SERVICE MANUAL

L223 / L225 / L230

Tier 4A
200 Series Skid Steer Loader
L223 PIN NDM474381 and above; L225 PIN NDM461085 and above;
L230 PIN NCM449907 and above

C232 / C238
Tier 4A
200 Series Compact Track Loader
C232 PIN NDM451672 and above; C238 PIN NCM425510 and above

ELECTRICAL SYSTEMS - 55
[55.DTC] FAULT CODES - 55.16
3007 - 3915

Part number 47720773

English
April 2014
Printed in U.S.A. Replaces part number 47571191
Copyright © 2014 CNH Industrial America LLC. All Rights Reserved. New Holland is a registered trademark of CNH Industrial America LLC.
Racine Wisconsin 53404 U.S.A.
 Electrical systems - FAULT CODES

3007-Engine Coolant Temperature Sender - Short to Ground

Context:
Instrument Cluster has received a message from the ECM that the Engine Coolant Temperature Sender signal is
above the maximum limit.

Cause:
Instrument Cluster has received a message from the ECM that the Engine Coolant Temperature Sender signal is
above the maximum limit. The ECM monitors coolant temperature on X-016 pin 57 and sends a message via the
CAN Bus to the Instrument Cluster. The signal voltage is less than 4.8 volts.

Possible failure modes:

1. Coolant temperature signal wire shorted to positive battery or has an open circuit.
2. Failure of Engine Coolant Temperature Sender.
3. Failure of ECU.

Solution:

1. Verify that the fault code is still active

(1) Use the Electronic Service Tool to clear all fault codes. Prior to clearing fault codes write down all fault codes,
number of occurrences, and engine hours at last occurrence.

(2) To check for fault code: Start and operate machine.

A. Fault code is not recorded again. OK to return the machine to service.

B. Fault code 3007 is recorded again. Go to Step 2.

2. Verify that the wiring and connectors are free of damage.

RAPH12SSL0302FA 1

Schematic Legend
(1) Coolant Temperature Sender (3) ECU connector X-016
Sender ground, pin 58
Coolant Temperature signal pin 57
(2) Connector X-017
Sender ground, pin 13
Coolant Temperature signal pin 14

(1) Inspect the ECU and the Coolant Temperature sender. All connections should be secure, tight, free of corro-
sion, abrasion and damage.

(2) Inspect the harness from the ECU to the Coolant Temperature sender. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

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A. The connectors are secure and the harness is free of damage. Go to Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to Step 1 to confirm elimination of fault.
3. Measure the voltage of the signal wire to chassis ground

(1) Turn the key switch OFF. Disconnect ECU connector X-016.

(2) Turn the key switch ON.

(3) Measure the voltage from X-016 pin 57 to chassis ground. The voltage should be less than 0.5 volts. Wiggle
the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.5 volts. Go to Step 4.

B. The voltage is greater than 0.5 volts. There is a short circuit to another voltage source. Repair or repalce the
harness as required. Return to Step 1 to confirm elimination of the fault.
4. Measure the resistance through the harness

(1) Turn the key switch OFF. Disconnect ECU connector X-016.

(2) Measure the resistance across X-016 pin 58 and X-016 pin 57. The resistance should be greater than 10 ohms
but less than 20,000. Wiggle the harness during measurement to reveal an intermittent condition.

Coolant Temperature Resistance Value

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms

A. The resistance measurement is greater than 10 ohms but less than 20,000 ohms. Temporarily replace the
ECU and retest. Return to Step 1 to confirm elimination of the fault.

B. The resistance is greater than 20,000 ohms. Go to Step 5.

5. Measure the resistance across the sender

(1) Turn the key switch OFF. Disconnect Coolant Temperature sender from the harness.

(2) Measure the resistance across Coolant Temperature sender pin 1 and pin 2. The resistance should be greater
than 10 ohms but less than 20,000 ohms.

Coolant Temperature Resistance Value

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms

A. The resistance measurement is greater than 10 ohms but less than 20,000 ohms. There is an open circuit
in the coolant temperature harness. Repair or replace the harness as required. Return to Step 1 to confirm
elimination of the fault.

B. The resistance is greater than 20,000 ohms. There is an open circuit in the coolant temperature sender. Tem-
porarily replace the sender and retest. Return to Step 1 to confirm elimination of the fault.

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Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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 Electrical systems - FAULT CODES

3008-Engine Coolant Temperature Sender - Open Circuit

Context:
Instrument Cluster has received a message from the ECM that the Engine Coolant Temperature Sender signal is
below the minimum range.

Cause:
Instrument Cluster has received a message from the ECM that the Engine Coolant Temperature Sender signal is
below the minimum range. The ECM monitors coolant temperature on X-016 pin 57 and sends a message via the
CAN Bus to the Instrument Cluster. The signal voltage is less than 0.2 volts.

Possible failure modes:

1. Coolant temperature signal wire shorted to ground or has an open circuit.

2. Failure of Engine Coolant Temperature Sender.
3. Failure of ECU.

Solution:

1. Verify that the fault code is still active

(1) Use the Electronic Service Tool to clear all fault codes. Prior to clearing fault codes write down all fault codes,
number of occurrences, and engine hours at last occurrence.

(2) To check for fault code: Start and operate machine.

A. Fault code is not recorded again. OK to return the machine to service.

B. Fault code 3008 is recorded again. Go to Step 2.

2. Verify that the wiring and connectors are free of damage.

RAPH12SSL0302FA 1

Schematic Legend
(1) Coolant Temperature Sender (3) ECU connector X-016
Sender ground, pin 58
Coolant Temperature signal pin 57
(2) Connector X-017
Sender ground, pin 13
Coolant Temperature signal pin 14

(1) Inspect the ECU and the Coolant Temperature sender. All connections should be secure, tight, free of corro-
sion, abrasion and damage.

(2) Inspect the harness from the ECU to the Coolant Temperature sender. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

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 Electrical systems - FAULT CODES

A. The connectors are secure and the harness is free of damage. Go to Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to Step 1 to confirm elimination of fault.
3. Measure the resistance through the harness

(1) Turn the key switch OFF. Disconnect ECU connector X-016.

(2) Measure the resistance across X-016 pin 58 and X-016 pin 57. The resistance should be greater than 10 ohms.
Wiggle the harness during measurement to reveal an intermittent condition.

Coolant Temperature Resistance Value

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms

A. The resistance measurement is greater than 10 ohms but less than 20,000 ohms. Go to Step 4.

B. The resistance is less than 10 ohms. Go to Step 5.

C. The resistance is greater than 20,000 ohms. Go to Step 6.

4. Measure the resistance to chassis ground

(1) Measure the resistance from ECM connector X-016 pin 58 to chassis ground. The resistance should be greater
than 20,000 ohms. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance measurement is greater than 20,000 ohms. Temporarily replace the ECU and retest. Return
to Step 1 to confirm elimination of the fault.

B. The resistance is less than 10 ohms. The coolant temperature signal wire has a short circuit to chassis ground.
Repair or replace the harness as required. Return to Step 1 to confirm elimination of the fault.
5. Measure the resistance through the harness without the sensor connected

(1) Turn the key switch OFF. Disconnect ECU connector X-016. Disconnect the coolant temperature sensor.

(2) Measure the resistance across X-016 pin 58 and X-016 pin 57. The resistance should be greater than 20,000
ohms. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance measurement is greater than 20,00 ohms. Temporarily replace the coolant temperature sensor
and retest. Return to Step 1 to confirm elimination of the fault.

B. The resistance is less than 10 ohms. There is a short circuit between the coolant temperature signal wire and
the coolant temperature ground wire. Repair or replace the harness as required. Return to Step 1 to confirm
elimination of the fault.
6. Measure the resistance across the sender

(1) Turn the key switch OFF. Disconnect Coolant Temperature sender from the harness.

(2) Measure the resistance across Coolant Temperature sender pin 1 and pin 2. The resistance should be greater
than 10 ohms but less than 20,000 ohms.

Coolant Temperature Resistance Value

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms

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Coolant Temperature Resistance Value

60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms

A. The resistance measurement is greater than 10 ohms but less than 20,000 ohms. There is an open circuit
in the coolant temperature harness. Repair or replace the harness as required. Return to Step 1 to confirm
elimination of the fault.

B. The resistance is greater than 20,000 ohms. There is an open circuit in the coolant temperature sender. Tem-
porarily replace the sender and retest. Return to Step 1 to confirm elimination of the fault.
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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 Electrical systems - FAULT CODES

3010-Air intake temperature sensor signal above maximum range

Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the air intake temperature sensor. The
boost pressure sensor is an integrated sensing device used to sense both temperature and pressure. This fault is
related to the temperature sensing function of the device. This error could result from a signal out of range or a signal
that is either erratic or intermittent.

Cause:
The air intake temperature sensor signal to the ECU is greater than the upper threshold limit.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty sensor.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3010 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the air intake temperature sensor connections. All connections should be secure, tight, free
of corrosion, abrasion and damage.

Inspect the harness from the ECU to the air intake temperature sensor. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the sensor supply voltage.

Turn the ignition switch OFF.

Disconnect the boost pressure/ air temperature sensor from the engine harness.

Turn the ignition switch ON.

Measure the voltage between the boost pressure sensor connector pin 3 and pin 1. The voltage should be ap-
proximately 5 V. Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is between 4.5 V and 5.5 V. Go to step 4.

B. The voltage is less than 4.5 V. There is a problem in the voltage supply to the sensor. Repair as required.
Return to step 1 to confirm elimination of the fault.
4. Measure the voltage of the signal wires to chassis ground.

Turn the ignition switch OFF.

Disconnect the boost pressure/ air temperature sensor from the engine harness.

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Disconnect the ECU connector X-016.

Measure the voltage between ECU connector X-016 pin 55 and chassis ground. The voltage should be less than
0.5 V. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the voltage between ECU connector X-016 pin 40 and chassis ground. The voltage should be less than
0.5 V. Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.5 V. Go to step 5.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground. Repair or replace the harness
as required. Return to step 1 to confirm the elimination of the fault. .
5. Test the ECU.

Turn the ignition switch ON.

Reconnect the UCM connector X-016.

Fabricate a jumper wire that will connect between the air temperature sensor pin 2 and the air temperature sensor
pin 1.

Connect the jumper wire between the air temperature sensor pin 2 and the air temperature sensor pin 1.

Turn the ignition switch ON.

Access the fault code screen on the Electronic Service Tool. Fault code 3010 should no longer be active. Fault
code 3011 should be active. Fault code 3019 may also be active, ignore this code.

A. Fault code 3011 is active. Fault code 3010 is no longer active. Temporarily replace the air intake temperature
sensor and retest. Return to step 1.

B. Fault code 3010 is still active. Fault code 3011 did not become active. Temporarily replace the ECU and retest.
Return to step 1.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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 Electrical systems - FAULT CODES

3011-Air intake temperature sensor signal below minimum range

Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the air intake temperature sensor. The
boost pressure sensor is an integrated sensing device used to sense both temperature and pressure. This fault is
related to the temperature sensing function of the device. This error could result from a signal out of range or a signal
that is either erratic or intermittent.

Cause:
The air intake temperature sensor signal to the ECU is out of range of the lower threshold limit.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty sensor.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3011 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the air intake temperature sensor connections. All connections should be secure, tight, free
of corrosion, abrasion and damage.

Inspect the harness from the ECU to the air intake temperature sensor. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the sensor supply voltage.

Turn the ignition switch OFF.

Disconnect the boost pressure/ air temperature sensor from the engine harness.

Turn the ignition switch ON.

Measure the voltage between the boost pressure sensor connector pin 3 and pin 1. The voltage should be ap-
proximately 5 V. Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is between 4.5 V and 5.5 V. Go to step 4.

B. The voltage is less than 4.5 V. There is a problem in the voltage supply to the sensor. Repair as required.
Return to step 1 to confirm elimination of the fault.
4. Measure the resistance of the signal wires to chassis ground.

Turn the ignition switch OFF.

Disconnect the boost pressure/ air temperature sensor from the engine harness.

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Disconnect the ECU connector X-016.

Measure the resistance between ECU connector X-016 pin 55 and chassis ground. The resistance should be
greater than 20,000 Ω.

Measure the resistance between ECU connector X-016 pin 40 and chassis ground. The resistance should be
greater than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Go to step 5.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground. Repair or replace the harness
as required. Return to step 1 to confirm the elimination of the fault. .
5. Test the ECU.

Turn the ignition switch ON.

Reconnect the UCM connector X-016.

Fabricate a jumper wire that will connect between the air temperature sensor pin 2 and the air temperature sensor
pin 3.

Connect the jumper wire between the air temperature sensor pin 2 and the air temperature sensor pin 3.

Turn the ignition switch ON.

Access the fault code screen on the Electronic Service Tool. Fault code 3011 should no longer be active. Fault
code 3010 should be active. Fault code 3019 may also be active, ignore this code.

A. Fault code 3010 is active. Fault code 3011 is no longer active. Temporarily replace the air intake temperature
sensor and retest. Return to step 1.

B. Fault code 3011 is still active. Fault code 3010 did not become active. Temporarily replace the ECU and retest.
Return to step 1.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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 Electrical systems - FAULT CODES

3027-Oil pressure signal not plausible

Context:
The ECU has detected oil pressure while the engine is not running.

Cause:
Engine speed is less than 500 RPM and the oil pressure switch is in the closed position. The oil pressure switch will
close to indicate to the ECU that the engine is running and the engine has the proper oil pressure.

Possible failure modes:

1. Faulty electrical wiring, short circuit to ground in the signal wire to the ECU
2. Faulty oil press switch
3. Faulty ECU

Solution:

1. Verify that the fault code is still active

(1) Use the Electronic Service Tool to clear all fault codes. Prior to clearing fault codes write down all fault codes,
number of occurrences, and engine hours at last occurrence.

(2) To check for Active fault codes: Start and operate machine.

A. The fault is not recorded again. OK to return the machine to service.

B. Fault code 3409 is recorded again. Go to Step 2.

2. Verify that the wiring and connectors are free of damage.

RAPH12SSL0304FA 1

Schematic legend
(1) Oil pressure switch (3) ECU Connector
X-016 pin 6
(2) Engine Harness Connector (4) Chassis Ground
X-017 pin 3

(1) Inspect the ECU and the Oil Pressure Switch connections. All connections should be secure, tight, free of
corrosion, abrasion and damage.

(2) Inspect the harness from the ECU to the Oil Pressure Switch. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

A. OK – The connectors are secure and the harness is free of damage. Go to Step 3.

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 Electrical systems - FAULT CODES

B. NOT OK – The connectors or the harness has damage. Repair or replace the harness or connectors as re-
quired. Return to Step 1 to confirm elimination of fault.
3. Measure the resistance through the signal wire to chassis ground

(1) Turn the key switch OFF.

(2) Disconnect ECU connector X-016 and the Oil Pressure Switch connector.

(3) Measure the resistance between ECU X-016 pin 6 and chassis ground. The resistance should be greater than
20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to Step 4.

B. The resistance is less than 20,000 Ω. There is a short circuit in the signal wire to chassis ground. Repair as
required. Go to Step 1 to confirm elimination of fault.
4. Measure the resistance through the oil pressure switch

(1) Turn the key switch OFF.

(2) Disconnect the oil pressure switch connector.

(3) Measure the resistance through the switch to chassis ground. The chassis ground connection should be clean
and free of oil, paint and dirt. The resistance should be greater than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to Step 1 to confirm
elimination of the fault.

B. The resistance is less than 10 Ω. There is a problem with the oil pressure switch. Temporarily replace the oil
pressure switch and retest. Return to Step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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 Electrical systems - FAULT CODES

3051-Battery Voltage To Engine Controller - Voltage Too High

Context:
The ECU detects a battery voltage greater than 18 V.

Cause:
The battery voltage to the ECU is above 18 V.

Possible failure modes:

1. Faulty alternator.
2. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3051 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU, battery and the alternator connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the battery to the ECU. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage to the ECU.

Turn ignition OFF.

Disconnect ECU connector X-012 from the engine controller.

Turn the ignition ON.

Measure the voltage between X-012 pin 1 and X-012 pin 2. The voltage should be approximately 14.5 V.

Measure the voltage between X-012 pin 3 and X-012 pin 4. The voltage should be approximately 14.5 V.

Measure the voltage between X-012 pin 5 and X-012 pin 6. The voltage should be approximately 14.5 V.

Measure the voltage between X-012 pin 54 and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The voltage should be approximately 14.5 V.

A. The voltage is between 10 V and 14.8 V. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The voltage is greater than 14.8 V. There is a problem in the charging system. Temporarily replace the alter-
nator and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3052-Battery Voltage To Engine Controller - Voltage Too Low

Context:
The ECU detects a battery voltage less than 10 V.

Cause:
The battery voltage to the ECU is below 10 V.

Possible failure modes:

1. Faulty wiring or fuses.

2. Faulty alternator.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3052 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU, battery and the alternator connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the battery to the ECU. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage to the ECU.

Turn ignition OFF.

Disconnect ECU connector X-012 from the engine controller.

Turn the ignition ON.

Measure the voltage between X-012 pin 1 and X-012 pin 2. The voltage should be approximately 14.5 V.

Measure the voltage between X-012 pin 3 and X-012 pin 4. The voltage should be approximately 14.5 V.

Measure the voltage between X-012 pin 5 and X-012 pin 6. The voltage should be approximately 14.5 V.

Measure the voltage between X-012 pin 54 and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The voltage should be approximately 14.5 V.

A. The voltage is between 10 V and 14.8 V. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The voltage is less than 10 V. There is a problem in the charging system. Temporarily replace the alternator
and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3059-ECM afterrun was interrupted

NOTICE: Fault Code 3059 is stored in historical information. For multiple occurrences of this fault proceed with the
following tests.

Cause:

1. Faulty wiring.
2. Faulty alternator or charging system.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3059 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU, battery and the alternator connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the battery to the ECU. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage to the ECU.

Turn ignition OFF.

Disconnect ECU connector X-012 from the engine controller.

Turn the ignition ON.

Measure the voltage between X-012 pin 1 and X-012 pin 2. The voltage should be approximately 14.5 V.

Measure the voltage between X-012 pin 3 and X-012 pin 4. The voltage should be approximately 14.5 V.

Measure the voltage between X-012 pin 5 and X-012 pin 6. The voltage should be approximately 14.5 V.

Measure the voltage between X-012 pin 54 and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The voltage should be approximately 14.5 V.

A. The voltage is between 10 V and 14.8 V. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The voltage is less than 10 V or the voltage is greater than 14.8 V. There is a problem in the charging system.
Temporarily replace the alternator and retest. Repair as required. Return to step 1 to confirm elimination of
fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3063-Cylinder 1 - Injector Cable Short Circuit (High Side To Ground)

NOTE: This diagnostic procedure requires a good quality multi-meter to be able to take accurate resistance measure-
ments. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements required to
be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any inaccuracies
in the DMM could cause a technician to take the wrong diagnostic path.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 1. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU . This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU . Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty cylinder 1 solenoid windings.

2. Faulty electrical wiring, short high side to low side or ground (damaged wiring harness).
3. Faulty ECU, ECU hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, continue with step 8.

2. Carefully disconnect the engine cylinder harness from the ECU at ECU cylinder harness connector 3. Use a
multi-meter to check the resistance, on the cylinder harness side of connector 3, between pins 4 and 13. There
should be 0.4 - 0.5 Ω.

A. If the resistance was within range, leave ECU cylinder connector 3 disconnected and continue with step 3

B. If the resistance was lower than range minimum, continue with step 6.
3. Use a multi-meter to check for continuity, on the ECU cylinder harness side of connector 3, from pin 4 to chassis
ground and pin 13 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 4

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU .
4. Disconnect the engine cylinder harness from the injector (valve) cover at connector VC1. Use a multi-meter to
check for continuity, on the injector (valve) cover side of connector VC1 from pin A to chassis ground and pin B to
chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector VC1 disconnected and continue
with step 5.

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B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
cylinder harness between Valve cover connector VC1 and ECU to cylinder harness connector 3. Locate and
repair the grounded conductor.
5. Remove the injector (valve) cover and disconnect the injector harness from Cylinder 1 injector at connector INJ1
terminal 1 (high side ring terminal). Use a multi-meter to check for continuity, on the injector, from terminal 1 to
chassis ground. There should not be continuity.

A. If there is continuity, Cylinder 1 injector's solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in Cylinder 1 injector circuit, between connector
INJ1 and connector VC1. Locate and repair the grounded conductor.
6. Disconnect the engine injector harness from the injector cover at Cylinder 1 /2 valve cover connector VC1 and
use a multi-meter to check the resistance on the injector cover side of Cylinder 1 /2 valve cover connector VC1
between pins A and B. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between the
Cylinder 1 / 2 valve cover connector VC1 and ECU cylinder harness connector 3, locate and repair the short
circuit.

B. If the resistance was lower than range minimum, continue with step7.
7. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 1 injector at connector
INJ1 terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder 1 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between Cylinder 1
injector connector INJ1 and connector VC1. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder 1 injector solenoid coil has failed. Replace the
injector.
8. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3071-Cylinder 3 - Injector Cable Short Circuit (High Side To Ground)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 3.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message does not match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present) and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

2. Faulty electrical wiring, short high side to low side or ground (damaged wiring harness).
3. Faulty ECU, hardware or software.

Solution:

1. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the ECU engine injector harness side of connector 3, between pins 12 and 5. There should be 0.4
- 0.5 Ω.

A. If the resistance was within range, leave ECU harness connector 3 disconnected, and continue with step 2.

B. If the resistance was lower than range minimum, continue with step 5.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector 3, from pin 12 to
chassis ground and pin 5 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 3.

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC2. Use a multi-meter to
check for continuity, on the injector (valve) cover side of connector VC2 from pin 3 to chassis ground and pin 4 to
chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector VC2 disconnected and continue
with step 4.

B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
injector harness between connector VC2 and ECU harness connector 3. Locate and repair the grounded con-
ductor.
4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #3 injector at connector INJ3
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #3 injector, from
terminal 1 to chassis ground. There should not be continuity.

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A. If there is continuity, the Cylinder #3 injector solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in the Cylinder #3 injector circuit, between connector
INJ3 and connector VC2. Locate and repair the grounded conductor.
5. Disconnect the engine injector harness from the injector cover at connector VC2 and use a multi-meter to check
the resistance on the injector cover side of connector VC2 between pins 3 and 4. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between
connector VC2 and ECU harness connector 3, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step 6.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #3 injector at connector
INJ3 terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #3 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
INJ3 and connector VC2. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder #3 injector solenoid coil has failed. Replace the
injector.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3079-Cylinder 2 - Injector Cable Short Circuit (High Side To Ground)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 2.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message does not match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present) and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

2. Faulty electrical wiring, short high side to low side or ground (damaged wiring harness).
3. Faulty ECU, hardware or software.

Solution:

1. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the ECU engine injector harness side of connector 3, between pins 6 and 11. There should be 0.4
- 0.5 Ω.

A. If the resistance was within range, leave ECU harness connector 3 disconnected, and continue with step 2.

B. If the resistance was lower than range minimum, continue with step 5.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector 3, from pin 11 to
chassis ground and pin 6 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 3.

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC1. Use a multi-meter to
check for continuity, on the injector (valve) cover side of connector VC1 from pin 1 to chassis ground and pin 2 to
chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector VC1 disconnected and continue
with step 4.

B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
injector harness between connector VC1 and ECU harness connector 3. Locate and repair the grounded con-
ductor.
4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #2 injector at connector INJ2
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #2 injector, from
terminal 1 to chassis ground. There should not be continuity.

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A. If there is continuity, the Cylinder #2 injector solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in the Cylinder #2 injector circuit, between connector
VC1 and connector VC1. Locate and repair the grounded conductor.
5. Disconnect the engine injector harness from the injector cover at connector VC1 and use a multi-meter to check
the resistance on the injector cover side of connector VC1 between pins 1 and 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between
connector VC1 and ECU harness connector 3, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step 6.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #2 injector at connector
INJ2 terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #2 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
INJ2 and connector VC1. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder #2 injector solenoid coil has failed. Replace the
injector.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3083-Cylinder 4 - Injector Cable Short Circuit (High Side To Ground)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 4.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message does not match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present) and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

2. Faulty electrical wiring, short high side to low side or ground (damaged wiring harness).
3. Faulty ECU, hardware or software.

Solution:

1. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the ECU engine injector harness side of connector 3, between pins 3 and 14. There should be 0.4
- 0.5 Ω.

A. If the resistance was within range, leave ECU harness connector 3 disconnected, and continue with step 2.

B. If the resistance was lower than range minimum, continue with step 5.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector 3, from pin 3 to
chassis ground and pin 14 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 3.

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC2. Use a multi-meter to
check for continuity, on the injector (valve) cover side of connector VC2 from pin 1 to chassis ground and pin 2 to
chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector VC2 disconnected and continue
with step 4.

B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
injector harness between connector VC2 and ECU harness connector 3.Locate and repair the grounded con-
ductor.
4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #4 injector at connector INJ4
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #4 injector, from
terminal 1 to chassis ground. There should not be continuity.

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A. If there is continuity, the Cylinder #4 injector solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in the Cylinder #4 injector circuit, between connector
INJ4 and connector VC2. Locate and repair the grounded conductor.
5. Disconnect the engine injector harness from the injector cover at connector VC2 and use a multi-meter to check
the resistance on the injector cover side of connector VC2 between pins 1 and 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between
connector VC2 and ECU harness connector 3, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step 6.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #4 injector at connector
INJ4 terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #4 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
INJ4 and connector VC2. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder #4 injector solenoid coil has failed. Replace the
injector.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3088-Crankshaft Sensor - No Signal

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Increment speed (Crankshaft speed)
sensor. If the engine has a defective Crankshaft speed sensor it can run off the Segment speed (Camshaft speed)
sensor. This is referred to as BACKUP mode. Diagnostics of the SIG failure is only active if voltage is present at
terminal 15 (Ignition ON) and no errors are active for the sensor supply voltage.

Cause:
The ECU has determined that there is no signal from the Crankshaft speed sensor. The engine is now operating in
BACKUP mode.

Possible failure modes:

1. Faulty Crankshaft speed sensor.

2. Faulty electrical wiring and/or connections.
3. Faulty ECU, or ECU supply voltages or grounds.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, continue with step 7.

2. Remove Crankshaft speed sensor connector DG6 Incr and inspect housing body/latch, pins and wiring harness
for damage or corrosion. Also, inspect connector portion of the Crankshaft speed sensor.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection. Replace Crankshaft speed sensor if damaged.

B. If no damage is determined, leave connector disconnected and proceed to step 3.

3. Operation: Resistance Check for Faulty CKP, Engine flywheel RPM, sensor.
Vehicle Status: Key Off Engine Off

Measure the resistance between the crankshaft speed sensor pins 1 and 2.

Test Type From To Results (Min) Results (Max)

1. Resistance Crankshaft speed Crankshaft speed 750 ohms 1000 ohms
sensor connector sensor connector
DG6 Incr, (Pin 1) DG6 Incr, (Pin 2)

A. If the resistance test does not fall in the specified range, replace Crankshaft speed sensor.

B. If the resistance test does fall in the specified range, leave connector disconnected and proceed to step 4.
4. Operation: Check Output of Crankshaft speed sensor.
Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)

Single Ended Test Lead Connection Test (Standalone Crankshaft speed sensor Test)
Remove Crankshaft speed sensor connector and connect the above mentioned special test lead to the Crankshaft
speed sensor. Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator
clips from the test leads. Use the test table below to determine the measurement results.

