Volvo Fault Code Guide

DService ManualTrucksGroup 28, 36, 43

Fault Code Guide2007 Emissions

VN, 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 FunctionGroup 28Design and FunctionEngine Control System

The 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 ECUs.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 ECUs. 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 FunctionThe 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 FunctionSensorsAmbient 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 FunctionCrankshaft 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 FunctionEngine 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 FunctionIntake 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 thedrivers control by reducing sensitivity to chassis motion.This sensor provides the drivers 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 FunctionVariable 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 FunctionMID 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 Volvos new familyof heavy-duty diesel engines. In order to work as a totalpackage, the I-Shift is programmed with each enginesefficiency 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 ATO3112COperation Two Pedal Two Pedal Two Pedal Two Pedal

Forward Speeds 12 12 12 12Engines Available D11/D13 D11/D13 D16 D16

Overall Ratio 14.94:1 15.04:1 14.94:1 15.04:1Top 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 ATO3112CDescription A Automatic

T 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 FunctionSensorsClutch 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 FunctionTransmission 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 FunctionMID 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 isnt equipped with a gear selector button or aeconomy/performance dive mode button. In situationswhere the I-Shift is unintentionally left in gear with theparking brake applied, the TECU will automatically go toneutral when the key switch is turned off. This is doneto avoid the transmission getting stuck in gear due todrive line "torque up". There is a gear selector electroniccontrol unit (GSECU) that is located in the center of thedash. The GSECU receives signals from the selector andinterprets these signals into communication informationthat is transmitted to the TECU.

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

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

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

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

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

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

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

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

11

DGroup 28 TroubleshootingTroubleshootingEngine 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 Volvos 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 TableFMI Display Text SAE Text0 Value to high Data valid, but above the normal working range1 Value too low Data valid, but below the normal working range2 Incorrect data Intermittent or incorrect data3 Electrical fault Abnormally high voltage or short circuit to higher voltage4 Electrical fault Abnormally low voltage or short circuit to lower voltage5 Electrical fault Abnormally low current or open circuit6 Electrical fault Abnormally high current or short circuit to ground7 Mechanical fault Incorrect response from a mechanical system8 Mechanical or electrical fault Abnormal frequency9 Communication fault Abnormal update rate10 Mechanical or electrical fault Abnormally strong vibrations11 Unknown fault Non-identifiable fault12 Component fault Faulty unit or component13 Incorrect calibration Calibration values outside limits14 Unknown fault Special instructions15 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 TroubleshootingEngine ECU, Fault TracingPIDMID 128 PID 26 Fan Speed Percent page 16MID 128 PID 45 Preheater Relay page 16MID 128 PID 81 Particulate Filter page 17MID 128 PID 84 Vehicle Speed page 17MID 128 PID 85 Cruise Control Status page 17MID 128 PID 91 Accelerator Pedal Position page 18MID 128 PID 94 Fuel Delivery Pressure page 18MID 128 PID 97 Water in Fuel Indicator page 19MID 128 PID 98 Engine Oil Level page 19MID 128 PID 100 Engine Oil Pressure page 20MID 128 PID 102 Intake Manifold Pressure page 21MID 128 PID 103 Turbo Speed page 22MID 128 PID 105 Intake Manifold Temperature page 23MID 128 PID 108 Atmospheric Pressure page 24MID 128 PID 110 Coolant Temperature page 25MID 128 PID 111 Coolant Level page 26MID 128 PID 153 Crankcase Pressure page 27MID 128 PID 171 Ambient Temperature page 28MID 128 PID 173 Exhaust Temperature page 28MID 128 PID 175 Engine Oil Temperature page 29MID 128 PID 354 Relative Humidity page 30MID 128 PID 411 EGR Exhaust Back Pressure page 31MID 128 PID 412 EGR Temperature page 32

PPIDMID 128 PPID 35 EGR Mass Flow page 33MID 128 PPID 89 Variable Geometry Turbocharger Smart Remote Actuator Temperature page 33MID 128 PPID 122 Engine Compression Brake page 34MID 128 PPID 270 NOx Sensor page 35MID 128 PPID 326 Soot Level page 36MID 128 PPID 272 Air Pressure Compensation page 36MID 128 PPID 328 Aftertreatment Injection Shutoff Valve page 37MID 128 PPID 329 Aftertreatment Fuel Injector page 37MID 128 PPID 330 DRV page 38MID 128 PPID 337 Ash Level page 39MID 128 PPID 387 Temperature Sensor, Catalytic Converter page 39MID 128 PPID 436 Exhaust Gas Temperature Sensor 3 page 40MID 128 PPID 437 Aftertreatment Injector Fuel Pressure Sensor page 41

