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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
DGroup 28 Design and Function
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
DGroup 28 Design and Function
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
DGroup 28 Design and Function
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
DGroup 28 Design and Function
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
DGroup 28 Design and Function
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
DGroup 28 Design and Function
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
DGroup 28 Design and Function
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
DGroup 28 Design and Function
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
DGroup 28 Design and Function
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
DGroup 28 Design and Function
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
D
12
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
DGroup 28 Troubleshooting
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
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DGroup 28 Troubleshooting
PSID“MID 128 PSID 47 Particulate Trap Regeneration” page 42
“MID 128 PSID 98 Boost Air System” page 42
“MID 128 PSID 108 Aftertreatment Injection System” page 43
“MID 128 PSID 109 Engine Coolant Temperature Sensor” page 44
SID“MID 128 SID 1/2/3/4/5/6 Unit Injector” page 45
“MID 128 SID 18 Drain Valve, Water Separator” page 46
“MID 128 SID 21 Engine Position Timing Sensor” page 47
“MID 128 SID 22 Engine Speed Sensor” page 48
“MID 128 SID 27 Variable Geometry Turbocharger” page 49
“MID 128 SID 33 Fan Control” page 50
“MID 128 SID 70 Preheater Element 1” page 50
“MID 128 SID 71 Preheater Element 2” page 51
“MID 128 SID 146 EGR Valve 1” page 51
“MID 128 SID 211 5 Volt DC Supply” page 52
“MID 128 SID 230 Idle Validation Switch 1” page 52
“MID 128 SID 232 5 Volt DC Supply to Sensor” page 53
15
DGroup 28 Troubleshooting
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:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedto high
• Short Circuit +,Measuring line
• Preheat relay notactivated
• White smoke forcold start
• Start problems incold climate
• Preheat relay solenoid shorted
FMI 4• Voltage below
normal or shortedlow
• Short Circuit -,Measuring line
• 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
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DGroup 28 Troubleshooting
MID 128 PID 81 Particulate FilterType offault:
FMI Description: Fault Condition: PossibleSymptoms:
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
• Particulate Trap Pressure (PTP)Sensor failure
FMI 3• Voltage above
normal or shortedhigh
• Short to batteryon the meteringside
• Open in theground line
• Malfunctionindicator lampilluminated
• Particulate Trap Pressure (PTP)Sensor failure
• Faulty Particulate Trap Pressure(PTP) Sensor connector
• Faulty harness
FMI 5• Current below
normal or open• Open in 5 volt
supply line• Short to ground
in metering line• Open in metering
line
• Malfunctionindicator lampilluminated
• Particulate Trap Pressure (PTP)Sensor failure
• 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:
FMI Description: Fault Condition: PossibleSymptoms:
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:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• Missing (Cruise
Control) signalfrom VECU
• Cruise Controldoes not work
• No clutch info to EMS (J1939)
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DGroup 28 Troubleshooting
MID 128 PID 91 Accelerator Pedal PositionType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• Missing signal
from VECU• N/A • J1708 pedal information not
available
MID 128 PID 94 Fuel Delivery PressureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
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
• Engine derate• Malfunction
indicator lampilluminated
• Damaged contacts in harness• Faulty Fuel Pressure (FP) sensor• Open circuit.
FMI 5• Current low/open • Low Fuel
Pressure (FP)Sensor signalline voltage
• Engine derate• Malfunction
indicator lampilluminated
• Damaged contacts in harness• Faulty Fuel Pressure (FP) sensor
FMI 7• Current low/open • Drop in fuel
pressure• Engine derate• Malfunction
indicator lampilluminated
• Clogged fuel filter• Leaking fuel line or fitting• Poor fuel pump response
18
DGroup 28 Troubleshooting
MID 128 PID 97 Water in Fuel IndicatorType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage high/open • N/A • Undetected
water in fuelsupply
• Uneven running• Malfunction
indicator lampilluminated
• Open circuit
FMI 4• Voltage low • N/A • Undetected
water in fuelsupply
• Uneven running• Malfunction
indicator lampilluminated
• Short to ground• Open circuit• Faulty sensor
MID 128 PID 98 Engine Oil LevelType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 1• Data valid but
below normaloperational range
• Moderatelybelow range
• Critically belowrange
• N/A • Low oil level Leakage• Critically low oil level Leakage
FMI 4• Voltage below
normal or shortedlow
• Short Circuit -Positive side
• Oil level can notbe measured
• Engine Oil Level (EOL) sensorfailure
• Faulty harness
FMI 5• Current below
normal or opencircuit
• 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
DGroup 28 Troubleshooting
MID 128 PID 100 Engine Oil PressureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 1• Data valid but
below normaloperational range
• Critically belowrange
• Engine derate• Low pressure
• Oil leakage• Broken oil pump• Clogged oil system
FMI 3• Voltage below
normal or shortedlow
• Short Circuit +,Measuring line
• Open Circuit,Ground line
• Oil pressureshows 0 in thecluster, engine isrunning
• Engine Oil Pressure (EOP) sensorfailure
• Faulty harness
FMI 5• Current below
normal or opencircuit
• Open Circuit +,5V Supply line
• Short Circuit -,Measuring line
• Open Circuit,Measuring line
• Oil pressureshows 0 in thecluster, engine isrunning
• Engine Oil Pressure (EOP) sensorfailure
• Faulty harness
20
DGroup 28 Troubleshooting
MID 128 PID 102 Intake Manifold PressureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• Intake ManifoldPressure Sensoroutput is high
• Intake ManifoldPressure isindicating anunphysical value
• Engine derate• Malfunction
indicator lampilluminated
• Variable Geometry Turbo (VGT)actuator stuck
• Faulty Intake Manifold PressureSensor harness
• Intake Manifold Pressure Sensorfailure
FMI 1• Data valid but
below normaloperational range
• Intake ManifoldPressure Sensoris indicating anunphysical value
• Engine derate• Malfunction
indicator lampilluminated
• Intermittent fault in the IntakeManifold Pressure Sensor harness
• Faulty Boost Air Pressure connector• Intake Manifold Pressure Sensor
failure
FMI 2• Data erratic,
intermittent orincorrect
• Intake ManifoldPressure Sensoroutput is too highor too low
• Engine derate• Malfunction
indicator lampilluminated
• Intermittent fault in the IntakeManifold Pressure Sensor harness
• Faulty Boost Air Pressure connector• Intake Manifold Pressure Sensor
failure
FMI 3• Voltage above
normal or shortedto high source
• A short to batteryin the meteringcircuit
• An open inthe groundcircuit of theIntake ManifoldPressure Sensor
• Engine derate• Malfunction
indicator lampilluminated
• Intermittent fault in the IntakeManifold Pressure Sensor harness
• Faulty Boost Air Pressure connector• Intake Manifold Pressure Sensor
failure
FMI 5• Current below
normal or opencircuit
• A short to groundin the harness
• An open in the 5volt supply circuit
• An open in themetering circuit
• Engine derate• Malfunction
indicator lampilluminated
• Intermittent fault in the IntakeManifold Pressure Sensor harness
• Faulty Boost Air Pressure connector• Intake Manifold Pressure Sensor
failure
FMI 11• Root cause not
known (DataIncorrect)
• Intake ManifoldPressure Sensoroutput is too highor low
• Engine derate• Malfunction
indicator lampilluminated
• Faulty Intake Manifold PressureSensor harness
• Inlet air leakage• Intake Manifold Pressure Sensor
failure
21
DGroup 28 Troubleshooting
MID 128 PID 103 Turbo SpeedType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• Turbochargerspeed is at least25% greater thanthe target wheelspeed for themeasured boost
• Engine derate• Malfunction
indicator lampilluminated
• Miss detection• Faulty Turbo Speed Sensor harness• Faulty Turbo Speed Sensor
connector• Turbo Speed Sensor failure
FMI 1• Data valid but
below normaloperational range
• Turbochargerspeed is at least25% less thanthe target wheelspeed for themeasured boost
• Engine derate• Malfunction
indicator lampilluminated
• Miss detection• Faulty Turbo Speed Sensor harness• Faulty Turbo Speed Sensor
connector• Turbo Speed Sensor failure
FMI 9• Abnormal update
rate (missingsensor signal)
• A fault is logged ifthe Turbo SpeedSensor signal islost
• Engine derate• Malfunction
indicator lampilluminated
• 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
DGroup 28 Troubleshooting
MID 128 PID 105 Intake Manifold TemperatureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• The IntakeManifoldTemperatureSensor isindicating anunphysical value
• Engine derate• Malfunction
indicator lampilluminated
• Faulty Intake Manifold TemperatureSensor or Engine ManagementSystem (EMS) Module connector
• Temperature Sensor harness• Malfunction Intake Manifold
Temperature Sensor
FMI 1• Data valid but
below normaloperational range
• The BoostTemperatureSensor isindicating anunphysical value
• Minor enginederate
• Malfunctionindicator lampilluminated
• Faulty Intake Manifold TemperatureSensor or Engine ManagementSystem (EMS) Module connector
• Break in the Intake ManifoldTemperature Sensor harness
• Malfunction Intake ManifoldTemperature Sensor
FMI 2• Data erratic,
intermittent orincorrect
• The IntakeManifoldTemperatureSensor output istoo high or toolow
• Engine derate• Malfunction
indicator lampilluminated
• Faulty Intake Manifold TemperatureSensor or Engine ManagementSystem (EMS) Module connector
• Break in the Intake ManifoldTemperature Sensor harness
• Malfunction Intake ManifoldTemperature Sensor
FMI 4• Voltage below
normal or shortedlow
• N/A • Difficult to startin cold climates
• Engine derate• Malfunction