In-Line Test Lead Connection Test:

Remove Crankshaft speed sensor connector and connect the above mentioned special test lead in-line with the
sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during the connection
process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator clips
from the test leads. Use the test table below to determine the measurement results.

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Note:
The engine will be running off the Camshaft speed sensor during the single ended test, if it isn't already (based on
the fault code type). The engine can also be very hard to start when running exclusively off the Camshaft speed
sensor. The ECU needs to see a few revolutions of the camshaft to be able to use this information to start the
engine.
The Crankshaft speed sensor and the Camshaft speed sensor are exactly the same. These sensors may be
swapped in this diagnostic procedure to determine the functionality of the Crankshaft speed sensor. A new set of
error codes may be generated by the ECU if the sensors are swapped.

Test Type From To Expected Results

1. Voltage (AC) - Single Crankshaft speed sensor Crankshaft speed sensor Approx. 16 - 18 volts (AC)
ended connection at low connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
RPM ( 1000 - 1100 RPM)
2. Voltage (AC) - Single Crankshaft speed sensor Crankshaft speed sensor Approx. 32 - 34 volts (AC)
ended connection at high connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
RPM ( 2000 - 2200 RPM)
3. Voltage (AC) - In-line Crankshaft speed sensor Crankshaft speed sensor Approx. 10 - 12 volts (AC)
connection at low RPM ( connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
1000 - 1100 RPM)
4. Voltage (AC) - In-line Crankshaft speed sensor Crankshaft speed sensor Approx. 14 - 17 volts (AC)
connection at high RPM ( connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
2000 - 2200 RPM)

A. If the voltage test was successful, proceed to step 6.

B. If the voltage test was not successful for any of the single ended connections, replace the sensor.

C. If the voltages encountered during testing are low and the sensor was replaced on a prior diagnostic procedure
of this type, ensure the Crankshaft speed sensor is installed properly.

D. If the voltage test was successful for the single ended connections and not for any of the in-line connections,
leave the connector disconnected and proceed to step 5.
5. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Perform continuity tests between connector DG6 Incr and connector 2 on ECU engine harness. Flex harness
during test to check for any intermittent operation. See test table below.
Important Note: Check and verify that the Vehicle Status is correct. Potential ECU damage could result when
removing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Continuity Crankshaft speed sensor ECU engine harness con- Approx. 0 - 0.10 ohms
connector DG6 Incr, (Pin: nector 2, (Pin: 23)
1)
2. Continuity Crankshaft speed sensor ECU engine harness con- Approx. 0 - 0.10 ohms
connector DG6 Incr, (Pin: nector 2, (Pin: 19)
2)
3. Short Circuit ECU engine harness con- ECU engine harness con- Open Circuit
nector 2, (Pin: 23) nector 2, (Pin: 19)

A. If continuity/shorts test is successful, go to step 6.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
6. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector 1): Key Off Engine Off.
Vehicle Status (when performing test) Key On Engine Off.
Vehicle Status (when replacing connector 1): Key Off Engine Off.

Using the product schematics for a reference, remove connector 1 from the ECU and check for voltage and con-
tinuity at the appropriate pins defined in the test table below.

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Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle harness con- Ground (engine block) Approx. 12 volts (DC)
nector 1, (Pin: 2, 3, 8, 9, 40)
2. Continuity ECU vehicle harness con- Ground (engine block) Approx. 0 - 0.10 ohms
nector 1, (Pin: 5, 6, 10, 11)

A. If the voltages and ground paths are correct and the Crankshaft speed sensor was not replaced on a prior
diagnostic procedure of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Crankshaft speed sensor was replaced on a prior diag-
nostic procedure of this type and the sensor mechanical alignment and spacing was verified, re-initialize the
ECU as if it was blank (new) and load the appropriate data-set.

C. If the voltages and ground paths are correct and the ECU was re-initialized on a prior diagnostic of this type,
replace the ECU .

D. If the voltages and ground paths are not correct, refer to product schematics and determine root cause of power
and/or continuity problem(s).
7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3089-Crankshaft Sensor - Invalid Signal

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Crankshaft speed sensor. If the engine
has a defective Crankshaft speed sensor it can run off the Camshaft speed sensor.

Cause:
The ECU has determined that there are errors in the signal from the Crankshaft speed sensor.

Possible failure modes:

1. Faulty crankshaft speed sensor.

2. Faulty electrical wiring and/or connections.
3. Faulty ECU, supply voltages or ground paths.

Solution:

1. Verify the fault code is present and active.

A. If fault code is present and active, continue with step 2.

B. If fault code is no longer present, continue with step 7.

2. Inspect the Crankshaft speed sensor. Remove the Crankshaft speed sensor connector DG6 Incr, and inspect
housing body/latch, pins and wiring harness for damage or corrosion. Also, inspect the connector portion of the
Crankshaft speed sensor.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection. Replace Crankshaft speed sensor if damaged.

B. If no damage is determined, proceed to step 3.

3. Measure the internal resistance of Crankshaft speed sensor. Remove Crankshaft speed sensor connector. Use
a multi-meter to measure the resistance between pins 1 (yellow) and 2 (yellow) of the Crankshaft speed sensor.
There should be between 825 - 975 Ω at 20 °C (68 °F).

A. If the resistance is not within the specified range, replace the Crankshaft speed sensor.

B. If the resistance is within the specified range, proceed to step 4.

4. Measure the AC voltage from Crankshaft speed sensor output. Use a multi-meter to check for voltage while
starting the engine. Measure the voltage between pins 1 (yellow) and 2 (yellow) of the Crankshaft speed sensor
connector, DG6 Incr. here should be a minimum of .50 V while cranking and a higher reading once the engine
starts.

A. If the voltage is less than .50 V (AC), replace the sensor.

B. If the voltage is above .50 V (AC), proceed to step 5.

5. Check for faulty wiring between the Crankshaft speed sensor and the ECU.

Measure resistance between the Crankshaft speed sensor, DG6 Incr, pin 1, and the ECU engine connector X-016,
pin 59.

Measure resistance between the Crankshaft speed sensor, DG6 Incr, pin 2, and the ECU engine connector X-016,
pin 44.

A. If there is continuity, go to step 6.

B. If there is no continuity, find and repair the damaged wiring between connector DG6 Incr, and ECU connector
X-016.
6. Check voltage and ground supply to ECU. Disconnect ECU vehicle connector 1 and use a multi-meter to verify
the ECU has sufficient supply voltage and ground paths. Use the table below as a reference.

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Test Type From To Expected Results

1. Voltage ECU vehicle connector Ground (engine block) Approx. 12 volts (DC)
X-012, (Pin: 1, 3, 5, 54)
2. Continuity ECU vehicle connector 1, Ground (engine block) Approx. 0 - 0.10 ohms
(Pin: 2, 4, 6)

A. If the voltage supply and ground paths are sufficient, continue with step 7.

B. If the voltage supply and ground paths are not present, use the vehicle schematics to find and repair the cause.
7. Visually inspect the relevant harnesses and connectors for damage, bent, or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3090-Camshaft Sensor - No Signal

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Segment speed sensor (Camshaft
speed sensor). If the engine has a defective Camshaft speed sensor it can run off the Increment speed sensor (Crank-
shaft speed sensor). Diagnostics is active if voltage is present at terminal 15 (Ignition On), the current engine speed
is above 50 RPM, no error in the Crankshaft speed sensor is present and the sensor supply voltage ( 5 volts ) is not
defective.

Cause:
The ECU has determined that there is no signal from the Camshaft speed sensor.

Possible failure modes:

1. Faulty Camshaft speed sensor.

2. Camshaft speed sensor is not mechanically installed correctly.
3. Faulty electrical wiring and/or connections.
4. Faulty ECU, or ECU supply voltages or grounds.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, continue with step 7.

2. Remove Camshaft speed sensor connector DG6 Segm and inspect housing body/latch, pins and wiring harness
for damage or corrosion. Also, inspect connector portion of the Camshaft speed sensor.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection. Replace Camshaft speed sensor if damaged.

B. If no damage is determined, leave connector disconnected and proceed to step 3.

3. Operation: Resistance Check for Faulty Camshaft speed sensor.
Vehicle Status: Key Off Engine Off

Measure the resistance between Camshaft sensor pins 1 and 2. See test table below.

Test Type From To Results (Min) Results (Max)

1. Resistance Camshaft speed sen- Camshaft speed sen- 750 ohms 1000 ohms
sor connector DG6 sor connector DG6
Segm (Pin 1) Segm (Pin 2)

A. If the resistance test does not fall in the specified range, replace Camshaft speed sensor.

B. If the resistance test does fall in the specified range, leave connector disconnected and proceed to step 4.
4. Operation: Check Output of Camshaft speed sensor.
Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)

Make the following electrical tests in the table below.

Single Ended Test Lead Connection Test (Standalone Camshaft speed sensor Test).
Remove Camshaft speed sensor connector DG6 Segm and connect the above mentioned special test lead to the
Camshaft speed sensor. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
alligator clips from the test leads. Use the test table below to determine the measurement results.

In-Line Test Lead Connection Test:

Remove Camshaft speed sensor connector DG6 Segm and connect the special test lead in-line with the sensor
and the engine wiring harness. Make sure that the signal polarity is not swapped during the connection process.

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Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator clips from the test
leads. Use the test table below to determine the measurement results.

Note:
The engine will be running off the Crankshaft speed sensor during this test. The Camshaft speed sensor and the
Crankshaft speed sensor are exactly the same. These sensors may be swapped in this diagnostic procedure to
determine the functionality of the Camshaft speed sensor. A new set of error codes may be generated by the ECU
if sensors are swapped.

Test Type From To Expected Results

1. Voltage (AC) - Single Camshaft speed, sensor Camshaft speed, sensor Approx. 2 - 3 volts (AC)
ended connection at low connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 1000 - 1100 RPM) 1) 2)
2. Voltage (AC) - Single Camshaft speed, sensor Camshaft speed, sensor Approx. 4 - 6 volts (AC)
ended connection at high connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 2000 - 2200 RPM) 1) 2)
3. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 1.5 - 2.8 volts (AC)
connection at low RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin
1000 - 1100 RPM) 1) 2)
4. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 3 - 4.5 volts (AC)
connection at high RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin
2000 - 2200 RPM) 1) 2)

A. If the voltage test was successful, proceed to step 6.

B. If the voltage test was not successful for any of the single ended connections, replace the sensor.

C. If the voltages encountered during testing are low and the sensor was replaced on a prior diagnostic of this
type, ensure the Camshaft speed sensor was properly installed.

D. If the voltage test was successful for the single ended connections and not for any of the in-line connections,
proceed to step 5.
5. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Perform continuity tests between connector DG6 Segm and connector 2 on engine wiring harness. Flex harness
during test to check for any intermittent operation. See test table below.

Important Note: Check and verify that the Vehicle Status is correct. Potential ECU damage could result when
removing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Continuity Camshaft speed sensor ECU engine harness con- Approx. 0 - 0.10 ohms
connector DG6 Segm (Pin: nector 2 (Pin: 10)
1)
2. Continuity Camshaft speed sensor ECU engine harness con- Approx. 0 - 0.10 ohms
connector DG6 Segm (Pin: nector 2 (Pin: 9)
2)
3. Short Circuit ECU engine harness con- ECU engine harness con- Open Circuit
nector 2 (Pin: 10) nector 2 (Pin: 9)

A. If continuity/shorts test is successful, go to step 6.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
6. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector 1). Key Off Engine Off.
Vehicle Status (when performing test). Key On Engine Off.
Vehicle Status (when replacing connector 1). Key Off Engine Off.

Using the product schematics for a reference, remove connector 1 from the ECU and check for voltage and con-
tinuity at the appropriate pins defined in the test table below.

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Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle harness 1, Ground (engine block) Approx. 12 volts (DC)
(Pin: 2, 3, 8, 9, 40)
2. Continuity ECU vehicle harness 1, Ground (engine block) Approx. 0 - 0.10 ohms
(Pin: 5, 6, 10, 11)

A. If the voltages and ground paths are correct and the Camshaft speed sensor was not replaced on a prior
diagnostic procedure of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Camshaft speed sensor was replaced on a prior diagnostic
procedure of this type and the sensor mechanical alignment and spacing was verified, re-initialize the ECU as
if it was blank (new) and load the appropriate data-set.

C. If the voltages and ground paths are correct and the ECU was re-initialized on a prior diagnostic of this type,
replace the ECU .

D. If the voltages and ground paths are not correct, refer to product schematics and determine root cause of power
and/or continuity problem(s).
7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3091-Camshaft sensor - Invalid signal

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Segment speed sensor (Camshaft
speed sensor). If the engine has a defective Camshaft speed sensor it can run off the Increment speed sensor (Crank-
shaft speed sensor). Diagnostics is active if voltage is present at terminal 15 (Ignition On), the current engine speed
is above 50 RPM, no error in the Crankshaft speed sensor is present and the sensor supply voltage ( 5 volts) is not
defective.

Cause:
The ECU has determined that there is no signal from the Camshaft speed sensor.

Possible failure modes:

1. Faulty Camshaft speed sensor.

2. Camshaft speed sensor is not mechanically installed correctly.
3. Faulty electrical wiring and/or connections.
4. Faulty ECU, or ECU supply voltages or grounds.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, continue with step 7.

2. Remove Camshaft speed sensor connector DG6 Segm and inspect housing body/latch, pins and wiring harness
for damage or corrosion. Also, inspect connector portion of the Camshaft speed sensor.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection. Replace Camshaft speed sensor if damaged.

B. If no damage is determined, leave connector disconnected and proceed to step 3.

3. Operation: Resistance Check for Faulty Camshaft speed sensor.
Vehicle Status: Key Off Engine Off

Measure the resistance between the camshaft sensor connector pins 1 and 2. See test table below.

Test Type From To Results (Min) Results (Max)

1. Resistance Camshaft speed sen- Camshaft speed sen- 750 ohms 1000 ohms
sor connector DG6 sor connector DG6
Segm (Pin 1) Segm (Pin 2)

A. If the resistance test does not fall in the specified range, replace Camshaft speed sensor.

B. If the resistance test does fall in the specified range, leave connector disconnected and proceed to step 4.
4. Operation: Check Output of Camshaft speed sensor.
Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)

Make the following electrical tests in the table below. Reference the descriptions below to make the proper elec-
trical connections for each test type.

Single Ended Test Lead Connection Test (Standalone Camshaft speed sensor Test).
Remove Camshaft speed sensor connector DG6 Segm and connect the above mentioned special test lead to the
Camshaft speed sensor. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
alligator clips from the test leads. Use the test table below to determine the measurement results.

In-Line Test Lead Connection Test:

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Remove Camshaft speed sensor connector DG6 Segm and connect the special test lead in-line with the sensor
and the engine wiring harness. Make sure that the signal polarity is not swapped during the connection process.
Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator clips from the test
leads. Use the test table below to determine the measurement results.

Note:
The engine will be running off the Crankshaft speed sensor during this test. The Camshaft speed sensor and the
Crankshaft speed sensor are exactly the same. These sensors may be swapped in this diagnostic procedure to
determine the functionality of the Camshaft speed sensor. A new set of error codes may be generated by the ECU
if sensors are swapped.

Test Type From To Expected Results

1. Voltage (AC) - Single Camshaft speed, sensor Camshaft speed, sensor Approx. 2 - 3 volts (AC)
ended connection at low connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 1000 - 1100 RPM) 1) 2)
2. Voltage (AC) - Single Camshaft speed, sensor Camshaft speed, sensor Approx. 4 - 6 volts (AC)
ended connection at high connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 2000 - 2200 RPM) 1) 2)
3. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 1.5 - 2.8 volts (AC)
connection at low RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin
1000 - 1100 RPM) 1) 2)
4. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 3 - 4.5 volts (AC)
connection at high RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin
2000 - 2200 RPM) 1) 2)

A. If the voltage test was successful, proceed to step 6.

B. If the voltage test was not successful for any of the single ended connections, replace the sensor.

C. If the voltages encountered during testing are low and the sensor was replaced on a prior diagnostic of this
type, ensure the Camshaft speed sensor was properly installed.

D. If the voltage test was successful for the single ended connections and not for any of the in-line connections,
proceed to step 5.
5. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Perform continuity tests between connector DG6 Segm and connector 2 on engine wiring harness. Flex harness
during test to check for any intermittent operation. See test table below.
Important Note: Check and verify that the Vehicle Status is correct. Potential ECU damage could result when
removing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Continuity Camshaft speed sensor ECU engine harness con- Approx. 0 - 0.10 ohms
connector DG6 Segm (Pin: nector 2 (Pin: 10)
1)
2. Continuity Camshaft speed sensor ECU engine harness con- Approx. 0 - 0.10 ohms
connector DG6 Segm (Pin: nector 2 (Pin: 9)
2)
3. Short Circuit ECU engine harness con- ECU engine harness con- Open Circuit
nector 2 (Pin: 10) nector 2 (Pin: 9)

A. If continuity/shorts test is successful, go to step 6.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
6. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector 1). Key Off Engine Off.
Vehicle Status (when performing test). Key On Engine Off.
Vehicle Status (when replacing connector 1). Key Off Engine Off.

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Using the product schematics for a reference, remove connector 1 from the ECU and check for voltage and con-
tinuity at the appropriate pins defined in the test table below.
Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle harness 1, Ground (engine block) Approx. 12 volts (DC)
(Pin: 2, 3, 8, 9, 40)
2. Continuity ECU vehicle harness 1, Ground (engine block) Approx. 0 - 0.10 ohms
(Pin: 5, 6, 10, 11)

A. If the voltages and ground paths are correct and the Camshaft speed sensor was not replaced on a prior
diagnostic procedure of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Camshaft speed sensor was replaced on a prior diagnostic
procedure of this type and the sensor mechanical alignment and spacing was verified, re-initialize the ECU as
if it was blank (new) and load the appropriate data-set.

C. If the voltages and ground paths are correct and the ECU was re-initialized on a prior diagnostic of this type,
replace the ECU .

D. If the voltages and ground paths are not correct, refer to product schematics and determine root cause of power
and/or continuity problem(s).
7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3093-Offset Between Camshaft And Crankshaft - Outside

Boundaries
Context:
The Engine Control Unit (ECU) has reported an error with the phase relationship between the Increment speed sensor
(Crankshaft speed sensor) and the Segment speed sensor (Camshaft speed sensor). The engine will alternatively
use a redundant angular system which is based on the Crankshaft speed sensor. Diagnostics is active under these
conditions:
1) terminal 40 (Key On) is active,
2) current engine speed is above 50 RPM,
3) no error is reported for the Crankshaft speed sensor and
4) sensor supply voltage ( 5 volts DC) is not defective

Cause:
The ECU has determined that there is a phase relationship error between the Crankshaft speed sensor and the
Camshaft speed sensor.

Possible failure modes:

1. Faulty Camshaft speed sensor or Crankshaft speed sensor.

2. Camshaft speed sensor or Crankshaft speed sensor are not mechanically installed correctly.
3. Faulty electrical wiring and/or connections.
4. Faulty ECU, or ECU supply voltages or ground.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, continue with step 15.
2. Operation: Electrical and Sensor Mounting Inspection.
Vehicle Status: Key Off Engine Off.

Remove Camshaft speed sensor connector DG6 Incr and Crankshaft speed sensor connector DG6 Incr and
inspect housing body/latch, pins and wiring harness for damage or corrosion. Also, inspect the connector portion
and mechanical mounting (seating) of the Camshaft speed sensor and Crankshaft speed sensor.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection. Replace Camshaft speed sensor or Crankshaft speed sensor if damaged.

B. If any of the sensors are not mounted correctly (loose, not seated properly, etc.), remount the sensors taking
special care to make sure it is properly seated (flush with sealing surface) and fastened.

C. If no damage is determined, proceed to step 3.

3. Operation: Resistance Test for Camshaft speed sensor.
Vehicle Status: Key Off Engine Off

Remove Camshaft speed sensor connector. Measure the resistance between the camshaft sensor pins 1 and 2.
See test table below.

Test Type From To Results (Min) Results (Max)

1. Resistance Camshaft speed sen- Camshaft speed sen- 750 ohms 1000 ohms
sor connector DG6 sor connector DG6
Incr (Pin 1) Incr (Pin 2)

A. If the resistance test does not fall in the specified range, replace Camshaft speed sensor.

B. If the resistance test does fall in the specified range, proceed to step 4.

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4. Operation: Resistance Test for Crankshaft speed sensor.

Vehicle Status: Key Off Engine Off

Measure the resistance between the crankshaft speed sensor pins 1 and 2. See test table below.

Test Type From To Results (Min) Results (Max)

1. Resistance Crankshaft speed Crankshaft speed 750 ohms 1000 ohms
sensor connector sensor connector
DG6 Incr (Pin 1) DG6 Incr (Pin 2)

A. If the resistance test does not fall in the specified range, replace Crankshaft speed sensor.

B. If the resistance test does fall in the specified range, proceed to step 5.
5. Operation: Check Crankshaft speed sensor Output Voltage and Harness Wiring.

Perform both (2) electrical tests defined below:

1) AC output voltage test for Crankshaft speed sensor

Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)
Remove Crankshaft speed sensor connector DG6 Incr and connect the Coolant/Fuel Temp Sensor test lead
in-line with the sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during
the connection process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
alligator clips from the Coolant/Fuel Temp Sensor test lead. Use the table below to determine test parameters
and the measurement results.

Test Type From To Expected Results

1. Voltage (AC) - In-line Crankshaft speed sensor Crankshaft speed sensor Approx. 10 - 12 volts (AC)
connection at low RPM ( connector DG6 Incr (Pin 1) connector DG6 Incr (Pin 2)
1000 - 1100 RPM)
2. Voltage (AC) - In-line Crankshaft speed sensor Crankshaft speed sensor Approx. 14 - 17 volts (AC)
connection at high RPM ( connector DG6 Incr (Pin 1) connector DG6 Incr (Pin 2)
2000 - 2200 RPM)

2) Harness wiring continuity/shorts electrical test (Crankshaft speed sensor).

Vehicle status: Key Off Engine Off.

Remove and perform continuity tests between Crankshaft speed sensor connector DG6 Incr and ECU engine
harness connector 2 on engine wiring harness. Flex harness during test to check for any intermittent operation.
See test table below.

Important Note: Check and verify that the Vehicle Status is correct. Potential ECU damage could result when
removing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Continuity Crankshaft speed sensor ECU engine harness con- Approx. 0 - 0.1 ohms
connector DG6 Incr, (Pin: nector 2, (Pin: 23)
1)
2. Continuity Crankshaft speed sensor ECU engine harness con- Approx. 0 - 0.1 ohms
connector DG6 Incr, (Pin: nector 2, (Pin: 19)
2)
3. Shorts ECU engine harness con- ECU engine harness con- Open Circuit
nector 2, (Pin: 23) nector 2, (Pin: 19)

A. If both electrical tests are successful, proceed to step 7.

B. If harness wiring continuity/shorts test was not successful, find and repair the damaged section(s) of the wiring
harness.

C. If the voltage test was not successful and the continuity/shorts test was successful, proceed to step 6.

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6. Operation: Crankshaft speed sensor alignment.

Vehicle Status: Key Off Engine Off.

Check proper mechanical alignment and tooth spacing of the Crankshaft speed sensor. The spacing between
the trigger teeth and the sensor is critical for proper voltage output. Make sure that the sensor is seated properly
(flush with mounting flange). After the sensor alignment is complete, check to see if this fault code has cleared.

A. If this fault code is still present and has not cleared, Replace Crankshaft speed sensor, being careful to ensure
the sensor's mechanical alignment and tooth spacing is correct and the sensor is seated properly.

B. If this fault code is still present and has not cleared, proceed to step 13.
7. Operation: Check Camshaft speed sensor Output Voltage and Harness Wiring.

Perform both (2) electrical tests defined below:

1) AC output voltage test for Camshaft speed sensor:

Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)
Remove Camshaft speed sensor connector DG6 Segm and connect the Coolant/Fuel Temp Sensor test lead
in-line with the sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during
the connection process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
alligator clips from the Coolant/Fuel Temp Sensor test lead. Use the table below to determine test parameters
and the measurement results.

Test Type From To Expected Results

1. Voltage (AC) - In-line Camshaft speed sensor Camshaft speed sensor Approx. - 1.5 - 2.8 volts
connection at low RPM ( connector DG6 Segm, (Pin connector DG6 Segm, (Pin (AC)
1000 - 1100 RPM) 1) 2)
2. Voltage (AC) - In-line Camshaft speed sensor Camshaft speed sensor Approx. - 3 - 4.5 volts (AC)
connection at high RPM ( connector DG6 Segm, (Pin connector DG6 Segm, (Pin
2000 - 2200 RPM) 1) 2)

2) Harness wiring continuity/shorts electrical test (Camshaft speed sensor).

Vehicle Status: Key Off Engine Off.

Remove and perform continuity tests between Camshaft speed sensor connector DG6 Segm and ECU engine
harness connector. Flex harness during test to check for any intermittent operation. See test table below.
Important Note: Check and verify that the Vehicle Status is correct. Potential ECU damage could result when
removing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Continuity Camshaft speed sensor ECU engine harness con- Approx. 0 - 0.1 ohms
connector DG6 Segm (Pin: nector 2, (Pin: 10)
1)
2. Continuity Camshaft speed sensor ECU engine harness con- Approx. 0 - 0.1 ohms
connector DG6 Segm (Pin: nector 2, (Pin: 9)
2)
3. Short Circuit ECU engine harness con- ECU engine harness con- Open Circuit
nector 2 (Pin: 10) nector 2, (Pin: 9)

A. If both electrical tests are successful, proceed to step 10.

B. If harness wiring continuity/shorts test was not unsuccessful, find and repair the damaged section(s) of the
wiring harness.

C. If the voltage test was not successful and the continuity/shorts test was successful, proceed to step 8.
8. Operation: Camshaft Position (CMP), Engine camshaft RPM B-07, sensor Alignment.

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Vehicle Status: Key Off Engine Off.

Check proper mechanical alignment and tooth spacing of the Camshaft speed sensor. The spacing between the
trigger teeth and the sensor is critical for proper voltage output. Make sure that the sensor is seated properly
(flush with mounting flange). After the sensor alignment is complete, check to see if this fault code has cleared.

A. If this fault code is still present and has not cleared, proceed to step 9.
9. Operation: Replace Camshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the Camshaft speed sensor. Make sure that the proper mechanical alignment and tooth spacing is
correct. The spacing between the trigger teeth and the sensor is critical for proper voltage output. Make sure
that the sensor is seated properly (flush with mounting flange). After the sensor alignment is complete, check to
see if this fault code has cleared.

A. If this fault code is still present and has not cleared, proceed to step 13.
10. Operation: Replace Crankshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the Crankshaft speed sensor. Make sure that the proper mechanical alignment and tooth spacing is
correct. The spacing between the trigger teeth and the sensor is critical for proper voltage output. Make sure
that the sensor is seated properly (flush with mounting flange). After the sensor alignment is complete, check to
see if this fault code has cleared.