14

DGroup 28 TroubleshootingPSIDMID 128 PSID 47 Particulate Trap Regeneration page 42MID 128 PSID 98 Boost Air System page 42MID 128 PSID 108 Aftertreatment Injection System page 43MID 128 PSID 109 Engine Coolant Temperature Sensor page 44

SIDMID 128 SID 1/2/3/4/5/6 Unit Injector page 45MID 128 SID 18 Drain Valve, Water Separator page 46MID 128 SID 21 Engine Position Timing Sensor page 47MID 128 SID 22 Engine Speed Sensor page 48MID 128 SID 27 Variable Geometry Turbocharger page 49MID 128 SID 33 Fan Control page 50MID 128 SID 70 Preheater Element 1 page 50MID 128 SID 71 Preheater Element 2 page 51MID 128 SID 146 EGR Valve 1 page 51MID 128 SID 211 5 Volt DC Supply page 52MID 128 SID 230 Idle Validation Switch 1 page 52MID 128 SID 232 5 Volt DC Supply to Sensor page 53

15

DGroup 28 TroubleshootingMID 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


Preheat relay notactivated

White smoke forcold start

Start problems incold climate

Preheat relay solenoid shorted

FMI 4 Voltage below

normal or shortedlow


Induction air ishot

Preheat relayis impossible toturn off

Faulty harness

FMI 5 Current below

normal or opencircuit

Open Circuit Preheat relay notactivated

White smoke forcold start

Start problems incold climate

Faulty Preheat relay Faulty harness

16

DGroup 28 TroubleshootingMID 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


FMI 3 Voltage above

normal or shortedhigh

Short to batteryon the meteringside

Open in theground line



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



Faulty harness

FMI 12 Bad intelligent

device orcomponent

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

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

MID 128 PID 84 Vehicle SpeedType offault:


Possible Cause:

FMI 9 Abnormal update

rate Missing signal

from VECU Engine derate J1708 vehicle speed message does

not exist, (VECU error)

MID 128 PID 85 Cruise Control StatusType offault:


Possible Cause:


rate Missing (Cruise

Control) signalfrom VECU

Cruise Controldoes not work

No clutch info to EMS (J1939)

17

DGroup 28 TroubleshootingMID 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:


Possible Cause:

FMI 1 Pressure critically

low EMS module

detects a low fuelpressure reading

Rough idle Uneven running Engine derate

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

FMI 3 Voltage high/open Low Fuel

Pressure (FP)Sensor signalline voltage



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

FMI 5 Current low/open Low Fuel

Pressure (FP)Sensor signalline voltage



Damaged contacts in harness Faulty Fuel Pressure (FP) sensor

FMI 7 Current low/open Drop in fuel

pressure Engine derate Malfunction


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

18

DGroup 28 TroubleshootingMID 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


Open circuit

FMI 4 Voltage low N/A Undetected

water in fuelsupply

Uneven running Malfunction


Short to ground Open circuit Faulty sensor

MID 128 PID 98 Engine Oil LevelType offault:


Possible Cause:

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


Short Circuit -Positive side

Oil level can notbe measured

Engine Oil Level (EOL) sensorfailure

Faulty harnessFMI 5

Current belownormal 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 TroubleshootingMID 128 PID 100 Engine Oil PressureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 1 Data valid but



Engine derate Low pressure

Oil leakage Broken oil pump Clogged oil system

FMI 3 Voltage below




Oil pressureshows 0 in thecluster, engine isrunning

Engine Oil Pressure (EOP) sensorfailure

Faulty harness

FMI 5 Current below


Open Circuit +,5V Supply line



Oil pressureshows 0 in thecluster, engine isrunning

Engine Oil Pressure (EOP) sensorfailure

Faulty harness

20

DGroup 28 TroubleshootingMID 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



Variable Geometry Turbo (VGT)actuator stuck

Faulty Intake Manifold PressureSensor harness

Intake Manifold Pressure Sensorfailure



Intake ManifoldPressure Sensoris indicating anunphysical value



Intermittent fault in the IntakeManifold Pressure Sensor harness

Faulty Boost Air Pressure connector Intake Manifold Pressure Sensor

failureFMI 2

Data erratic,intermittent orincorrect

Intake ManifoldPressure Sensoroutput is too highor too low





failureFMI 3

Voltage abovenormal or shortedto high source

A short to batteryin the meteringcircuit

An open inthe groundcircuit of theIntake ManifoldPressure Sensor





failure

FMI 5 Current below


A short to groundin the harness

An open in the 5volt supply circuit

An open in themetering circuit





failure

FMI 11 Root cause not

known (DataIncorrect)