indicator lampilluminated
• Short circuit• Intermittent fault in the Intake
Manifold Temperature Sensorharness
• Faulty Intake Manifold TemperatureSensor connector
• Intake Manifold Temperature Sensorfailure
FMI 5• Current below
normal or opencircuit
• A short to battery• An open in the 5
volt supply circuit
• Difficult to startin cold climates
• Engine derate• Malfunction
indicator lampilluminated
• A short circuit in the metering circuit• Intermittent fault in the Intake
Manifold Temperature Sensorharness
• Faulty Intake Manifold TemperatureSensor connector
• Intake Manifold Temperature Sensorfailure
FMI 10• Abnormal rate of
change• The Boost
TemperatureSenor outputis showing aconstant value
• Engine derate• Malfunction
indicator lampilluminated
• Faulty Intake Manifold TemperatureSensor harness
• Intake Manifold Temperature Sensorfailure
23
DGroup 28 Troubleshooting
MID 128 PID 108 Atmospheric PressureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent orincorrect
• AtmosphericPressure Sensoroutput is toohigh or too low(abnormal value)
• Minor enginederate
• Faulty Atmospheric Pressure Sensor• Faulty Engine Management System
(EMS) Module
FMI 3• Voltage above
normal or shortedto high source
• Short to batteryon the meteringside
• N/A • Internal fault in the EngineManagement System (EMS) Module
• Faulty Atmospheric Pressure Sensor
FMI 4• Voltage below
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
DGroup 28 Troubleshooting
MID 128 PID 110 Coolant TemperatureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• The EngineCoolantTemperature(ECT) Sensoris indicating anunphysical value
• Malfunctionindicator lampilluminated
• Extreme driving condition• Faulty coolant thermostat• Malfunctioning fan• Blocked radiator
FMI 2• Data erratic,
intermittent orincorrect
• The EngineCoolantTemperature(ECT) Sensoroutput is too highor too low
• May affectdriveability inextreme cases
• Malfunctionindicator lampilluminated
• Faulty Engine Coolant Temperature(ECT) Sensor or EngineManagement System (EMS)Module connector
• Break in Engine CoolantTemperature (ECT) Sensorharness
• Malfunctioning Engine CoolantTemperature (ECT) Sensor
FMI 4• Voltage below
normal or shortedlow
• N/A • Difficult to startin cold climates
• Idle runregulation isdeteriorated
• Malfunctionindicator lampilluminated
• Internal fault in the Engine CoolantTemperature (ECT) Sensor harness
• Faulty Engine Coolant Temperature(ECT) Sensor connector
• Faulty Engine Coolant Temperature(ECT) Sensor
FMI 5• Current below
normal or opencircuit
• N/A • Difficult to startin cold climates
• Idle runregulation isdeteriorated
• Malfunctionindicator lampilluminated
• 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
FMI 10• Abnormal rate of
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
DGroup 28 Troubleshooting
MID 128 PID 111 Coolant LevelType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 1• Data valid but
below normaloperational range
• Moderatelybelow range
• Critically belowrange
• Short Circuit -,Measuring line
• Engine derate • Coolant level below range• Faulty harness• Engine shutdown
FMI 3• Voltage above
normal or shortedto high source
• Short Circuit +Measuring line
• Coolant level cannot be detected
• Faulty harness
FMI 4• Voltage below
normal or shortedlow
• Short Circuit -,Measuring line
• Coolant level cannot be detected
• Faulty harness
FMI 5• Current below
normal or opencircuit
• Open Circuit • Coolant level cannot be detected
• Faulty harness
26
DGroup 28 Troubleshooting
MID 128 PID 153 Crankcase PressureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• 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)
FMI 1• Data valid but
below normaloperational range
• Out of range, minvoltage, illegal
• N/A • Crankcase Pressure Sensor out ofrange
FMI 2• Data erratic,
intermittent orincorrect
• Plausibility • N/A • The crankcase pressure is showingeither too high or too low value(abnormal value)
FMI 3• Voltage above
normal or shortedto high source
• Short Circuit +,Measuring line
• Open Circuit,Ground line
• N/A • Crankcase Pressure Sensor failure• Faulty harness
FMI 5• Current below
normal or opencircuit
• Open Circuit +,5V Supply Line
• Short Circuit -,Measuring line
• Open Circuit,Measuring line
• N/A • Crankcase Pressure Sensor failure• Faulty harness
27
DGroup 28 Troubleshooting
MID 128 PID 171 Ambient TemperatureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
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.
• Malfunctionindicator lampilluminated
• Faulty Ambient Air TemperatureSensor harness
MID 128 PID 173 Exhaust TemperatureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range— most severelevel
• Exhaust GasTemperature istoo high
• Engine derate• Poor driveability
• Faulty Exhaust Gas Temperature(EGT) system
• Faulty harness or connector
FMI 2• Data erratic,
intermittent orincorrect
• Sensor is notrational
• Poor driveability • Harness connected to incorrectsensor
• Sensor failure
FMI 4• Voltage below
normal or shortedlow
• Short to groundon the meteringside of the circuit
• Poor driveability • Sensor failure• Faulty harness
FMI 5• Current below
normal or opencircuit
• 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
FMI 10• Abnormal rate of
change• Sensor is stuck • Poor driveability • Sensor failure
28
DGroup 28 Troubleshooting
MID 128 PID 175 Engine Oil TemperatureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• ModeratelyAbove range
• Critically AboveRange
• Engine derate • Extreme driving conditions
FMI 2• Data erratic,
intermittent orincorrect
• Plausibility • In some casesmay havean effect ondriveability
• The oil temperature sensor outputis showing either too high or to lowvalue (abnormal value)
FMI 4• Voltage below
normal or shortedlow
• Short Circuit -,Measuring line
• N/A • Engine Oil Temperature (EOT)sensor failure
• Faulty harness
FMI 5• Current below
normal or opencircuit
• Short Circuit +,Measuring line
• Open Circuit
• N/A • Engine Oil Temperature (EOT)sensor failure
• Faulty harness
29
DGroup 28 Troubleshooting
MID 128 PID 354 Relative HumidityType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedto high source
• Short to batteryin the meteringcircuit ofthe RelativeHumidity Sensor
• Open in theground circuitof the RelativeHumidity Sensor
• Turbochargernoise
• Malfunctionindicator lampilluminated
• Faulty connector• Faulty Relative Humidity Sensor
harness• Faulty Relative Humidity Sensor
FMI 5• Current below
normal or opencircuit
• 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
• Malfunctionindicator lampilluminated
• Faulty connector• Faulty Relative Humidity Sensor
harness• Faulty Relative Humidity Sensor
30
DGroup 28 Troubleshooting
MID 128 PID 411 EGR Exhaust Back PressureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent orincorrect
• 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
FMI 3• Voltage above
normal or shortedto high source
• Short to batteryin metering line
• Open in theground circuit
• Engine respondspoorly
• Engine derate
• Faulty EGR Differential PressureSensor connector
• Faulty EGR Differential PressureSensor harness
• Faulty EGR Differential PressureSensor
FMI 5• Current below
normal or opencircuit
• Open in the 5 voltsupply line
• Short to groundin metering line
• Open in themetering line
• Engine respondspoorly
• Engine derate
• Faulty EGR Differential PressureSensor connector
• Faulty EGR Differential PressureSensor harness
• Faulty EGR Differential PressureSensor
31
DGroup 28 Troubleshooting
MID 128 PID 412 EGR TemperatureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range— most severelevel
• N/A • Malfunctionindicator lampilluminated
• Extreme driving conditions• EGR cooler failure
FMI 4• Voltage below
normal or shortedlow
• Short to groundon the meteringside of the EGRSensor circuit
• Engine respondspoorly
• Engine powerwill be deratedaccording to theerror torque map
• Faulty EGR Temperature Sensorconnector
• Faulty EGR Temperature Sensorharness
• Faulty EGR Temperature Sensor
FMI 5• Current below
normal or opencircuit
• 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 respondspoorly
• Engine derate
• Faulty EGR Temperature Sensorconnector
• Faulty EGR Temperature Sensorharness
• Faulty EGR Temperature Sensor
FMI 10• Abnormal rate of
change• EGR sensor
is showing aconstant valuethat will notchange
• Malfunctionindicator lampilluminated
• Faulty EGR Temperature Sensorconnector
• Faulty EGR Temperature Sensorharness
• EGR system leakage
32
DGroup 28 Troubleshooting
MID 128 PPID 35 EGR Mass FlowType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range— most severelevel
• EGR flow is toohigh
• Poor driveability • Faulty EGR system• Faulty harness or connector
FMI 1• Data valid but
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
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause
FMI 0• Data valid but
above normaloperationalrange-most severelevel
• VGT SRAtemperature ismoderately toohigh
• Engine derate • Coolant system malfunction• Extreme driving conditions• Overheated VGT actuator
33
DGroup 28 Troubleshooting
MID 128 PPID 122 Engine Compression BrakeType offault
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause
FMI 1• Data valid but
above normaloperational range
• Below range • No VolvoCompressionBrake (VCB)
• Low engine oil temperature
FMI 3• Voltage above
normal or shortedto high source
• Short Circuit + • VolvoCompressionBrake (VCB) cannot be turned on
• Engine brakefunction derated
• Gear shiftperformancederated forsome automatictransmissionboxes
• Faulty Volvo Compression Brake(VCB) actuator
• Faulty harness
FMI 4• Voltage below
normal or shortedlow
• Short Circuit - • VolvoCompressionBrake (VCB) cannot be turned off
• Engine stopsrunning
• Engineimpossible torestart
• Faulty Volvo Compression Brake(VCB) actuator
• Faulty harness
FMI 5• Current below
normal or opencircuit
• Open Circuit • VolvoCompressionBrake (VCB) cannot be turned on
• Engine brakefunction derated
• Gear shiftperformancederated forsome automatictransmissionboxes
• Faulty Volvo Compression Brake(VCB) actuator
• Faulty harness
34
DGroup 28 Troubleshooting
MID 128 PPID 270 NOx SensorMID 233 Fault code sent by MID 128 Enginecontrol unit.