A. If this fault code is still present and has not cleared, proceed to step 11.
11. Operation: Swap the New Crankshaft speed sensor with the Old Camshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the new Crankshaft speed sensor with the old Camshaft speed sensor. Make sure that the proper me-
chanical alignment and tooth spacing is correct for both sensors. The spacing between the trigger teeth and the
sensor is critical for proper voltage output. Make sure that the sensors are seated properly (flush with mounting
flange). After the sensor alignment is complete, check to see if this fault code has cleared.

A. If this fault code still exists, proceed to step 12.

12. Operation: Replace Old Camshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the old Camshaft speed sensor. When this is complete, both Crankshaft speed sensor and Camshaft
speed sensor will have been replaced. Make sure that the proper mechanical alignment and tooth spacing is
correct. The spacing between the trigger teeth and the sensor is critical for proper voltage output. Make sure
that the sensor is seated properly (flush with mounting flange). After the sensor alignment is complete, check to
see if this fault code has cleared.

A. If this fault code still exists, proceed to step 13.

13. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing the ECU vehicle harness connector 1): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing ECU vehicle harness connector 1): Key Off Engine Off.

Using the product schematics for a reference, remove the ECU vehicle connector from the ECU and check for
voltage and continuity at the appropriate pins defined in the test table below.
Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

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Test Type From To Expected Results

1. Voltage ECU vehicle harness con- Ground (engine block) Approx. 12 volts (DC)
nector 1, (Pin: 2, 3, 8, 9, 40)
2. Continuity ECU vehicle harness con- Ground (engine block) Approx. 0 - 0.1 ohms
nector 1, (Pin: 5, 6, 10, 11)

A. If the voltages and ground paths are correct, proceed to step 14.

B. If the voltages and ground paths are not correct, refer to schematics and determine root cause of power and/or
continuity problem(s).
14. Operation: Re-Initialize the ECU .
Vehicle Status: Key On Engine Off.

Using the EST service tool, re-initialize the ECU and load the appropriate data-set for this engine type. A call will
have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check to see if
the fault code has cleared.

A. If the fault code did not clear, replace the ECU.

15. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3096-ECM Busoff on vehicle CAN

Context:
The ECU is not receiving messages on the vehicle CAN bus.

Cause:
The ECU is not receiving messages on the vehicle CAN bus.

Possible failure modes:

1. Open or shorted wire in system.

2. Failure of Instrument Cluster.
3. Failure of ECM.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Continue with this procedure if three or more fault codes are active, such as 9151 - 9154, 9405, 9406, 9410, or
1051 through 1059. This is an indication of a problem in the CAN Data Link circuit.
If one or two CAN bus fault codes are active, check all CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment. This may be an indication of an intermittent
connection in the CAN bus.
Verify all modules on the CAN bus have the latest software versions.

A. CAN Data Link fault codes are not recorded again and are no longer ACTIVE. OK to return the machine service.

B. CAN Data Link fault codes are present and ACTIVE.

Please see 9151-CAN Connection: CAN Communication Timed Out After 5 Seconds (55.640), step 2.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 10 (55.100.DP-C.20.E.10)
Wire harnesses - Electrical schematic sheet 21 (55.100.DP-C.20.E.21)
Wire harnesses - Electrical schematic sheet 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic sheet 27 (55.100.DP-C.20.E.27)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)
Wire harnesses - Electrical schematic sheet 12 (55.100.DP-C.20.E.12)
Wire harnesses - Electrical schematic sheet 19 (55.100.DP-C.20.E.19)
Wire harnesses - Electrical schematic sheet 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic sheet 31 (55.100.DP-C.20.E.31)
Wire harnesses - Electrical schematic sheet 35 (55.100.DP-C.20.E.35)

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3102-Rail Pressure Sensor CP3 - Signal Below Range Minimum

Context:
The engine control unit (ECU) has sensed that the rail pressure sensor signal is too low. The test frequency of the
sensor is every 10 ms and if the signal is below 0.25 V for over 200 ms, the error is set. Once set the ECU will output
a substitute value from a curve (MAP) in the ECU depending on engine speed and injection quantity.

Cause:
The Rail Pressure sensor signal is too low.

Possible failure modes:

1. Faulty circuit wiring, shorted to low source.

2. Faulty rail pressure sensor.
3. Faulty ECU, hardware or software.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3102 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the rail pressure sensor connections. All connections should be secure, tight, free of corro-
sion, abrasion and damage.

Inspect the harness from the ECU to the rail pressure sensor. Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the sensor supply voltage.

Turn the ignition switch OFF.

Disconnect the rail pressure sensor.

Measure the voltage between the rail pressure sensor supply, 284, PK and rail pressure sensor ground 282, BL.
The voltage should be approximately 5 V. Wiggle the harness during measurement to reveal an intermittent con-
dition.

A. The voltage is approximately 5 V. Go to step 4.

B. The voltage is less than 4.5 V. There is a problem with the sensor supply to the sensor. Repair or replace the
harness as required. Return to step 1 to confirm elimination of fault.
4. Check for a short circuit to ground.

Disconnect ECU connector X-016.

Disconnect the rail pressure sensor from the engine harness.

Turn the ignition switch ON.

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Measure the voltage between X-016 pin 41 and chassis ground. The chassis ground connection should be clean
and free of paint, oil, and dirt. The voltage should be less than 0.5 V. Wiggle the harness to reveal an intermittent
condition.

A. The connectors are secure and the harness is free of damage. Go to step 5.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
5. Check for a short circuit to ground.

Disconnect ECU connector X-016.

Disconnect the rail pressure sensor from the engine harness.

Turn the ignition switch ON.

Measure the voltage between X-016 pin 41 and chassis ground. The chassis ground connection should be clean
and free of paint, oil, and dirt. The voltage should be less than 0.5 V. Wiggle the harness to reveal an intermittent
condition.

A. The connectors are secure and the harness is free of damage. Go to step 6.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
6. Test the ECU

Turn the ignition switch OFF.

Disconnect the rail pressure sensor.

Connect the ECU connector, X-016.

Fabricate a jumper wire that will connect between the rail pressure sensor supply, 284, PK and rail pressure sensor
signal 283.

Connect the jumper between rail pressure sensor supply, 284, PK and rail pressure sensor signal 283.

Access the Electronic Service Tool fault code screen. Fault code 3102 should change to 3103.

A. The fault code changed to 3103. Fault code 3102 is no longer active. Temporarily replace the rail pressure
sensor and retest. Return to step 1 to confirm elimination of the fault.

B. The fault code 3102 is still active. Fault code 3103 did not become active. Temporarily replace the ECU and
retest. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3104-Rail Pressure Relief Valve - Open Circuit

Context:
The engine control unit (ECU) has determined that the pressure relief valve (PRV) is open. Normally the fuel pressure
in the rail is regulated by the metering unit of the high pressure pump. However, if this component is malfunctioning
the rail pressure can rise to critical levels. For this reason the common rail has a pressure relief valve (PRV) which is
a mechanical safety valve (no electrical connectors) that opens at a certain pressure level. An opening of the PRV is
detected by evaluating the gradient of the rail pressure (calculated by the ECU). If the PRV does not open on its own
after exceeding the pressure threshold it can also be forced open by a so-called 'kickoff' or pressure shock when the
metering valve of the high pressure fuel pump is set to maximum possible quantity. Once the PRV has been opened
it will remain open as long as the engine is running. A defective common rail pressure sensor, as judged by the ECU,
which evokes a kickoff (pressure shock) or a defect in an injection relevant component (small leak) can cause this
error to occur. This fault will only be cleared after an ECU reset.

Possible failure modes:

1. Faulty rail pressure sensor, signal not plausible.

2. Faulty common rail fuel system, small leak.
3. Faulty ECU, hardware or software.

Solution:

1. Use EST to check for other Rail Pressure sensor and injector (cylinder or bank) errors.

A. If Rail Pressure sensor or injector errors exist, follow troubleshooting procedure for existing Rail Pressure sen-
sor or injector error.

B. If no Rail Pressure sensor or injector errors exist, continue with step 2.

2. Check common rail fuel system for leaks.

A. If common rail fuel system leak is found, repair as required.

B. If no common rail fuel system leak is found, continue with step 3.

3. Visually inspect the rail pressure sensor connector and ECU connector X-016 for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, replace Rail Pressure sensor and restart engine. If error
reoccurs continue with step 4
4. Visually inspect ECU connector X-016 for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, continue with step 5

5. Visually inspect injector connectors INJ1, INJ2, INJ3, and INJ4 for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, continue with step 6

6. Reload ECU software.

A. If error reoccurs after trying to reload software, replace ECU.

B. If error has been resolved, continue with normal operation of machine.

Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3105-Rail Pressure Relief Valve - Pressure Shock Requested

Context:
The engine control unit (ECU) has determined that the fuel rail/system pressure is too high and the pressure relief
valve (PRV) did not open. Normally the fuel pressure in the rail is regulated by the metering unit of the high pressure
pump. However, if this component is malfunctioning the rail pressure can rise to critical levels. For this reason the
common rail has a PRV which is a mechanical safety valve (no electrical connectors) that opens at a certain pressure
level. An opening of the PRV is detected by evaluating the gradient of the rail pressure (calculated by the ECU). If the
PRV does not open on its own after exceeding the pressure threshold it can also be forced open by a so-called 'kickoff'
or pressure shock when the metering valve of the high pressure fuel pump is set to maximum possible quantity. Rail
pressure in excess of 148500 kPa (21538.1 psi) for 1 s evokes a kickoff (pressure shock) request by the ECU. If the
pressure shock (kickoff) does not immediately open the PRV, this error will occur. This fault will only be cleared after
an ECU reset.

Possible failure modes:

1. Faulty ECU, improper data set.

2. Faulty PRV, mechanical valve does not function.

Solution:

1. Use the EST to flash the ECU with the appropriate data set.

A. If the error reoccurs, replace the PRV.

B. If the error does not reoccur, return the combine to service.

Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3106-Rail Pressure Relief Valve - Did Not Open After Pressure

Shock
Context:
The engine control unit (ECU) has determined that the Pressure Relief Valve (PRV) did not open after a pressure
shock (kickoff). Normally the fuel pressure in the rail is regulated by the metering unit of the high pressure pump.
However, if this component is malfunctioning the rail pressure can rise to critical levels. For this reason the common
rail has a Pressure Relief Valve (PRV) which is a mechanical safety valve (no electrical connectors) that opens at a
certain pressure level. An opening of the PRV is detected by evaluating the gradient of the rail pressure (calculated
by the ECU). If the PRV does not open on its own after exceeding the pressure threshold it can also be forced open
by a so-called 'kickoff' or pressure shock when the metering valve of the high pressure fuel pump is set to maximum
possible quantity. Rail pressure in excess of 148500 kPa (21538.1 psi) for 1 s evokes a kickoff (pressure shock)
request by the ECU. If the pressure shock (kickoff) request is present longer than 2 s and did not immediately open
the PRV, this error will occur. This fault will only be cleared after an ECU reset.

Possible failure modes:

1. Faulty ECU, improper data set.

2. Faulty PRV, mechanical valve does not function.

Solution:

1. Use the EST to flash the ECU with the appropriate data set.

A. If the error reoccurs, replace the PRV.

B. If the error does not reoccur, return the combine to service.

Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3107-Fuel Metering Unit - Short Circuit To Battery

Context:
The engine control unit (ECU) has determined that a short to high source circuit condition exists in the fuel high pres-
sure pump low side circuit. The metering unit of the fuel high pressure pump regulates the pressure in the common
rail. The metering unit is closed-loop controlled by both main relay 1 (high side) and a low side power stage (main
relay 1 is an electronic control circuit within the ECU, providing source voltage to devices external to the ECU. The
low side power stage works in conjunction with the main relay 1 source, providing sensing and current limiting for the
circuit). The monitoring at low side is stopped if a short circuit to ground at the high side (main relay 1) is detected or it
is switched off for some reason. Failure detection of is only possible if the low side power stage is switched on. With
the current settings, the monitoring is shut off during after-run. This error is the result of the power stage hardware
report of 'short circuit to battery' (on the low side of the metering unit) longer than 0.0 (zero) milliseconds and once
the permanent error is detected the power stage is switched off.

Cause:
Fuel high pressure pump circuit is shorted to a high source.

Possible failure modes:

1. Faulty fuel high pressure pump control circuit, shorted to a high source.
2. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, continue with step 4.

2. Disconnect the Engine Injector harness from the ECU connector X-016 and place the ignition switch in the ON
position. Use a multi-meter to test for voltage from the Engine Injector harness side of connector X-016, pin 60 to
chassis ground. There should be no voltage.

A. If there is voltage, locate and repair the short to the voltage source.

B. If there is no voltage, continue with step 3

3. Disconnect the Engine Injector harness from the fuel high pressure pump at connector ZME and use a multi-meter
to check the resistance of the fuel high pressure pump solenoid coil. There should be a small amount of resistance.

A. If there is a small amount of resistance, try reloading the ECU software and if the error reoccurs, replace the
ECU.

B. If there is no resistance, the fuel high pressure pump solenoid coil has failed, replace the solenoid.
4. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3108-Fuel Metering Unit - Short Circuit to Ground

Context:
The engine control unit (ECU) has determined that a short to low source circuit condition exists in the fuel high pres-
sure pump low side circuit. The metering unit of the fuel high pressure pump regulates the pressure in the common
rail. The metering unit is closed-loop controlled by both main relay 1 (high side) and a low side power stage (main
relay 1 is an electronic control circuit within the ECU, providing source voltage to devices external to the ECU. The
low side power stage works in conjunction with the Main Relay 1 source, providing sensing and current limiting for the
circuit). The monitoring at low side is stopped if a short circuit to ground at the high side (main relay 1) is detected or it
is switched off for some reason. Failure detection of is only possible if the low side power stage is switched off. With
the current settings, the monitoring is shut off during after-run. This error is the result of the power stage hardware
report of 'short circuit to ground' (on the low side of the metering unit) longer than 0.28 seconds and the power stage
has most likely switched off.

Cause:
Fuel high pressure pump circuit is shorted to a low source.

Possible failure modes:

1. Faulty fuel high pressure pump control circuit, shorted to a low source.
2. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, continue with step 4.

2. Disconnect the Engine Injector harness from the ECU at connector X-016. Use a multi-meter to test for continuity
from the Engine Injector harness side of connector X-016, pin 60 to ground. There should be no continuity.

A. If there is continuity, continue with step 3.

B. If there is no continuity, try reloading the ECU software and if the error reoccurs, replace the ECU.
3. Disconnect the Engine Injector harness from the Fuel high pressure pump at connector ZME and use a multi-meter
to check for continuity on the fuel high pressure pump side of connector ZME, pins 1 and 2 to chassis ground.
There should be no continuity on either pin to ground.

A. If there is continuity on either pin, the fuel high pressure pump solenoid coil has failed, replace the solenoid.

B. If there is no continuity on either pin, there is a short to low source in the Engine Injector harness, locate and
repair the short to ground.
4. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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 Electrical systems - FAULT CODES

3112-Rail Pressure Sensor CP3 - Signal Above Maximum Range

Context:
The engine control unit (ECU) has sensed that the Fuel Pressure sensor signal is too high. The test frequency of the
sensor is every 10 ms and if the signal is in excess of 4.86 V for over 200 ms, the error is set. Once set the ECU will,
instead of using the peak rail pressure value of the last 10 ms and the current rail pressure, output a substitute value
from a curve (MAP) in the ECU depending on engine speed and injection quantity.

Cause:
The Fuel Pressure sensor signal is too high.

Possible failure modes:

1. Faulty Fuel Pressure sensor.

2. Faulty circuit wiring, shorted to high source.
3. Faulty ECU, hardware or software.

Solution:

1. Disconnect the engine sensor harness from the ECU at ECU engine connector X-016 and place the ignition switch
in the ON position. Using a multi-meter check the voltage on the ECU engine connector from pin 11 to pin 26.
There should be 5 V.

A. If there is 5 V reconnect ECU engine connector and continue with step 2.

B. If there is greater than 5 V, there is a failure inside the ECU, replace the ECU.
2. Disconnect the engine sensor harness from the Rail Pressure sensor and place the ignition switch in the ON
position. Use a multi-meter check the voltage on the engine harness side of Rail pressure sensor connector RDS4
from pin 3 to pin 1. There should be 5 V.

A. If there is 5 V leave the Rail pressure sensor connector disconnected and continue with step 3.

B. If there is greater than 5 V, there is a short to high source in the sensor circuit wiring, leave the Rail pressure
sensor connector RDS4 disconnected and continue with step 4.
3. Disconnect the engine sensor harness from the ECU at ECU engine connector X-016. Use a multi-meter test for
voltage between the engine sensor harness side of ECU engine connector X-016, pin 41 and chassis ground and
also between Rail pressure sensor connector RDS4, pin 2 and chassis ground. There should be no voltage.

A. If there is voltage on either or both tests, there is a short to high source in the sensor signal wire, locate and
repair the short to high source.

B. If there is no voltage, either the sensor has failed or the ECU is faulty. Replace the Rail Pressure sensor and
if the fault reoccurs reload the ECU software. If the fault reoccurs after replacing the sensor and reloading
software, replace the ECU.
4. Disconnect the engine sensor harness from the ECU at ECU engine connector X-016. Use a multi-meter test for
voltage between the engine sensor harness side of ECU engine connector X-016, pin 11 and ground and also
between Rail pressure sensor connector RDS4, pin 3 and ground. There should be no voltage.

A. If there is voltage, on either or both tests, there is a short to high source in the sensor source wire. Locate and
repair the short to high source.

B. If there is no voltage, on both tests, there is a short to high source in the sensor ground reference wire. Locate
and repair the short to high source.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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 Electrical systems - FAULT CODES

3137-Metering Unit - Open Load

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Pump control valve (Metering
Unit - High Pressure Pump Regulator solenoid/valve) circuit. The metering unit of the fuel high pressure pump regu-
lates the pressure in the common rail. The metering unit is controlled by both main relay 1 high side and a low side
power stages (main relay 1 is an electronic control circuit within the ECU used to provide fixed and variable control
signals to devices external to the ECU). The monitoring at low side is stopped if a short circuit to ground at the high
side (main relay 1) is detected or it is switched off for some reason. Failure detection of an over current condition is
only possible if the low side power stage is switched on and the open circuit condition only if it is switched off. With
the current settings, the monitoring is shut off during after-run. This error is the result of the power stage hardware
report of an 'open load' in the metering unit longer than 200 milliseconds.

Cause:
Pump control valve circuit is open.

Possible failure modes:

1. Faulty Pump control valve, open solenoid coil.

2. Faulty circuit, open conductor.
3. Faulty ECU, hardware or software.

Solution:

1. Disconnect the ECU cylinder connector from the ECU at connector X-016. Use a multi-meter to check the resis-
tance on the Engine Injector harness side of connector X-016, from pin 60 to pin 15. There should be approximately
3.2 Ω.

A. If there is approximately 3.2 Ω, check for other ECU errors and follow those troubleshooting procedures.

B. If there is a high resistance reading, leave connector X-016 disconnected and continue with step 2.
2. Disconnect the Engine Injector harness from the pump control valve at connector ZME. Use a multi-meter to check
the resistance of the pump control valve solenoid coil. There should be approximately 3.2 Ω.

A. If there is approximately 3.2 Ω, leave connector ZME disconnected and continue with step 3.

B. If there is a high resistance reading, replace the Pump control valve solenoid.
3. Use a multi-meter to check for continuity from the Engine Injector harness side of connector ZME, pin 1 to the
Engine Injector harness side of connector X-016, pin 15. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 4

B. If there is no continuity, locate and repair the break in the wire.

4. Use a multi-meter to check for continuity from the Engine Injector harness side of connector ZME, pin 2 to the
Engine Injector harness side of connector X-016, pin 60. There should be continuity.

A. If there is continuity, try reloading the ECU software and if the error reoccurs, replace the ECU.

B. If there is no continuity, locate and repair the break in the wire.

Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3139-Metering Unit Signal Range Check - Signal Too High

Context:
The engine control unit (ECU) has determined that it is sensing a voltage greater than 5.2 V. The metering unit of the
fuel high pressure pump regulates the pressure in the common rail.

Cause:
Fuel high pressure pump circuit is shorted to a high source.

Possible failure modes:

1. Faulty fuel high pressure pump control circuit, shorted to a high source.
2. Faulty fuel high pressure pump.
3. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, return machine to proper operation.
2. Disconnect the wiring harness from the ECU. Place the ignition switch in the ON position. Use a multi-meter to
test for voltage from the wiring harness side connector pin 15 to chassis ground. There should be no voltage.

A. If there is voltage, locate and repair the short to the voltage source.

B. If there is no voltage, continue with step 3

3. Disconnect the wiring harness from the fuel high pressure pump. Use a multi-meter to check the resistance of the
fuel high pressure pump solenoid coil. There should be a small amount of resistance.

A. If there is a small amount of resistance, try reloading the ECU software and if the error reoccurs, replace the
ECU.

B. If there is no resistance, the fuel high pressure pump solenoid coil has failed, replace the solenoid.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3140-Metering Unit Signal Range Check - Signal Too Low

Context:
The engine control unit (ECU) has determined that the sensing voltage is less than 0.0 V. The metering unit of the
fuel high pressure pump regulates the pressure in the common rail.

Cause:
Fuel high pressure pump circuit is shorted to a low source.

Possible failure modes:

1. Fuel high pressure pump control circuit, shorted to a low source.

2. Faulty Fuel high pressure pump.
3. Faulty control module.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, return machine to proper operation.
2. Disconnect the wiring harness from the ECU module. Use a multi-meter to check for continuity from the wiring
harness side of ECU connector pin 15 to chassis ground. There should be no continuity.

A. If there is continuity, continue with step 3

B. If there is no continuity, try reloading the ECU software and if the error reoccurs, replace the ECU.
3. Disconnect the wiring harness from the Fuel high pressure pump. Use a multi-meter to check for continuity on the
fuel high pressure pump connector pins 1 and 2 to chassis ground. There should be no continuity on either pin to
ground.

A. If there is continuity on either pin, the fuel high pressure pump solenoid coil has failed, replace the solenoid.

B. If there is no continuity on either pin, there is a short to low source in the wiring harness, locate and repair the
short to ground.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3141-Set point of fuel volume flow through metering unit is lower

than calculated limit
Context:
The engine control unit (ECU) has determined that there is either Fuel System Leakage or the Metering Unit (High
Pressure Pump Regulator solenoid/valve) is jammed in closed position. The rail pressure is monitored by various fault
paths during active pressure control by the metering unit. The fault path at hand detects a leakage of fuel by monitoring
the set-point current used to control the metering unit. The monitoring is only active if the high pressure governor (High
Pressure Pump Regulator solenoid/valve) is operating in closed loop control, the rail pressure governor deviation is
within the range +/- 5000 kPa (725.2 psi) and the monitoring has not been inhibited by other faults. If the metering
unit current control set-point current is below a calculated minimum limit over 2.5 seconds this error will occur. [This
limit is calculated from various curves, maps and correction factors established by the ECU]. This error is the result
of an inaccurate Rail pressure sensor or defective high pressure pump in the high pressure system or Metering unit
reflux too low, fuel system leakage, or metering unit jammed in the closed position in the low pressure system.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3146-Water detected in fuel

Context:
The Engine Control Unit (ECU) has sensed that the fuel filter water tank is full. The fuel filter separates any water
from the fuel, and collects it in a special tank. This fault path is set if the tank is full and not emptied over a certain
time. After preliminary debouncing of the signal. if the fuel filter water level sensor is active over 5 s, this fault is set.
This fault will reset, if after preliminary debouncing, the level sensor is not active for over 0.5 s.

Cause:
The water in fuel sensor detects there is water in fuel filter.

Possible failure modes:

1. The fuel filter water tank is full.

2. Faulty wiring harness.
3. Faulty sensor.

Solution:

1. Check the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If fault is no longer present or inactive, check for intermittent fault.

2. Check the filter water tank.

Place the key switch in the OFF position.

Check the fuel filter water tank for contents.

A. If the fuel filter water tank is not full, do not reinstall. Continue with Step 3.

B. If the fuel filter water tank is full, properly dispose the tank contents and reinstall.
3. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the water in fuel sensor.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 4.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

4. Check the water in fuel signal wire.

Place the key switch OFF.

Disconnect the wiring harness from the water in fuel sensor.

Place the key switch ON.

Use a multimeter to check for voltage from the sensor wiring harness side of connector pin 1 to chassis ground.

There should be less than 0.5 V.

A. If the voltage reading is correct, the sensor has failed. Replace the sensor.

B. If the voltage reading is greater than 0.5 V, there is a short to high source. Locate and repair faulty wiring.
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3157-CAN Engine Timeout SCH Code

Cause:
Engine configuration does not match the instrument cluster configuration stored.

Possible failure modes:

1. Configuration error
2. Problem in the CAN bus wiring.

Solution:

1. Verify that the fault code is active.

(1) Connect the Electronic Service Tool to the service tool connector.

(2) To check for fault code: Start and operate machine.

A. Fault code 3157 and/or 3158 are active. No other fault codes are active. The engine configuration does not
match the instrument cluster configuration stored. Correct configuration error.
Verify all modules on the CAN bus have the latest software versions.

B. Fault code 3157 and other CAN Data Link fault codes such as 9151 - 9154, 9405, 9406, 9410, or 1051 through
1059 are present and ACTIVE. This is an indication of a problem in the CAN Data Link circuit.
Please see 9151-CAN Connection: CAN Communication Timed Out After 5 Seconds (55.640), step 2.

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3158-Engine controller configuration error anti-tamper

Cause:
Engine configuration does not match the instrument cluster configuration stored.

Possible failure modes:

1. Configuration error

Solution:

1. Engine configuration does not match the instrument cluster configuration stored. Correct configuration error.

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3166-Fuel filter heater relay - short circuit to battery

Context:
The Engine Control Unit (ECU) provides a signal to actuate the fuel filter heating relay control circuit.

Cause:
The power stage of the fuel filter heating relay control circuit is shorted to a high source.

Possible failure modes:

1. Faulty wiring harness.

2. Faulty relay.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the fuel filter heating relay.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the relay.

Place the key switch OFF.

Disconnect the fuel filter heating relay.

Use a multimeter to measure the resistance of the relay from pin 85 to pin 86.

A. If the relay has a nominal resistance value, leave the relay removed. Continue with Step 4.

B. If there is infinite or 0 Ω the relay has failed. Replace the relay.

4. Check the relay control signal.

Place the key switch ON.

Use a multimeter to check for voltage from the relay cavity pin 1 to chassis ground.

There should be less than 0.5 V.

A. If the voltage reading is greater than 0.5 V, continue with Step 5.

B. If the voltage reading is correct, try to update the ECU software. If the fault is still present, replace the ECU.
5. Locate the short to high source.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

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Use a multimeter to check for voltage from the ECU wiring harness connector X-012 pin 70 to chassis ground.

There should be no voltage.

A. If there is voltage, there is a short to high source in the wiring harness. Locate and repair faulty wiring.

B. If there is no voltage, try to update the ECU software. If the fault is still present, replace the ECU.
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3167-Fuel Filter Heater Relay - Short Circuit To Ground

Context:
The Engine Control Unit (ECU) provides a signal to actuate the fuel filter heating relay control circuit.

