the speed of the countershaft makes it possible tocalculate the precise speed of every gear in the transmission.

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

Output Shaft Speed SensorThe Output Shaft Speed Sensor is located on the side of therear transmission housing.

Range Cylinder Position SensorThere are four position sensors in the transmission controlhousing. These sensors measure the position of the specificair cylinder within the control housing. The sensors areinductive and the inductive characteristics change dependingon the position of the metal pin that follows the movements ofthe air cylinders.

The Range Cylinder Position Sensor is located in thetransmission on the lower portion of the control housing.4


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 located in thetransmission on the lower portion of the control housing.

Transmission Control Module (TCM)The TCM communicates with the Gear Selector ControlModule (GSCM) and other ECMs in the vehicle through theSAE J1939 and SAE J1587 data links. The functionality ofthe TCM can be different depending on the type of softwarepackages that are installed. The TCM contains the followingcomponents:

• SAE J1587 data link

• SAE J1939 data link

• CAN 2 data link

• 11 Powerdrivers

• Inclination Sensor

• Temperature Sensor

• 9 Controlling Solenoid Valves

The Transmission Control Module located on the upper portionof the control housing.

Lubrication SystemThe transmission is lubricated through a combination ofpressure from an oil pump and splashing. The oil is led into themain shaft to lubricate and cool the range gears, the input shaftand main shaft bearings. The countershaft brake and outputshaft bearings, are also lubricated. The lubrication system hastwo overflow valves. One valve ensures that the transmissionis lubricated if the filter gets blocked while the other preventsexcessive pressure in the system, e.g. during cold start. Thevalves are made up of a compression spring and a valve peg.

5

Group 43 MID 223 Gear Selector Control Unit

MID 223 Gear Selector Control UnitThe manufacturer diagnostic tool is the preferred tool forperforming diagnostic work. Contact your local dealer formore information or visit “www.premiumtechtool.com”.

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. Theselector in the vehicle is dependant on which program packagelevel the vehicle is built with. Both selectors have gear positionsof R (Reverse), N (Neutral), D (Drive), and M (Manual). Withthe selector in the drive position the transmission will shift asan automatic, performing gear selections and shifting withoutdriver input. When in the manual position, the driver eitherselects the gears using the gear selector button (premiumselector) or will lock the gear that the transmission is presentlyoperating in 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 the vehicle will start infirst and hold that gear. The basic selector isn’t equipped witha gear selector button or a economy/performance dive modebutton. In situations where the I-Shift is unintentionally left ingear with the parking brake applied, the transmission controlmodule (TCM) will automatically go to neutral when the keyswitch is turned off. This is done to avoid the transmissiongetting stuck in gear due to drive line “torque up”. There isa gear selector control module (GSCM) that is located inthe center of the dash. The GSCM receives signals fromthe selector and interprets these signals into communicationinformation that is transmitted to the TCM.

Selector FoldingThe gear selector is capable of folding forward to aid in cabentry and is also used to identify which software level thatis programmed in the TCM. With the selector in the neutralposition (N) press in the fold button and the lever can be folded

forward. The display will then show the program package levelin place of the driving mode. This is found just to the right ofthe present gear within the display.

Limp Home ModeNote: Limp Home Mode should only be used to get a vehicleto a safe or secure location. It is not meant for driving anydistance.

At times when a sensor failure or certain internal transmissiondamage has occurred, “Limp Home Mode” can be activated.Press the “L” button on the gear selector and move the gearlever to the D position to active “Limp Home Mode”. When

activated, L is displayed as the driving mode in the DID. In"Limp Home Mode", only forward gears 1, 3 and 5 are availablefor vehicles with the premium selector and only first gear forvehicles with the basic selector. No matter which selector thevehicle has, reverse gear 1 is available also. The vehicle mustbe stationary to shift gears. The “Limp Home Mode”, will bedeactivated when the ignition is turned off. This mode is onlymeant to get a vehicle to a safe or secure location.

Sensors

Gear Selector Control Module (GSCM)

The gear selector communicates with the GSCM using 8 wires.These wires are used to decode a switch matrix inside theGSCM.

Inside the gear selector lever there are a number of switches.Some of the switches are normal and some are hall-effectswitches.

The GSCM is located in the center of the dash just rear of theVehicle ECU.6

Group 43 MID 130 Transmission Control Unit, Fault Codes

TroubleshootingMID 130 Transmission Control Unit, Fault CodesThe manufacturer diagnostic tool is the preferred tool forperforming diagnostic work. Contact your local dealer formore information or visit “www.premiumtechtool.com”.