Intake ManifoldPressure Sensoroutput is too highor low



Faulty Intake Manifold PressureSensor harness

Inlet air leakage Intake Manifold Pressure Sensor

failure

21

DGroup 28 TroubleshootingMID 128 PID 103 Turbo SpeedType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but


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



Miss detection Faulty Turbo Speed Sensor harness Faulty Turbo Speed Sensor

connector Turbo Speed Sensor failure



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



Miss detection Faulty Turbo Speed Sensor harness Faulty Turbo Speed Sensor

connector Turbo Speed Sensor failure


rate (missingsensor signal)

A fault is logged ifthe Turbo SpeedSensor signal islost



Communication fault in the meteringline of the Turbo Speed Sensorcircuit

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

An open in the metering line of theTurbo Speed Sensor circuit

22

DGroup 28 TroubleshootingMID 128 PID 105 Intake Manifold TemperatureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but


The IntakeManifoldTemperatureSensor isindicating anunphysical value



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

Temperature Sensor harness Malfunction Intake Manifold

Temperature SensorFMI 1

Data valid butbelow normaloperational range

The BoostTemperatureSensor isindicating anunphysical value

Minor enginederate



Break in the Intake ManifoldTemperature Sensor harness

Malfunction Intake ManifoldTemperature Sensor

FMI 2 Data erratic,


The IntakeManifoldTemperatureSensor output istoo high or toolow




Break in the Intake ManifoldTemperature Sensor harness

Malfunction Intake ManifoldTemperature Sensor

FMI 4 Voltage below


N/A Difficult to startin cold climates



Short circuit Intermittent fault in the Intake

Manifold Temperature Sensorharness

Faulty Intake Manifold TemperatureSensor connector

Intake Manifold Temperature Sensorfailure

FMI 5 Current below


A short to battery An open in the 5

volt supply circuit

Difficult to startin cold climates



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

Manifold Temperature Sensorharness

Faulty Intake Manifold TemperatureSensor connector


FMI 10 Abnormal rate of

change The Boost

TemperatureSenor outputis showing aconstant value



Faulty Intake Manifold TemperatureSensor harness


23

DGroup 28 TroubleshootingMID 128 PID 108 Atmospheric PressureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,


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


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

Faulty Atmospheric Pressure SensorFMI 4

Voltage belownormal 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 TroubleshootingMID 128 PID 110 Coolant TemperatureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but


The EngineCoolantTemperature(ECT) Sensoris indicating anunphysical value


Extreme driving condition Faulty coolant thermostat Malfunctioning fan Blocked radiator

FMI 2 Data erratic,


The EngineCoolantTemperature(ECT) Sensoroutput is too highor too low

May affectdriveability inextreme cases


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

Break in Engine CoolantTemperature (ECT) Sensorharness

Malfunctioning Engine CoolantTemperature (ECT) Sensor

FMI 4 Voltage below



Idle runregulation isdeteriorated


Internal fault in the Engine CoolantTemperature (ECT) Sensor harness

Faulty Engine Coolant Temperature(ECT) Sensor connector Faulty Engine Coolant Temperature

(ECT) Sensor

FMI 5 Current below



Idle runregulation isdeteriorated


An open in the Engine CoolantTemperature (ECT) Sensor circuit

An open in the Engine CoolantTemperature (ECT) Sensor

Intermittent fault in the EngineCoolant Temperature (ECT) Sensor

Faulty Engine Coolant Temperature(ECT) Sensor connector Faulty Engine Coolant Temperature

(ECT) SensorFMI 10

Abnormal rate ofchange

The EngineCoolantTemperature(ECT) Sensoroutput is showinga constant value

May affectvehicledriveability

Faulty Engine Coolant Temperature(ECT) Sensor harness Engine Coolant Temperature (ECT)

Sensor failure

25

DGroup 28 TroubleshootingMID 128 PID 111 Coolant LevelType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 1 Data valid but


Moderatelybelow range



Engine derate Coolant level below range Faulty harness Engine shutdown

FMI 3 Voltage above


Short Circuit +Measuring line

Coolant level cannot be detected

Faulty harness

FMI 4 Voltage below



Coolant level cannot be detected

Faulty harness

FMI 5 Current below


Open Circuit Coolant level cannot be detected

Faulty harness

26

DGroup 28 TroubleshootingMID 128 PID 153 Crankcase PressureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but