Type offault
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause
FMI 2• Data erratic,
intermittent orincorrect
• Removed• Plausibility
• Malfunctionindicator lampilluminated
• NOx sensor removed (measuressurround air)
• Exhaust system leakage• Air intake leakage• Faulty NOx sensor
FMI 3• Voltage above
normal or shortedto high source
• Short Circuit,NOx signal
• N/A • Faulty cabling between NOx sensorand NOx sensor ECU
• Faulty NOx sensor
FMI 5• Current below
normal or opencircuit
• Open Circuit,NOx signal
• N/A • Faulty cabling between NOx sensorand NOx sensor ECU
• Faulty NOx sensor
FMI 9• Abnormal update
rate (missingsensor signal
• Abnormal update • N/A • Missing signal from NOx sensor
FMI 10• Abnormal rate of
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
DGroup 28 Troubleshooting
MID 128 PPID 272 Air Pressure CompensationType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 4• Voltage below
normal or shortedto low source
• Short Circuit - • Possible turbonoise
• Faulty Intake Air Temperature andHumidity (IATH) sensor
• Faulty harness• Faulty Intake Air Temperature and
Humidity (IATH) sensor connector
FMI 5• Current below
normal or opencircuit
• 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:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• 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
DGroup 28 Troubleshooting
MID 128 PPID 328 Aftertreatment Injection Shutoff ValveType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedto high source
• Circuit shorted tobattery
• Malfunctionindicator lampilluminated
• Faulty harness• Actuator failure
FMI 4• Voltage below
normal or shortedlow
• Circuit shorted toground
• Malfunctionindicator lampilluminated
• Faulty harness• Actuator failure
FMI 5• Current below
normal or opencircuit
• Open circuit • Malfunctionindicator lampilluminated
• Faulty harness• Actuator failure
FMI 7• Mechanical system
not responding orout of adjustment
• After TreatmentFuel Injectorstuck closed
• Malfunctionindicator lampilluminated
• Shut off valve stuck closed
FMI 14• Special
instructions• After Treatment
Fuel Injectorleaking
• Malfunctionindicator lampilluminated
• After Treatment Fuel Injector failure
MID 128 PPID 329 Aftertreatment Fuel InjectorType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedto high source
• Circuit shorted tobattery
• Malfunctionindicator lampilluminated
• Faulty harness• Injector failure
FMI 4• Voltage below
normal or shortedlow
• Circuit shorted toground
• Malfunctionindicator lampilluminated
• Faulty harness• Injector failure
FMI 5• Current below
normal or opencircuit
• Open circuit • Malfunctionindicator lampilluminated
• Faulty harness• Injector failure
FMI 7• Mechanical system
not responding orout of adjustment
• After treatmentfuel injectorclogged
• Malfunctionindicator lampilluminated
• After Treatment Fuel Injector failure
FMI 14• Special
instructions• After Treatment
Fuel Injectorleaking
• Malfunctionindicator lampilluminated
• After Treatment Fuel Injector failure
37
DGroup 28 Troubleshooting
MID 128 PPID 330 DRVType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedto high source
• 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
FMI 4• Voltage below
normal or shortedlow
• Short circuit- • Valve constantlyactivated
• Major enginederate
• Exhaust manifoldoverheating
• Engine shutdown
• Faulty Discharge Recirculator Valve(DRV) Solenoid
• Faulty harness• Faulty Discharge Recirculator Valve
(DRV) Solenoid connector
FMI 5• Current below
normal or opencircuit
• Open 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
FMI 7• Mechanical system
not responding orout of adjustment
• MechanicallyStuck
• On/off valve can’tbe activated
• Regenerationnot possible
• High enginebraking withoutrequest
• Driveabilityaffected
• Valve constantlyactivated
• Major enginederate
• Exhaust manifoldoverheating
• Engine shutdown
• Leaking pipes• Faulty Discharge Recirculator Valve
(DRV) Solenoid
38
DGroup 28 Troubleshooting
MID 128 PPID 337 Ash LevelType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• Ash level too high • Need service • Short intervals between filterregenerations
MID 128 PPID 387 Temperature Sensor, Catalytic ConverterType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent orincorrect
• Sensor is notrational
• Poor driveability • Harness connected to incorrectsensor
• Sensor failure
FMI 4• Voltage below
normal or shortedlow
• Short to groundon the meteringside of the circuit
• Poor driveability • Faulty harness• Sensor failure
FMI 5• Current below
normal or opencircuit
• Short to batteryon the meteringside of the circuit
• Open in themetering side ofthe circuit
• Open in theground side ofthe circuit
• Poor driveability • Faulty harness• Actuator failure
FMI 10• Abnormal rate of
change• Sensor is stuck • Poor driveability • Sensor failure
39
DGroup 28 Troubleshooting
MID 128 PPID 436 Exhaust Gas Temperature Sensor 3Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent orincorrect
• Sensor is notrational
• Poor driveability • Harness connected to incorrectsensor
• Sensor failure
FMI 4• Voltage below
normal or shortedlow
• Short to groundon the meteringside of the circuit
• Poor driveability • Faulty harness• Sensor failure
FMI 5• Current below
normal or opencircuit
• Short to batteryon the meteringside of the circuit
• Open in themetering side ofthe circuit
• Open in theground side ofthe circuit
• Poor driveability • Faulty harness• Actuator failure
FMI 10• Abnormal rate of
change• Sensor is stuck • Poor driveability • Sensor failure
40
DGroup 28 Troubleshooting
MID 128 PPID 437 Aftertreatment Injector Fuel Pressure SensorType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent orincorrect
• Sensor is notrational
• N/A • Faulty shut off valve• Sensor failure
FMI 3• Voltage above
normal or shortedto high source
• Short to batteryon the meteringside
• Open in theground line
• N/A • Faulty harness• Sensor failure
FMI 5• Current below
normal or opencircuit
• Open circuit inthe 5 volt supply
• Short circuit toground in themetering line
• Open circuit inthe metering line
• N/A • Faulty harness• Sensor Failure
FMI 10• Abnormal rate of
change• After treatment
injector fuelpressure sensorstuck
• N/A • Sensor• Faulty shut off valve• Injector failure
41
DGroup 28 Troubleshooting
MID 128 PSID 47 Particulate Trap RegenerationType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• Plausability, toohigh
• Regenerationnot possible
• Faulty After Treatment Injector
FMI 1• Data valid but
below normaloperational range
• Plausability, toolow
• Regenerationnot possible
• Faulty After Treatment Injector• Faulty Diesel Particulate Filter (DPF)
catalyst
FMI 8• Abnormal
frequency, pulsewidth or period
• Regenerationperiod too long
• N/A • N/A
FMI 12• Bad Intelligent
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:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range— most severelevel
• Boost pressureis too high
• Turbochargersurge
• EGR system failure• Faulty turbocharger actuator
FMI 1• Data valid but
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
DGroup 28 Troubleshooting
MID 128 PSID 108 Aftertreatment Injection SystemType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 7• Mechanical system
not responding, orout of adjustment
• Mechanicalproblem
• Regenerationnot possible
• Engine derate• Engine shut
down
• Faulty After Treatment Injection (ATI)system
43
DGroup 28 Troubleshooting
MID 128 PSID 109 Engine Coolant Temperature SensorType offault:
FMI Description: Fault Condition: PossibleSymptoms:
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.