The control modules on the information link communicateaccording to the SAE J1587 standard. The standard has beenextended with Volvo’s own supplement (PPID, PSID). The faultcodes set by the control modules contain information that isdescribed by the following abbreviations.

MID Message Identification Description:Identification of a control module.

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 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

9 Communication fault Abnormal update rate

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

14 Unknown fault Special instructions

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

7


MID 130 Control module, Fault TracingPID“MID 130 PID 31 Range Cylinder, Position”, page 10

“MID 130 PID 32 Split Cylinder, Position”, page 11

“MID 130 PID 33 Clutch Cylinder, Position”, page 12

“MID 130 PID 36 Clutch Wear, Status”, page 14

“MID 130 PID 37 Air Pressure, Transmission”, page 14

“MID 130 PID 65 Brake Switch”, page 14

“MID 130 PID 158 Control module, Battery Voltage”, page 15

“MID 130 PID 160 Main Shaft, Rotation Speed”, page 16

“MID 130 PID 161 Input Shaft, Rotation Speed”, page 20

“MID 130 PID 177 Oil Temperature, Transmission”, page 23

PPID“MID 130 PPID 10 Gear Selector Cylinder 1, Position”, page 24

“MID 130 PPID 11 Gear Selector Cylinder 2, Position”, page 24

“MID 130 PPID 50 Clutch, Pre-load”, page 25

“MID 130 PPID 51 Clutch Disc, Pull Position”, page 25

“MID 130 PPID 54 ECM +5V Output”, page 26

“MID 130 PPID 55 ECM, Temperature”, page 26

“MID 130 PPID 140 Inclination Angle”, page 26

8


PSID“MID 130 PSID 1 PWM Valve, Quick Engagement”, page 27

“MID 130 PSID 2 PWM Valve, Slow Engagement”, page 28

“MID 130 PSID 3 PWM Valve, Quick Disconnection”, page 29

“MID 130 PSID 4 PWM Valve, Slow Disconnection”, page 30

“MID 130 PSID 5 Ground, Quick PWM Valves”, page 30

“MID 130 PSID 6 Ground, Slow PWM Valves”, page 31

“MID 130 PSID 12 Solenoid Valve, Gear Selector Cylinder 1, Inner”, page 31

“MID 130 PSID 13 Solenoid Valve, Gear Selector Cylinder 1, Outer”, page 32

“MID 130 PSID 14 Solenoid Valve, Gear Selector Cylinder 2, Inner”, page 32

“MID 130 PSID 15 Solenoid Valve, Gear Selector Cylinder 2, Outer”, page 33

“MID 130 PSID 20 Solenoid Valve, Power Take-off 1”, page 33

“MID 130 PSID 21 Solenoid Valve, Power Take-off 2”, page 34

“MID 130 PSID 22 Solenoid Valve, Brake, Counter Shaft”, page 35

“MID 130 PSID 23 Split Engagement System”, page 36

“MID 130 PSID 24 Range Engagement System”, page 37

“MID 130 PSID 25 Gears 1/R Engagement System”, page 38

“MID 130 PSID 26 Gears 2/3 Engagement System”, page 40

“MID 130 PSID 27 Clutch System”, page 42

“MID 130 PSID 28 Transmission Brake”, page 44

“MID 130 PSID 200 Communication Interference, Data Link, Engine Control Module (ECM)”, page 44

“MID 130 PSID 201 Communication Interference, Data Link, Vehicle ECU”, page 45

“MID 130 PSID 204 Communication Interference, Data Link, Brake Control Module”, page 46

“MID 130 PSID 207 Communication Interference, Data Link, Gear Selector Control Module”, page 46

“MID 130 PSID 210 J1939 Data Link Interruption, Lighting ECM”, page 47

“MID 130 PSID 211 J1939 Data Link Interruption, Adaptive Cruise Control ECM”, page 47

“MID 130 PSID 232 Powertrain CAN”, page 48

“MID 130 PSID 254 DIEE Signal”, page 48

SID“MID 130 SID 35 Solenoid Valve, High Range”, page 49

“MID 130 SID 36 Solenoid Valve, Low Range”, page 50

“MID 130 SID 37 Solenoid Valve, High Split”, page 51

“MID 130 SID 38 Solenoid Valve, Low Split”, page 52

“MID 130 SID 231 SAE J1939 Data Link”, page 53

“MID 130 SID 240 Program Memory”, page 53


“MID 130 SID 253 Calibration Memory EEPROM”, page 53

9


MID 130 PID 31 Range Cylinder, PositionType offault:

FMIDescription:

Fault Condition: Possible Symptoms: Possible Cause:

FMI 3 • Voltageabovenormal, orshorted tohigh source

• Status from ASICis short circuit toU-BATT

• Slow gear changes

• Yellow lamp is sent

• N/A

FMI 5 • Currentbelow normalor opencircuit

• Status from ASICis open circuit



• N/A

FMI 6 • Currentabove normalor groundedcircuit

• Status from ASICis short circuit toground



• N/A

FMI 13 • Calibrationvalue out ofrange

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


• Cranking is inhibited

• Engine cannot start

• N/A

10


MID 130 PID 32 Split Cylinder, PositionType offault:

FMIDescription:






• N/A





• N/A

FMI 6 • Currentabove normalor groundedcircuit




• N/A






• N/A

11


MID 130 PID 33 Clutch Cylinder, PositionType offault:

FMIDescription:


FMI 2 • Data erratic,intermittent,or incorrect

• The differencebetween clutchpositionsindicated by thesensor signal(SEPoC) andthe invertedsensor signal(SEPoCINV) isto large and bothsignals are withinnormal range


• Slow clutchperformance

• Rough shifting at startand at slow speed


• N/A


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





• N/A


• Open circuiton any of thesensor signals isdetected when:one of the sensorsignals is withinnormal range andthe other sensorsignal is belownormal range

• Open circuiton ground isdetected whenboth the sensorsignals are withinthe normal rangeand the sum ofthe sensor signalsis above a specificvalue





• N/A

12


Type offault:

FMIDescription:


FMI 12 • Faulty deviceor component

Both sensor signalsare below normalwhen:

• Status of thesensor ASIC isinternal fault onthe sensor or

• Short circuit toground on any ofthe sensor signalsor

• Open circuit onsupply or

• Short circuitbetween the twosensor signals





• N/A






• N/A

13


MID 130 PID 36 Clutch Wear, StatusType offault:

FMI Description: Fault Condition: PossibleSymptoms:

Possible Cause:

FMI 0 • Data valid but abovenormal operationalrange

• The clutch wear ismore than or equalto "SERVICE DUEPOSITION"

• Yellow lamp issent

• If active for a longperiod of timethe clutch maycompletely wearout and fail

• N/A

MID 130 PID 37 Air Pressure, TransmissionType offault:


Possible Cause:


• Sensor signal is innormal range

• Pressure is above145 PSI (10.0 bar)



• N/A

FMI 1 • Data valid but belowoperational range

• Sensor signal is innormal range

• Pressure is below72.5 PSI (5.0 bar)


• The symbol forcompressed air,transmission issent

• Gear changesmay be absent


• N/A

FMI 3 • Voltage abovenormal or shortedhigh

• The sensor signalis above normalrange


• N/A

FMI 5 • Current belownormal or opencircuit

• The sensor signalis below normalrange


• N/A

MID 130 PID 65 Brake SwitchType offault:


Possible Cause:

FMI 14 • Special Instructions • The gear leveris moved fromneutral or “FOLD”position withoutprior application ofthe service brake

• White lamp is senttogether with popup message

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

• N/A

14


MID 130 PID 158 Control module, Battery VoltageType offault:


Possible Cause:


• 12 Volt System:Voltage is above19V


• N/A


• 12 Volt System:Voltage is below 9V and the enginehas been runningfor 5 s


• Reducedtransmissionperformance

• N/A

15


MID 130 PID 160 Main Shaft, Rotation SpeedType offault:


Possible Cause:


• The sensor signalis within normalrange and,

• The main shaftspeed differs fromboth the value ofthe countershaftspeed and thevehicle speedreceived from theVehicle ECU

The followingconditions must befulfilled for a timeof 2.0 s in order toactivate:

• 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

16


Type offault:


Possible Cause:

FMI 1 (Continued) • The values of theinput shaft speedcalculated fromthe main shaftspeed sensor(SESM) and thecounter shaftspeed sensor(SESC) differmore than 50 rpm

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

• The values of theinput shaft speedcalculated fromthe counter shaftspeed sensor(SESC) and thevehicle speedreceived from theVehicle ECU differless than 30 rpm