Out of range,max voltage,illegal

Critically AboveRange

Forced idle Engine shut

down

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



Out of range, minvoltage, illegal

N/A Crankcase Pressure Sensor out ofrange

FMI 2 Data erratic,


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

FMI 3 Voltage above




N/A Crankcase Pressure Sensor failure Faulty harness

FMI 5 Current below


Open Circuit +,5V Supply Line



N/A Crankcase Pressure Sensor failure Faulty harness

27

DGroup 28 TroubleshootingMID 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.


Faulty Ambient Air TemperatureSensor harness

MID 128 PID 173 Exhaust TemperatureType offault:


Possible Cause:


above normaloperational range most severelevel

Exhaust GasTemperature istoo high

Engine derate Poor driveability

Faulty Exhaust Gas Temperature(EGT) system Faulty harness or connector

FMI 2 Data erratic,



Poor driveability Harness connected to incorrectsensor

Sensor failureFMI 4

Voltage belownormal or shortedlow

Short to groundon the meteringside of the circuit

Poor driveability Sensor failure Faulty harness

FMI 5 Current below


Short to batteryon the meteringside of the circuit

Open in themetering side ofthe circuit

Open in theground side ofthe circuit

Poor driveability Faulty harness Sensor failure


change Sensor is stuck Poor driveability Sensor failure

28

DGroup 28 TroubleshootingMID 128 PID 175 Engine Oil TemperatureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but


ModeratelyAbove range

Critically AboveRange

Engine derate Extreme driving conditions

FMI 2 Data erratic,


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



N/A Engine Oil Temperature (EOT)sensor failure

Faulty harnessFMI 5



Open Circuit

N/A Engine Oil Temperature (EOT)sensor failure

Faulty harness

29

DGroup 28 TroubleshootingMID 128 PID 354 Relative HumidityType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above


Short to batteryin the meteringcircuit ofthe RelativeHumidity Sensor

Open in theground circuitof the RelativeHumidity Sensor

Turbochargernoise


Faulty connector Faulty Relative Humidity Sensor

harness Faulty Relative Humidity Sensor

FMI 5 Current below


Open in themetering circuitof the RelativeHumidity Sensor

Open in the 5volt supply circuitof the RelativeHumidity Sensor

Short to groundin the meteringcircuit ofthe RelativeHumidity Sensor

Turbochargernoise


Faulty connector Faulty Relative Humidity Sensor

harness Faulty Relative Humidity Sensor

30

DGroup 28 TroubleshootingMID 128 PID 411 EGR Exhaust Back PressureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,


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


Short to batteryin metering line

Open in theground circuit

Engine respondspoorly

Engine derate




FMI 5 Current below


Open in the 5 voltsupply line

Short to groundin metering line

Open in themetering line


Engine derate




31

DGroup 28 TroubleshootingMID 128 PID 412 EGR TemperatureType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but


N/A Malfunctionindicator lampilluminated

Extreme driving conditions EGR cooler failure

FMI 4 Voltage below


Short to groundon the meteringside of the EGRSensor circuit


Engine powerwill be deratedaccording to theerror torque map

Faulty EGR Temperature Sensorconnector

Faulty EGR Temperature Sensorharness

Faulty EGR Temperature Sensor

FMI 5 Current below


Short to batteryin the meteringside of the EGRSensor circuit

Open in themetering side ofthe EGR Sensorcircuit

Open circuit inthe ground line ofthe EGR Sensorcircuit


Engine derate



Faulty EGR Temperature Sensor


change EGR sensor

is showing aconstant valuethat will notchange




EGR system leakage

32

DGroup 28 TroubleshootingMID 128 PPID 35 EGR Mass FlowType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but


EGR flow is toohigh

Poor driveability Faulty EGR system Faulty harness or connector


below normaloperational range most severelevel

EGR flow is toolow

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

MID 128 PPID 89 Variable Geometry Turbocharger Smart RemoteActuator TemperatureType offault


Possible Cause


above normaloperationalrange-most severelevel

VGT SRAtemperature ismoderately toohigh

Engine derate Coolant system malfunction Extreme driving conditions Overheated VGT actuator

33

DGroup 28 TroubleshootingMID 128 PPID 122 Engine Compression BrakeType offault FMI Description: Fault Condition: PossibleSymptoms: Possible CauseFMI 1 Data valid but