• Malfunctionindicator lampilluminated
• 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
indicator lampilluminated
• Thermostat Blocked Open
44
DGroup 28 Troubleshooting
MID 128 SID 1/2/3/4/5/6 Unit InjectorType offault:
FMI Description: Fault Condition: PossibleSymptoms:
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
indicator lampilluminated
• Open circuit
FMI 5• Current below
normal or opencircuit
• 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
indicator lampilluminated
• Harness shorted or open• Faulty fuel injector solenoid
FMI 7• Mechanical system
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
indicator lampilluminated
• 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
indicator lampilluminated
• Low injector flow• High injector flow• Poor compression
45
DGroup 28 Troubleshooting
MID 128 SID 18 Drain Valve, Water SeparatorType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedto high source
• Short Circuit +Measuring line
• Valve constantlyshut
• Faulty Water In Fuel (WIF) SolenoidValve
• Broken wire
FMI 4• Voltage below
normal or shortedlow
• Short Circuit -,Measuring line
• High fuelconsumption dueto fuel leakage
• Faulty Water In Fuel (WIF) SolenoidValve
• Broken wire
FMI 5• Current below
normal or opencircuit
• Open Circuit • Valve constantlyshut
• Faulty Water In Fuel (WIF) SolenoidValve
• Broken wire
46
DGroup 28 Troubleshooting
MID 128 SID 21 Engine Position Timing SensorType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent orincorrect
• Phase Error- Incorrectcorrelationbetween CAMand CrankSensor
• Increased fuelconsumption
• Faulty connector• Faulty Engine Position Timing
Sensor harness• Faulty Engine Position Timing
Sensor• Improper air gap
FMI 3• Voltage above
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
frequency, pulsewidth or period
• Noisy Signalfrom EnginePosition TimingSensor
• Open in theEngine PositionTiming SensorCircuit
• Increasedengine start time
• Loss of enginepower
• Faulty Engine Position TimingSensor harness
• Faulty Engine Position TimingSensor mounting
47
DGroup 28 Troubleshooting
MID 128 SID 22 Engine Speed SensorType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent orincorrect
• Intermittent orweak signal
• Increased fuelconsumption
• Imprecise enginetiming
• Increased fuelconsumption
• Uneven cylinderbalancing
• Power loss• Smoke
• Faulty connector• Faulty Engine Speed Sensor
harness• Faulty Engine Speed Sensor• Improper air gap
FMI 3• Voltage above
normal, or shortedto high source
• Missing Signalfrom EngineSpeed Sensor
• Open in theEngine SpeedSensor Circuit
• Short to batteryin the EngineSpeed SensorCircuit
• Short to groundin the EnginePosition TimingSensor Circuit
• Increasedengine start time
• Vehicle may be inlimp home mode
• Loss of enginepower
• Faulty Engine Speed Sensorharness
• Faulty Crank Sensor mounting
FMI 8• Abnormal
frequency, pulsewidth or period
• Erratic orintermittentsignal fromEngine SpeedSensor
• Open in theEngine SpeedSensor
• Increased fuelconsumption
• Imprecise enginetiming
• Increased fuelconsumption
• Uneven cylinderbalancing
• Power loss• Smoke
• Faulty Engine Speed Sensorharness
• Faulty Engine Speed Sensormounting
48
DGroup 28 Troubleshooting
MID 128 SID 27 Variable Geometry TurbochargerType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent orincorrect
• Smart remoteactuator hasnot seen a validcommand onCAN2
• Incorrect data
• Low boost• Low power• Nozzle opens• Smoke from
engine
• Disturbance on CAN2 data lines
FMI 4• Voltage below
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
FMI 7• Mechanical system
not responding orout of adjustment
• 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
FMI 9• Abnormal update
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
DGroup 28 Troubleshooting
MID 128 SID 33 Fan ControlType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal, or shortedTo high source
• Short to positivein the CoolingFan controlcircuit
• Malfunctionindicator lampilluminated
• Broken Cooling Fan Actuator• Faulty Cooling Fan Actuator harness
or connector
FMI 4• Voltage below
normal, or shortedto low source
• Short to groundin the CoolingFan controlcircuit
• Output voltageis 1/3 the supplyvoltage
• Malfunctionindicator lampilluminated
• Broken Cooling Fan Actuator• Faulty Cooling Fan Actuator harness
or connector
FMI 5• Current below
normal or opencircuit
• Open in theCooling Fancontrol circuit
• Malfunctionindicator lampilluminated
• Broken Cooling Fan Actuator• Faulty Cooling Fan Actuator harness
or connector
MID 128 SID 70 Preheater Element 1Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedto high source
• Short Circuit +,Measuring line
• Fuse for shortingwire blown
• Faulty Preheat Relay• Short in high side of Preheat Sense
1 circuit
FMI 4• Voltage below
normal or shortedlow
• Short Circuit -,Measuring line
• Shorting wiremay break
• Preheat relay problem• Sense 1, Short Circuit -, Measuring
line
FMI 5• Current below
normal or opencircuit
• Open Circuit • May get startproblems in coldclimate
• Faulty Heating element• Broken wire
50
DGroup 28 Troubleshooting
MID 128 SID 71 Preheater Element 2Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedto high source
• Short Circuit +,Measuring line
• Fuse for shortingwire blown
• Faulty Preheat Relay• Short in high side of Preheat Sense
2circuit
FMI 4• Voltage below
normal or shortedlow
• Short Circuit -,Measuring line
• Shorting wiremay break
• Preheat relay problem• Sense 2, Short Circuit -, Measuring
line
FMI 5• Current below
normal or opencircuit
• Open Circuit • May get startproblems in coldclimate
• Faulty Heating element• Broken wire
MID 128 SID 146 EGR Valve 1Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal, or shortedTo high source
• Stuck EGRControl Valve
• EGR ControlValve circuitshorted topositive
• EGR ControlValve circuitshorted toground
• Malfunctionindicator lampilluminated
• Engine derate
• Faulty EGR Control Valve actuator• EGR Control Valve harness
FMI 5• Current below
normal or opencircuit
• Open EGRControl ValveCircuit
• Malfunctionindicator lampilluminated
• 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
FMI 12• Bad Intelligent
Device orComponent
• EGR Valve stuckopen
• Engine derate • Faulty EGR Valve
51
DGroup 28 Troubleshooting
MID 128 SID 211 5 Volt DC SupplyType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal, or shortedTo high source
• 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
• N/A • Strangeinformationdisplayed oncluster
• Poor driveability
• 5 volt reference circuit shorted toground
• Faulty harness or connector• Faulty sensor power supply• MID 128 PID’s 94, 100 and 153 may
also be set
MID 128 SID 230 Idle Validation Switch 1Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal, or shortedto high source
• 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
DGroup 28 Troubleshooting
MID 128 SID 232 5 Volt DC Supply to SensorType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal, or shortedto high source
• N/A • Strangeinformationdisplayed oncluster
• Poor driveability
• Poor driveability• Faulty harness or connector• Faulty sensor power supply• MID 128 PID’s 26, 102 and 411 may
also be set
FMI 4• Voltage below
normal or shortedto low source
• N/A • Strangeinformationdisplayed oncluster
• Poor driveability
• 5 volt reference circuit shorted toground
• Faulty harness or connector• Faulty sensor power supply• MID 128 PID’s 26, 102 and 411 may
also be set
53
DGroup 28 Troubleshooting
Transmission Control Unit, 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 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
Note: When performing diagnostic test on intermittentfaults, gently wiggle the wires and connectors to help findthe intermittent faults.