Cause:
The power stage of the fuel filter heating relay control circuit is shorted to a low source.

Possible failure modes:

1. Faulty wiring harness.

2. Faulty relay.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the fuel filter heating relay.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the relay.

Place the key switch OFF.

Disconnect the fuel filter heating relay.

Use a multimeter to measure the resistance of the relay from pin 85 to pin 86.

A. If the relay has a nominal resistance value, leave the relay removed. Continue with Step 4.

B. If there is infinite or 0 Ω the relay has failed. Replace the relay.

4. Check the relay control signal.

Place the key switch OFF.

Use a multimeter to check for continuity from the relay cavity pin 1 to chassis ground.

There should be no continuity.

A. If there is continuity, continue with Step 5.

B. If there is no continuity, try to update the ECU software. If the fault is still present, replace the ECU.
5. Locate the short to low source.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Use a multimeter to check for continuity from the ECU wiring harness connector X-012 pin 70 to chassis ground.

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There should be no continuity.

A. If there is continuity, there is a short to low source in the wiring harness. Locate and repair faulty wiring.

B. If there is no continuity, try to update the ECU software. If the fault is still present, replace the ECU.
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3168-Fuel filter heater relay - open load

Context:
The Engine Control Unit (ECU) provides a signal to actuate the fuel filter heating relay control circuit.

Cause:
The power stage of the fuel filter heating relay control circuit is open.

Possible failure modes:

1. Faulty wiring harness.

2. Faulty relay.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the fuel filter heating relay.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the relay.

Place the key switch OFF.

Disconnect the fuel filter heating relay.

Use a multimeter to measure the resistance of the relay from pin 85 to pin 86.

A. If the relay has a nominal resistance value, leave the relay removed. Continue with Step 4.

B. If there is infinite or 0 Ω the relay has failed. Replace the relay.

4. Check the relay control signal.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Use a multimeter to check for continuity from the relay wiring harness pin 1 to ECU wiring harness connector X-012
pin 70.

There should be continuity.

A. If there is no continuity, there is an open circuit in the wiring harness. Locate and repair the faulty wiring.

B. If there is continuity, try to update the ECU software. If the fault is still present, replace the ECU.
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3169-Fuel filter heater relay - signal not plausible

Context:
The Engine Control Unit (ECU) provides a signal to actuate the fuel filter heating relay control circuit.

Cause:
The power stage of the fuel filter heating relay control circuit has developed a fault.

Possible failure modes:

1. Faulty wiring harness.

2. Faulty relay.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the fuel filter heating relay.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the relay.

Place the key switch OFF.

Disconnect the fuel filter heating relay.

Use a multimeter to measure the resistance of the relay from pin 85 to pin 86.

A. If the relay has a nominal resistance value, leave the relay removed. Continue with Step 4.

B. If there is infinite or 0 Ω the relay has failed. Replace the relay.

4. Check the relay control signal for a short circuit.

Place the key switch OFF.

Use a multimeter to check for continuity from the relay cavity connector pin 1 to pin 2.

There should be no continuity.

A. If there is no continuity, try to update the ECU software. If the fault is still present, replace the ECU.

B. If there is continuity, there is a short circuit in the wiring harness. Locate and repair faulty wiring.

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3176-Setpoint of metering unit not plausible in overrun

Context:
The engine control unit (ECU) has determined that the Metering Unit (High Pressure Pump Regulator solenoid/valve)
has excessively opened to reach the desired Rail pressure. The rail pressure is monitored by various fault paths
during active pressure control by the metering unit. The fault path at hand detects an excessive leakage of fuel by
monitoring the set-point value of the fuel volume flow through the metering unit during overrun. The monitoring is
only active if the high pressure governor (High Pressure Pump Regulator solenoid/valve) is operating in closed loop
control, the engine is in overrun condition, the fuel injection quantity is zero and the monitoring has not been inhibited
by other faults. If the set-point value of the rail pressure governor for the fuel volume flow through the metering unit
exceeds an upper limit over 2.5 seconds this error will occur. [This limit is interpolated from the rail pressure dependent
curve, established by the ECU]. This error is the result of leakage in the high pressure section; injection nozzle stuck
in open position, worn or defective high pressure pump, worn injector, leaking pressure relief valve. or leakage in the
low pressure system; 'Zero delivery' is not active in metering unit (excessive leakage in metering unit).
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3177-Engine overspeed detected

Context:

• An unacceptably high engine speed may arise in the event of a fault in the Engine Control Unit (ECU) or under
certain operating states like downhill travel. In this case the failure should not indicate a fault but simply informs
about a "misuse" of the engine.
• No action is necessary, unless this fault occurs repeatedly. Check for ECU fault codes. If there are fault codes
present, proceed to that troubleshooting procedure.

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3179-Timeout of CAN Message BC2EDC2

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as
a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

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5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-012 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-012 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the reading is incorrect, the resistor has failed. Replace the ECU.

B. If the reading is correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wire harnesses - Electrical schematic sheet 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic sheet 35 (55.100.DP-C.20.E.35)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3180-Timeout of CAN Message VCM2EDC

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as
a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

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 Electrical systems - FAULT CODES

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-012 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-012 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the reading is incorrect, the resistor has failed. Replace the ECU.

B. If the reading is correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wire harnesses - Electrical schematic sheet 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic sheet 35 (55.100.DP-C.20.E.35)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3182-Timeout Of CAN Message RxCCVS

Context:
The ECU is not receiving messages on the vehicle CAN bus.

Cause:
The ECU is not receiving messages on the vehicle CAN bus.

Possible failure modes:

1. Open or shorted wire in system.

2. Failure of Instrument Cluster.
3. Failure of ECM.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Continue with this procedure if three or more fault codes are active, such as 9151 - 9154, 9405, 9406, 9410, or
1051 through 1059. This is an indication of a problem in the CAN Data Link circuit.
If one or two CAN bus fault codes are active, check all CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment. This may be an indication of an intermittent
connection in the CAN bus.
Verify all modules on the CAN bus have the latest software versions.

A. CAN Data Link fault codes are not recorded again and are no longer ACTIVE. OK to return the machine service.

B. CAN Data Link fault codes are present and ACTIVE.

Please see 9151-CAN Connection: CAN Communication Timed Out After 5 Seconds (55.640), step 2.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 10 (55.100.DP-C.20.E.10)
Wire harnesses - Electrical schematic sheet 21 (55.100.DP-C.20.E.21)
Wire harnesses - Electrical schematic sheet 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic sheet 27 (55.100.DP-C.20.E.27)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)
Wire harnesses - Electrical schematic sheet 12 (55.100.DP-C.20.E.12)
Wire harnesses - Electrical schematic sheet 19 (55.100.DP-C.20.E.19)
Wire harnesses - Electrical schematic sheet 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic sheet 31 (55.100.DP-C.20.E.31)
Wire harnesses - Electrical schematic sheet 35 (55.100.DP-C.20.E.35)

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3188-Cylinder 1 Warning - Open Load

Context:
The Engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 1 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present) and others
evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine control unit (ECU) has determined that there is a fault associated with the current monitoring of the Cylin-
der 1 injector output power driver stage.

Possible failure modes:

1. Faulty Cylinder 1 injector solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, continue with step 5.

2. Carefully disconnect the engine harness from the ECU at the cylinder connector 3. Use a multi-meter to check
the resistance, on the engine harness side of the cylinder connector 3, between pins 4 and 13. There should be
0.4 - 0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU .

B. If the resistance was significantly greater than maximum range, continue with step 3
3. Disconnect the engine cylinder harness from the injector (valve) cover at connector VC1. Use a multi-meter to
check resistance on the injector (valve) cover side of connector from pin 3 to pin 4. There should be 0.4 - 0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine cylinder harness between
the ECU cylinder harness connector 3 and the Cylinder 1 /2 valve cover connector VC1. Locate and repair the
broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 1 injector at connector
INJ1. Use a multi-meter to check resistance, on the Cylinder 1 injector, from terminal 1 to terminal 2. There should
be 0.4 - 0.5 Ω.

A. If the resistance is within range, there is an open circuit condition in the injector harness, between injector
connector and ECU cylinder connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 1 injector solenoid coil has failed.
Replace the injector.

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5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3192-Cylinder 2 Warning - Open Load

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 2 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
Cylinder 2 injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or open solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, continue with step 5.

2. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the engine injector harness side of connector 3, between pins 6 and 11. There should be 0.4 -
0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU.

B. If the resistance was significantly greater than maximum range, continue with step 3
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC1. Use a multi-meter to
check resistance on the injector (valve) cover side of connector VC1 from pin 1 to pin 2. There should be 0.4 -
0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
connector 3 and connector VC1. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 2 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 2 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, there is an open circuit condition in the injector harness, between connector
VC1 and connector INJ2. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 2 injector solenoid coil has failed.
Replace the injector.

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5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3196-Cylinder 3 Warning - Open Load

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 3 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
Cylinder 3 injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or open solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, continue with step 5.

2. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the engine injector harness side of connector 3, between pins 12 and 5. There should be 0.4 -
0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU.

B. If the resistance was significantly greater than maximum range, continue with step 3
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC2. Use a multi-meter to
check resistance on the injector (valve) cover side of connector VC2 from pin 3 to pin 4. There should be 0.4 -
0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
connector 3 and connector VC2. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 3 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 3 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, there is an open circuit condition in the injector harness, between connector 3
and connector VC2. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 3 injector solenoid coil has failed.
Replace the injector.

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5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3200-Cylinder 4 Warning - Open Load

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 4 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
Cylinder 4 injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or open solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, continue with step 5.

2. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the engine injector harness side of connector 3, between pins 3 and 14. There should be 0.4 -
0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU.

B. If the resistance was significantly greater than maximum range, continue with step 3
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC2. Use a multi-meter to
check resistance on the injector (valve) cover side of connector VC2 from pin 1 to pin 2. There should be 0.4 -
0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
connector 3 and connector VC2. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 4 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 4 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, there is an open circuit condition in the injector harness, between connector
VC2 and connector INJ4. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 4 injector solenoid coil has failed.
Replace the injector.

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5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3210-Bank 1 - General Short Circuit To Injector Cable

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to accurately measure resistance
. The DMM must measure to a resolution of 0.1 ohms. The required measurements are as low as 0.4 ohms (typical
injector solenoid coil resistance is 0.4 - 0.5 Ω) and any DMM inaccuracies will cause the technician to inaccurately
troubleshoot.
NOTE: Ensure the DMM's test lead resistance is considered when measuring resistance. Touch the leads together
on the lowest Ohms scale and record the resistance measurement. Subtract this value from all future resistance
measurements.

Context:
The Engine Control Unit (ECU) has determined a short circuit exists in an injector cable in Bank 1 (Group A, Cylin-
ders 1 & 4). A power stage component energizes the injection system transistors while observing the current flow
in the high-side and low-side switching branch by sensing resistors. Deviations from the expected current flow are
detected as specific errors by the component and reported to the ECU. Error messages are configured to contain
information on performed injections, same bank cylinder errors, bank specific errors and cylinder specific errors. The
configured error message is compared to applicable error patterns, and the failure matching the pattern is output. If
an error message doesn't match a pattern the defect becomes an unclassifiable error. Monitoring is performed once
per camshaft revolution. This error is a result of a general short circuit of the high side to battery or ground over 4
camshaft revolutions. This error shuts off an individual cylinder or bank, based on ECU parameters. Certain param-
eters, as currently applied, are permanent; there is no healing possibility after testing: switching on the component to
ascertain the defect's presence. Others evoke an irreversible or reversible engine shut off.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of an injector
output power driver stage in Bank 1.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty injection valve or shorted solenoid windings.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3210 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and all four injector connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to all four injectors. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the harness.

Turn the ignition switch OFF.

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Disconnect ECU connector X-016.

Disconnect injector connectors 1 and 2.

Measure the resistance between X-016 pin 16 and X-016 pin 32. The resistance should be greater than 20,000 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-016 pin 17 and X-016 pin 48. The resistance should be greater than 20,000 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-016 pin 16 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-016 pin 32 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-016 pin 17 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-016 pin 48 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

A. All resistance measurements are greater than 20,000 Ω. Go to step 4.

B. One or more resistance measurement are less than 20,000 Ω. There is a short circuit in the harness. Repair
or replace the harness or connectors as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance at the injector.

Leave the ignition switch OFF.

Measure the resistance between the injector pins on the injector 1. The resistance should be approximately 0.4 Ω.

Measure the resistance between the injector pins on the injector 2. The resistance should be approximately 0.4 Ω.

A. Both resistance measurements are between 0.4 - 0.5 Ω. Go to step 5.

B. One or both resistance measurement are less than 0.4 Ω. There is a short circuit in the injector. Temporarily
replace the injector and retest. Return to step 1 to confirm elimination of fault.
5. Measure the resistance of the injector to chassis ground.

Leave the ignition switch OFF.

Measure the resistance between the injector 1, pin 1 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω.

Measure the resistance between the injector 1, pin 2 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω.

Measure the resistance between the injector 2, pin 1 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω.

Measure the resistance between the injector 2, pin 2 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω.

A. All resistance measurement are greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to
step 1 to confirm elimination of the fault.

B. One or more resistance measurement are less than 20,000 Ω. There is a short circuit in the injector to chassis
ground. Temporarily replace the injector and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units

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 Electrical systems - FAULT CODES

Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)

EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3218-Bank 2 - General Short Circuit On Injector Cable

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to accurately measure resistance
. The DMM must measure to a resolution of 0.1 ohms. The required measurements are as low as 0.4 ohms (typical
injector solenoid coil resistance is 0.4 - 0.5 Ω) and any DMM inaccuracies will cause the technician to inaccurately
troubleshoot.
NOTE: Ensure the DMM's test lead resistance is considered when measuring resistance. Touch the leads together
on the lowest Ohms scale and record the resistance measurement. Subtract this value from all future resistance
measurements.

Context:
The Engine Control Unit (ECU) has determined a short circuit exists in an injector cable in Bank 2 (Group B, Cylin-
ders 2 & 3). A power stage component energizes the injection system transistors while observing the current flow
in the high-side and low-side switching branch by sensing resistors. Deviations from the expected current flow are
detected as specific errors by the component and reported to the ECU. Error messages are configured to contain
information on performed injections, same bank cylinder errors, bank specific errors and cylinder specific errors. The
configured error message is compared to applicable error patterns, and the failure matching the pattern is output. If
an error message doesn't match a pattern the defect becomes an unclassifiable error. Monitoring is performed once
per camshaft revolution. This error is a result of a general short circuit of the high side to battery or ground over 4
camshaft revolutions. This error shuts off an individual cylinder or bank, based on ECU parameters. Certain param-
eters, as currently applied, are permanent; there is no healing possibility after testing: switching on the component to
ascertain the defect's presence. Others evoke an irreversible or reversible engine shut off.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of an injector
output power driver stage in Bank 2.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty injection valve or shorted solenoid windings.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3218 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and all four injector connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to all four injectors. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the harness.

Turn the ignition switch OFF.

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Disconnect ECU connector X-016.

Disconnect injector connectors 3 and 4.

Measure the resistance between X-016 pin 31 and X-016 pin 1. The resistance should be greater than 20,000 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-016 pin 46 and X-016 pin 2. The resistance should be greater than 20,000 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-016 pin 31 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-016 pin 1 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-016 pin 46 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-016 pin 2 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

A. All resistance measurements are greater than 20,000 Ω. Go to step 4.

B. One or more resistance measurement are less than 20,000 Ω. There is a short circuit in the harness. Repair
or replace the harness or connectors as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance at the injector.

Leave the ignition switch OFF.

Measure the resistance between the injector pins on the injector 3. The resistance should be approximately 0.4 Ω.

Measure the resistance between the injector pins on the injector 4. The resistance should be approximately 0.4 Ω.

A. Both resistance measurement are between 0.4 - 0.5 Ω. Go to step 5.

B. One or both resistance measurement are less than 0.4 Ω. There is a short circuit in the injector. Temporarily
replace the injector and retest. Return to step 1 to confirm elimination of fault.
5. Measure the resistance of the injector to chassis ground.

Leave the ignition switch OFF.

Measure the resistance between the injector 3, pin 1 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω.

Measure the resistance between the injector 3, pin 2 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω.

Measure the resistance between the injector 4, pin 1 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω.

Measure the resistance between the injector 4, pin 2 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20,000 Ω.

A. All resistance measurement are greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to
step 1 to confirm elimination of the fault.

B. One or more resistance measurement are less than 20,000 Ω. There is a short circuit in the injector to chassis
ground. Temporarily replace the injector and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units

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Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)

EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3230-Injection processor error - stop engine

Context:
The engine control unit (ECU) has sensed a problem with the internal supply voltage for Fuel Injector Group “A”, the
fault path for errors in the power stage component of the unit injection system. The power stage monitors itself and
reports detected errors to the ECU. Monitoring is performed once per camshaft revolution. If the power stage compo-
nent On Time-out is present for at least one cylinder for longer than 3 camshaft revolutions , this error will occur. As a
result of this error an individual cylinder or bank is shut off. This shut off is currently applied to be permanent without
a healing possibility by switching on the component to see if the defect is still present. With either an irreversible or
reversible shut off of the engine being executed. The reason for this failure is a defective ECU. If the fault doesn't
reset or reoccurs, replace the ECU.

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3235-Number of Injections Limited - by Charge Balance

Context:
The number of injections is greater than normal injections released for current engine speed. This fault will correct
when the number of injections are in range with engine speed. To correct this fault, try re-flashing the software. If that
does not correct the fault, replace the ECU.

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3236-Number of Injections Limited - by Quantity Balance

Context:
The number of injections is greater than normal injections released for current engine speed. This fault will correct
when the number of injections are in range with engine speed. To correct this fault, try re-flashing the software. If that
does not correct the fault, replace the ECU.

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3237-Number of Injections Limited - by Software

Context:
This fault has occurred because the desired number of injections is greater than maximum number of injections per
cycle, depending on battery voltage and power requirements for energizing. Check battery voltage, and check power
supply of booster banks. If battery voltage is low, charge battery and recheck. If battery does not hold a charge,
replace the battery. If the power supply of the booster banks is insufficient, check for other faults present. Resolve
those faults.

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3238-Communication error of CJ940 processor

Context:
The engine control unit (ECU) has detected an internal communications error. Internal communications between
the micro-controller and each CJ940 module (peripheral integrated circuit) via the SPI bus is monitored cyclically
every 20 milliseconds by evaluating the corresponding communication error flag which is provided by the hardware
encapsulation. For every test an error counter is increased or decreased in steps of one. If the error counter for
defective SPI buss communications reaches or exceeds a value of 5 this error becomes active and will reset once the
error counter is equal to or below the value of 0 (zero). This error is caused by electrical disturbances or an internal
defect of the ECU. If failure remains present, replace the ECU.

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3239-Engine Controller EEPROM - Read Operation Error

Context:
The engine control unit (ECU) has detected an error during the last EEPROM read operation. The hardware encap-
sulation of the ECU checks each data block of the EEPROM and sets a status flag depending on if an error is found
or not found. These flags are processed every 20 milliseconds by the Diagnostic System Management (DSM) and
depending on their value a failure or no failure is detected. If a failure is detected this error sets and should reset
immediately if the EEPROM operates correctly. This failure can be the result of wrong programming / flashing of the
ECU or an internal defect. Try to flash the ECU correctly with the proper data set. If the error persists, replace the
ECU.

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3240-Engine controller EEPROM - Write operation failure

Context:
The engine control unit (ECU) has detected an error during the last EEPROM write operation. The hardware encap-
sulation of the ECU checks each data block of the EEPROM and sets a status flag depending on if an error is found
or not found. These flags are processed every 20 milliseconds by the Diagnostic System Management (DSM) and
depending on their value a failure or no failure is detected. If a failure is detected this error sets and should reset
immediately if the EEPROM operates correctly. This failure can be the result of wrong programming / flashing of the
ECU or an internal defect. Try to flash the ECU correctly with the proper data set. If the error persists, replace the
ECU.

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3241-Engine controller EEPROM - Default value used

Context:
The Engine Control Unit (ECU) has detected that substitute values for the Electrically Erasable Programmable Read-
Only Memory (EEPROM) are used. If a failure is detected, this fault sets and should reset immediately if the EEPROM
operates correctly. This failure can be the result of wrong programming / flashing of the ECU or an internal defect.

Cause:
The ECU has detected an internal fault.

Possible failure modes:

1. Faulty software.
2. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3242-Engine Controller (Locked) Recovery Occurred

Context:
The engine control unit (ECU) has detected, during system start up, a hardware or configuration problem. This triggers
an ECU recovery (reset of the CPU - Central Processing Unit) that is stored as protected. During a fresh ECU start
up different hardware tests are performed. If the error remains present even after reset, the software remains in the
boot-block and the driving software is not processed. If three recoveries are triggered within 4 seconds an irreversible
shut off of the system is carried out and the ECU is classified as permanently defective. In this case no error entry is
possible. If, however, the error leading to recovery is not detected repeatedly and the system is allowed to start up,
one of three recovery errors becomes active depending on the visibility of the recovery. This error can be the result
of electronic disturbances, various hardware defects (ECU internal) or configuration problems. If this error occurs
repeatedly, reprogram the ECU and if the error remains, replace the ECU.

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3243-Engine Controller Recovery (Suppressed) - Recovery

Occurred
Context:
The engine control unit (ECU) has detected, during system start up, a hardware or configuration problem. This triggers
an ECU recovery (reset of the CPU - Central Processing Unit) that is not stored. During a fresh ECU start up different
hardware tests are performed. If the error remains present even after reset, the software remains in the boot-block
and the driving software is not processed. If three recoveries are triggered within 4 seconds an irreversible shut
off of the system is carried out and the ECU is classified as permanently defective. In this case no error entry is
possible. If, however, the error leading to recovery is not detected repeatedly and the system is allowed to start up,
one of three recovery errors becomes active depending on the visibility of the recovery. This error can be the result
of electronic disturbances, various hardware defects (ECU internal) or configuration problems. If this error occurs
repeatedly, reprogram the ECU and if the error remains, replace the ECU.

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3244-Engine Controller Recovery (Visible) - Recovery Occurred

Context:
The engine control unit (ECU) has detected, during system start up, a hardware or configuration problem. This triggers
an ECU recovery (reset of the CPU - Central Processing Unit) that is visible in the error memory. During a fresh ECU
start up different hardware tests are performed. If the error remains present even after reset, the software remains
in the boot-block and the driving software is not processed. If three recoveries are triggered within 4 seconds an
irreversible shut off of the system is carried out and the ECU is classified as permanently defective. In this case no
error entry is possible. If, however, the error leading to recovery is not detected repeatedly and the system is allowed
to start up, one of three recovery errors becomes active depending on the visibility of the recovery. This error can be
the result of electronic disturbances, various hardware defects (ECU internal) or configuration problems. If this error
occurs repeatedly, reprogram the ECU and if the error remains, replace the ECU.

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3245-Engine Controller - Watchdog Not Plausible

Context:
The engine control unit (ECU) has detected a fault in the internal monitoring circuitry. The ECU contains a CPU (central
processing unit) and other microprocessor based circuitry one of which serves as a monitoring module (watchdog).
These two components communicate via the internal communications network (SPI-Bus). Both devices mutually
monitor one another for correct functioning. The watchdog initiates a query / response communication with the CPU,
which responds by starting a "command test" (test of the correct functioning of important processor commands) and
"program flow control" (monitors the correct execution of code segments of the monitoring). From the results of these
two procedures the response to the watchdog is composed. If this response does not correspond to the expected
value, an error counter is incremented. The CPU periodically sends incorrect responses (regarding response time
and value, respectively) as result of the watchdog query / response. The CPU then monitors if the above mentioned
counter is incremented or decremented in accordance with the incorrect or correct response. If the behavior of the
counter is implausible, a second counter is incremented. This monitoring process is executed every 80 ms. This error
is the result of one of the counters exceeding a count of 5 and will reset if both counters contain a value less than 5.
If the error exists only temporarily, it can be ignored and deleted in the fault memory. If the error is permanent, engine
injection will not be allowed and the ECU must be replaced.

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3252-Controller Watchdog - SPI Communication Failure

Context:
The engine control unit (ECU) has detected an internal (SPI Bus) communication failure. The central processing
unit (CPU) and monitoring module (watchdog) contained with in the ECU, communicate with each other via the SPI
bus. Both devices mutually monitor each other for correct functioning. If, however, the SPI communication between
them fails this monitoring is impaired and an error counter is incremented. If the error counter exceeds 2 over two
20 ms (two tests) checks, this fault is activated. Communication status is checked autonomously by the SPI driver
component every 20 ms and reports a detected error to the ECU. This error initiates ECU recovery (reset). If the ECU
functions correctly after recovery, the SPI error is temporary and can be ignored and deleted from fault memory. If
the SPI error is permanent and the ECU does not leave boot-block, the ECU needs to be replaced.

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3253-ADC Monitoring - Reference Voltage Too High

Context:
The Analog Digital Converter (ADC) of the Engine Control Unit (ECU) is monitored for plausibility using redundantly
read input and test voltage inputs.

Cause:
The ECU has detected an internal fault.

Possible failure modes:

1. Faulty software.
2. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3255-ADC Monitoring Test Impulse Error

Context:
The Analog Digital Converter (ADC) of the Engine Control Unit (ECU) is monitored for plausibility using redundantly
read input and test voltage inputs.

Cause:
The ECU has detected an internal fault.

Possible failure modes:

1. Faulty software.
2. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3256-ADC Monitoring Queue Error

Context:
The Analog Digital Converter (ADC) of the Engine Control Unit (ECU) is monitored for plausibility using redundantly
read input and test voltage inputs.

Cause:
The ECU has detected an internal fault.

Possible failure modes:

1. Faulty software.
2. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3260-Low side power - open load

NOTE: The low side driver power stage is internal to the Engine Control Unit (ECU).

Context:
The crank relay (starter control relay) supplies power to the starter motor to crank the engine. The diagnostic function
of the low side driver monitors for an open load in the circuit.

Cause:
The ECU senses the crank relay (starter control relay) low side driver circuit is open.

Possible failure modes:

1. The crank relay (starter control relay) has failed.

2. The wiring harness is faulty.
3. The ECU has an internal failure.

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, the fault may have been intermittent. Check for an intermittent fault.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU to the crank relay (starter control relay) K-007.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

Make sure all connections are secure and locked.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the relay control circuit.

Place the key switch OFF.

Remove the relay K-007.

Use a multimeter to check for continuity on the relay from pin 85 to pin 86.

There should be continuity.

A. If there is continuity, leave the relay removed. Continue with Step 4.

B. If the relay test fails, replace the relay.

4. Check the wiring harness for an open circuit.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Use a multimeter to check for continuity from the wiring harness side of the K-007 relay cavity pin 85 to the ECU
wiring harness connector X-012 pin 53.

Use a multimeter to check for continuity from the wiring harness side of the K-007 relay cavity pin 86 to the ECU
wiring harness connector X-012 pin 27.

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There should be continuity.