17


Type offault:


Possible Cause:

FMI 2 • Data erratic,intermittent, orincorrect

• The sensorindicates wrongdirection

The followingconditions must befulfilled for a timeof 2,0 s in order toactivate:

• 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 engineECM and above600 rpm

• A forward gearis engaged inthe transmissionand 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

18


Type offault:


Possible Cause:


• Signal or supplyvoltage is abovenormal range




• N/A

FMI 4 • Voltage belownormal or shortedlow

• Signal and supplyvoltage is belownormal range




• N/A


• Signal voltageis below normalrange

• Supply voltageis in the normalrange




• N/A

19


MID 130 PID 161 Input Shaft, Rotation SpeedType offault:


Possible Cause:


• The sensor signalis within normalrange and,

• The counter shaftspeed differsfrom both themain shaft speed(SESM) and thevehicle speedreceived from theVehicle ECU whenthe counter shaftis rotating

The followingconditions must befulfilled for a timeof 2.0 s in order toactivate:

• 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

• Engagement pointnot functioningproperly

• Starting gear canonly be engagedwhen the vehicle isstationary or whenthe vehicle speedis high enough tosynchronize thetransmission withthe engine

• N/A

20


Type offault:


Possible Cause:

FMI 1 (Continued) • The values of theinput 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 from theVehicle ECU differmore than 30 rpm

• The values of theinput shaft speedcalculated fromthe main shaftspeed sensor(SESM) and thevehicle speedreceived from theVehicle ECU differless than 30 rpm

21


Type offault:


Possible Cause:








• N/A








• N/A

22


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 abovenormal operationalrange

• The sensor signalis in normal range

• Temperature isabove 100°C(212°F) during18000 s


• Symbol for hightransmission oiltemperature is lit

• N/A

FMI 0(Medium)



• Temperature isabove 120°C(248°F) during600 s



• N/A

FMI 0(High)



• Temperature isabove 140 °C(284°F) during 30s

• Red stop lamp isilluminated


• N/A




• N/A




• N/A

23


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


Possible Cause:





• N/A





• N/A

FMI 6 • Current abovenormal or groundedcircuit




• N/A

FMI 13 • Calibration value outof range

• The checksumin NVRAM is notcorrect or

• The sensorhas not beencalibrated


• Cranking isinhibited

• Engine cannotstart

• N/A

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


Possible Cause:





• N/A





• N/A





• N/A


• The checksumin NVRAM is notcorrect or

• The sensorhas not beencalibrated




• N/A

24


MID 130 PPID 50 Clutch, Pre-loadType offault:


Possible Cause:


• The calculatedstored energy isabove 200 kJ

• The energycalculation is timebased for VTNAand physical forothers


• The clutch isoverheated

• The clutch isslowly engaged

• N/A

FMI 11 • Clutch protectionactive (unidentifiableerror)

• Clutch slip morethan 8.0 s withvehicle movementless than 0.8 m(e.g. hill holdingevent)


• There has beenunnecessaryclutch slip

• The clutch isslowly engaged

• N/A

FMI 14 • Special instructions • Attempt to startin high range inmanual position

• White lamp is sent

• Not possible tostart

• N/A

MID 130 PPID 51 Clutch Disc, Pull PositionType offault:


Possible Cause:


• The checksumin NVRAM is notcorrect

• The slip pointhas not beencalibrated


• It is not possible todrive the vehicle

• N/A

25


MID 130 PPID 54 ECM +5V OutputType offault:


Possible Cause:


• Voltage is abovenormal range



• Uneven shifting atstart and at slowspeed


• N/A


• Voltage is belownormal range





• N/A

MID 130 PPID 55 ECM, TemperatureType offault:


Possible Cause:


• Temperature isabove 125°C(257°F)


• N/A

MID 130 PPID 140 Inclination AngleType offault:


Possible Cause:


• The sensor signalis above or belownormal range

• The vehicle hasbeen standing stillfor a specific time


• The start gear maybe wrong

• Gear selectionperformancemight be reduced

• Downhill anduphill gear changeperformance maybe reduced

• N/A

26


MID 130 PSID 1 PWM Valve, Quick EngagementType offault:


Possible Cause:


• The high-sidedrive is shortcircuit to U-BATTand

• There is no activefault code for shortcircuit to U-BATTon VAF-


• Erratic clutchperformance



• N/A


• The high-sidedrive is opencircuit





• N/A


• The high-sidedrive is shortcircuit to ground





• N/A

27


MID 130 PSID 2 PWM Valve, Slow EngagementType offault:


Possible Cause:



• There is no activefault code for shortcircuit to U-BATTon VAS-




• N/A






• N/A






• N/A

28


MID 130 PSID 3 PWM Valve, Quick DisconnectionType offault:


Possible Cause:



• There is no activefault code for shortcircuit to U-BATTon VAF-





• N/A







• N/A







• N/A

29


MID 130 PSID 4 PWM Valve, Slow DisconnectionType offault:


Possible Cause:



• There is no activefault code for shortcircuit to U-BATTon VAS-




• N/A






• N/A






• N/A

MID 130 PSID 5 Ground, Quick PWM ValvesType offault:


Possible Cause:


• The low-side driveis short circuit toU-BATT





• N/A


• The low-side driveis short circuit toground and

• There is no activefault code for shortcircuit to groundon VAFE or VAFD





• N/A

30


MID 130 PSID 6 Ground, Slow PWM ValvesType offault:


Possible Cause:


• The low-side driveis short circuit toU-BATT




• N/A


• The low-side driveis short circuit toground and

• There is no activefault code for shortcircuit to groundon VASE or VASD




• N/A

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

31


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


Possible Cause:






• N/A






• N/A






• N/A

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


Possible Cause:






• N/A






• N/A






• N/A

32


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


Possible Cause:






• N/A






• N/A






• N/A

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


Possible Cause:





• The PTO cannotbe deactivated


• N/A





• The PTO does notwork

• N/A






• N/A

33


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


Possible Cause:





• The PTO cannotbe deactivated


• N/A






• N/A






• N/A

34


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


Possible Cause:




• The valve andthe brake areactivated

• The transmissionwill be damaged ifthe vehicle drives

• The drive shafthas to be removedto move thevehicle

• N/A






• N/A






• N/A

35


MID 130 PSID 23 Split Engagement SystemType offault:


Possible Cause:

FMI 0 • Unintentionaldisengagement ofindirect split

• Low split jumpsout

• The split cylindervalves are inactive


• Loss of torque

• N/A

FMI 1 • Unintentionaldisengagement ofdirect split

• High split jumpsout



• Loss of torque

• N/A

FMI 2 • Unintentionaldisengagement ofneutral split

• The split cylinderposition leaves theneutral position



• N/A

FMI 7 • Blockedengagement ofneutral split

• The neutral splitgear cannotengage


• Eco roll notavailable

• N/A

FMI 11 • Blockedengagement ofindirect split

• The indirect splitgear can notengage


• Loss of torque



• N/A

FMI 12 • Blockedengagement ofdirect split

• The direct splitgear can notengage


• Loss of torque



• N/A

36


MID 130 PSID 24 Range Engagement SystemType offault:


Possible Cause:

FMI 0 • Unintentionaldisengagement oflow range

• The range cylinderleaves the lowrange position

• The range cylindervalves are inactive


• Loss of torque

• N/A

FMI 1 • Unintentionaldisengagement ofhigh range

• The range cylinderleaves the highrange position

• The range cylindervalves are inactive


• Loss of torque

• N/A

FMI 11 • Blockedengagement of lowrange

• The low rangegear can notengage


• Loss of torque


• N/A

FMI 12 • Blockedengagement of highrange

• The high rangegear can notengage


• Loss of torque


• N/A

37


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


Possible Cause:

FMI 0 • Unintentionaldisengagement offirst gear

• The 1/R cylinderleaves the 1:stposition

• The 1:st cylindervalves are inactive


• Loss of torque

• Control housing detent assembly

• Brass lugs

• Transmission Control Module (TCM)

• Cylinder stroke

• Clutch teeth, engaging sleeve

• Piston rod

• Main shaft hub

• Gear wheel

FMI 1 • Unintentionaldisengagement ofreverse gear

• The 1/R gearleaves the reverseposition

• The 1/R cylindervalves are inactive


• Loss of torque


• Brass lugs


• Cylinder stroke

• Clutch teeth, engaging sleeve

• Piston rod

• Main shaft hub

• Gear wheel

FMI 2 • Unintentionaldisengagement ofneutral

• The 1/R cylinderleaves the neutralposition

• The 1/R cylindervalves are inactive


• Loss of torque



• Brass lugs


• Cylinder stroke

• Piston rod

FMI 7 • Blockedengagement ofneutral

• The 1/R cylindercannot reachneutral positionwhen requested




• Brass lugs


• Seals, solenoid valve

• Piston rod

• Engaging sleeve

38


Type offault:


Possible Cause:

FMI 11 • Blockedengagement of firstgear

• 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 onany of the 1:stand reverse gearcylinder valves


• Loss of torque


• The 1:st gears willnot be selected bythe system for ashort while afterfive successfulgearshifts a newattempt to use 1:stgear may be made


• Brass lugs



• Gear and engagement Clutch teeth

• Piston rod

• Gear wheel

FMI 12 • Blockedengagement ofreverse gear

• The reverse gearcannot engage


• The R gear cannot engage, butthe system will tryto engage it as logas the gear leveris in the reverseposition


• Brass lugs




• Piston rod

• Gear wheel

39


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


Possible Cause:

FMI 0 • Unintentionaldisengagement ofsecond gear

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

• The cylindervalves are inactive


• Loss of torque


• Brass lugs


• Cylinder stroke

• Clutch teeth engaging sleeve

• Piston rod

• Main shaft hub

• Gear wheel

FMI 1 • Unintentionaldisengagement ofthird gear

• The 2/3 cylinderleaves the 3:rdposition

• The 3:rd cylindervalves are inactive


• Loss of torque


• Brass lugs


• Cylinder stroke

• Clutch teeth engaging sleeve

• Piston rod

• Main shaft hub

• Gear wheel

FMI 2 • Unintentional gearengagement

• The split cylinderposition leaves theneutral position




• Brass lugs


• Cylinder stroke

• Piston rod

FMI 7 • Blockedengagement ofneutral

• The 2/3 gearcylinder cannotreach neutralposition whenrequested




• Brass lugs



• Piston rod

• Engaging sleeve

40


Type offault:


Possible Cause:

FMI 11 • Blockedengagement ofsecond gear

• The 2:nd gear cannot engage


• Loss of torque


• The 2:nd gear willnot be selected bythe system for ashort while afterfive successfulgearshifts a newattempt to use2:nd gear may bemade


• Brass lugs




• Piston rod

• Gear wheel

FMI 12 • Blockedengagement of thirdgear

• The 3:rd gearcannot engage


• Loss of torque


• The 3:rd gear willnot be selected bythe system for ashort while afterfive successfulgearshifts a newattempt to use 3:rdgear may be made


• Brass lugs




• Piston rod

• Gear wheel

41


MID 130 PSID 27 Clutch SystemType offault:


Possible Cause:

FMI 0 • Unintentionaldisengagement ofthe clutch

• The clutchdisengages whennot commandedand,

• There is no activefault code on theSEPoC and,


• There is no activefault code onany of the clutchcylinder valvesand,

• The PCBtemperature isabove a specificlimit




• Clutch valve assembly

FMI 1 • Unintentionalengagement of theclutch

• 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




• Clutch cylinder


• Clutch cylinder air hose

• Clutch cylinder air connection

42


Type offault:


Possible Cause:

FMI 7 • Mechanical systemnot responding orout of adjustment

• The clutch doesnot disengage/en-gage properlywhen commandedand,

• There is no activefault code on theSEPoC and,

• The mechanicalsystem of theclutch does notwork correctly



• The PCBtemperature isabove 10°C (50°F)




• Clutch

• Clutch cylinder

• Clutch cylinder air hose


• Clutch valve assembly air supply

FMI 8 • Clutch system • Low system airpressure

• Set point for clutchposition can notbe reached usingnormal actuatorcontrol Limit forusing actuatorvalves exceededClutch position isoutside toleranceat disengagedposition


• Harsh start

• Harsh shifting

• Slow shifting

• Slow clutchengagement atstart

• Air leakage from the followingcomponent(s): Clutch cylinder Clutchvalve assembly Clutch cylinder airhose Clutch cylinder air connection

FMI 11 • Clutch drag • The clutchtransfers toomuch torque inthe disengagedposition


• The vehicle tendsto creep on flatground at idle

• The clutch wear ishigh

• Clutch

• Warped flywheel

• Transmission input shaft

FMI 12 • Unintentional clutchslip

• The clutch cannottransfer a specifictorque withoutslipping


• The engine torqueis reduced so thatthe clutch doesnot continue toslip

• Clutch

43


Type offault:


Possible Cause:

FMI 14 • Clutch system • Not possible todisengage theclutch


• Not possible todisengage theclutch

• Engine shut down

• Not possible toshift gears

• Not possible toengage neutralgear position

• N/A

MID 130 PSID 28 Transmission BrakeType offault:


Possible Cause:

FMI 7 • Mechanical systemnot responding orout of adjustment

• The transmissionbrake does notbrake when thevalve is activated


• Slow gearchanges atstandstill

• N/A

MID 130 PSID 200 Communication Interference, Data Link, Engine ControlModule (ECM)Type offault:


Possible Cause:

FMI 9 • Abnormal updaterate

• Message missingon SAE J1939data link from thefollowing controlmodule: EngineControl Module(ECM)


• If there is noCAN 2 data link,automatic gearselection entersbackup mode withgear changes onlyat certain vehiclespeeds

• If there is noCAN 2 data linkand if the enginedoes not receivemessages fromthe TCM, the gearchanges will beslow

• N/A

44


MID 130 PSID 201 Communication Interference, Data Link, Vehicle ECUType offault:


Possible Cause:

FMI 8 • Abnormal frequency,pulse width, orperiod

• Signal fromVehicle ECUindicates faultin the acceleratorpedal position orthe brake pedalswitch


• If pedal positionundefined,automatic gearselection entersbackup mode withgear changes onlyat certain vehiclespeeds


• If service brakeundefined,automatic gearselection entersbackup mode withgear changes onlyat certain vehiclespeeds

• N/A




• Automatic gearselection entersbackup mode withgear changes onlyat certain vehiclespeeds

• Rough shifting atstart and at slowspeed

• N/A

45


MID 130 PSID 204 Communication Interference, Data Link, Brake ControlModuleType offault:


Possible Cause:

FMI 8 • Abnormal frequency,pulse width, orperiod

• This FMI shall beset if the wheelspeeds fromthe Brake ECM(MID 136) are notcorrect.



• N/A


• This FMI shall beset if the messagefrom the BrakeECM (MID 136) isnot received



• N/A

MID 130 PSID 207 Communication Interference, Data Link, Gear SelectorControl ModuleType offault:


Possible Cause:


• This FMI shall beset if the messagefrom the GSCM(MID 223) is notreceived


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

• N/A

46


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


Possible Cause:


• This FMI shall beset if the messagefrom the LCM(MID 216) is notreceived


• The start gearmight be wrong

• Automaticgear selectionperformancemight be reduceda certain time afterstart

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

• N/A

MID 130 PSID 211 J1939 Data Link Interruption, Adaptive Cruise ControlECMType offault:


Possible Cause:


• This FMI shall beset if the messagefrom the ACC(MID 219) is notreceived and,

• ACC is installed


• The retarder ACCfunction does notwork

• N/A

47


MID 130 PSID 232 Powertrain CANType offault:


Possible Cause:

Note: This fault code is valid for vehicles where a CAN 2 data link exists between the TCM and the engine


• CAN 2 data linkcommunicationdoes not work


• Slow gear shifts

• N/A





• N/A

MID 130 PSID 254 DIEE SignalType offault:


Possible Cause:


• The voltage levelfor the DIEE pin ishigh




• All communicationwith the controlmodule is disabledexcept forprogramming ofMSW

• N/A

48


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

49


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

50


MID 130 SID 37 Solenoid Valve, High SplitType offault:


Possible Cause:





• Indirect andneutral split gearsare missing


• N/A





• Splitter gears aremissing


• N/A







• N/A

51


MID 130 SID 38 Solenoid Valve, Low SplitType offault:


Possible Cause:





• Direct and neutralsplit gears aremissing


• N/A







• N/A







• N/A

52


MID 130 SID 231 SAE J1939 Data 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 fault codes.

Type offault:


Possible Cause:


• Faulty data inprogram memory




• N/A



Possible Cause:


• Signal from MID128 PID 190, PID85, PPID 212 isnot received within30s



• Fault codescannot be read

• On-vehicletests cannot beperformed

• N/A

MID 130 SID 253 Calibration Memory EEPROMType offault:


Possible Cause:


• Flash checksumdataset error

• Program codemissing




• N/A

53

Group 43 MID 223 Gear Selector Control Unit, Fault Codes

MID 223 Gear Selector Control Unit, Fault CodesThe manufacturer diagnostic tool is the preferred tool forperforming diagnostic work. Contact your local dealer formore information or visit “www.premiumtechtool.com”.