54
DGroup 28 Troubleshooting
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
DGroup 28 Troubleshooting
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
DGroup 28 Troubleshooting
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
• Yellow lamp is sent
• Slow gear changes
• N/A
FMI 6• Current
abovenormal orgroundedcircuit
• Status fromASIC is shortcircuit to ground
• Yellow lamp is sent
• Slow gear changes
• N/A
FMI 13• Calibration
value out ofrange
• The checksumin NVRAM is notcorrect or, thesensor has notbeen calibrated.
• Yellow lamp is sent
• Cranking is inhibited
• Engine cannot start
• N/A
57
DGroup 28 Troubleshooting
MID 130 PID 32 Split 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
• Yellow lamp is sent
• Slow gear changes
• N/A
FMI 6• Current
abovenormal orgroundedcircuit
• Status fromASIC is shortcircuit to ground
• Yellow lamp is sent
• Slow gear changes
• N/A
FMI 13• Calibration
value out ofrange
• The checksumin NVRAM is notcorrect or, thesensor has notbeen calibrated.
• Yellow lamp is sent
• Cranking is inhibited
• Engine cannot start
• N/A
58
DGroup 28 Troubleshooting
MID 130 PID 33 Clutch Cylinder, PositionType offault:
FMIDescription:
Fault Condition: Possible Symptoms: Possible Cause:
FMI 2• Data erratic,
intermittent,or incorrect
• The differencebetween clutchpositionsindicated bythe sensor signal(SEPoC) andthe invertedsensor signal(SEPoCINV)is to large andboth signals arewithin normalrange
• Yellow lamp is sent
• Slow clutchperformance
• Rough shifting atstart and at slowspeed
• Slow gear changes
• N/A
FMI 3• Voltage
abovenormal, orshorted tohigh source
• Sensor signal isshort circuit toUBATT or sensorsupply when: atleast one of thesensor signalsis above normalrange
• Yellow lamp is sent
• Slow clutchperformance
• Rough shifting atstart and at slowspeed
• Slow gear changes
• N/A
FMI 5• Current
belownormal oropen circuit
• 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
• Yellow lamp is sent
• Slow clutchperformance
• Rough shifting atstart and at slowspeed
• Slow gear changes
• N/A
59
DGroup 28 Troubleshooting
Type offault:
FMIDescription:
Fault Condition: Possible Symptoms: Possible Cause:
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
• Yellow lamp is sent
• Slow clutchperformance
• Rough shifting atstart and at slowspeed
• Slow gear changes
• N/A
FMI 13• Calibration
value out ofrange
• The checksumin NVRAM is notcorrect or, thesensor has notbeen calibrated.
• Yellow lamp is sent
• Cranking is inhibited
• Engine cannot start
• N/A
60
DGroup 28 Troubleshooting
MID 130 PID 36 Clutch Wear, StatusType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• 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:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• Sensor signal isin normal range
• Pressure isabove 145 PSI(10.0 bar)
• Yellow lamp issent
• Slow clutchperformance
• N/A
FMI 1• Data valid but
below operationalrange
• Sensor signal isin normal range
• Pressure isbelow 72.5 PSI(5.0 bar)
• Yellow lamp issent
• The symbol forcompressed air,transmission issent
• Gear changesmay be absent
• Slow clutchperformance
• N/A
FMI 3• Voltage above
normal or shortedhigh
• The sensorsignal is abovenormal range
• Yellow lamp issent
• N/A
FMI 5• Current below
normal or opencircuit
• The sensorsignal is belownormal range
• Yellow lamp issent
• N/A
61
DGroup 28 Troubleshooting
MID 130 PID 65 Brake SwitchType offault:
FMI Description: Fault Condition: PossibleSymptoms:
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:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• 12 Volt System:Voltage is above19V
• Yellow lamp issent
• N/A
FMI 1• Data valid but
below operationalrange
• 12 Volt System:Voltage is below9 V and theengine has beenrunning for 5 s
• Yellow lamp issent
• Reducedtransmissionperformance
• N/A
62
DGroup 28 Troubleshooting
MID 130 PID 160 Main Shaft, Rotation SpeedType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 1• Data valid but
below operationalrange
• 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
• Yellow lamp issent
• Slow gearchanges
• Rough gearchanges
• N/A
63
DGroup 28 Troubleshooting
Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
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
DGroup 28 Troubleshooting
Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
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)
• Yellow lamp issent
• Slow gearchanges
• N/A
65
DGroup 28 Troubleshooting
Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• Signal or supplyvoltage is abovenormal range
• Yellow lamp issent
• Slow gearchanges
• Rough gearchanges
• N/A
FMI 4• Voltage below
normal or shortedlow
• Signal andsupply voltageis below normalrange
• Yellow lamp issent
• Slow gearchanges
• Rough gearchanges
• N/A
FMI 5• Current below
normal or opencircuit
• Signal voltageis below normalrange
• Supply voltageis in the normalrange
• Yellow lamp issent
• Slow gearchanges
• Rough gearchanges
• N/A
66
DGroup 28 Troubleshooting
MID 130 PID 161 Input Shaft, Rotation SpeedType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 1• Data valid but
below operationalrange
• 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
• Yellow lamp issent
• Slow gearchanges
• 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
DGroup 28 Troubleshooting
Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
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
DGroup 28 Troubleshooting
Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 4• Voltage below
normal or shortedlow
• The sensorsignal is belownormal range
• Yellow lamp issent
• Slow gearchanges
• 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
FMI 5• Current below
normal or opencircuit
• The sensorsignal is abovenormal range
• Yellow lamp issent
• Slow gearchanges
• 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
69
DGroup 28 Troubleshooting
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:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0(Low) • Data valid but
above normaloperational range
• The sensorsignal is innormal range
• Temperature isabove 100 C(212 F) during18000 s
• Yellow lamp issent
• Symbol for hightransmission oiltemperature is lit
• N/A
FMI 0(Medium) • Data valid but
above normaloperational range
• The sensorsignal is innormal range
• Temperature isabove 120 C(248 F) during600 s
• Yellow lamp issent
• Symbol for hightransmission oiltemperature is lit
• N/A
FMI 0(High) • Data valid but
above normaloperational range
• The sensorsignal is innormal range
• Temperature isabove 140 C(284 F) during30 s
• Red lamp is sent
• Symbol for hightransmission oiltemperature is lit
• N/A
FMI 4• Voltage below
normal or shortedlow
• The sensorsignal is belownormal range
• Yellow lamp issent
• N/A
FMI 5• Current below
normal or opencircuit
• The sensorsignal is abovenormal range
• Yellow lamp issent
• N/A
70
DGroup 28 Troubleshooting
MID 130 PPID 10 Gear Selector Cylinder 1, PositionType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• Status from ASICis short circuit toU-BATT
• Yellow lamp issent
• Slow gearchanges
• N/A
FMI 5• Current below
normal or opencircuit
• Status from ASICis open circuit
• Yellow lamp issent
• Slow gearchanges
• N/A
FMI 6• Current above
normal orgrounded circuit
• Status from ASICis short circuit toground
• Yellow lamp issent
• Slow gearchanges
• N/A
FMI 13• Calibration value
out of range• The checksum
in NVRAM is notcorrect or
• The sensorhas not beencalibrated
• Yellow lamp issent
• Cranking isinhibited
• Engine cannotstart
• N/A
71
DGroup 28 Troubleshooting
MID 130 PPID 11 Gear Selector Cylinder 2, PositionType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• Status from ASICis short circuit toU-BATT
• Yellow lamp issent
• Slow gearchanges
• N/A
FMI 5• Current below
normal or opencircuit
• Status from ASICis open circuit
• Yellow lamp issent
• Slow gearchanges
• N/A
FMI 6• Current above
normal orgrounded circuit
• Status from ASICis short circuit toground
• Yellow lamp issent
• Slow gearchanges
• N/A
FMI 13• Calibration value
out of range• The checksum
in NVRAM is notcorrect or
• The sensorhas not beencalibrated
• Yellow lamp issent
• Cranking isinhibited
• Engine cannotstart
• N/A
72
DGroup 28 Troubleshooting
MID 130 PPID 50 Clutch, Pre-loadType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• The calculatedstored energy isabove 200 kJ
• The energycalculation istime basedfor VTNA andphysical forothers
• Yellow lamp issent
• 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)
• Yellow lamp issent
• 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
DGroup 28 Troubleshooting
MID 130 PPID 51 Clutch Disc, Pull PositionType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 13• Calibration value
out of range• The checksum
in NVRAM is notcorrect
• The slip pointhas not beencalibrated
• Yellow lamp issent
• It is not possibleto drive thevehicle
• N/A
MID 130 PPID 54 ECU +5V OutputType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• Voltage is abovenormal range
• Yellow lamp issent
• Slow clutchperformance
• Uneven shiftingat start and atslow speed
• Slow gearchanges
• N/A
FMI 1• Data valid but
below operationalrange
• Voltage is belownormal range
• Yellow lamp issent
• Slow clutchperformance
• Uneven shiftingat start and atslow speed
• Slow gearchanges
• N/A
74
DGroup 28 Troubleshooting
MID 130 PPID 55 ECU, TemperatureType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Data valid but
above normaloperational range
• Temperature isabove 125 C(257 F)
• Yellow lamp issent
• N/A
MID 130 PPID 140 Inclination AngleType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent, orincorrect
• The sensorsignal is aboveor below normalrange