Below range No VolvoCompressionBrake (VCB)

Low engine oil temperature

FMI 3 Voltage above


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


Short Circuit - VolvoCompressionBrake (VCB) cannot be turned off

Engine stopsrunning

Engineimpossible torestart

Faulty Volvo Compression Brake(VCB) actuator Faulty harness

FMI 5 Current below


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


Possible Cause

FMI 2 Data erratic,


Removed Plausibility


NOx sensor removed (measuressurround air)

Exhaust system leakage Air intake leakage Faulty NOx sensor

FMI 3 Voltage above


Short Circuit,NOx signal

N/A Faulty cabling between NOx sensorand NOx sensor ECU

Faulty NOx sensorFMI 5


Open Circuit,NOx signal

N/A Faulty cabling between NOx sensorand NOx sensor ECU

Faulty NOx sensorFMI 9

Abnormal updaterate (missingsensor signal

Abnormal update N/A Missing signal from NOx sensor


change Stuck N/A Exhaust system leakage

Air intake leakage Faulty NOx sensor

FMI 12 Bad Intelligent

Device orComponent

Incorrect value N/A Faulty NOx sensor

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

FMI 14 Special

instructions Missing signal

from sensor dueto battery voltage

N/A Voltage to NOx sensor is too high

35

DGroup 28 TroubleshootingMID 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 connectorFMI 5


Short Circuit + Open Circuit

Possible turbonoise

Faulty Intake Air Temperature andHumidity (IATH) sensor

Faulty harness Faulty Intake Air Temperature and

Humidity (IATH) sensor connector

MID 128 PPID 326 Soot LevelType offault:


Possible Cause:



Moderately highsoot load

Medium to highengine derate

Diesel Particulate Filter (DPF)clogged

After Treatment Fuel Injectorclogged

Regeneration disabled by driver orother component

FMI 11 Critically high soot

load Critically high

soot load High engine

derate Engine derate

Diesel Particulate Filter (DPF)clogged

After Treatment Fuel Injectorclogged

Regeneration disabled by driver orother component

36

DGroup 28 TroubleshootingMID 128 PPID 328 Aftertreatment Injection Shutoff ValveType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above


Circuit shorted tobattery


Faulty harness Actuator failure

FMI 4 Voltage below


Circuit shorted toground



FMI 5 Current below


Open circuit Malfunctionindicator lampilluminated


FMI 7 Mechanical system

not responding orout of adjustment

After TreatmentFuel Injectorstuck closed


Shut off valve stuck closed

FMI 14 Special

instructions After Treatment

Fuel Injectorleaking


After Treatment Fuel Injector failure

MID 128 PPID 329 Aftertreatment Fuel InjectorType offault:


Possible Cause:

FMI 3 Voltage above


Circuit shorted tobattery


Faulty harness Injector failure

FMI 4 Voltage below


Circuit shorted toground



FMI 5 Current below


Open circuit Malfunctionindicator lampilluminated




After treatmentfuel injectorclogged



FMI 14 Special

instructions After Treatment

Fuel Injectorleaking



37

DGroup 28 TroubleshootingMID 128 PPID 330 DRVType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above


Short circuit + On/off valve cantbe 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


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


Open circuit On/off valve cantbe activated




Faulty Discharge Recirculator Valve(DRV) Solenoid

Faulty harness Faulty Discharge Recirculator Valve

(DRV) Solenoid connector



MechanicallyStuck

On/off valve cantbe activated




Valve constantlyactivated

Major enginederate

Exhaust manifoldoverheating

Engine shutdown

Leaking pipes Faulty Discharge Recirculator Valve(DRV) Solenoid

38

DGroup 28 TroubleshootingMID 128 PPID 337 Ash LevelType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but


Ash level too high Need service Short intervals between filterregenerations

MID 128 PPID 387 Temperature Sensor, Catalytic ConverterType offault:


Possible Cause:

FMI 2 Data erratic,




Sensor failureFMI 4




FMI 5 Current below





Poor driveability Faulty harness Actuator failure



39

DGroup 28 TroubleshootingMID 128 PPID 436 Exhaust Gas Temperature Sensor 3Type offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,




Sensor failureFMI 4




FMI 5 Current below





Poor driveability Faulty harness Actuator failure



40

DGroup 28 TroubleshootingMID 128 PPID 437 Aftertreatment Injector Fuel Pressure SensorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,