The control modules on the information link communicateaccording to the SAE J1587 standard. The standard has beenextended with Volvo’s own supplement (PPID, PSID). The faultcodes set by the control modules contain information that isdescribed by the following abbreviations.

MID Message Identification Description:Identification of a control module.

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 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

9 Communication fault Abnormal update rate

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

14 Unknown fault Special instructions

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

54


MID 223 Control Module, Fault TracingPSID“MID 223 PSID 9 Gear Selector, Position”, page 56

“MID 223 PSID 36 Relay Power Supply”, page 56

“MID 223 PSID 42 Signals, Key”, page 57

“MID 223 PSID 200 Communication Interference, Data Link, Engine Control Module (ECM)”, page 57

“MID 223 PSID 201 Communication Interference, Data Link, Vehicle ECU”, page 58

“MID 223 PSID 205 Communication Interference, Data Link, Transmission Control Module”, page 58

“MID 223 PSID 214 No Data From BBM”, page 58

SID“MID 130 SID 231 SAE J1939 Data Link”, page 59

“MID 223 SID 240 Program Memory”, page 59


“MID 223 SID 253 Calibration Memory EEPROM”, page 60

“MID 223 SID 254 Hardware Fault”, page 60

55


MID 223 PSID 9 Gear Selector, PositionType offault:


Possible Cause:

FMI 12 • Faulty device orcomponent

• The sensorsignals do notcorrespond withvalid value


• Some or all stalkactions are notworking

• It is not possible toselect gear

• N/A

MID 223 PSID 36 Relay Power SupplyType offault:


Possible Cause:

FMI 7 • Mechanical systemnot respondingproperly

• The relay does notrelease


• Fault displayedafter ignition OFF

• Risk of batterydischarge if maincircuit breaker isnot opened whenvehicle is not used

• N/A


• 0 voltage at Pin 1 • It is not possible todrive the vehicle

• N/A

56


MID 223 PSID 42 Signals, KeyType offault:


Possible Cause:


• Inconsistencybetween hard-wired ignitionsignal and ignitionsignal read onnetwork


• Transmissionsupplied andOptidriver fullyfunctional untilmain circuitbreaker is opened

• Risk of batterydischarge if maincircuit breakernot opened whenvehicle not used

• Transmissionnot suppliedand vehicleimmobilizedafter main circuitbreaker has beencycled

• N/A

MID 223 PSID 200 Communication Interference, Data Link, Engine ControlModule (ECM)Type offault:


Possible Cause:




• Downhill helpdisabled

• N/A

57


MID 223 PSID 201 Communication Interference, Data Link, Vehicle ECUType offault:


Possible Cause:


• Message missingon SAE J1939data link from thefollowing controlmodule: VehicleECU


• Temporarymanual modedisabled


• Return to drivedisabled

• N/A

MID 223 PSID 205 Communication Interference, Data Link, TransmissionControl ModuleType offault:


Possible Cause:


• Message missingon SAE J1939data link fromthe followingcontrol module:TransmissionControl module(TCM)


• No memorizationduring 1.5 sec ofdirection changerequests whenvehicle is moving


• N/A

MID 223 PSID 214 No Data From BBMType offault:


Possible Cause:


• Message missingon SAE J1939data link fromthe followingcontrol module:Bodybuilder


• N/A

58




Possible Cause:




• Gear levercommands slower(J1587)

• No memorizationduring 1.5 sec ofdirection changerequests whenvehicle is moving



• Return to drivedisabled

• N/A

MID 223 SID 240 Program MemoryType offault:


Possible Cause:


• Fault data inprogram memory

• The controlmodule is notprogrammed


• GSCM: Nofunction exceptsupply the relay

• Unable to shift outof neutral position

• N/A



Possible Cause:


• The informationlink SAE J1587data link is notworking


• A control module is being programmed

59


MID 223 SID 253 Calibration Memory EEPROMType offault:


Possible Cause:


• Fault in mainsoftware


• Use of defaultvalues ofparameters

• The control module is not programmed

MID 223 SID 254 Hardware FaultType offault:


Possible Cause:


• Internal fault incontrol module


• It is not possible todrive the vehicle

• Gear selector control module (GSCM)

60

Last page

Volvo Trucks North AmericaP.O. Box 26115, Greensboro, NC 27402-6115

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

http://www.volvotrucks.com

PV776-88946390 () 10.2009 © Volvo Group North America, Inc., 2009

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