• The vehicle hasbeen standingstill for a specifictime
• Yellow lamp issent
• The start gearmay be wrong
• Gear selectionperformancemight be reduced
• Downhilland uphillgear changeperformancemay be reduced
• N/A
75
DGroup 28 Troubleshooting
MID 130 PSID 1 PWM Valve, Quick EngagementType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATTand
• There is no activefault code forshort circuit toU-BATT on VAF-
• Yellow lamp issent
• Erratic clutchperformance
• Slow clutchperformance
• Slow gearchanges
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• Erratic clutchperformance
• Slow clutchperformance
• Slow gearchanges
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• Erratic clutchperformance
• Slow clutchperformance
• Slow gearchanges
• N/A
76
DGroup 28 Troubleshooting
MID 130 PSID 2 PWM Valve, Slow EngagementType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATTand
• There is no activefault code forshort circuit toU-BATT on VAS-
• Yellow lamp issent
• Erratic clutchperformance
• Uneven shiftingat start and atslow speed
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• Erratic clutchperformance
• Uneven shiftingat start and atslow speed
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• Erratic clutchperformance
• Uneven shiftingat start and atslow speed
• N/A
77
DGroup 28 Troubleshooting
MID 130 PSID 3 PWM Valve, Quick DisconnectionType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATTand
• There is no activefault code forshort circuit toU-BATT on VAF-
• Yellow lamp issent
• Erratic clutchperformance
• Slow clutchperformance
• Slow gearchanges
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• Erratic clutchperformance
• Slow clutchperformance
• Slow gearchanges
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• Erratic clutchperformance
• Slow clutchperformance
• Slow gearchanges
• N/A
78
DGroup 28 Troubleshooting
MID 130 PSID 4 PWM Valve, Slow DisconnectionType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATTand
• There is no activefault code forshort circuit toU-BATT on VAS-
• Yellow lamp issent
• Erratic clutchperformance
• Uneven shiftingat start and atslow speed
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• Erratic clutchperformance
• Slow clutchperformance
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• Erratic clutchperformance
• Slow clutchperformance
• N/A
79
DGroup 28 Troubleshooting
MID 130 PSID 5 Ground, Quick PWM ValvesType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The low-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• Erratic clutchperformance
• Slow clutchperformance
• Slow gearchanges
• N/A
FMI 6• Current above
normal orgrounded circuit
• The low-sidedrive is shortcircuit to groundand
• There is no activefault code forshort circuit toground on VAFEor VAFD
• Yellow lamp issent
• Erratic clutchperformance
• Slow clutchperformance
• Slow gearchanges
• N/A
80
DGroup 28 Troubleshooting
MID 130 PSID 6 Ground, Slow PWM ValvesType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The low-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• Erratic clutchperformance
• Uneven shiftingat start and atslow speed
• N/A
FMI 6• Current above
normal orgrounded circuit
• The low-sidedrive is shortcircuit to groundand
• There is no activefault code forshort circuit toground on VASEor VASD
• Yellow lamp issent
• Erratic clutchperformance
• Uneven shiftingat start and atslow speed
• N/A
81
DGroup 28 Troubleshooting
MID 130 PSID 12 Solenoid Valve, Gear Selector Cylinder 1, InnerType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• The valve isactivated
• Incorrect gearselection
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• The valve cannotbe activated
• Incorrect gearselection
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• The valve cannotbe activated
• Incorrect gearselection
• N/A
82
DGroup 28 Troubleshooting
MID 130 PSID 13 Solenoid Valve, Gear Selector Cylinder 1, OuterType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• The valve isactivated
• Incorrect gearselection
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• The valve cannotbe activated
• Incorrect gearselection
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• The valve cannotbe activated
• Incorrect gearselection
• N/A
83
DGroup 28 Troubleshooting
MID 130 PSID 14 Solenoid Valve, Gear Selector Cylinder 2, InnerType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• The valve isactivated
• Incorrect gearselection
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• The valve cannotbe activated
• Incorrect gearselection
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• The valve cannotbe activated
• Incorrect gearselection
• N/A
84
DGroup 28 Troubleshooting
MID 130 PSID 15 Solenoid Valve, Gear Selector Cylinder 2, OuterType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• The valve cannotbe activated
• Incorrect gearselection
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• The valve cannotbe activated
• Incorrect gearselection
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• The valve cannotbe activated
• Incorrect gearselection
• N/A
85
DGroup 28 Troubleshooting
MID 130 PSID 20 Solenoid Valve, Power Take-off 1Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• The valve isactivated
• The PTO cannotbe deactivated
• Rough gearchanges
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• The valve cannotbe activated
• The PTO doesnot work
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• The valve cannotbe activated
• The PTO doesnot work
• N/A
86
DGroup 28 Troubleshooting
MID 130 PSID 21 Solenoid Valve, Power Take-off 2Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• The valve isactivated
• The PTO cannotbe deactivated
• Rough gearchanges
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• The valve cannotbe activated
• The PTO doesnot work
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• The valve cannotbe activated
• The PTO doesnot work
• N/A
87
DGroup 28 Troubleshooting
MID 130 PSID 22 Solenoid Valve, Brake, Counter ShaftType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATT
• Red lamp is sent
• The valve andthe brake areactivated
• The transmissionwill be damagedif the vehicledrives
• The propshafthas to beremoved to movethe vehicle
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• The valve cannotbe activated
• Slow gearchanges
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• The valve cannotbe activated
• Slow gearchanges
• N/A
88
DGroup 28 Troubleshooting
MID 130 PSID 23 Split Engagement SystemType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Unintentional
disengagementof indirect split
• Low split jumpsout
• The split cylindervalves areinactive
• Yellow lamp issent
• Loss of torque
• N/A
FMI 1• Unintentional
disengagementof direct split
• High split jumpsout
• The split cylindervalves areinactive
• Yellow lamp issent
• Loss of torque
• N/A
FMI 2• Unintentional
disengagementof neutral split
• The split cylinderposition leavesthe neutralposition
• The split cylindervalves areinactive
• Yellow lamp issent
• N/A
FMI 7• Blocked
engagement ofneutral split
• The neutral splitgear cannotengage
• Yellow lamp issent
• Eco roll notavailable
• N/A
89
DGroup 28 Troubleshooting
Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 11• Blocked
engagement ofindirect split
• The indirect splitgear can notengage
• Yellow lamp issent
• Loss of torque
• Incorrect gearselection
• Slow gearchanges
• N/A
FMI 12• Blocked
engagement ofdirect split
• The direct splitgear can notengage
• Yellow lamp issent
• Loss of torque
• Incorrect gearselection
• Slow gearchanges
• N/A
90
DGroup 28 Troubleshooting
MID 130 PSID 24 Range Engagement SystemType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Unintentional
disengagementof low range
• The rangecylinder leavesthe low rangeposition
• The rangecylinder valvesare inactive
• Yellow lamp issent
• Loss of torque
• N/A
FMI 1• Unintentional
disengagementof high range
• The rangecylinder leavesthe high rangeposition
• The rangecylinder valvesare inactive
• Yellow lamp issent
• Loss of torque
• N/A
FMI 11• Blocked
engagement oflow range
• The low rangegear can notengage
• Yellow lamp issent
• Loss of torque
• Incorrect gearselection
• N/A
FMI 12• Blocked
engagement ofhigh range
• The high rangegear can notengage
• Yellow lamp issent
• Loss of torque
• Incorrect gearselection
• N/A
91
DGroup 28 Troubleshooting
MID 130 PSID 25 Gears 1/R Engagement SystemType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Unintentional
disengagementof first gear
• The 1/R cylinderleaves the 1:stposition
• The 1:st cylindervalves areinactive
• Yellow lamp issent
• Loss of torque
• N/A
FMI 1• Unintentional
disengagementof reverse gear
• The 1/R gearleaves thereverse position
• The 1/R cylindervalves areinactive
• Yellow lamp issent
• Loss of torque
• N/A
FMI 2• Unintentional
disengagementof neutral
• The 1/R cylinderleaves theneutral position
• The 1/R cylindervalves areinactive
• Yellow lamp issent
• N/A
FMI 7• Blocked
engagement ofneutral
• Not possible toengage neutral
• Yellow lamp issent
• Slow gearchanges
• N/A
92
DGroup 28 Troubleshooting
Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
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
• Yellow lamp issent
• Loss of torque
• Incorrect gearselection
• 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
• Yellow lamp issent
• The R gear cannot engage, butthe system willtry to engage it aslog as the gearlever is in thereverse position
• N/A
93
DGroup 28 Troubleshooting
MID 130 PSID 26 Gears 2/3 Engagement SystemType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Unintentional
disengagementof second gear