A. If there is no continuity, there is an open circuit in the wiring harness. Locate and repair faulty wiring.

B. If there is continuity, try updating the ECU software. If the fault code is still present, replace the ECU.
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3261-Low side power - short circuit to battery or excess temperature

Context:
The crank relay (starter control relay) supplies power to the starter motor to crank the engine. The low side driver
power stage, internal to the Engine Control Unit (ECU), diagnostic function monitors the circuit for a short to high
source.

Cause:
The ECU senses the crank relay (starter control relay) low side driver circuit is shorted to a high source.

Possible failure modes:

1. The crank relay (starter control relay) has failed.

2. The wiring harness is faulty.
3. The ECU has an internal failure.

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, the fault may have been intermittent. Check for an intermittent fault.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU to the crank relay (starter control relay) K-007.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the relay control circuit.

Place the key switch OFF.

Remove the relay K-007.

Use a multimeter to check the for continuity on the relay from pin 85 to pin 86.

There should be continuity.

A. If the relay test is good, leave the relay removed. Continue with Step 4.

B. If the relay test fails, replace the relay.

4. Check the wiring harness for a short circuit.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Use a multimeter to check for continuity from the wiring harness ECU connector X-012 between pin 27 to pin 53.

There should be no continuity.

A. If there is no continuity, leave the ECU connector disconnected. Continue with Step 5.

B. If there is continuity, there is a short circuit in the wiring harness. Locate and repair broken conductor.
5. Check the wiring harness for a short to high source.

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Place the key switch OFF.

Use a multimeter to check for voltage from the wiring harness ECU connector X-012 pin 27 to chassis ground.

There should be no voltage.

A. If there is no voltage, leave the ECU connector disconnected. Continue with Step 6.

B. If there is voltage, there is a short to high source in the wiring harness. Locate and repair broken conductor.
6. Check the wiring harness for a short to high source.

Place the key switch ON.

Use a multimeter to check for voltage from the wiring harness ECU connector X-012 pin 27 to chassis ground.

There should be no voltage.

A. If there is no voltage, try updating the ECU software. If the fault code is still present, replace the ECU.

B. If there is voltage, there is a short to high source in the wiring harness. Locate and repair broken conductor.
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3262-Low side power - short circuit to ground

Context:
The crank relay (starter control relay) supplies power to the starter motor to crank the engine. The low side driver
power stage, internal to the Engine Control Unit (ECU), diagnostic function monitors the circuit for a short to low
source.

Cause:
The Engine Control Unit (ECU) senses the crank relay (starter control relay) low side driver circuit is shorted to a low
source.

Possible failure modes:

1. The crank relay (starter control relay) has failed.

2. The wiring harness is faulty.
3. The ECU has an internal failure.

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, the fault may have been intermittent. Check for an intermittent fault.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU to the crank relay (starter control relay) K-007.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the relay control circuit.

Remove the relay K-007.

Use a multimeter to check for continuity on the relay from pin 85 to pin 86.

There should be continuity.

A. If the relay test is good, leave the relay removed. Continue with Step 4.

B. If the relay test fails, replace the relay.

4. Check the wiring harness for a short to low source.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Use a multimeter to check for continuity from the wiring harness ECU connector X-012 pin 27 to chassis ground.

There should be no continuity.

A. If there is no continuity, try updating the ECU software. If the fault code is still present, replace the ECU.

B. If there is continuity, there is a short to ground source in the wiring harness. Locate and repair broken conductor.
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3265-Overrun Monitoring - Injection Time Too Long

Context:
The engine control unit (ECU) has detected that injection time is too long. The sum of all torque-forming energizing
times of an individual cylinder exceeds the limit, calculated from the map (depending on the engine speed and the
time since the overrun monitoring is active) for more than 100 test events (test frequency every 10 ms). When the
engine is in overrun operation the monitoring becomes active and the current injection energizing time is compared
with a maximum permissible time limit. If the limit is exceeded an ECU recovery (reset ) is triggered and if the error
reoccurs in the same driving cycle, the torque-determining power stages are irreversibly shut off. The basic idea is
that the operator reacts to an unintentional torque increase, caused by a malfunction of the ECU, by releasing the
accelerator pedal (reducing engine speed) which causes the engine to enter the overrun operation mode. Overrun
monitoring is only released if various conditions are met, such as no accelerator pedal activation, no activated cruise
control, no intervention of the vehicle dynamic control or gearbox control is present, etc. This failure could be the
result of electronic disturbances, a requested torque increase via tester, the wrong application of injection relevant
parameters, or a defective ECU. If this failure persists, the ECU may need to be replaced.

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3266-Error in engine speed check, speed signal not plausible

Context:
The engine control unit (ECU) has determined that the speed signal is not plausible. In order to execute an overrun
monitoring, which checks if the injection energizing time is below a certain limit during overrun, the information of the
current engine speed is required. As the overrun monitoring is executed in layer 2 of the ECU monitoring concept (i.e.
function monitoring) in order to monitor the safety-relevant signal paths of the operational layer (layer 1, application
software) a redundant engine speed is additionally calculated in layer 2, independent of the engine speed information
of layer 1. If the absolute value of the deviation between engine speed (layer 1) and redundant segment speed
(layer 2) exceeds 320 RPM over 800 ms (test frequency is every 40 ms), while the redundant segment speed is
above 1000 RPM this error is activated, which triggers an ECU recovery (reset). If this failure persists after ECU
re-initialization, replace the ECU.

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3283-Sensor Supply Voltage 2 - High

Context:
The Engine Control Unit (ECU) provides 3 independent 5.0 V voltage supplies for the sensors. These sensor supply
voltages are monitored to ensure they remain within a given range. This check for voltage limits is done autonomously
by the hardware.

Cause:
The sensor supply voltage lies outside of the switching thresholds.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 1 to pin 2.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 3 to pin 4.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 5 to pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 28 to chassis
ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, continue with Step 4.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.
4. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

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A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3285-Sensor Supply Voltage 3 - High

Context:
The Engine Control Unit (ECU) provides 3 independent 5.0 V voltage supplies for the sensors. These sensor supply
voltages are monitored by a hardware comparator to ensure they remain within a given range.

Cause:
The sensor supply voltage lies outside of the switching thresholds.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 1 to pin 2.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 3 to pin 4.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 5 to pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 28 to chassis
ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, continue with Step 4.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.
4. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

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A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3293-Fuel Metering Unit: maximum positive deviation of rail

pressure exceeded
Cause:
The fault is cause by a problem in the high pressure fuel supply.

Possible failure modes:

1. Leakage in the high pressure system.

2. Injection nozzle stuck in open position.
3. Low efficiency of high pressure pump.
4. Internal leakage of injector.
5. Leaking pressure control valve.
6. Low pressure at High pressure pump inlet due clogged filter.
7. Leaking low pressure tubes.
8. Electric pre supply pump defective or gear pump defective.

Solution:

1. Check low pressure system for clogging (specially fuel filter).

Refer to the Operator’s Manual to check the fuel filter system.
2. Check tubing between pre supply and gear pump.
3. Check feeding of pre supply pump (possibly low due to clogged tubes at tank outlet).
4. Check high pressure part for leakages (internal / external).
5. Check PCV for tightness in closed position (100% PWM).
6. Check high pressure pump for efficiency.
7. Check injectors for tightness.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3301-Fuel high pressure pump is at minimum delivery and the Rail

pressure is not reducing
Context:
The engine control unit (ECU) has determined that the Fuel Rail/System Pressure is too high with a closed Metering
Unit (High Pressure Pump Regulator - solenoid valve). The rail pressure is monitored by various fault paths during
active pressure control by the metering unit. The fault path at hand detects an excessive negative rail pressure gov-
ernor deviation (too high rail pressure) at zero delivery of fuel volume flow through the metering unit. The monitoring
is only active if the high pressure governor is operating in closed loop control, the engine is not in overrun, the fuel
system temperature is above 29.96 °C (85.93 °F), the current injection quantity is above 0.0 g (0.00 oz) per cycle and
the monitoring has not been inhibited by other faults. If the negative rail pressure governor deviation is below the
engine speed dependent limit from a curve established by the ECU and the rail pressure governor set-point value of
the fuel volume flow is below threshold (parameter established by the ECU) over 8 seconds, this error will occur.

Cause:

Possible failure modes:

1. Faulty high pressure pump regulator solenoid/valve, stuck open.

2. Pressure too high, low pressure side.

Solution:

1. Check for high pressure pump regulator (solenoid/valve) errors.

A. If high pressure pump regulator (solenoid/valve) errors exist, follow troubleshooting procedure for existing high
pressure pump regulator (solenoid/valve) error.

B. If no high pressure pump regulator (solenoid/valve) errors exist, locate and repair high pressure condition in
low pressure side of fuel system.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3305-Cannot maintain rail pressure above the minimum pressure

of 200 Bar
Context:
The engine control unit (ECU) has determined that the Fuel Rail/System Pressure is too low. The rail pressure is
monitored by various fault paths during active pressure control by the metering unit. The fault path at hand detects if
the rail pressure has fallen below a minimum pressure threshold. The monitoring is only active if the high pressure
governor is operating in closed loop control and the monitoring has not been inhibited by other faults. If the rail pres-
sure is below the engine speed dependent limit from a curve, established by the ECU, over 2.5 seconds this error will
occur. This error is the result of a leak in the high or low pressure side of the fuel rail system. On the high pressure
side check for worn or stuck open injector, worn high pressure pump or leaking pressure relief valve. On the low
pressure side check for low fuel pressure before or after the gear pump, clogged fuel filter or leakage.

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3309-Maximum Fuel rail pressure exceeded

Context:
The engine control unit (ECU) has determined that the Fuel Rail/System Pressure is too high. The rail pressure is
monitored by various fault paths during active pressure control by the metering unit. The fault path at hand detects
if the rail pressure has exceeded a maximum pressure threshold. The monitoring is only active if the high pressure
governor is operating in closed loop control and the monitoring has not been inhibited by other faults. If the rail pres-
sure exceeds the maximum pressure 150000 kPa (21755.7 psi) over 1 second, this error will occur.

Cause:
The Fuel Rail/System Pressure is too high.

Possible failure modes:

1. Faulty high pressure pump regulator solenoid/valve, stuck open.

2. Pressure too high, low pressure side.

Solution:

1. Check for high pressure pump regulator (solenoid/valve) errors.

A. If high pressure pump regulator (solenoid/valve) errors exist, follow troubleshooting procedure for existing high
pressure pump regulator (solenoid/valve) error.

B. If no high pressure pump regulator (solenoid/valve) errors exist, locate and repair high pressure condition in
low pressure side of fuel system.

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3334-Timeout of CAN Message TSC1 Speed

Context:
The ECU is not receiving messages on the vehicle CAN bus.

Cause:
The ECU is not receiving messages on the vehicle CAN bus.

Possible failure modes:

1. Open or shorted wire in system.

2. Failure of Instrument Cluster.
3. Failure of ECM.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Continue with this procedure if three or more fault codes are active, such as 9151 - 9154, 9405, 9406, 9410, or
1051 through 1059. This is an indication of a problem in the CAN Data Link circuit.
If one or two CAN bus fault codes are active, check all CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment. This may be an indication of an intermittent
connection in the CAN bus.
Verify all modules on the CAN bus have the latest software versions.

A. CAN Data Link fault codes are not recorded again and are no longer ACTIVE. OK to return the machine service.

B. CAN Data Link fault codes are present and ACTIVE.

Please see 9151-CAN Connection: CAN Communication Timed Out After 5 Seconds (55.640), step 2.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 10 (55.100.DP-C.20.E.10)
Wire harnesses - Electrical schematic sheet 21 (55.100.DP-C.20.E.21)
Wire harnesses - Electrical schematic sheet 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic sheet 27 (55.100.DP-C.20.E.27)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)
Wire harnesses - Electrical schematic sheet 12 (55.100.DP-C.20.E.12)
Wire harnesses - Electrical schematic sheet 19 (55.100.DP-C.20.E.19)
Wire harnesses - Electrical schematic sheet 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic sheet 31 (55.100.DP-C.20.E.31)
Wire harnesses - Electrical schematic sheet 35 (55.100.DP-C.20.E.35)

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3335-Timeout of CAN message TSC1-PE torque (when inactive)

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the Power Take-Off
(PTO) controller within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of
wires, identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network,
in that the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires
as a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

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5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-012 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-012 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the reading is incorrect, the resistor has failed. Replace the ECU.

B. If the reading is correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wire harnesses - Electrical schematic sheet 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic sheet 35 (55.100.DP-C.20.E.35)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3338-Timeout of CAN message TSC1-VE speed (when inactive)

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as
a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

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5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-012 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-012 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the readings are incorrect, the resistor has failed. Replace the ECU.

B. If the readings are correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wire harnesses - Electrical schematic sheet 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic sheet 35 (55.100.DP-C.20.E.35)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3339-Timeout of CAN message TSC1-VE speed (when active)

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as
a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

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5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-012 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-012 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the reading is incorrect, the resistor has failed. Replace the ECU.

B. If the reading is correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wire harnesses - Electrical schematic sheet 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic sheet 35 (55.100.DP-C.20.E.35)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3350-Terminal 50 - always on, starting circuit signal is active for

an excessive time period
Context:
The Engine Control Unit (ECU) monitors the status signal of terminal 50 (T50), which is used to crank the engine with
the starter motor. This fault becomes active if the T50 digital input signal is active for an excessive time period.

Cause:
The crank signal is active for a long period of time.

Possible failure modes:

1. Faulty wiring

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with step 2.

B. If the fault is no longer present or inactive, continue with step 4.

2. Inspect the wiring harness and connectors.

Verify the wiring harness from the key switch to the ECU is not damaged and connections are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If there is no damage and the connectors are properly connected, continue to step 3.

B. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).
3. Check the key switch crank position signal for a short to a high source.

Place the key switch OFF.

Disconnect the wiring harness connector from the ECU.

Use a multimeter to check for voltage from the ECU wiring harness connector pin 08 to chassis ground.

There should be no voltage.

A. If there is no voltage, continue with step 4.

B. If there is voltage there is a short to voltage in the wiring harness. Locate and repair the fault between the ECU
and key switch.
4. Check the wiring harness to relevant components and control modules.

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.

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3358-CAN transmit timeout

Context:
The ECU is not receiving messages on the vehicle CAN bus.

Cause:
The ECU is not receiving messages on the vehicle CAN bus.

Possible failure modes:

1. Open or shorted wire in system.

2. Failure of Instrument Cluster.
3. Failure of ECM.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Continue with this procedure if three or more fault codes are active, such as 9151 - 9154, 9405, 9406, 9410, or
1051 through 1059. This is an indication of a problem in the CAN Data Link circuit.
If one or two CAN bus fault codes are active, check all CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment. This may be an indication of an intermittent
connection in the CAN bus.
Verify all modules on the CAN bus have the latest software versions.

A. CAN Data Link fault codes are not recorded again and are no longer ACTIVE. OK to return the machine service.

B. CAN Data Link fault codes are present and ACTIVE.

Please see 9151-CAN Connection: CAN Communication Timed Out After 5 Seconds (55.640), step 2.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 10 (55.100.DP-C.20.E.10)
Wire harnesses - Electrical schematic sheet 21 (55.100.DP-C.20.E.21)
Wire harnesses - Electrical schematic sheet 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic sheet 27 (55.100.DP-C.20.E.27)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)
Wire harnesses - Electrical schematic sheet 12 (55.100.DP-C.20.E.12)
Wire harnesses - Electrical schematic sheet 19 (55.100.DP-C.20.E.19)
Wire harnesses - Electrical schematic sheet 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic sheet 31 (55.100.DP-C.20.E.31)
Wire harnesses - Electrical schematic sheet 35 (55.100.DP-C.20.E.35)

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3361-ECM EEPROM - General Error

Context:
The Engine Control Unit (ECU) has detected that substitute values for the Electrically Erasable Programmable Read-
Only Memory (EEPROM) are used. If a failure is detected, this fault sets and should reset immediately if the EEPROM
operates correctly. This failure can be the result of wrong programming / flashing of the ECU or an internal defect.

Cause:
The ECU has detected an internal fault.

Possible failure modes:

1. Faulty software.
2. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3362-Torque to Quantity Map - Not Plausible

Context:
The engine control unit (ECU) has detected an error. This failure can be the result of wrong programming / flashing
of the ECU or an internal defect. Try to flash the ECU correctly with the proper data set. If the error persists, replace
the ECU.

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3368-Torque limitation due to performance limiter, may be triggered

by inducement
Context:
The Engine Control Unit (ECU) has detected an active power reduction due to the OBD performance limiter. This
error is for informational purposes and is initiated by a power reduction due to the OBD performance limiter because
of inhibited injection being active causing a torque limitation greater than 25 % of the desired torque for longer than
60 seconds and is reset once the torque limitation due to the OBD performance limiter because of inhibited injection
is less than 25 % of the desired torque over 10 seconds. Though no action is necessary due to this error, if the power
reduction occurred due to an actual defect, the error triggering the torque limitation should also be in fault memory.
Follow the troubleshooting procedure for that error.

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3369-Torque reduction due to smoke reduction

Context:
The Engine Control Unit (ECU) has detected an active power reduction due to smoke limitation. This error is for
informational purposes and is initiated by a power reduction due to smoke limitation being active causing a torque
limitation greater than 25 % of the desired torque for longer than 60 seconds and is reset once the torque limitation
due to smoke limitation is less than 25 % of the desired torque over 10 seconds. Though no action is necessary due
to this error, if the power reduction occurred due to an actual defect, the error triggering the torque limitation should
also be in fault memory. Follow the troubleshooting procedure for that error.

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3370-Torque limitation due to engine protection

Context:
The Engine Control Unit (ECU) has detected an active power reduction due to engine mechanics protection. This error
is for informational purposes and is initiated by a power reduction due to engine mechanics protection being active
causing a torque limitation greater than 25 % of the desired torque for longer than 60 seconds and is reset once the
torque limitation due to engine mechanics protection is less than 25 % of the desired torque over 10 seconds. Though
no action is necessary due to this error, if the power reduction occurred due to an actual defect, the error triggering
the torque limitation should also be in fault memory. Follow the troubleshooting procedure for that error.

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3371-Torque limitation due to Fuel quantity Limitation

Context:
The Engine Control Unit (ECU) has detected an active power reduction due to limiting fuel quantity. This error is for
informational purposes and is initiated by a power reduction due to limiting fuel quantity being active causing a torque
limitation greater than 25 % of the desired torque for longer than 60 seconds and is reset once the torque limitation
due to limiting fuel quantity is less than 25 % of the desired torque over 10 seconds. Though no action is necessary
due to this error, if the power reduction occurred due to an actual defect, the error triggering the torque limitation
should also be in fault memory. Follow the troubleshooting procedure for that error.

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3374-Unit injector NEMA codes are invalid

Context:
The engine control unit (ECU) has determined that the EEPROM Adjustment Value Checksum is invalid. For every
individual unit injector an injection quantity adjustment (NEMA) can be programmed in the EEPROM for the entire
operating range. The monitoring function at hand checks if the EEPROM block holding these quantity adjustment
codes can be read successfully and if the cylinder individual checksums of the codes are correct. This monitoring
function is carried out at every ECU initialization (reset). Healing can, therefore, only occur by resetting the ECU.
This error will occur if the injector quantity adjustment code in the EEPROM of at least one cylinder contains an
invalid checksum and the injection quantities will not be corrected with the adjustment values. This error is cleared by
resetting (re-initializing) the ECU with a successful read of the injector quantity adjustment values form the EEPROM.
This error may be the result of an invalid NEMA code being programmed. Try to flash the ECU correctly with correct
NEMA codes and a proper dataset, if defect persists, replace the ECU.

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3390-Engine Air Filter Restriction

Context:
The instrument cluster detects a signal to ground on X-C23 pin 11 indicating that the air filter restriction switch has
been tripped. The instrument cluster will illuminate the air filter restriction lamp while this fault is active.

Cause:
The instrument cluster detects a signal to ground indicating that the air filter restriction switch has been tripped.

Possible failure modes:

1. Clogged air filter.

2. Signal wire short circuit to minus battery or chassis ground.
3. Faulty air filter restriction switch.
4. Faulty instrument cluster.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3390 is recorded again. Go to step 2.

2. Inspect the engine air filter.

Inspect the engine air filter. Replace the filter as required.

A. The filter is OK and does not need to be replaced. Go to step 3.

B. The filter is in poor condition or is clogged. Replace the filter. Return to step 1 to confirm elimination of the fault.
3. Verify that the wiring and connectors are free of damage.

Inspect the instrument cluster and the air filter restriction switch connections. All connections should be secure,
tight, free of corrosion, abrasion and damage.

Inspect the harness from the instrument cluster and the air filter restriction switch. Verify that the harness is free
of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
4. Check the air filter restriction circuit.

Disconnect the signal wire from air filter restriction switch.

Turn the ignition switch ON.

Access the fault code screen on the Electronic Service Tool. The air filter restriction fault code should no longer
be active.

A. The fault code is no longer active. Go to step 4.

B. Fault code 3390 is still active. Go to step 5.

5. Check air filter restriction switch.

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Remove the air filter restriction switch from the air filter housing.

Measure the resistance across the switch. The resistance should be greater than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Inspect the wiring around the sensor. Go to step 5.

B. The resistance is less than 20,000 Ω. Replace the air filter restriction switch. Return to step 1 to confirm
elimination of fault.
6. Measure the resistance of the signal wire.

Measure the resistance from X-C23 pin 16 to chassis ground. The resistance should be greater than 20,000 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Temporarily replace the instrument cluster and retest. Go to step 1
to confirm elimination of the fault.

B. The resistance is less than 20,000 Ω. There is a short to chassis ground in the signal wire. Repair or replace
the wire as required. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 03 (55.100.DP-C.20.E.03)
Wire harnesses - Electrical schematic sheet 10 (55.100.DP-C.20.E.10)
Wire harnesses - Electrical schematic sheet 21 (55.100.DP-C.20.E.21)
EH Units
Wire harnesses - Electrical schematic sheet 03 (55.100.DP-C.20.E.03)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 26 (55.100.DP-C.20.E.26)

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3390-Engine Air Filter Restriction

Context:
The instrument cluster detects a signal to ground on pin 11 indicating that the air filter restriction switch has been
tripped.

Cause:
The instrument cluster detects a signal to ground indicating that the air filter restriction switch has been tripped.

Possible failure modes:

1. Clogged air filter.

2. Signal wire short circuit to minus battery or chassis ground.
3. Faulty air filter restriction switch.
4. Faulty instrument cluster.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3390 is recorded again. Go to step 2.

2. Inspect the engine air filter.

Inspect the engine air filter. Replace the filter if needed.

A. The filter is OK and does not need to be replaced. Go to step 3.

B. The filter is in poor condition or is clogged. Replace the filter. Return to step 1 to confirm elimination of the fault.
3. Verify that the wiring and connectors are free of damage.

Inspect the instrument cluster and the air filter restriction switch connections. All connections should be secure,
tight, free of corrosion, abrasion and damage.

Inspect the harness from the instrument cluster to the air filter restriction switch. Verify that the harness is free of
damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
4. Test the air filter restriction circuit.

Disconnect the signal wire from air filter restriction switch.

Turn the ignition switch ON, engine OFF.

Access the fault code screen on the Electronic Service Tool. The air filter restriction fault code should no longer
be active.

A. The fault code is no longer active. Go to Step 4.

B. Fault code 3390 is still active. Go to step 5.

5. Check air filter restriction switch.

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Remove the air filter restriction switch from the air filter housing.

Measure the resistance across the switch. The resistance should be greater than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Inspect the wiring around the sensor. Go to Step 5.

B. The resistance is less than 20,000 Ω. Temporarily replace the air filter restriction switch and retest. Return to
step 1 to confirm elimination of fault.
6. Measure the resistance of the signal wire to chassis ground.

Turn the ignition switch OFF.

Disconnect instrument cluster connector X-C23.

Measure the resistance between X-C23 pin 11 and chassis ground. The resistance should be greater than
20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Temporarily replace the instrument cluster and retest. Return to step
1 to confirm elimination of the fault.

B. The resistance is less than 20,000 Ω. There is a short to chassis ground in the signal wire. Repair or replace
the wire as required. Return to step 1 to confirm elimination of fault.
Small mechanical machines
Wire harnesses - Electrical schematic sheet 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic sheet 13 (55.100.DP-C.20.E.13)
Wire harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)
Small EH machines
Wire harnesses - Electrical schematic sheet 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic sheet 12 (55.100.DP-C.20.E.12)
Wire harnesses - Electrical schematic sheet 03 (55.100.DP-C.20.E.03)
Medium mechanical machines
Wire harnesses - Electrical schematic sheet 21 (55.100.DP-C.20.E.21)
Wire harnesses - Electrical schematic sheet 10 (55.100.DP-C.20.E.10)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)
Medium EH machines
Wire harnesses - Electrical schematic sheet 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic sheet 12 (55.100.DP-C.20.E.12)
Wire harnesses - Electrical schematic sheet 03 (55.100.DP-C.20.E.03)

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3402-Rail pressure sensor: maximum rail pressure exceeded

Context:
The engine control unit (ECU) has determined that the Fuel Rail/System Pressure is too high. The rail pressure is
monitored by various fault paths during active pressure control by the metering unit. The fault path at hand detects
if the rail pressure has exceeded a maximum pressure threshold. The monitoring is only active if the high pressure
governor is operating in closed loop control and the monitoring has not been inhibited by other faults. If the rail pres-
sure exceeds the maximum pressure 1800 bar (26100 psi) over 1 second, this error will occur.

Cause:
The Fuel Rail/System Pressure is too high.

Possible failure modes:

1. Faulty high pressure pump regulator solenoid/valve, stuck open.

2. Pressure too high, low pressure side.

Solution:

1. Check for high pressure pump regulator (solenoid/valve) errors.

A. If high pressure pump regulator (solenoid/valve) errors exist, follow troubleshooting procedure for existing high
pressure pump regulator (solenoid/valve) error.

B. If no high pressure pump regulator (solenoid/valve) errors exist, locate and repair high pressure condition in
low pressure side of fuel system.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3403-ECU Power Stages: Starter relay HS power stage over

temperature
Context:
The ECU has sensed that the starter is continuously energized.

Cause:
The ECU has sensed that the starter is continuously energized.

Possible failure modes:

1. A short circuit in the starter relay circuit.

2. Faulty crank relay.
3. Failure of the ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Verify that there are no fault codes pertaining to high battery voltage to the ECU or high engine temperatures.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3403 is recorded with along with high engine temperature fault codes such as high coolant temper-
ature and/or high transmission temperature and/or high hydraulic oil temperature. Troubleshoot these codes
first. Return to step 1 to confirm elimination of the fault.

C. Fault code 3403 is recorded. No other fault codes are active. Go to step 2.
2. Verify that the wiring and connectors are free of damage.

Inspect the ECM, the starter, and the starter relay connections. All connections should be secure, tight, free of
corrosion, abrasion and damage.

Inspect the harness from the ECM to the starter and starter relay. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage on the starter relay circuit.

Turn the ignition switch OFF.

Disconnect ECU connector X-012.

Turn the ignition switch ON.

Measure the voltage between X-012 pin 27 and chassis ground. The chassis ground connection must be clean
and free of paint, oil and, dirt. The voltage should be less than 0.5 V. Wiggle the harness during measurement to
reveal an intermittent condition.