N/A Faulty shut off valve Sensor failure

FMI 3 Voltage above



Open in theground line

N/A Faulty harness Sensor failure

FMI 5 Current below


Open circuit inthe 5 volt supply

Short circuit toground in themetering line

Open circuit inthe metering line

N/A Faulty harness Sensor Failure


change After treatment

injector fuelpressure sensorstuck

N/A Sensor Faulty shut off valve Injector failure

41

DGroup 28 TroubleshootingMID 128 PSID 47 Particulate Trap RegenerationType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but


Plausability, toohigh


Faulty After Treatment Injector



Plausability, toolow


Faulty After Treatment Injector Faulty Diesel Particulate Filter (DPF)

catalystFMI 8

Abnormalfrequency, pulsewidth or period

Regenerationperiod too long

N/A N/A


Device orComponent

Regenerationefficiency too low

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

catalyst damaged Diesel Particulate Filter (DPF)

catalyst clogged

MID 128 PSID 98 Boost Air SystemType offault:


Possible Cause:



Boost pressureis too high

Turbochargersurge

EGR system failure Faulty turbocharger actuator


below normaloperational range most severelevel

Boost pressureis too low

Engine derate Engine slow to

respond

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

42

DGroup 28 TroubleshootingMID 128 PSID 108 Aftertreatment Injection SystemType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 7 Mechanical system

not responding, orout of adjustment

Mechanicalproblem


Engine derate Engine shut

down

Faulty After Treatment Injection (ATI)system

43

DGroup 28 TroubleshootingMID 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.


Thermostat Blocked Closed Faulty radiator fan Clogged radiator

FMI 12 Thermostat

blocked open This fault will

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

Poor heat in cab Malfunction


Thermostat Blocked Open

44

DGroup 28 TroubleshootingMID 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


Open circuit

FMI 5 Current below


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

Loss of power Uneven running Running on 3 to

5 cylinders Malfunction


Harness shorted or open Faulty fuel injector solenoid


not responding Cylinder

balancing data isabove the limit

Erratic engineidle speed

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

FMI 12 Failed Device

(Low injector holdcurrent)

Injector orharnessresistance toohigh

Loss of power Uneven running Malfunction


Injector solenoid resistance out ofspecification

Harness resistance too high

FMI 14 Special

instructions Fuel injector flow

is too low or high. Cylinder

compressionis low.

Loss of power Uneven running Malfunction


Low injector flow High injector flow Poor compression

45

DGroup 28 TroubleshootingMID 128 SID 18 Drain Valve, Water SeparatorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above


Short Circuit +Measuring line

Valve constantlyshut

Faulty Water In Fuel (WIF) SolenoidValve

Broken wire

FMI 4 Voltage below



High fuelconsumption dueto fuel leakage


Broken wire

FMI 5 Current below


Open Circuit Valve constantlyshut


Broken wire

46

DGroup 28 TroubleshootingMID 128 SID 21 Engine Position Timing SensorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,


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


Loss of enginepower

Faulty Engine Position TimingSensor harness

Faulty Engine Position TimingSensor mounting

47

DGroup 28 TroubleshootingMID 128 SID 22 Engine Speed SensorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,


Intermittent orweak signal


Imprecise enginetiming


Uneven cylinderbalancing

Power loss Smoke

Faulty connector Faulty Engine Speed Sensor

harness Faulty Engine Speed Sensor Improper air gap

FMI 3 Voltage above


Missing Signalfrom EngineSpeed Sensor

Open in theEngine SpeedSensor Circuit

Short to batteryin the EngineSpeed SensorCircuit

Short to groundin the EnginePosition TimingSensor Circuit


Vehicle may be inlimp home mode

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


Imprecise enginetiming


Uneven cylinderbalancing

Power loss Smoke

Faulty Engine Speed Sensorharness

Faulty Engine Speed Sensormounting

48

DGroup 28 TroubleshootingMID 128 SID 27 Variable Geometry TurbochargerType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 2 Data erratic,


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



Mechanicalproblem withthe VGT SRA

Low boost andsmoke

Possible enginederate

Power loss insome caseswhen actuatormotor has beendisabled

Actuator motor effort is temporarilylimited to prevent overheating

Restrictions detected when runninglearn sequence

SRA is slow to follow commands SRA position is not tracking

command


rate Data from the

SRA has beenmissing for2-seconds

Engine derated(major) EGR valve

closed

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 TroubleshootingMID 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


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



or connector

FMI 5 Current below


Open in theCooling Fancontrol circuit



or connector

MID 128 SID 70 Preheater Element 1Type offault:


Possible Cause:

FMI 3 Voltage above



Fuse for shortingwire blown

Faulty Preheat Relay Short in high side of Preheat Sense

1 circuit

FMI 4 Voltage below



Shorting wiremay break

Preheat relay problem Sense 1, Short Circuit -, Measuring

lineFMI 5


Open Circuit May get startproblems in coldclimate

Faulty Heating element Broken wire

50

DGroup 28 TroubleshootingMID 128 SID 71 Preheater Element 2Type offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above



Fuse for shortingwire blown

Faulty Preheat Relay Short in high side of Preheat Sense

2circuit

FMI 4 Voltage below



Shorting wiremay break

Preheat relay problem Sense 2, Short Circuit -, Measuring

line

FMI 5 Current below


Open Circuit May get startproblems in coldclimate

Faulty Heating element Broken wire

MID 128 SID 146 EGR Valve 1Type offault:


Possible Cause:

FMI 3 Voltage above


Stuck EGRControl Valve

EGR ControlValve circuitshorted topositive

EGR ControlValve circuitshorted toground


Engine derate

Faulty EGR Control Valve actuator EGR Control Valve harness

FMI 5 Current below


Open EGRControl ValveCircuit


Engine derate

Faulty EGR Control Valve actuator EGR Control Valve harness

FMI 7 Mechanical

System NotResponding orOut Of Adjustment

EGR Valve stuckclosed

Engine derate Faulty EGR Valve


Device orComponent

EGR Valve stuckopen

Engine derate Faulty EGR Valve

51

DGroup 28 TroubleshootingMID 128 SID 211 5 Volt DC SupplyType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above


N/A Strangeinformationdisplayed oncluster

Poor driveability

5 volt reference circuit shorted topositive

Faulty harness or connector Faulty sensor power supply MID 128 PIDs 94, 100 and 153 may

also be setFMI 4

Voltage BelowNormal, or ShortedTo Low Source


Poor driveability

5 volt reference circuit shorted toground


also be set

MID 128 SID 230 Idle Validation Switch 1Type offault:


Possible Cause:

FMI 3 Voltage above


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 TroubleshootingMID 128 SID 232 5 Volt DC Supply to SensorType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 3 Voltage above



Poor driveability

Poor driveability Faulty harness or connector Faulty sensor power supply MID 128 PIDs 26, 102 and 411 may

also be setFMI 4

Voltage belownormal or shortedto low source


Poor driveability

5 volt reference circuit shorted toground


also be set

53

DGroup 28 TroubleshootingTransmission 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 Volvos 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 TableFMI Display Text SAE Text0 Too high value Data valid, but above the normal work range1 Too low value Data valid, but below the normal work range2 Incorrect data Data erratic, Intermittent or incorrect3 Electrical fault Voltage above normal or shorted high4 Electrical fault Voltage below normal or shorted low5 Electrical fault Current below normal or open circuit6 Electrical fault Current above normal or grounded circuit7 Mechanical fault Mechanical system not responding properly8 Mechanical or electrical fault Abnormal frequency, pulse width or period9 Communication fault Abnormal update rate10 Mechanical or electrical fault Abnormal rate of change11 Unknown fault Failure mode not identifiable12 Component fault Bad intelligent device or component13 Incorrect calibration Out of calibration14 Unknown fault Special instructions15 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 TroubleshootingMID 130 Control Unit, Fault TracingPIDMID 130 PID 31 Range Cylinder, Position page 57MID 130 PID 32 Split Cylinder, Position page 58MID 130 PID 33 Clutch Cylinder, Position page 59MID 130 PID 36 Clutch Wear, Status page 61MID 130 PID 37 Air Pressure, Transmission page 61MID 130 PID 65 Brake Switch page 62MID 130 PID 158 Control Unit, Battery Voltage page 62MID 130 PID 160 Main Shaft, Rotation Speed page 63MID 130 PID 161 Input Shaft, Rotation Speed page 67MID 130 PID 177 Oil Temperature, Transmission page 70

PPIDMID 130 PPID 10 Gear Selector Cylinder 1, Position page 71MID 130 PPID 11 Gear Selector Cylinder 2, Position page 72MID 130 PPID 50 Clutch, Pre-load page 73MID 130 PPID 51 Clutch Disc, Pull Position page 74MID 130 PPID 54 ECU +5V Output page 74MID 130 PPID 55 ECU, Temperature page 75MID 130 PPID 140 Inclination Angle page 75