• The 2/3 cylinderposition indicatesthat the 2/3 gearleaves the 2:ndposition
• The cylindervalves areinactive
• Yellow lamp issent
• Loss of torque
• N/A
FMI 1• Unintentional
disengagementof third gear
• The 2/3 cylinderleaves the 3:rdposition
• The 3:rd cylindervalves areinactive
• Yellow lamp issent
• Loss of torque
• N/A
FMI 2• Unintentional
disengagementof neutral
• The split cylinderposition leavesthe neutralposition
• The split cylindervalves areinactive
• Yellow lamp issent
• N/A
FMI 7• Blocked
engagement ofneutral
• The neutral gear(2:nd and 3:rdgear cylinder)cannot engage
• Yellow lamp issent
• Slow gearchanges
• N/A
94
DGroup 28 Troubleshooting
Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 11• Blocked
engagement ofsecond gear
• The 2:nd gearcan not engage
• Yellow lamp issent
• Loss of torque
• Incorrect gearselection
• 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
• Yellow lamp issent
• Loss of torque
• Incorrect gearselection
• The 3:rd gearwill not beselected by thesystem for ashort while afterfive successfulgearshifts a newattempt to use3:rd gear may bemade
• N/A
95
DGroup 28 Troubleshooting
MID 130 PSID 27 Clutch SystemType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 0• Unintentional
disengagementof the clutch
• The clutchdisengageswhen notcommandedand,
• There is no activefault code on theSEPoC and,
• There is no activefault code for lowair pressure and,
• There is no activefault code on anyof the clutchcylinder valvesand,
• The PCBtemperature isabove a specificlimit
• Yellow lamp issent
• Slow gearchanges
• Slow clutchperformance
• N/A
FMI 1• Unintentional
engagement ofthe clutch
• The clutchengages whennot commandedand,
• There is no activefault code on theSEPoC and
• There is no activefault code for lowair pressure and
• There is no activefault code on anyof the clutchcylinder valvesand,
• The PCBtemperature isabove a specificlimit
• Yellow lamp issent
• Slow gearchanges
• Erratic clutchperformance
• N/A
96
DGroup 28 Troubleshooting
Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 7• Mechanical system
not responding orout of adjustment
• The clutchdoes not dis-engage/engageproperly whencommandedand,
• There is no activefault code on theSEPoC and,
• There is no activefault code for lowair pressure and,
• There is no activefault code on anyof the clutchcylinder valvesand,
• The PCBtemperature isabove 10 C(50 F)
• Yellow lamp issent
• Slow gearchanges
• Erratic clutchperformance
• N/A
FMI 11• Clutch drag • The clutch
transfers toomuch torque inthe disengagedposition
• Yellow lamp issent
• The vehicle tendsto creep on flatground at idle
• The clutch wearis high
• N/A
FMI 12• Unintentional
clutch slip• The clutch
cannot transfera specific torquewithout slipping
• Yellow lamp issent
• The enginetorque is reducedso that theclutch does notcontinue to slip
• N/A
97
DGroup 28 Troubleshooting
MID 130 PSID 28 Transmission BrakeType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 7• Mechanical system
not responding orout of adjustment
• The transmissionbrake does notbrake when thevalve is activated
• Yellow lamp issent
• Slow gearchanges atstandstill
• N/A
MID 130 PSID 200 Communication Interference, Data Link, Engine
Control UnitType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• Message missing
on J1939 fromthe followingcontrol unit:Engine ControlUnit (EECU)
• Yellow lamp issent
• 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
DGroup 28 Troubleshooting
MID 130 PSID 201 Communication Interference, Data Link, Vehicle
Control UnitType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 8• Abnormal
frequency, pulsewidth, or period
• Signal fromvehicle controlunit indicatesfault in theaccelerator pedalposition or thebrake pedalswitch
• Yellow lamp issent
• If pedal positionundefined,automaticgear selectionenters backupmode with gearchanges only atcertain vehiclespeeds
• Uneven shiftingat start and atslow speed
• If service brakeundefined,automaticgear selectionenters backupmode with gearchanges only atcertain vehiclespeeds
• N/A
FMI 9• Abnormal update
rate• Message missing
on J1939 fromthe followingcontrol unit:Engine ControlUnit (EECU)
• Yellow lamp issent
• Automaticgear selectionenters backupmode with gearchanges only atcertain vehiclespeeds
• Rough shifting atstart and at slowspeed
• N/A
99
DGroup 28 Troubleshooting
MID 130 PSID 204 Communication Interference, Data Link, Brake
Control UnitType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 8• Abnormal
frequency, pulsewidth, or period
• This FMI shall beset if the wheelspeeds from theBECU (MID 136)are not correct.
• Yellow lamp issent
• Slow gearchanges
• N/A
FMI 9• Abnormal update
rate• This FMI shall
be set if themessage fromthe BECU (MID136) is notreceived
• Yellow lamp issent
• Slow gearchanges
• N/A
MID 130 PSID 207 Communication Interference, Data Link, Gear
Selector Control UnitType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• This FMI shall
be set if themessage fromthe GSECU(MID 223) isnot received
• Yellow lamp issent
• Slow responseon manual gearchanges andslow responsewhen buttons onthe gearlever arepressed.
• N/A
100
DGroup 28 Troubleshooting
MID 130 PSID 210 J1939 Data Link Interruption, Lighting ECUType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• This FMI shall
be set if themessage fromthe LCM (MID216) is notreceived
• Yellow lamp issent
• 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:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• This FMI shall
be set if themessage fromthe ACC (MID219) is notreceived and,
• ACC is installed
• Yellow lamp issent
• The retarderACC functiondoes not work
• N/A
101
DGroup 28 Troubleshooting
MID 130 PSID 232 Powertrain CANType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
Note: This fault code is valid for vehicles where a POWERTRAIN_CAN link exists between the TECU and the engine
FMI 2• Data erratic,
intermittent, orincorrect
• CANcommunicationdoes not work
• Yellow lamp issent
• Slow gear shifts
• N/A
FMI 9• Abnormal update
rate• Message missing
on J1939 fromthe followingcontrol unit:Engine ControlUnit (EECU)
• Yellow lamp issent
• Slow gear shifts
• N/A
MID 130 PSID 254 DIEE SignalType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The voltage levelfor the DIEE pinis high
• Yellow lamp issent
• Cranking isinhibited
• Engine cannotstart
• Allcommunicationwith the controlunit is disabledexcept forprogrammingof MSW
• N/A
102
DGroup 28 Troubleshooting
MID 130 SID 35 Solenoid Valve, High RangeType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• The valve isactivated
• Low range gearsare missing
• Incorrect gearselection
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• The valve cannotbe activated
• High range gearsare missing
• Incorrect gearselection
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• The valve cannotbe activated
• Range gears aremissing
• Incorrect gearselection
• N/A
103
DGroup 28 Troubleshooting
MID 130 SID 36 Solenoid Valve, Low RangeType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• The valve isactivated
• High range gearsare missing
• Incorrect gearselection
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• The valve cannotbe activated
• Low range gearsare missing
• Incorrect gearselection
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• The valve cannotbe activated
• Range gears aremissing
• Incorrect gearselection
• N/A
104
DGroup 28 Troubleshooting
MID 130 SID 37 Solenoid Valve, High SplitType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• The valve isactivated
• Indirect andneutral splitgears aremissing
• Incorrect gearselection
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• The valve cannotbe activated
• Splitter gears aremissing
• Incorrect gearselection
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• The valve cannotbe activated
• Splitter gears aremissing
• Incorrect gearselection
• N/A
105
DGroup 28 Troubleshooting
MID 130 SID 38 Solenoid Valve, Low SplitType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal or shortedhigh
• The high-sidedrive is shortcircuit to U-BATT
• Yellow lamp issent
• The valve isactivated
• Direct andneutral splitgears aremissing
• Incorrect gearselection
• N/A
FMI 5• Current below
normal or opencircuit
• The high-sidedrive is opencircuit
• Yellow lamp issent
• The valve cannotbe activated
• Splitter gears aremissing
• Incorrect gearselection
• N/A
FMI 6• Current above
normal orgrounded circuit
• The high-sidedrive is shortcircuit to ground
• Yellow lamp issent
• The valve cannotbe activated
• Splitter gears aremissing
• Incorrect gearselection
• N/A
106
DGroup 28 Troubleshooting
MID 130 SID 231 J1939 Control LinkType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent, orincorrect
• CANcommunicationdoes not work
• Yellow lamp issent
• Slow gear shifts
• 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:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent, orincorrect
• Faulty data inprogram memory
• Yellow lamp issent
• Cranking isinhibited
• Engine cannotstart
• N/A
107
DGroup 28 Troubleshooting
MID 130 SID 250 J1708 Information LinkType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• Signal from MID
128 PID 190, PID85, PPID 212 isnot receivedwithin 30s
• Yellow lamp issent
• Slow gear shifts
• Fault codescannot be read
• On-vehicletests cannot beperformed
• N/A
MID 130 SID 253 Calibration Memory EEPROMType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 13• Calibration value
out of range• Flash checksum
dataset error
• Program codemissing
• Yellow lamp issent
• Cranking isinhibited
• Engine cannotstart
• N/A
108
DGroup 28 Troubleshooting
Vehicle Control Unit, 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.