Measure the voltage between X-012 pin 53 and chassis ground. The chassis ground connection must be clean
and free of paint, oil and, dirt. The voltage should be less than 0.5 V. Wiggle the harness during measurement to
reveal an intermittent condition.

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A. Both voltage measurements are less than 0.5 V. Temporarily replace the ECU and retest. Return to step 1 to
confirm elimination of the fault.

B. One or both voltage measurements are greater than 0.5 V. There is a short circuit to another voltage source
in the wiring. Repair or replace the harness as required. Verify the crank relay has not failed. Return to step 1
to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)

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3405-ECU Power stages: Open load temperature error on the

Turbocharger PWM output power stage
Context:
ECU Power stages: Open load temperature error on the Turbocharger PWM output power stage.

Cause:
The ECU detects an open circuit in the turbocharger waste gate signal wire.

Possible failure modes:

1. Faulty wiring.
2. Faulty electric valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3405 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the electric valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the electric valve. Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage at the actuator connector.

Turn the ignition switch OFF.

Disconnect the electric valve connector.

Turn the ignition switch ON.

Measure the voltage from +Battery pin to chassis ground. The voltage should be approximately 12 V. Wiggle the
harness during measurement to reveal an intermittent condition.

A. The voltage is between 10 V and 14.8 V. Go to step 4.

B. The voltage is less than 10 V. There is a problem in the battery supply to the valve. Check fuses. Repair as
required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance through the valve.

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Measure the resistance through the motor windings. The resistance should be less than 100 Ω.

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A. The resistance is less than 100 Ω. Go to step 5.

B. The resistance is greater than 100 Ω. There is an open circuit in the valve windings. Temporarily replace the
valve and retest. Return to step 1 to confirm elimination of fault.
5. Measure the resistance through the signal wire.

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Disconnect the ECU connector X-016.

Fabricate a jumper wire that will connect the electric valve connector pin 1 to chassis ground.

Connect the jumper wire between the electric valve connector pin 1 and chassis ground. The chassis ground
connection must be clean and free of paint, oil, and dirt.

Measure the resistance between ECU connector X-016 pin 4 and chassis ground. The resistance should be less
than 10 Ω. Wiggle the wire during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm elimi-
nation of the fault.

B. The resistance is greater than 10 Ω. There is an open circuit in the signal wire. Repair or replace the wire as
required. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)

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3406-ECU Power stages: Over temperature error on the

Turbocharger PWM output power stage
Context:
The ECU detects an excess current draw on the turbocharger waste gate signal wire.

Cause:
The ECU detects an excess current draw on the turbocharger waste gate signal wire.

Possible failure modes:

1. Faulty wiring.
2. Faulty electric valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3406 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the Electric Valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the Electric Valve. Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to Step 1 to confirm elimination of fault.
3. Measure the voltage at the actuator connector.

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Turn the ignition switch ON.

Measure the voltage between the +Battery pin and chassis ground. The voltage should be approximately 12 V.
Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is between 10 V and 14.8 V. Go to Step 4.

B. The voltage is less than 10 V. There is a problem in the battery supply to the valve. Check fuses. Repair as
required. Return to Step 1 to confirm elimination of fault.

C. The voltage is greater than 14.9 V. There is a problem in the battery supply to the valve. Troubleshoot the high
voltage problem. Refer to FC3051 Engine Control Unit (ECU) - No power (55.015).
4. Measure the resistance through the valve to chassis ground.

Turn the ignition switch OFF.

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Disconnect the Electric Valve connector.

Measure the resistance through the electric valve pin 1 to chassis ground. The resistance should be greater than
20,000 Ω.

A. The resistance is greater than 20,000 Ω. Go to Step 5.

B. The resistance is less than 20,000 Ω. There is an internal short to chassis ground. Temporarily replace the
Electric Valve and retest. Return to Step 1 to confirm elimination of the fault.
5. Measure the resistance through the signal wire.

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Disconnect the ECU connector X-016.

Measure the resistance from the ECU connector X-016 pin 4 to chassis ground. The resistance should be greater
than 20,000 Ω. Wiggle the wire during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to Step 1 to confirm
elimination of the fault.

B. The resistance is less than 10 Ω. There is a short circuit in the signal wire to chassis ground. Repair or replace
the wire as required. Return to Step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)

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3408-Lambda sensor: Oxygen concentration implausibly high

Context:
The expected O2 concentration is calculated using actual air flow and actual fuel injection. The calculated value is
outside of the normal operating range.

Cause:
The expected O2 concentration is calculated using actual air flow and actual fuel injection. The calculated value is
outside of the normal operating range.

Possible failure modes:

1. Leakage or block in the exhaust gas system.

2. Blocked fuel lines to the injector.
3. Problem in the injection system.
4. Problem in the wiring to the Lambda sensor.
NOTE: When testing the oxygen sensor a high impedance digital volt meter must be used. A normal analogue
multi-meter will draw too much current and either burn out the sensor or give false readings.
NOTE: When replacing the oxygen sensor, re-flash the control module to allow for the new sensor adjustments to
be learned.
5. Faulty Lambda sensor.
6. Faulty ECU.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Check the turbo exhaust system.

Check the turbo and exhaust line for leaks and improper attachment.

A. The exhaust system is free of leaks and improper attachment. Go to step 3.

B. The exhaust system has leaks and is need of repair. Repair the exhaust system as required. Return to step 1
to confirm elimination of the fault.
3. Check the fuel injection system.

Check the fuel lines to the injectors for leaks, blocks or improper attachment.

A. The fuel lines are free of leaks, blocks and improper attachment. Go to step 4.

B. The fuel lines have leaks and are in need of repair. Repair the fuel lines as required. Return to step 1 to confirm
elimination of the fault.
4. Place the ignition switch in the OFF position. Disconnect the engine harness from the oxygen sensor. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring. Return to step 1 to confirm elimination
of the fault.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 5.
5. Measure the voltage at the sensor.

Turn the ignition switch OFF.

Disconnect the Lambda sensor connector X-014.

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Turn the ignition switch ON.

Measure the voltage between X-014 pin 4 and X-014 pin 2. The voltage should be approximately 12 V. Wiggle
the harness during measurement to reveal an intermittent condition.

A. The voltage is between 11 V and 14.8 V. Go to step 6.

B. The voltage is less than 11 V. There is a problem in the battery supply to the sensor. Check fuses. Repair as
required. Return to step 1 to confirm elimination of the fault.
6. Measure the resistance through the wire harness

Turn the ignition switch OFF.

Disconnect the ECU connector X-012 and the Lambda sensor connector X-014.

Measure the resistance between X-012 pin 7 and X-014 pin 3. The resistance should be less than 10 Ω. Wiggle
the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-012 pin 64 and X-014 pin 1. The resistance should be less than 10 Ω. Wiggle
the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-012 pin 86 and X-014 pin 5. The resistance should be less than 10 Ω. Wiggle
the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-012 pin 85 and X-014 pin 2. The resistance should be less than 10 Ω. Wiggle
the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-012 pin 63 and X-014 pin 6. The resistance should be less than 10 Ω. Wiggle
the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to step 7.

B. The resistance is greater than 10 Ω. There is an open circuit in the wiring. Repair as required. Go to step 1 to
confirm elimination of the fault.
7. Measure the resistance of the harness to chassis ground

Turn the ignition switch OFF.

Disconnect the ECU connector X-012 and the Lambda sensor connector X-014.

Measure the resistance between X-012 pin 7 and chassis ground. The resistance should be greater than 20,000 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-012 pin 64 and chassis ground. The resistance should be greater than
20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-012 pin 86 and chassis ground. The resistance should be greater than
20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-012 pin 85 and chassis ground. The resistance should be greater than
20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-012 pin 63 and chassis ground. The resistance should be greater than 10 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Temporarily replace the Lambda sensor and retest. Return to step 1
to confirm elimination of the fault.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the wiring harness. Repair
as required. Go to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3409-Oil pressure too low

Context:
The ECU has detected a low oil pressure condition.

Cause:
Engine speed is greater than 500 RPM and the oil pressure switch did not close. The oil pressure switch will close to
indicate to the ECU that the engine is running with the proper oil pressure.

Possible failure modes:

1. Low engine oil level.

2. Faulty engine lubrication system.
3. Faulty electrical wiring, open circuit in the signal wire to the ECU.
4. Faulty oil press switch.
5. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. The fault is not recorded again. OK to return the machine to service.

B. Fault code 3409 is recorded again. Go to step 2.

2. Check the engine oil level.

Check the engine oil level. Refer to the operators manual for the proper oil level.

A. The oil level is correct. Go to step 3.

B. The oil level is not correct. Refer to the operators manual for the proper oil level. Repair as required. Return
to step 1 to confirm elimination of the fault.
3. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the oil pressure switch connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the ECU to the oil pressure switch. Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 4.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
4. Measure the resistance through the signal wire.

Turn the ignition switch OFF.

Disconnect ECU connector X-016 and the oil pressure switch connector.

Measure the resistance between X-016 pin 6 and oil pressure switch connector pin 1. The resistance should be
less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to step 5.

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B. The resistance is greater than 10 Ω. There is an open circuit in the signal wire. Repair as required. Return to
step 1 to confirm elimination of fault.
5. Measure the resistance through the oil pressure switch.

Turn the ignition switch OFF.

Disconnect the oil pressure switch connector.

Start the engine. Set engine speed to 800 RPM.

While the engine is running, measure the resistance through the switch to chassis ground. The chassis ground
connection should be clean and free of oil, paint and dirt. The resistance should be less than 10 Ω.

A. The resistance is less than 10 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm elimi-
nation of the fault.

B. The resistance is greater than 10 Ω. There is a problem with the oil pressure switch. Temporarily replace the
oil pressure switch and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3410-Permanent governor deviation for valve

Context:
The positive limit of throttle valve governor deviation has been exceeded.

Cause:
Desired throttle valve position can not be reached due to sticking throttle valve. Possible throttle valve position sensor
mismatched.

Possible failure modes:

1. Faulty wiring.
2. Throttle valve binding inside assembly.

Solution:

1. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
or incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 2.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
2. Verify the fault code is still present and in an active state.

A. If the fault code is no longer active or present, OK to return the machine to service.

B. If the fault code is present and active, temporarily replace the throttle valve assemble and retest. return to step
1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3411-Permanent governor deviation for valve

Context:
The negative limit of throttle valve governor deviation has been exceeded.

Cause:
Desired throttle valve position can not be reached due to sticking throttle valve. Possible throttle valve position sensor
mismatched

Possible failure modes:

1. Faulty wiring.
2. Throttle valve binding inside assembly.

Solution:

1. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
or incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 2.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
2. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, OK to return the machine to service.

B. If the fault is still present and active, temporarily replace the throttle valve assemble and retest. return to step
1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3414-Short circuit in cylinder 1 glow plug

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-012 pin 22 GCU Diagnostics X-013 pin 3
X-012 pin 41 Glow plug ground X-013 pin 5
X-012 pin 52 GCU Control ST X-013 pin 8
X-017 pin 58 Glow Plug Cylinder 3 X-013 pin 1
X-017 pin 61 Glow Plug Cylinder 1 X-013 pin 2
Battery supply X-013 pin 4
X-017 pin 57 Glow Plug Cylinder 4 X-013 pin 6
X-017 pin 60 Glow Plug Cylinder 2 X-013 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

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Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug. Temporarily replace the
glow plug and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3415-Short circuit in cylinder 2 glow plug

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-012 pin 22 GCU Diagnostics X-013 pin 3
X-012 pin 41 Glow plug ground X-013 pin 5
X-012 pin 52 GCU Control ST X-013 pin 8
X-017 pin 58 Glow Plug Cylinder 3 X-013 pin 1
X-017 pin 61 Glow Plug Cylinder 1 X-013 pin 2
Battery supply X-013 pin 4
X-017 pin 57 Glow Plug Cylinder 4 X-013 pin 6
X-017 pin 60 Glow Plug Cylinder 2 X-013 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

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Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug. Temporarily replace the
glow plug and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3416-Short circuit in cylinder 3 glow plug

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-012 pin 22 GCU Diagnostics X-013 pin 3
X-012 pin 41 Glow plug ground X-013 pin 5
X-012 pin 52 GCU Control ST X-013 pin 8
X-017 pin 58 Glow Plug Cylinder 3 X-013 pin 1
X-017 pin 61 Glow Plug Cylinder 1 X-013 pin 2
Battery supply X-013 pin 4
X-017 pin 57 Glow Plug Cylinder 4 X-013 pin 6
X-017 pin 60 Glow Plug Cylinder 2 X-013 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

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Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug. Temporarily replace the
glow plug and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3417-Short circuit in cylinder 4 glow plug

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-012 pin 22 GCU Diagnostics X-013 pin 3
X-012 pin 41 Glow plug ground X-013 pin 5
X-012 pin 52 GCU Control ST X-013 pin 8
X-017 pin 58 Glow Plug Cylinder 3 X-013 pin 1
X-017 pin 61 Glow Plug Cylinder 1 X-013 pin 2
Battery supply X-013 pin 4
X-017 pin 57 Glow Plug Cylinder 4 X-013 pin 6
X-017 pin 60 Glow Plug Cylinder 2 X-013 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

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Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug. Temporarily replace the
glow plug and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3418-ECU Power stages: SCB error on the Turbocharger PWM

output power stage
Context:
ECU Power stages: Short to battery error on the Turbocharger PWM output power stage.

Cause:
The ECU detects a short to battery in the turbocharger waste gate signal wire.

Possible failure modes:

1. Faulty wiring
2. Faulty electric valve (WG)
3. Faulty ECU

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. Fault code 3418 is not recorded again. OK to return the machine to service.

B. Fault code 3418 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the Electric Valve (WG). All connections should be secure, tight, free of corrosion, abrasion
and damage.

Inspect the harness from the ECU to the Electric Valve (WG). Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage at the actuator signal line.

Turn the ignition switch OFF.

Disconnect the Electric Valve (WG) connector and the ECU connector.

Turn the ignition switch ON.

Measure the voltage between ECU connector X-016 pin 4 to chassis ground. The voltage should be less than
0.4 V. Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.4 V. Go to step 4.

B. The voltage is greater than 0.5 V. There is a short circuit to another power source. Repair or replace the
harness as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance through the valve.

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Measure the resistance through the motor windings. The resistance should be greater than 10 Ω.

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A. The resistance is greater than 10 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 10 Ω. There is an short circuit in the valve windings. Temporarily replace the valve
and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3419-ECU Power stages: SCG error on the Turbocharger PWM

output power stage
Context:
ECU Power stages: Short to ground error on the Turbocharger PWM output power stage.

Cause:
The ECU detects a short to ground in the turbocharger waste gate signal wire.

Possible failure modes:

1. Faulty wiring
2. Faulty electric valve (WG)
3. Faulty ECU

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. Fault code 3419 is not recorded again. OK to return the machine to service.

B. Fault code 3419 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the Electric Valve (WG). All connections should be secure, tight, free of corrosion, abrasion
and damage.

Inspect the harness from the ECU to the Electric Valve (WG). Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance at the actuator signal line.

Turn the ignition switch OFF.

Disconnect the Electric Valve (WG) connector and the ECU connector.

Measure the resistance between ECU connector X-016 pin 4 and chassis ground. The resistance should be
greater than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground. Repair or replace the harness
as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance through the valve.

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Measure the resistance between the Electric Valve pin 1 to chassis ground. The resistance should be greater than
20,000 Ω.

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A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 20,000 Ω. There is an short circuit in the valve windings. Temporarily replace the
valve and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3420-CAN Bus Received frames: DFC of Auxiliary Engine Shutdown

Switch Message
Context:
This failure is an informational fault. No intervention necessary. Check failure source for engine shut off. Follow
troubleshooting of this root fault.

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3425-Turbocharger: Over boost deviation at P2 too high in pressure

charger regulator
Context:
The boost pressure exceeds the maximum limit for a period greater than 5.0 s.

Cause:
The Engine Control Unit (ECU) is detecting inaccurate boost pressure.

Possible failure modes:

1. Faulty wiring.
2. Faulty boost pressure sensor.
3. Faulty EVGT actuator.
4. Faulty ECU.

Solution:

1. Verify the fault code is present and active.

A. If fault code is present and active, continue with step 2.

B. If fault code is no longer present, return unit to proper operation.

2. Check for other faults present. Verify no other faults are associated to the boost pressure sensor.

A. If faults are present, correct those errors first. Then determine if this fault has been resolved.

B. If no other faults are present, continue with step 3.

3. Check for other faults present. Verify no other faults that are associated to the EVGT actuator.

A. If faults are present, correct those errors first. Then determine if this fault has been resolved.

B. If no other faults are present, continue with step 4.

4. Check ECU for proper operation. If no other errors are present and all wiring is correct, download the latest version
of the software.

A. If fault code is no longer present, return unit to proper operation.

B. If fault code is still active, replace the ECU.

Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3426-Low efficiency in DPF filter

C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The ECU has detected a high differential pressure (low flow rate) across the particulate filter. Black smoke may be
visible at the exhaust. This is an indication of a cracked, clogged or improperly installed particulate filter. Repair or
replace the particulate filter as required.

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3427-Diesel particulate filter (DPF): Signal range check flow

resistance of the particulate filter - low
C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The engine control unit (ECU) has detected the DPF filter flow resistance is low. Check that the DPF filter is installed
properly. If the DPF filter is not installed properly, refit the DPF filter correctly. If damaged is determined, replace the
DPF filter. This fault will clear at the end of the next regeneration cycle.

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3428-Diesel Particulate Filter Pressure sensor: not plausibility error

C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The ECU has detected a pressure variance that is outside the acceptable pressure range. This is an indication of a
cracked, clogged or improperly installed differential pressure sensor. Verify that the sensor is not damaged. Verify
the air lines leading to the sensor are installed properly and are free of cracks, kinks and holes. Repair or replace the
air lines or sensor as required. Repair or replace the particulate filter as required.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3429-Diesel Particulate filter Pressure sensor: hoseline plausibility

error
C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The ECU has detected a pressure variance that is outside the acceptable pressure range. This is an indication of a
cracked, clogged or improperly installed differential pressure sensor. Verify that the sensor is not damaged. Verify
the air lines leading to the sensor are installed properly and are free of cracks, kinks and wholes. Repair or replace
the air lines or sensor as required. Repair or replace the particulate filter as required.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3430-EGR Inducement less severe derating level

Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducements start
with a driver warning, then a torque reduction follows. If the fault is not fixed, a creep mode with a strongly reduced
maximum vehicle speed is activated. A failure which will trigger an inducement is ‘EGR valve blocked’. If at least one
fault belonging to 'EGR valve blocked’ group is set, the timer for inducement level 1 (torque reduction) is increased.
When timer exceeds 0 s and at least one error belonging to the triggered group is active, level 1 for "EGR valve
blocked" group is set.

Cause:
The Engine Control Unit (ECU) has detected a fault with the EGR valve and inducement level 1, due to the EGR valve
being blocked.

Possible failure modes:

1. EGR system failure.

Solution:

1. Check for other fault codes relating the to the EGR valve.

A. If other EGR valve fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3431-Exhaust Gas Recirculation (EGR) inducement most severe

derating level
Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducements start
with a driver warning, then a torque reduction follows. If the fault is not fixed, a creep mode with a strongly reduced
maximum vehicle speed is activated. A failure which will trigger an inducement is ‘EGR valve blocked’. If at least one
fault belonging to 'EGR valve blocked’ group is set, the timer for inducement level 3 (creep mode) is increased. When
timer exceeds 4 h and at least one error belonging to the triggered group is active, level 3 for "EGR valve blocked"
group is set.

Cause:
The Engine Control Unit (ECU) has detected a fault with the EGR valve and inducement level 3, due to the EGR valve
being blocked.

Possible failure modes:

1. EGR system failure.

Solution:

1. Check for other fault codes relating the to the EGR valve.

A. If other EGR valve fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3432-Exhaust Gas Recirculation (EGR) inducement warning

Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducements start
with a driver warning, then a torque reduction follows. If the fault is not fixed, a creep mode with a strongly reduced
maximum vehicle speed is activated. A failure which will trigger an inducement is ‘EGR valve blocked’.

Cause:
The Engine Control Unit (ECU) has detected a fault with the EGR valve being blocked.

Possible failure modes:

1. EGR system failure.

Solution:

1. Check for other fault codes relating the to the EGR valve.

A. If other EGR valve fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3433-Diesel Particulate Filter (DPF) inducement less severe

derating level
Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducement starts with
a driver warning, then a torque reduction follow. If the fault is not fixed, a creep mode with a strongly reduced maximum
vehicle speed is activated. A failure which will trigger an inducement is Diesel Particulate Filter ‘DPF inducement’. If
at least one error belonging to '(DPF) inducement’ group is set and the engine is running, the timer for inducement
level 1 (less severe torque reduction) is increased. When timer exceeds 0 s and at least one error belonging to the
triggered group is active, level 1 for ‘DPF inducement’ group is set.

Cause:
The Engine Control Unit (ECU) has detected a fault with the diesel particulate filter (DPF) and inducement level, due
to ‘DPF inducement’ has been activated.

Possible failure modes:

1. DPF system failure.

Solution:

1. Check for other fault codes relating the to the DPF system.

A. If other DPF fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3434-Diesel Particulate Filter (DPF) inducement most severe

derating level
Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducement starts with
a driver warning, then a torque reduction follow. If the fault is not fixed, a creep mode with a strongly reduced maximum
vehicle speed is activated. A failure which will trigger an inducement is Diesel Particulate Filter ‘DPF inducement’.
If at least one error belonging to 'DPF inducement’ group is set and the engine is running, the timer for inducement
level 3 (more severe torque reduction) is increased. When timer exceeds 4 h and at least one error belonging to the
triggered group is active, level 3 for "DPF inducement’ group is set.

Cause:
The Engine Control Unit (ECU) has detected a fault with the diesel particulate filter (DPF) and inducement level, due
to ‘DPF inducement’ has been activated.

Possible failure modes:

1. DPF system failure.

Solution:

1. Check for other fault codes relating the to the DPF system.

A. If other DPF fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3435-Diesel Particulate Filter (DPF) inducement warning

Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducement starts with
a driver warning, then a torque reduction follow. If the fault is not fixed, a creep mode with a strongly reduced maximum
vehicle speed is activated. A failure which will trigger an inducement is Diesel Particulate Filter ‘DPF inducement’.

Cause:
The Engine Control Unit (ECU) has detected a fault with the diesel particulate filter (DPF).

Possible failure modes:

1. DPF system failure.

Solution:

1. Check for other fault codes relating the to the DPF system.

A. If other DPF fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3517-Ambient air temperature sensor failure (of humidity sensor) -

signal too high
Context:
The engine control unit (ECU) generated an error from a fault associated with the humidity/temperature sensor. This
error could result from a signal out of range or a signal that is erratic or intermittent. When the ECU determines that
the humidity/temperature sensor value is not valid, it will substitute a value of 39.96 °C (103.93 °F).

Cause:
The humidity/temperature sensor signal to the ECU is shorted to greater than 5.0 V.

Possible failure modes:

1. Faulty electrical wiring or connections.

2. Faulty ECU.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, return machine to proper operation.
2. Verify proper operation of the humidity/temperature sensor. Use electronic service tool (EST) to check the voltage
range. The proper voltage range is 2.0 V to 4.9 V.

A. If the voltage reading is greater than 4.9 V. Continue with step 3.

B. If the voltage reading is within the proper limits, the fault may have been intermittent. Return machine to proper
operation.
3. Disconnect the humidity/temperature sensor from the engine sensor harness. Use electronic service tool (EST)
to check the voltage range.

A. If there is 5.0 V. There is an open or short in the sensor ground circuit. Continue with step 5.

B. If there is greater than 5.0 V. Leave humidity/temperature sensor disconnected and continue with step 4.
4. Disconnect ECU connector. Use electronic service tool (EST) to check the voltage range.

A. If there is 5.0 V. There is a short in the sensor supply circuit. Locate and repair the damaged wires or replace
the harness.

B. If there is greater than 5.0 V. The ECU has failed internally. Replace the ECU.
5. Use a multi-meter to check for voltage between humidity/temperature sensor connector, pin 4, to ground. There
should be no voltage.

A. If there is no voltage, continue with step6.

B. If there is voltage, the short is in this wire.Locate and repair shorted wire.
6. Use a multi-meter to check for voltage between humidity/temperature sensor connector, pin 1, to ground. There
should be no voltage.

A. If there is no voltage, the sensor has failed. Replace the sensor.

B. If there is voltage, the short is in this wire.Locate and repair shorted wire.

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3518-Ambient air temperature sensor failure (of humidity sensor) -

signal too low
Context:
The engine control unit (ECU) generated an error from a fault associated with the Humidity/temperature sensor. This
error could result from a signal out of range or a signal that is erratic or intermittent. When the ECU determines that
the Humidity/temperature sensor value is not valid, it will substitute a value of 39.96 °C (103.93 °F).

Cause:
The Humidity/temperature sensor signal to the ECU is shorted to ground.

Possible failure modes:

1. Faulty electrical wiring or connections.

2. Faulty ECU.

Solution:

1. Verify this error code is still present and in an active state.

A. If the error is still present and active, continue with step 2.

B. If the error is no longer present or is in an inactive state, return machine to proper operation.
2. Verify proper operation of the Humidity/temperature sensor. Use electronic service tool (EST) to check the voltage
range. The proper voltage range is 2.0 V to 4.9 V.

A. If the voltage reading is low , less than 2.0 V. Continue with step 3.

B. If the voltage reading is within the proper limits, fault may have been intermittent. Return machine to proper
operation.
3. Disconnect the Humidity/temperature sensor from the engine sensor harness. Use a multi-meter to check between
Humidity/temperature sensor connector, pin 1, and ground. There should not be continuity to ground.

A. If there is continuity. There is a short to ground in the sensor supply circuit. Continue with step 4.

B. If there is not continuity. Leave humidity/temperature sensor disconnected and continue with step 5.
4. Disconnect connector 1 at the ECU. Use multi-meter to check the harness side of pin 68 to ground. There should
not be continuity to ground.

A. If there is continuity. There is a short between connector 1, pin 68 and pin 1 of the Humidity/temperature sensor
connector. Locate and repair the damaged wires or replace the harness.

B. If there is no continuity. The ECU has failed internally. Replace the ECU.
5. Disconnect the ECU connector. Use a multi-meter to check for continuity between connector 1, pin 26, to ground.

A. If there is continuity, the short is in this wire.Locate and repair shorted wire.

B. If there is no continuity, reconnect Humidity/temperature sensor connector and continue with step 6.
6. Use a multi-meter to check for continuity between the harness side of connector 1, pin 26, to ground.

A. If there is continuity, the sensor has failed. Replace the sensor.

B. If there is no continuity, the ECU has failed internally. Replace the ECU.

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3616-Torque limitation due to turbo charger protection high altitude

operation related
Context:
The Engine Control Unit (ECU) has detected an active power reduction due to turbo charger protection. This error is
for informational purposes and is initiated by a power reduction due to turbo charger protection being active causing
a torque limitation greater than 25 % of the desired torque for longer than 60 seconds and is reset once the torque
limitation due to turbo charger protection is less than 25 % of the desired torque over 10 seconds. Though no action
is necessary due to this error, if the power reduction occurred due to an actual defect, the error triggering the torque
limitation should also be in fault memory. Follow the troubleshooting procedure for that error.