55

DGroup 28 TroubleshootingPSIDMID 130 PSID 1 PWM Valve, Quick Engagement page 76MID 130 PSID 2 PWM Valve, Slow Engagement page 77MID 130 PSID 3 PWM Valve, Quick Disconnection page 78MID 130 PSID 4 PWM Valve, Slow Disconnection page 79MID 130 PSID 5 Ground, Quick PWM Valves page 80MID 130 PSID 6 Ground, Slow PWM Valves page 81MID 130 PSID 12 Solenoid Valve, Gear Selector Cylinder 1, Inner page 82MID 130 PSID 13 Solenoid Valve, Gear Selector Cylinder 1, Outer page 83MID 130 PSID 14 Solenoid Valve, Gear Selector Cylinder 2, Inner page 84MID 130 PSID 15 Solenoid Valve, Gear Selector Cylinder 2, Outer page 85MID 130 PSID 20 Solenoid Valve, Power Take-off 1 page 86MID 130 PSID 21 Solenoid Valve, Power Take-off 2 page 87MID 130 PSID 22 Solenoid Valve, Brake, Counter Shaft page 88MID 130 PSID 23 Split Engagement System page 89MID 130 PSID 24 Range Engagement System page 91MID 130 PSID 25 Gears 1/R Engagement System page 92MID 130 PSID 26 Gears 2/3 Engagement System page 94MID 130 PSID 27 Clutch System page 96MID 130 PSID 28 Transmission Brake page 98MID 130 PSID 200 Communication Interference, Data Link, Engine Control Unit page 98MID 130 PSID 201 Communication Interference, Data Link, Vehicle Control Unit page 99MID 130 PSID 204 Communication Interference, Data Link, Brake Control Unit page 100MID 130 PSID 207 Communication Interference, Data Link, Gear Selector Control Unit page 100

MID 130 PSID 210 J1939 Data Link Interruption, Lighting ECU page 101MID 130 PSID 211 J1939 Data Link Interruption, Adaptive Cruise Control ECU page 101MID 130 PSID 232 Powertrain CAN page 102MID 130 PSID 254 DIEE Signal page 102

SIDMID 130 SID 35 Solenoid Valve, High Range page 103MID 130 SID 36 Solenoid Valve, Low Range page 104MID 130 SID 37 Solenoid Valve, High Split page 105MID 130 SID 38 Solenoid Valve, Low Split page 106MID 130 SID 231 J1939 Control Link page 107MID 130 SID 240 Program Memory page 107MID 130 SID 250 J1708 Information Link page 108MID 130 SID 253 Calibration Memory EEPROM page 108

56

DGroup 28 TroubleshootingMID 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


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 TroubleshootingMID 130 PID 32 Split Cylinder, PositionType offault: FMIDescription: Fault Condition: Possible Symptoms: Possible Cause:FMI 3 Voltage


Status fromASIC is shortcircuit to U-BATT

Slow gear changes

Yellow lamp is sent N/A

FMI 5 Current


Status fromASIC is opencircuit

Yellow lamp is sent


FMI 6 Current

abovenormal orgroundedcircuit

Status fromASIC is shortcircuit to ground

Yellow lamp is sent


FMI 13 Calibration

value out ofrange


Yellow lamp is sent


Engine cannot start

N/A

58

DGroup 28 TroubleshootingMID 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


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

Yellow lamp is sent



Slow gear changes

N/A

FMI 5 Current


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

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

Yellow lamp is sent



Slow gear changes

N/A

59

DGroup 28 TroubleshootingType offault: FMIDescription: Fault Condition: Possible Symptoms: Possible Cause:FMI 12 Faultydevice 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 gear changes

N/A

FMI 13 Calibration

value out ofrange


Yellow lamp is sent


Engine cannot start

N/A

60

DGroup 28 TroubleshootingMID 130 PID 36 Clutch Wear, StatusType offault: FMI Description: Fault Condition: PossibleSymptoms: Possible Cause:FMI 0 Data valid but


The clutch wearis more thanor equal to"SERVICE DUEPOSITION"

Yellow lamp issent

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

N/A

MID 130 PID 37 Air Pressure, TransmissionType offault:


Possible Cause:



Sensor signal isin normal range

Pressure isabove 145 PSI(10.0 bar)

Yellow lamp issent


N/A


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


N/A

FMI 3 Voltage above

normal or shortedhigh

The sensorsignal is aboven

Documents

Volvo Fault Code Guide