109
DGroup 28 Troubleshooting
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
DGroup 28 Troubleshooting
MID 144 PID 84 Vehicle SpeedType offault:
FMI Description: Fault Condition: PossibleSymptoms:
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
DGroup 28 Troubleshooting
MID 144 PID 91 Accelerator Pedal Position (Percentage)Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal, or shortedto high source
• Abnormally highvoltage
• Engine will notsupply requestedfuel to engine
• APP harness shorted high• Faulty APP sensor
FMI 4• Voltage below
normal, or shortedto low source
• Abnormally lowvoltage
• Engine will notsupply requestedfuel to engine
• APP harness shorted low• Faulty APP sensor
FMI 5• Current below
normal or opencircuit
• Abnormally lowcurrent
• Input isnot correctcompared toIVS 1 & IVS 2
• Engine will notsupply requestedfuel increase
• Faulty APP sensor
FMI 6• Current above
normal orgrounded circuit
• Abnormally highcurrent
• Input isnot correctcompared toIVS 1 & IVS 2
• Engine will notsupply requestedfuel increase
• Faulty APP sensor
FMI 14• Special
Instructions• Supply error from
PPID 72• Supply error
• Engine will notsupply requestedfuel increase
• Faulty APP sensor harness
112
DGroup 28 Troubleshooting
MID 144 PPID 61 Engine Brake SwitchType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 7• Mechanical system
not responding orout of adjustment
• 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:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal, or shortedto high source
• Abnormally highvoltage or shortto higher voltage
• N/A • Signal shorted high
FMI 4• Voltage below
normal, or shortedto low source
• Abnormally lowvoltage or shortto ground
• N/A • Signal shorted low
MID 144 PPID 70 Pedal Switches, SupplyType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 4• Voltage below
normal, or shortedto low source
• N/A • N/A • Faulty connector• Faulty harness• Supply voltage shorted low
113
DGroup 28 Troubleshooting
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
• Abnormally highvoltage
• Requested fuelnot supplied toengine
• Engine brakeretarder isdisabled
• APP harness shorted high
FMI 4• Voltage below
normal or shortedto low source
• Abnormally lowvoltage
• Requested fuelnot supplied toengine
• Engine brakeretarder isdisabled
• APP harness shorted low
114
DGroup 28 Troubleshooting
MID 144 PPID 73 Second Accelerator Pedal, Supply SensorsType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal, or shortedto high source
• Abnormally highvoltage
• Engine will notsupply requestedfuel to engine
• Engine brakeretarder isdisabled
• APP harness shorted high
FMI 4• Voltage below
normal, or shortedto low source
• Abnormally lowvoltage
• Engine will notsupply requestedfuel to engine
• Engine brakeretarder isdisabled
• APP harness shorted low
MID 144 PPID 265 Vehicle Speed Sensor SupplyType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 3• Voltage above
normal, or shortedto high source
• Abnormally highvoltage
• N/A • VSS harness shorted high• Faulty VSS
FMI 4• Voltage below
normal, or shortedto low source
• Abnormally lowvoltage
• N/A • VSS harness shorted low• Faulty VSS
115
DGroup 28 Troubleshooting
MID 144 PSID 2 Idle Validation Switch 2Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 7• Mechanical system
not responding orout of adjustment
• Faulty readingfrom IVS #2
• Engine will notsupply requestedfuel to engine
• Idle Validation Switch (IVS)• IVS connector• IVS harness
MID 144 SID 230 Idle Validation Switch 1Type offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 7• Mechanical system
not responding orout of adjustment
• Faulty readingfrom IVS #1
• Engine will notsupply requestedfuel to engine
• Idle Validation Switch (IVS)• IVS connector• IVS harness
116
DGroup 28 Troubleshooting
Gear Selector Control Unit, 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 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
Note: When performing diagnostic test on intermittentfaults, gently wiggle the wires and connectors to help findthe intermittent faults.
117
DGroup 28 Troubleshooting
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
DGroup 28 Troubleshooting
MID 223 PSID 9 Gear Selector, PositionType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 12• Faulty device or
component• The sensor
signals do notcorrespond withvalid value
• Yellow lamp issent
• Some or all stalkactions are notworking
• It is not possibleto select gear
• N/A
119
DGroup 28 Troubleshooting
MID 223 PSID 36 Relay Power SupplyType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 7• Mechanical system
not respondingproperly
• The relay doesnot release
• Yellow lamp issent
• Fault displayedafter ignition OFF
• Risk of batterydischarge if maincircuit breakeris not openedwhen vehicle isnot used
• N/A
FMI 12• Faulty device or
component• 0 voltage at Pin 1 • It is not possible
to drive thevehicle
• N/A
120
DGroup 28 Troubleshooting
MID 223 PSID 42 Signals, KeyType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent, orincorrect
• Inconsistencybetweenhard-wiredignition signaland ignitionsignal read onnetwork
• Yellow lamp issent
• 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
DGroup 28 Troubleshooting
MID 223 PSID 200 Communication Interference, Data Link, Engine
Control UnitType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• Message missing
on J1939 fromthe followingcontrol unit:Engine ControlUnit (EECU)
• Yellow lamp issent
• Downhill helpdisabled
• N/A
MID 223 PSID 201 Communication Interference, Data Link, Vehicle
Control UnitType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• Message missing
on J1939 fromthe followingcontrol unit:Vehicle ControlUnit (VECU)
• Yellow lamp issent
• Temporarymanual modedisabled
• Downhill helpdisabled
• Return to drivedisabled
• N/A
122
DGroup 28 Troubleshooting
MID 223 PSID 205 Communication Interference, Data Link,
Transmission Control UnitType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• Message missing
on J1939 fromthe followingcontrol unit:TransmissionControl Unit(TECU)
• Yellow lamp issent
• No memorizationduring 1.5 sec ofdirection changerequests whenvehicle is moving
• Temporarymanual modedisabled
• N/A
MID 223 PSID 214 No Data From BBMType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• Message missing
on J1939 fromthe followingcontrol unit:Bodybuilder
• Yellow lamp issent
• N/A
123
DGroup 28 Troubleshooting
MID 223 SID 231 J1939 Control LinkType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent, orincorrect
• CANcommunicationdoes not work
• Yellow lamp issent
• Gear levercommandsslower (J1587)
• No memorizationduring 1.5 sec ofdirection changerequests whenvehicle is moving
• Temporarymanual modedisabled
• Downhill helpdisabled
• Return to drivedisabled
• N/A
124
DGroup 28 Troubleshooting
MID 223 SID 240 Program MemoryType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent, orincorrect
• Fault data inprogram memory
• The control unit isnot programmed
• Yellow lamp issent
• GSECU: Nofunction exceptsupply the relay
• Unable to shiftout of neutralposition
• N/A
MID 223 SID 250 J1708 Information LinkType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 9• Abnormal update
rate• The information
link SAEJ1587/J1708is not working
• Yellow lamp issent
• A control unit is being programmed
125
DGroup 28 Troubleshooting
MID 223 SID 253 Calibration Memory EEPROMType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 2• Data erratic,
intermittent, orincorrect
• Fault in mainsoftware
• Yellow lamp issent
• Use of defaultvalues ofparameters
• The control unit is not programmed
MID 223 SID 254 Hardware FaultType offault:
FMI Description: Fault Condition: PossibleSymptoms:
Possible Cause:
FMI 12• Faulty device or
component• Internal fault in
control unit• Yellow lamp is
sent
• It is not possibleto drive thevehicle
• Gear selector control unit (GSECU)
126
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127
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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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