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3648-EVGT Boost pressure monitoring for over boost

Context:
The positive limit of EGR valve governor deviation has been exceeded.

Cause:
Desired EGR valve position can not be reached due to sticking EGR valve. Possible EGR valve position sensor
mismatched

Possible failure modes:

1. Faulty wiring
2. Throttle valve binding inside assembly

Solution:

1. Verify that the fault code is active.

(1) Use the Electronic Service Tool to clear all fault codes. Prior to clearing fault codes write down all fault codes,
number of occurrences, and engine hours at last occurrence.

(2) To check for fault codes: Start and operate machine.

A. Fault code 3648 is not recorded again. OK to return the machine to service.

B. Fault code 3648 is active and recorded again. Go to Step 2.

2. Verify that the wiring and connectors are free of damage.

(1) Inspect the ECU and the TVA valve connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

(2) Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion,
abrasion or incorrect attachment.

A. OK – The connectors are secure and the harness is free of damage. Go to Step 3.

B. NOT OK – The connectors or the harness has damage. Repair or replace the harness or connectors as re-
quired. Return to Step 1 to confirm elimination of fault.
3. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, OK to return the machine to service.

B. If the fault is still present and active, temporarily replace the throttle valve assemble and retest. return to Step
1 to confirm elimination of the fault.
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3650-Battery voltage: SRC high for battery voltage sensor

Context:
The Engine Control Unit (ECU) monitors the battery voltage.

Cause:
The battery supply to the ECU is above the threshold.

Possible failure modes:

1. Faulty wiring.
2. Faulty alternator.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Inspect the wiring harness from the battery to the alternator.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 1 to pin 2.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 3 to pin 4.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 5 to pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 28 to chassis
ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, connect the wiring harness to the ECU. Continue with Step 4.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.
NOTE: Use a multimeter or diagnostic screen to check the battery voltage.
4. Check the alternator output.

Start the engine.

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Increase the engine RPM and monitor the battery voltage.

There should be approximately 11.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is greater than 18.0 V, the alternator and/or regulator has failed. Replace the alternator.
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3651-Battery voltage: SRC low for battery voltage sensor

NOTE: This fault can occur due to a cold start with low battery voltage, engine speed less than 300 RPM and coolant
temperature less than 0 °C (32 °F).

Context:
The Engine Control Unit (ECU) monitors the battery voltage.

Cause:
The battery supply to the ECU is below the threshold.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty alternator.
4. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Inspect the wiring harness from the battery to the alternator.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 1 to pin 2.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 3 to pin 4.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 5 to pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 28 to chassis
ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, connect the wiring harness to the ECU. Continue with Step 4.

B. If the voltage reading is less than 10.0 V, check the wiring harness between the ECU connector to the battery
for a short to low source.

NOTE: Use a multimeter or diagnostic screen to check the battery voltage.

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4. Check the alternator output.

Start the engine.

Increase the engine RPM and monitor the battery voltage.

There should be approximately 11.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is less than 10.0 V, continue with Step 5.

5. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

A. If the voltage reading is correct, the alternator and/or regulator has failed. Check the alternator belt for damage.
If no damage is found, replace the alternator.

B. If the voltage reading is less than 10.0 V, recharge the battery. If the battery can not hold a charge, replace
the battery.
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3652-CAN Bus: Bus off of CAN node A

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as
a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus readings are incorrect, continue with Step 5.

B. If the CAN bus readings are correct, continue with Step 7.

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5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-012 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus readings are incorrect, check the CAN bus wiring and terminating resistor between the ECU to
the vehicle controllers.

B. If the CAN bus readings are correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-012 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the readings are incorrect, the resistor has failed. Replace the ECU.

B. If the readings are correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wire harnesses - Electrical schematic sheet 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic sheet 35 (55.100.DP-C.20.E.35)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3655-Torque limitation, Engine protection: General report of the

event of torque limitations
Context:
This is an information fault code only. The fault code is logged and indicates that engine torque has been limited.
Troubleshoot the fault codes that cause the reduction in power.

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3656-Torque limitation, Engine protection: Torque limitation caused

by particulate filter
Context:
This is an information fault code only. The fault code is logged and indicates that engine torque has been limited due
to a restriction in the particulate filter. Troubleshoot the fault codes that cause the reduction in power.

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3657-Timeout Error of CAN-Receive-Frame CM1BC

Context:
The ECU is not receiving messages on the CAN bus.

Cause:
The ECU is not receiving messages on the CAN bus.

Possible failure modes:

1. Open circuit or short circuit in CAN bus system.

2. Failure of instrument cluster.
3. Failure of ECM.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Continue with this procedure if three or more fault codes are active, such as 9151 - 9154, 9405, 9406, 9410, or
1051 through 1059. This is an indication of a problem in the CAN Data Link circuit.
If one or two CAN bus fault codes are active, check all CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment. This may be an indication of an intermittent
connection in the CAN bus.
Verify all modules on the CAN bus have the latest software versions.

A. CAN Data Link fault codes are not recorded again and are no longer ACTIVE. OK to return the machine service.

B. CAN Data Link fault codes are present and ACTIVE.

Please see 9151-CAN Connection: CAN Communication Timed Out After 5 Seconds (55.640), step 2.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 10 (55.100.DP-C.20.E.10)
Wire harnesses - Electrical schematic sheet 21 (55.100.DP-C.20.E.21)
Wire harnesses - Electrical schematic sheet 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic sheet 27 (55.100.DP-C.20.E.27)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)
Wire harnesses - Electrical schematic sheet 12 (55.100.DP-C.20.E.12)
Wire harnesses - Electrical schematic sheet 19 (55.100.DP-C.20.E.19)
Wire harnesses - Electrical schematic sheet 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic sheet 31 (55.100.DP-C.20.E.31)
Wire harnesses - Electrical schematic sheet 35 (55.100.DP-C.20.E.35)

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3659-Battery voltage: Power stage diagnosis could be disabled

due to high battery voltage
NOTICE: Check alternator output voltage, if above 18 V troubleshoot the charging system before proceeding.

Solution:

1. Verify that the fault code present on EST.

Access the Electronic Service Tool fault code screen and monitor the fault codes.

Verify that there are no fault codes pertaining to high battery voltage to the ECU or high fluid temperatures.

A. Fault code 3659 is active with other fault codes such as FC3051 or FC3518 or FC3007 and FC1002. Trou-
bleshoot these fault codes before troubleshooting FC3668.

B. Fault code 3659 is not recorded again. OK to return the machine to service.

C. Fault code 3659 is active and recorded again. Go to step 2.

2. Measure the ECU unswitched input voltage

Turn ignition switch OFF.

Disconnect Engine Control Unit (ECU) connector X-012 from engine controller.

Turn the ignition switch ON.

Measure the voltage from pins 1, 3, 5, and 28 on ECU connector X-012 to ground (ECU connector X-012 pins 2,
4, and 6). The voltage should be approximately 14.5 V.

A. The voltage is correct. Temporarily replace the ECU and retest. Return to step 1 to confirm elimination of the
fault.

B. The voltage is greater than 15 V. Temporarily replace the alternator and retest. Return to step 1 to confirm
elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3660-Battery voltage: Power stage diagnosis could be disabled

due to low Battery voltage
NOTICE: Check alternator output voltage, if below 10 V troubleshoot the charging system before proceeding.

Solution:

1. Verify that the fault code is present on EST.

Use the Electronic Service Tool to verify that the fault code is ACTIVE.

To check for fault codes: Start and operate the machine. Wiggle the harness to reveal an intermittent condition.

A. Fault code 3660 is not recorded again. OK to return the machine to service.

B. Fault code 3660 is active and recorded again. Go to step 2.

2. Measure the ECU unswitched input voltage

Turn ignition switch OFF.

Disconnect Engine Control Unit (ECU) connector X-012 from engine controller.

Turn the ignition switch ON.

Measure the voltage from pins 1, 3, 5, and 28 on ECU connector X-012 to ground (ECU connector X-012 pins 2,
4, and 6). The voltage should be approximately 14.5 V.

A. The voltage is correct. Temporarily replace the ECU and retest. Return to step 1 to confirm elimination of the
fault.

B. The voltage is less than 10 V. Temporarily replace the alternator and retest. Return to step 1 to confirm elimi-
nation of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3663-EGR command saturation over higher threshold

Context:
The positive limit of EGR valve governor deviation has been exceeded.

Cause:
Desired EGR valve position can not be reached due to sticking EGR valve. Possible EGR valve position sensor
mismatched.

Possible failure modes:

1. Faulty wiring.
2. EGR valve binding inside assembly.

Solution:

1. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the EGR valve connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
or incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 2.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
2. Verify the fault code is still present and in an active state.

A. If the fault code is no longer active or present, OK to return the machine to service.

B. If the fault code is still present and active, temporarily replace the EGR valve assemble and retest. Return to
step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3664-EGR command saturation over lower threshold

Context:
The negative limit of EGR valve governor deviation has been exceeded.

Cause:
Desired EGR valve position can not be reached due to sticking EGR valve. Possible EGR valve position sensor
mismatched.

Possible failure modes:

1. Faulty wiring.
2. EGR valve binding inside assembly.

Solution:

1. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the EGR valve connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
or incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 2.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
2. Verify the fault code is still present and in an active state.

A. If the fault code is no longer active or present, OK to return the machine to service.

B. If the fault code is still present and active, temporarily replace the EGR valve assemble and retest. Return to
step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3665-Permanent governor deviation for valve

Context:
The positive limit of EGR valve governor deviation has been exceeded.

Cause:
Desired EGR valve position can not be reached due to sticking EGR valve. Possible EGR valve position sensor
mismatched.

Possible failure modes:

1. Faulty wiring.
2. EGR valve binding inside assembly.

Solution:

1. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the EGR valve connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
or incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 2.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
2. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, OK to return the machine to service.

B. If the fault is still present and active, temporarily replace the EGR valve assemble and retest. Return to step 1
to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3666-Permanent governor deviation for valve

Context:
The negative limit of EGR valve governor deviation has been exceeded.

Cause:
Desired EGR valve position can not be reached due to sticking EGR valve. Possible EGR valve position sensor
mismatched.

Possible failure modes:

1. Faulty wiring.
2. EGR valve binding inside assembly.

Solution:

1. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the EGR valve connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
or incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 2.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
2. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, OK to return the machine to service.

B. If the fault is still present and active, temporarily replace the EGR valve assemble and retest. Return to step 1
to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3667-Open load error for power stage

Context:
ECU Power stages : Open load error on the EGR valve power stage.

Cause:
The ECU detects an open circuit in the EGR valve drive circuit. Electrical problem in the EGR valve actuator.

Possible failure modes:

1. Faulty wiring.
2. Faulty EGR valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3667 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the EGR valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the wiring harness

Turn the ignition switch OFF.

Disconnect the EGR Valve connector. Disconnect the ECU connector.

Measure the resistance between ECU connector X-016 pin 50 and EGR valve motor plus pin. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-016 pin 35 and EGR valve motor minus pin. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-016 pin 9 and EGR position sensor supply pin. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-016 pin 39 and EGR position sensor signal pin. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-016 pin 24 and EGR position sensor ground pin. The resis-
tance should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to step 4.

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B. The resistance is greater than 10 Ω. There is an open circuit in the wire. Repair or replace the wire as required.
Return to step 1 to confirm elimination of fault.
4. Measure the resistance through the valve

Turn the ignition switch OFF.

Disconnect the EGR valve connector.

Measure the resistance through the motor windings. The resistance should be less than 100 Ω.

A. The resistance is less than 100 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm elimi-
nation of the fault.

B. The resistance is greater than 100 Ω. There is an open circuit in the valve windings. Temporarily replace the
valve and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3668-Over temperature error for H-bridge

Context:
ECU Power stages: Over temperature error on the turbocharger PWM output power stage.

Cause:
The ECU detects an excess current draw on the turbocharger waste gate signal wire.

Possible failure modes:

1. Faulty wiring.
2. Faulty EGR valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code present on EST.

Access the Electronic Service Tool fault code screen and monitor the fault codes.

Verify that there are no fault codes pertaining to high battery voltage to the ECU or high fluid temperatures.

A. Fault code 3668 is active with other fault codes such as FC3051 or FC3518 or FC3007 and FC1002. Trou-
bleshoot these fault codes before troubleshooting this code.

B. Fault code 3668 is not recorded again. OK to return the machine to service.

C. Fault code 3668 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the EGR valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the wiring harness.

Turn the ignition switch OFF.

Disconnect the EGR Valve connector. Disconnect the ECU connector.

Measure the resistance between ECU connector X-016 pin 50 and EGR valve motor plus pin. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to step 4.

B. The resistance is greater than 10 Ω. There is an open circuit in the wire. Repair or replace the wire as required.
Return to step 1 to confirm elimination of fault.
4. Measure the resistance through the wiring harness to chassis ground.

Turn the ignition switch OFF.

Disconnect the EGR valve connector. Disconnect the ECU connector.

Measure the resistance between ECU connector X-016 pin 50 and chassis ground. The resistance should be
greater than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

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Measure the resistance between ECU connector X-016 pin 35 and chassis ground. The resistance should be
greater than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 5.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground. Repair or replace the wire as
required. Return to step 1 to confirm elimination of fault.
5. Measure the resistance through the valve to chassis ground.

Turn the ignition switch OFF.

Disconnect the electric valve connector.

Measure the resistance through the electric valve pin 1 to chassis ground. The resistance should be greater than
20,000 Ω.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 20,000 Ω. There is an internal short to chassis ground. Temporarily replace the
electric valve and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3669-Short circuit to battery on Out1 error for H-bridge

Context:
Short circuit to battery on Out1 error for H-bridge. The ECU had detected a short circuit to an external power source.

Cause:
The EGR valve drive circuit is shorted to positive battery.

Possible failure modes:

1. Wiring shorted to positive battery source.

2. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3669 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the EGR valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to Step 1 to confirm elimination of fault.
3. Measure the voltage through the wiring harness

Turn the ignition switch OFF.

Disconnect the EGR valve connector. Disconnect the ECU connector.

Turn the ignition switch ON.

Measure the voltage from ECU connector X-016 pin 50 to chassis ground. The voltage should be less than 0.5 V.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the voltage from ECU connector X-016 pin 35 to chassis ground. The voltage should be less than 0.5 V.
Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.5 V. Temporarily replace the ECU and retest. Return to Step 1 to confirm elimination
of the fault.

B. The voltage is greater than 0.5 V. There is a short circuit to another voltage source. Repair or replace the
harness as required. Return to Step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3670-Short circuit to battery on Out2 error for H-bridge

Context:
Short circuit to battery on Out2 error for H-bridge. The ECU had detected a short circuit to an external power source.

Cause:
The EGR valve drive circuit is shorted to positive battery.

Possible failure modes:

1. Wiring shorted to positive battery source.

2. Faulty ECU

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3670 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the EGR valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage through the wiring harness

Turn the key switch OFF.

Disconnect the EGR valve connector. Disconnect the ECU connector.

Turn the key switch ON.

Measure the voltage from ECU connector X-016 pin 50 to chassis ground. The voltage should be less than 0.5 V.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the voltage from ECU connector X-016 pin 35 to chassis ground. The voltage should be less than 0.5 V.
Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.5 V. Temporarily replace the ECU and retest. Return to step 1 to confirm elimination
of the fault.

B. The voltage is greater than 0.5 V. There is a short circuit to another voltage source. Repair or replace the
harness as required. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3671-Short circuit to ground on Out1 error for H-bridge

Context:
The ECU had detected a short circuit to minus battery or chassis ground on Out1 error for H-bridge.

Cause:
The EGR valve drive circuit or wiring is shorted to minus battery or chassis ground.

Possible failure modes:

1. Wiring shorted to minus battery or chassis ground.

2. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3671 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the EGR valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to Step 1 to confirm elimination of fault.
3. Measure the resistance of the harness to chassis ground.

Turn the ignition switch OFF.

Disconnect the EGR valve connector. Disconnect the ECU connector.

Measure the resistance between ECU connector X-462 pin 50 and chassis ground. The resistance should be
greater than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-462 pin 35 and chassis ground. The resistance should be
greater than 20,000 Ω . Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to Step 4.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the wiring harness. Repair
or replace the harness as required. Return to Step 1 to confirm elimination of the fault.
4. Measure the resistance of the valve to chassis ground.

Turn the ignition switch OFF.

Disconnect the EGR valve connector.

Measure the resistance between the EGR valve, motor plus pin and chassis ground. The resistance should be
greater than 20,000 Ω.

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A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to Step 1 to confirm
elimination of the fault.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the solenoid valve. Tem-
porarily replace the valve and retest. Return to Step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3672-Short circuit to ground on Out2 error for H-bridge

Context:
The ECU had detected a short circuit to minus battery or chassis ground on Out2 error for H-bridge.

Cause:
The EGR valve drive circuit or wiring is shorted to minus battery or chassis ground.

Possible failure modes:

1. Wiring shorted to minus battery or chassis ground.

2. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3672 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the EGR valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance of the harness to chassis ground.

Turn the ignition switch OFF.

Disconnect the EGR valve connector. Disconnect the ECU connector.

Measure the resistance between ECU connector X-016 pin 50 and chassis ground. The resistance should be
greater than 20,000 Ω . Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-016 pin 35 and chassis ground. The resistance should be
greater than 20,000 Ω . Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the wiring harness. Repair
or replace the harness as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance of the valve to chassis ground.

Turn the ignition switch OFF.

Disconnect the EGR valve connector.

Measure the resistance between the EGR valve, motor plus pin and chassis ground. The resistance should be
greater than 20,000 Ω.

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A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the solenoid valve. Tem-
porarily replace the valve and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3673-Short circuit over load error for H-bridge

Context:
The ECU had detected a short circuit in the ERG valve drive circuit.

Cause:
The ECU had detected a short circuit in the ERG valve drive circuit.

Possible failure modes:

1. Wiring shorted.
2. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3673 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the EGR valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance of the harness to chassis ground.

Turn the ignition switch OFF.

Disconnect the EGR valve connector. Disconnect the ECU connector.

Measure the resistance between ECU connector X-016 pin 50 and ECU connector X-016 pin 35. The resistance
should be greater than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω. There is a short circuit in the wiring harness. Repair or replace the
harness as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance of the valve to chassis ground.

Turn the ignition switch OFF.

Disconnect the EGR valve connector.

Measure the resistance between the EGR valve, motor plus pin and chassis ground. The resistance should be
greater than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

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B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the solenoid valve. Tem-
porarily replace the valve and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3674-Under voltage error for H-bridge

Context:
Under voltage error for H-bridge.

Cause:
The ECU had detected a high fluctuations in the system voltage.

Possible failure modes:

1. Bad battery or battery connections.

2. Faulty alternator or charging circuit.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3674 is recorded again. Go to step 2.

2. Inspect the battery cable connections.

Verify that the battery terminals and battery cables are free of corrosion, abrasion and incorrect attachment.

Verify that the battery chassis ground connection is clean and fastened securely to the frame. The chassis con-
nection point should be free of paint, rust, dirt and debris.

A. The cables and battery connections are secure and free of corrosion, abrasion and incorrect attachment. Go
to step 3.

B. The battery connections or battery cables are in need of repair. Repair as required. Return to step 1 to confirm
elimination of the fault.
3. Verify that the wiring and connectors are free of damage.

Inspect the ECU. All connections should be secure, tight, free of corrosion, abrasion and damage.

Inspect the harness from the battery to the ECU. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Temporarily replace the ECU and retest. Return
to step 1 to confirm elimination of the fault.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3675-DFC for long time valve drift at closed position

Context:
The Exhaust Gas Regeneration (EGR) Valve actuator is monitored for long time drift by comparing first and last learned
voltage compensation. Check the EGR valve is not blocked or clogged. Remove the EGR valve and inspect for any
carbon build up. If there is carbon build up, clean the EGR valve. Once the EGR valve has been cleaned, reinstall
EGR valve and clear any codes. Restart the machine and operate. If the fault code reoccurs, replace the EGR valve.

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3676-DFC for valve position sensor voltage SRC high

Context:
DFC for valve position sensor voltage SRC high.

Cause:
The ECU had detected an open circuit in the EGR position sensor.

Possible failure modes:

1. Faulty wiring.
2. Faulty EGR valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3676 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Turn the key switch OFF.

Inspect the ECU and the EGR valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the harness.

Turn the key switch OFF.

Disconnect the ECU connector, X-016 and the EGR valve connector.

Fabricate a jumper wire 20 cm (8 in).

Use the jumper wire to connect ECU connector X-016 pin 9 to X-016 pin 39.

Measure the resistance between ERG valve sensor supply and EGR valve sensor signal. The resistance should
be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Use the jumper wire to connect ECU connector X-016 pin 24 to X-016 pin 39.

Measure the resistance between ERG valve sensor ground and EGR valve sensor signal. The resistance should
be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to Step 4.

B. The resistance is greater than 10 Ω. There is an open circuit in the wiring. Repair or replace the harness as
required. Return to Step 1 to confirm elimination of fault.

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4. Measure for stray voltage to chassis ground.

Turn the key switch OFF.

Disconnect the ECU connector, X-016. Disconnect the EGR valve connector.

Turn the key switch ON.

Measure the voltage from ECU connector X-016 pin 9 to chassis ground. The voltage should be less than 0.5 V.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the voltage from ECU connector X-016 pin 39 to chassis ground. The voltage should be less than 0.5 V.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the voltage from ECU connector X-016 pin 24 to chassis ground. The voltage should be less than 0.5 V.
Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.5 V. Go to Step 4.

B. The voltage is greater than 0.5 V. There is a short circuit in the wiring to another voltage source. Repair or
replace the harness as required. Return to Step 1 to confirm elimination of fault.
5. Measure the resistance through the position sensor

Turn the key switch OFF.

Disconnect the EGR valve.

Measure the resistance between the EGR position sensor supply pin and the EGR position sensor signal pin.
The resistance should be less than 10,000 Ω. If possible, move the valve while monitoring the resistance. The
resistance should change at an even rate.

Measure the resistance between the EGR position sensor supply ground and the EGR position sensor signal pin.
The resistance should be less than 10,000 Ω. If possible, move the valve while monitoring the resistance. The
resistance should change at an even rate.

A. The resistance is less than 10,000 Ω and the resistance changes at an even rate when the valve is moved.
Temporarily replace the ECU and retest. Return to Step 1 to confirm elimination of the fault.

B. The resistance is greater than 10,000 Ω or the resistance did not change at a smooth rate. There is an open
circuit in the valve position sensor. Temporarily replace the EGR valve and retest. Return to Step 1 to confirm
elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3677-DFC for valve position sensor voltage SRC low

Context:
The ECU had detected a short circuit to ground in the EGR position sensor.

Cause:
The ECU had detected a short circuit to ground in the EGR position sensor.

Possible failure modes:

1. Faulty wiring.
2. Faulty EGR valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3677 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Turn the ignition switch OFF.

Inspect the ECU and the EGR valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the EGR valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance of the harness to chassis ground.

Turn the ignition switch OFF.

Disconnect the ECU connector, X-016 and the EGR valve connector.

Measure the resistance between ECU connector X-016 pin 9 and chassis ground. The resistance should be
greater than 20,000 Ω . Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-016 pin 39 and chassis ground. The resistance should be
greater than 20,000 Ω . Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-016 pin 24 and chassis ground. The resistance should be
greater than 20,000 Ω . Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω. There is an short circuit to chassis ground in the wiring. Repair or replace
the harness as required. Return to step 1 to confirm elimination of fault.
4. Measure resistance of the position sensor to chassis ground.

Turn the ignition switch OFF.

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Measure the resistance between the EGR position sensor supply pin and chassis ground. The resistance should
be greater than 20,000 Ω.

Measure the resistance between the EGR position sensor signal pin and chassis ground. The resistance should
be greater than 20,000 Ω.

Measure the resistance between the EGR position sensor ground pin and chassis ground. The resistance should
be greater than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the position sensor. Tem-
porarily replace the EGR valve and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3680-Injection cut off: Injection cut off demand (ICO) for shut off
coordinator
Context:
This fault is triggered when the Engine Control Unit (ECU) has an internal failure that concerns the reliability of the
accelerator pedal signal, fuel injection parameters or engine speed failures are detected. Another fault will be active
when this fault occurs. Refer to other fault present. Correct that fault, and erase fault codes.

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3688-Water sensor in the fuel filter: WIF sensor check is failed

Context:
The Engine Control Unit (ECU) has senses when the fuel filter water tank is full. The fuel filter separates any water
from the fuel, and collects it in a special tank.

Cause:
The water in fuel sensor check has failed.

Possible failure modes:

1. Faulty wiring harness.

2. Faulty sensor.

Solution:

1. Check the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If fault is no longer present or inactive, check for intermittent fault.

2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the water in fuel sensor.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, the sensor has failed. Replace the
sensor.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3689-Faulty diagnostic data transmission or protocol error

Context:
The ECU has detected a faulty diagnostic data transmission or protocol error from the glow plug control unit.

Cause:
The ECU has detected a faulty diagnostic data transmission or protocol error from the glow plug control unit.

Possible failure modes:

1. Battery voltage to the GCU.

2. Wiring problem in the glow plug system.
3. Faulty GCU.
4. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3689 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU, GCU and glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage to the GCU.

Turn the key switch OFF.

Disconnect the GCU connector X-013.

Turn the key switch ON.

Measure the voltage from X-013 pin 4 to chassis ground. The voltage should be approximately 12 V. Wiggle the
harness during measurement to reveal an intermittent condition.

A. The voltage is between 11 - 14.8 V. Go to step 3.

B. The voltage is less than 11 V. There is a problem in the battery supply to the GCU. Check fuses. Verify battery
connections from the starter motor. Repair as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance of the glow plug ground wire and signal wires.

Turn the key switch OFF.

Disconnect the glow plug connector, X-013. Disconnect ECU connector X-012.

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Measure the resistance between the X-013 pin 5 and ECU connector X-012 pin 41. The resistance should be less
than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition. Pay particular attention
to the splice area, SP-203.

Measure the resistance between the X-013 pin 8 and ECU connector X-012 pin 52. The resistance should be less
than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between the X-013 pin 3 and ECU connector X-012 pin 22. The resistance should be less
than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm elimi-
nation of the fault.

B. The resistance is greater than 10 Ω. There is an open circuit in the wiring. Repair or replace the harness as
required. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3691-No load error for low voltage system

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3691 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU, GCU and glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 to
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is greater than 1.5 Ω. Go to step 4.

4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

Disconnect the glow plug connector.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is an open circuit in the wiring to the glow plug. Repair or replace
as required. Return to step 1 to confirm elimination of the fault.

B. The resistance is greater than 1.5 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3692-Over temperature error on ECU power stage for glow plug

low voltage system
Context:
The GCU detects an over temperature error.

Cause:
Over temperature error on GCU power stage for glow plug low voltage system. Pre-glow and post-glow functions
may be disabled while this code is active. There may be starting issues such as black smoke and hard starts while
this code is active and the engine is cold.

Possible failure modes:

1. High system voltage.

2. High engine temperatures.
3. Faulty wiring.
4. Faulty GCU.
5. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3692 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU, GCU and glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage to the GCU.

Turn the ignition switch OFF.

Disconnect the GCU connector X-013.

Turn the ignition switch ON.

Measure the voltage from X-013 pin 4 to chassis ground. The voltage should be approximately 12 V. Wiggle the
harness during measurement to reveal an intermittent condition.

A. The voltage is between 11 - 14.8 V. Go to step 4.

B. The voltage is less than 11 V. There is a problem in the battery supply to the GCU. Check fuses. Verify battery
connections from the starter motor. Repair as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance of the glow plug ground wire and signal wires.

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Turn the ignition switch OFF.

Disconnect the glow plug connector, X-013. Disconnect ECU connector X-012.

Measure the resistance between X-013 pin 5 and ECU connector X-012 pin 41. The resistance should be less
than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition. Pay particular attention
to the splices.

Measure the resistance between X-013 pin 8 and ECU connector X-012 pin 52. The resistance should be less
than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-013 pin 3 and ECU connector X-012 pin 22. The resistance should be less
than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω Go to step 5.

B. The resistance is greater than 10 Ω. There is an open circuit in the wiring. Repair or replace the harness as
required. Return to step 1 to confirm elimination of the fault.
5. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 to
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.5 Ω There is a short circuit in the wiring or glow plug. Go to step 6.
6. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

Disconnect the glow plug connector at the glow plug.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a short circuit in the wiring to the glow plug. Repair or replace
as required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.5 Ω There is a short circuit in the glow plug. Temporarily replace the glow plug
and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3693-Short circuit to battery error for low voltage system

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3693 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU, GCU and glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is greater than 1.5 Ω. Go to step 4.

4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

Disconnect the glow plug connector.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is an open circuit in the wiring to the glow plug. Repair or replace
as required. Return to step 1 to confirm elimination of the fault.

B. The resistance is greater than 1.5 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3694-Short circuit to ground error for low voltage system

Context:
The GCU detects an over temperature error.

Cause:
Over temperature error on GCU power stage for glow plug low voltage system. Pre-glow and post-glow functions
may be disabled while this code is active. There may be starting issues such as black smoke and hard starts while
this code is active and the engine is cold.

Possible failure modes:

1. High system voltage.

2. High engine temperatures.
3. Faulty wiring.
4. Faulty GCU.
5. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3694 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU, GCU and glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage to the GCU.

Turn the ignition switch OFF.

Disconnect the GCU connector X-013.

Turn the ignition switch ON.

Measure the voltage from X-013 pin 4 to chassis ground. The voltage should be approximately 12 V. Wiggle the
harness during measurement to reveal an intermittent condition.

A. The voltage is between 11 - 14.8 V. Go to step 4.

B. The voltage is less than 11 V. There is a problem in the battery supply to the GCU. Check fuses. Verify battery
connections from the starter motor. Repair as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance of the glow plug ground wire and signal wires.

Turn the ignition switch OFF.

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Disconnect the glow plug connector, X-013. Disconnect ECU connector X-012.

Measure the resistance between X-013 pin 5 and ECU connector X-012 pin 41. The resistance should be less
than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-013 pin 8 and ECU connector X-012 pin 52. The resistance should be less
than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-013 pin 3 and ECU connector X-012 pin 22. The resistance should be less
than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to step 5.

B. The resistance is greater than 10 Ω. There is an open circuit in the wiring. Repair or replace the harness as
required. Return to step 1 to confirm elimination of the fault.
5. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 to
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.5 Ω There is a short circuit in the wiring or glow plug. Go to step 6.
6. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

Disconnect the glow plug connector at the glow plug.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a short circuit in the wiring to the glow plug. Repair or replace
as required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.5 Ω There is a short circuit in the glow plug. Temporarily replace the glow plug
and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3695-Failure in glow plug cylinder 1

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-012 pin 22 GCU Diagnostics X-013 pin 3
X-012 pin 41 Glow plug ground X-013 pin 5
X-012 pin 52 GCU Control ST X-013 pin 8
X-017 pin 58 Glow Plug Cylinder 3 X-013 pin 1
X-017 pin 61 Glow Plug Cylinder 1 X-013 pin 2
Battery supply X-013 pin 4
X-017 pin 57 Glow Plug Cylinder 4 X-013 pin 6
X-017 pin 60 Glow Plug Cylinder 2 X-013 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

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Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug. Temporarily replace the
glow plug and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3696-Failure in glow plug cylinder 2

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-012 pin 22 GCU Diagnostics X-013 pin 3
X-012 pin 41 Glow plug ground X-013 pin 5
X-012 pin 52 GCU Control ST X-013 pin 8
X-017 pin 58 Glow Plug Cylinder 3 X-013 pin 1
X-017 pin 61 Glow Plug Cylinder 1 X-013 pin 2
Battery supply X-013 pin 4
X-017 pin 57 Glow Plug Cylinder 4 X-013 pin 6
X-017 pin 60 Glow Plug Cylinder 2 X-013 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

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Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug. Temporarily replace the
glow plug and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3697-Failure in glow plug cylinder 3

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-012 pin 22 GCU Diagnostics X-013 pin 3
X-012 pin 41 Glow plug ground X-013 pin 5
X-012 pin 52 GCU Control ST X-013 pin 8
X-017 pin 58 Glow Plug Cylinder 3 X-013 pin 1
X-017 pin 61 Glow Plug Cylinder 1 X-013 pin 2
Battery supply X-013 pin 4
X-017 pin 57 Glow Plug Cylinder 4 X-013 pin 6
X-017 pin 60 Glow Plug Cylinder 2 X-013 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

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Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug. Temporarily replace the
glow plug and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3698-Failure in glow plug cylinder 4

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-012 pin 22 GCU Diagnostics X-013 pin 3
X-012 pin 41 Glow plug ground X-013 pin 5
X-012 pin 52 GCU Control ST X-013 pin 8
X-017 pin 58 Glow Plug Cylinder 3 X-013 pin 1
X-017 pin 61 Glow Plug Cylinder 1 X-013 pin 2
Battery supply X-013 pin 4
X-017 pin 57 Glow Plug Cylinder 4 X-013 pin 6
X-017 pin 60 Glow Plug Cylinder 2 X-013 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-013. Measure the resistance between the glow plug wire on connector X-013 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-013 pin 1 X-017 pin 58 Cyl. 3
X-013 pin 2 X-017 pin 61 Cyl. 1
X-013 pin 6 X-017 pin 57 Cyl. 4
X-013 pin 7 X-017 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

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Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20,000 Ω. There is an open circuit in the glow plug. Temporarily replace the
glow plug and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3699-EEPROM: Error in EEPROM block EEPData1, SD correction

can not be calculated
Context:
The engine control unit (ECU) has detected an error during the last EEPROM write operation. The hardware encap-
sulation of the ECU checks each data block of the EEPROM and sets a status flag depending on if an error is found
or not found. This failure can be the result of wrong programming / flashing of the ECU or an internal defect. Try to
flash the ECU correctly with the proper data set. If the error persists, replace the ECU.

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3702-Injection control: Detection of failed engine start

Context:
The engine did not start due a problem with engine speed or rail pressure. Troubleshoot the reasons why the engine
could not maintain a stating speed or insufficient fuel rail pressure.

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3703-Injection control: check of minimum rail pressure

Context:
This fault has been generated due to the injector control pressure is too low. Check for more specific failures related
to the rail pressure system. If no other faults are active, check the rail injectors are not damaged. Also, check for any
rail or injector leakages. If any damages or leakages are found, repair or replace necessary components.

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3704-Injector adjustment programming: Check of missing injector

adjustment value programming
Context:
This fault has been generated due to the injector programming being incorrect. This failure can be the result of wrong
programming / flashing of the ECU or an internal defect. Using the Electronic Service Tool (EST), Easy-Engine soft-
ware, check the injector code matches the injector code used for that cylinder. Reprogram the engine control unit
(ECU) to the proper injector code. Try to flash the ECU correctly with the proper data set. If the error persists, replace
the ECU.

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3705-Injector adjustment programming: check of missing injector

adjustment value programming
Context:
This fault has been generated due to the injector programming being incorrect. This failure can be the result of wrong
programming / flashing of the ECU or an internal defect. Using the Electronic Service Tool (EST), Easy-Engine soft-
ware, check the injector code matches the injector code used for that cylinder. Reprogram the engine control unit
(ECU) to the proper injector code. Try to flash the ECU correctly with the proper data set. If the error persists, replace
the ECU.

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3706-Injector adjustment programming: check of missing injector

adjustment value programming
Context:
This fault has been generated due to the injector programming being incorrect. This failure can be the result of wrong
programming / flashing of the ECU or an internal defect. Using the Electronic Service Tool (EST), Easy-Engine soft-
ware, check the injector code matches the injector code used for that cylinder. Reprogram the engine control unit
(ECU) to the proper injector code. Try to flash the ECU correctly with the proper data set. If the error persists, replace
the ECU.

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3707-Lambda sensor: Open circuit at the lambda sensor Nernst

cell pin
NOTE: When testing the oxygen sensor a high impedance digital volt meter must be used. A normal analogue multi-
meter will draw too much current and will burn out the sensor or give false readings.

NOTE: When replacing the oxygen sensor, re-flash the control module to allow for the new sensor adjustments to be
learned.

Context:
The engine control unit has detected an intermittent signal on the oxygen sensors voltage line at connector X-012 pin
63. This sensor is the primary measurement device for the fuel control to the ECU to know if the engine is too rich or
too lean.

Cause:
The oxygen sensor signal is not plausible.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Faulty control unit or software.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-014. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Test the oxygen sensor for proper operation. Run the machine for approximately 10.0 min to allow the sensor to
warm up. Place the machine off. Use a back probe pin to connect the positive multi-meter lead to connector X-014
pin 3 on the oxygen sensor. Place the negative lead to chassis ground. Have someone start the machine. Rev
the engine and monitor the voltage. The voltage range should vary between 0.1 - 0.9 V.

A. If the voltage is not in range the sensor has failed. Replace the sensor.

B. If the sensor is in range, continue with step 4.

4. Check for a grounded circuit. Place the key switch in the OFF position. Disconnect the engine harness from the
oxygen sensor at connector X-014 and at ECU connector X-012. Use a multi-meter to check for continuity from
the engine harness side of connector X-012 pin 63 to chassis ground. There should be no continuity.

A. If there is continuity, the damaged wiring is in the engine harness between connector X-014 pin 6 and connector
X-012 pin 63. Locate and repair the damaged wiring harness.

B. If there is no continuity, leave both connectors disconnected. Continue with step 5.

5. Check for a open circuit. Leave the key switch in the OFF position. Use a multi-meter to check for continuity from
the engine harness side of connector X-014 from pin 6 to connector X-012 pin 63. There should be continuity.

A. If there is no continuity, the damaged wiring is in the engine harness between connector X-014 pin 6 and
connector X-012 pin 63. Locate and repair the damaged wiring harness.

B. If there is continuity, re-flash ECU software. Check to verify the fault has cleared. If the fault has not cleared.
Replace the ECU.

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Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3708-Lambda sensor: Open circuit at the lambda sensor pump

current pin
NOTE: When testing the oxygen sensor a high impedance digital volt meter must be used. A normal analogue multi-
meter will draw too much current and will burn out the sensor or give false readings.
NOTE: Two people may be required to perform this test correctly.
NOTE: When replacing the oxygen sensor, re-flash the control module to allow for the new sensor adjustments to be
learned.

Context:
The engine control unit has detected an intermittent signal on the oxygen current pump line at connector X-012 pin
64. This sensor is the primary measurement device for the fuel control to the ECU to know if the engine is too rich or
too lean.

Cause:
The oxygen sensor signal is not plausible.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Faulty control unit or software.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the ignition switch in the OFF position. Disconnect the engine harness from the oxygen sensor at connector
X-014. Inspect all connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Test the oxygen sensor for proper operation. Run the machine for approximately 10.0 min to allow the sensor to
warm up. Place the machine off. Use a back probe pin to connect the positive multi-meter lead to connector X-014
pin 3 on the oxygen sensor. Place the negative lead to chassis ground. Have someone start the machine. Rev
the engine and monitor the voltage. The voltage range should vary between 0.1 - 0.9 V.

A. If the voltage is not in range the sensor has failed. Replace the sensor.

B. If the sensor is in range, continue with step 4.

4. Check for a grounded circuit. Place the key switch in the OFF position. Disconnect the engine harness from the
oxygen sensor at connector X-014 and at ECU connector X-012. Use a multi-meter to check for continuity from
the engine harness side of connector X-012 pin 64 to chassis ground. There should be no continuity.

A. If there is continuity, the damaged wiring is in the engine harness between connector X-014 pin 1 and connector
X-012 pin 64. Locate and repair the damaged wiring harness.

B. If there is no continuity, leave both connectors disconnected. Continue with step 5.

5. Check for a open circuit. Leave the key switch in the OFF position. Use a multi-meter to check for continuity from
the engine harness side of connector X-014 from pin 1 to connector X-012 pin 64. There should be continuity.

A. If there is no continuity, the damaged wiring is in the engine harness between connector X-014 pin 1 and
connector X-012 pin 64. Locate and repair the damaged wiring harness.

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B. If there is continuity, re-flash ECU software. Check to verify the fault has cleared. If the fault has not cleared.
Replace the ECU.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3709-Lambda sensor: Open circuit at the lambda sensor virtual

ground pin
NOTE: When testing the oxygen sensor a high impedance digital volt meter must be used. A normal analogue multi-
meter will draw too much current and will burn out the sensor or give false readings.
NOTE: Two people may be required to perform this test correctly.
NOTE: When replacing the oxygen sensor, re-flash the control module to allow for the new sensor adjustments to be
learned.

Context:
The engine control unit has detected an intermittent signal on the oxygen sensors ground line at connector X-012 pin
85. This sensor is the primary measurement device for the fuel control to the ECU to know if the engine is too rich or
too lean.

Cause:
The oxygen sensor signal is not plausible.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Faulty control unit or software.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-014. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Test the oxygen sensor for proper operation. Run the machine for approximately 10.0 min to allow the sensor to
warm up. Place the machine off. Use a back probe pin to connect the positive multi-meter lead to connector X-014
pin 3 on the oxygen sensor. Place the negative lead to chassis ground. Have someone start the machine. Rev
the engine and monitor the voltage. The voltage range should vary between 0.1 - 0.9 V.

A. If the voltage is not in range the sensor has failed. Replace the sensor.

B. If the sensor is in range, continue with step 4.

4. Check for a grounded circuit. Place the key switch in the OFF position. Disconnect the engine harness from the
oxygen sensor at connector X-014 and at ECU connector X-012. Use a multi-meter to check for continuity from
the engine harness side of connector X-012 pin 85 to chassis ground. There should be no continuity.

A. If there is continuity, the damaged wiring is in the engine harness between connector X-014 pin 2 and connector
X-012 pin 85. Locate and repair the damaged wiring harness.

B. If there is no continuity, leave both connectors disconnected. Continue with step 5.

5. Check for a open circuit. Leave the key switch in the OFF position. Use a multi-meter to check for continuity from
the engine harness side of connector X-014 from pin 2 to connector X-012 pin 85. There should be continuity.

A. If there is no continuity, the damaged wiring is in the engine harness between connector X-014 pin 2 and
connector X-012 pin 85. Locate and repair the damaged wiring harness.

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B. If there is continuity, re-flash ECU software. Check to verify the fault has cleared. If the fault has not cleared.
Replace the ECU.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3710-Lambda sensor: Fault to indicate dynamics of the sensor

signal too small
NOTE: When testing the lambda sensor a high impedance digital volt meter must be used. A normal analogue multi-
meter will draw too much current and will burn out the sensor or give false readings.
NOTE: When replacing the lambda sensor, re-flash the control module to allow for the new sensor adjustments to be
learned.

Context:
The engine control unit (ECU) has detected the measured oxygen concentration is incorrect. This sensor is the pri-
mary measurement device for the fuel control to the ECU to know if the engine is too rich or too lean.

Cause:
The oxygen sensor signal is not plausible.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Faulty EGR valve.
4. Faulty control unit or software.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-012. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Test the oxygen sensor for proper operation. Run the machine for approximately 10.0 min to allow the sensor to
warm up. Place the machine off. Use a back probe pin to connect the positive multi-meter lead to connector X-014
pin 3 on the oxygen sensor. Place the negative lead to chassis ground. Have someone start the machine. Rev
the engine and monitor the voltage. The voltage range should vary between 0.1 - 0.9 V.

A. If the voltage is not in range the sensor has failed. Replace the sensor.

B. If the sensor is in range, continue with step 4.

4. Check the wiring harness for any short or open circuits. Disconnect the engine harness from the oxygen sensor
at connector X-014 and the ECU at connector X-012. Using a multi-meter to test the wiring harness, refer to the
table below for test results.

Test Type From To Result

Continuity X-014 pin 3 X-012 pin 7 Continuity
Continuity X-014 pin 1 X-012 pin 64 Continuity
Continuity X-014 pin 5 X-012 pin 86 Continuity
Continuity X-014 pin 2 X-012 pin 85 Continuity
Continuity X-014 pin 6 X-012 pin 63 Continuity
Short Circuit X-014 pin 4 X-014 pin 3 No continuity
X-014 pin 1
X-014 pin 5
X-014 pin 2
X-014 pin 6

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A. If any of the above tests fail. Locate and repair damaged wiring harness.

B. If the all the above test are correct, continue with step 5.
5. Check the injection system for any leaks or damages.

A. If the injectors or system has any leakages, repair or replace damage component.

B. If the injection system is in good condition, continue with step 6.

6. Check the EGR valve. Remove the EGR valve, and check if the valve is stuck open.

A. If the EGR valve is stuck open, clean or replace the EGR valve.

B. If the EGR valve is in good condition, place the EGR valve back onto the machine. Re-flash the ECU software.
Check to verify the fault has cleared. If the fault has not cleared. Replace the ECU.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3711-SCB error of the LSU Heater Power stage

NOTE: When testing the oxygen sensor a high impedance digital volt meter must be used. A normal analogue multi-
meter will draw too much current and will burn out the sensor or give false readings.
NOTE: Two people may be required to perform this test correctly.
NOTE: When replacing the oxygen sensor, re-flash the control module to allow for the new sensor adjustments to be
learned.

Context:
The heater power stage of oxygen sensor is monitored for a short circuit to battery, as long as the heater is working.

Cause:
The oxygen sensor circuit is shorted to a high voltage source.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Faulty control unit or software.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the ignition switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-014. Inspect
all connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Test the oxygen sensor for proper operation. Run the machine for approximately 10.0 min to allow the sensor to
warm up. Place the machine off. Use a back probe pin to connect the positive multi-meter lead to connector X-014
pin 3 on the oxygen sensor. Place the negative lead to chassis ground. Have someone start the machine. Rev
the engine and monitor the voltage. The voltage range should vary between 0.1 - 0.9 V.

A. If the voltage is not in range the sensor has failed. Replace the sensor.

B. If the sensor is in range, continue with step 4.

4. Check wiring for shorted to power source. Place the ignition switch in the OFF position. Disconnect the engine
harness from the oxygen sensor at connector X-014 and at ECU connector X-012. Place the ignition switch ON.
Use a multi-meter to check for voltage from the engine harness side of connector X-014 pin 3 to chassis ground.
There should be no voltage.

A. If there is voltage, the damaged wiring is in the engine harness between connector X-014 pin 3 and connector
X-012 pin 7. Locate and repair the damaged wiring harness.

B. If there is no voltage, leave both connectors disconnected. Continue with step 5.

5. Check to see if the wiring is shorted to the relay circuit. Place the ignition switch in the OFF position. Use a
multi-meter to measure the resistance from the engine harness side of connector X-014 from pin 3 to pin 4. The
resistance should be greater than 10.0 Ω.

A. If the resistance is below 10.0 Ω, the damaged wiring is in the engine harness between connector X-014 pin 3
and connector pin 4. Locate and repair the damaged wiring harness.

B. If the resistance is greater than 10.0 Ω, continue with step 6.

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6. Check to see if the wiring is open. Place the ignition switch in the OFF position. Use a multi-meter to measure the
resistance from the engine harness side of connector X-014 from pin 3 to connector X-012 pin 7. The resistance
should be less than 10.0 Ω.

A. If the resistance is greater than 10.0 Ω, the damaged wiring is in the engine harness between connector X-014
pin 3 and connector X-012 pin 7. Locate and repair the damaged wiring harness.

B. If the resistance is less than 10.0 Ω, continue with step 7.

7. Check software version is at the most current status. If the software version is not up to date, re-flash software
and recheck fault is present.

A. If the fault code is still active and present, replace the ECU.

B. If the fault code has cleared, return machine to proper service.

Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3712-Lambda sensor: SCG error of the LSU heater power stage

NOTE: When testing the oxygen sensor a high impedance digital volt meter must be used. A normal analogue multi-
meter will draw too much current and will burn out the sensor or give false readings.
NOTE: Two people may be required to perform this test correctly.
NOTE: When replacing the oxygen sensor, re-flash the control module to allow for the new sensor adjustments to be
learned.

Context:
The heater power stage of the oxygen sensor is monitored against short circuit to ground, as long as the heater is
working.

Cause:
The oxygen sensor circuit is shorted to a ground source.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Faulty control unit or software.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-014. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Test the oxygen sensor for proper operation. Run the machine for approximately 10.0 min to allow the sensor to
warm up. Place the machine off. Use a back probe pin to connect the positive multi-meter lead to connector X-014
pin 3 on the oxygen sensor. Place the negative lead to chassis ground. Have someone start the machine. Rev
the engine and monitor the voltage. The voltage range should vary between 0.1 - 0.9 V.

A. If the voltage is not in range the sensor has failed. Replace the sensor.

B. If the sensor is in range, continue with step 4.

4. Check wiring for shorted to ground source. Place the key switch in the OFF position. Disconnect the engine
harness from the oxygen sensor at connector X-014 and at ECU connector X-012. Place the key switch ON. Use
a multi-meter to measure the resistance from the engine harness side of connector X-014 pin 3 to chassis ground.
There should be approximately 1000 Ω.

A. If there is less than 1000 Ω, the damaged wiring is in the engine harness between connector X-014 pin 3 and
connector X-012 pin 7. Locate and repair the damaged wiring harness.

B. If there is approximately 1000 Ω, leave both connectors disconnected. Continue with step 5.
5. Check to see if the wiring is open. Place the key switch in the OFF position. Use a multi-meter to measure the
resistance from the engine harness side of connector X-014 from pin 3 to connector X-012 pin 7. The resistance
should be less than 10.0 Ω.

A. If the resistance is greater than 10.0 Ω, the damaged wiring is in the engine harness between connector X-014
pin 3 and connector X-012 pin 7. Locate and repair the damaged wiring harness.

B. If the resistance is less than 10.0 Ω, continue with step 6.

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6. Check software version is at the most current status. If the software version is not up to date, re-flash software
and recheck fault is present.

A. If the fault code is still active and present, replace the ECU.

B. If the fault code has cleared, return machine to proper service.

Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3713-Lambda sensor: Open Load error of the LSU Heater Power

stage
NOTE: When testing the oxygen sensor a high impedance digital volt meter must be used. A normal analogue multi-
meter will draw too much current and will burn out the sensor or give false readings.
NOTE: Two people may be required to perform this test correctly.
NOTE: When replacing the oxygen sensor, re-flash the control module to allow for the new sensor adjustments to be
learned.

Context:
The heater power stage of the oxygen sensor is monitored against open load condition, as long as the heater is
working.

Cause:
The oxygen sensor circuit is has an open circuit condition.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Faulty control unit or software.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-014. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Test the oxygen sensor for proper operation. Run the machine for approximately 10.0 min to allow the sensor to
warm up. Place the machine off. Use a back probe pin to connect the positive multi-meter lead to connector X-014
pin 3 on the oxygen sensor. Place the negative lead to chassis ground. Have someone start the machine. Rev
the engine and monitor the voltage. The voltage range should vary between 0.1 - 0.9 V.

A. If the voltage is not in range the sensor has failed. Replace the sensor.

B. If the sensor is in range, continue with step 4.

4. Check for an open circuit. Place the key switch in the OFF position. Disconnect the engine harness from the
oxygen sensor at connector X-014 and at ECU connector X-012. Use a multi-meter to check for continuity from
the engine harness side of connector X-014 from pin 3 to connector X-012 pin 7. There should be continuity.

A. If there is no continuity, the damaged wiring is in the engine harness between connector X-014 pin 3 and
connector X-012 pin 7, wire E070 yellow. Locate and repair the damaged wiring harness.

B. If there is continuity, re-flash ECU software. Check to verify the fault has cleared. If the fault has not cleared.
Replace the ECU.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3714-Lambda sensor: Fault code to indicate SRC High error for

O2 calibration
Context:
The oxygen signal measured during calibration must be lower than 0.2 V.

Cause:
The oxygen signal is greater than 0.2 V during calibration.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Problems with injection system or EGR.
4. Faulty control unit or software.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the ignition switch in the OFF position. Disconnect the engine harness from the oxygen sensor at connector
X-014. Inspect all connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Test the oxygen sensor for proper operation. Run the machine for approximately 10.0 min to allow the sensor to
warm up. Place the machine off. Use a back probe pin to connect the positive multi-meter lead to connector X-014
pin 3 on the oxygen sensor. Place the negative lead to chassis ground. Have someone start the machine. Rev
the engine and monitor the voltage. The voltage range should vary between 0.1 - 0.9 V.

A. If the voltage is not in range the sensor has failed. Replace the sensor.

B. If the sensor is in range, continue with step 4.

4. Check the wiring harness for any short or open circuits. Disconnect the engine harness from the oxygen sensor
at connector X-014 and the ECU at connector X-012. Using a multi-meter to test the wiring harness, refer to the
table below for test results.

Test Type From To Result

Continuity X-014 pin 3 X-012 pin 7 Continuity
Continuity X-014 pin 1 X-012 pin 64 Continuity
Continuity X-014 pin 5 X-012 pin 86 Continuity
Continuity X-014 pin 2 X-012 pin 85 Continuity
Continuity X-014 pin 6 X-012 pin 63 Continuity
Short Circuit X-014 pin 4 X-014 pin 3 No continuity
X-014 pin 1
X-014 pin 5
X-014 pin 2
X-014 pin 6

A. If any of the above tests fail. Locate and repair damaged wiring harness.

B. If the all the above test are correct, continue with step 5.
5. Check the injection system for any leaks or damages.

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A. If the injectors or system has any leakages, repair or replace damage component.

B. If the injection system is in good condition, continue with step 6.

6. Check the EGR valve. Remove the EGR valve, and check if the valve is stuck open.

A. If the EGR valve is stuck open, clean or replace the EGR valve.

B. If the EGR valve is in good condition, place the EGR valve back onto the machine. Re-flash the ECU software.
Check to verify the fault has cleared. If the fault has not cleared. Replace the ECU.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3715-Lambda sensor: SRC Low error for O2 calibration

Context:
The oxygen signal measured during calibration must be lower than 0.2 V.

Cause:
The oxygen signal is greater than 0.2 V during calibration.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Problems with injection system or EGR.
4. Faulty control unit or software.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-013. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Test the oxygen sensor for proper operation. Run the machine for approximately 10.0 min to allow the sensor to
warm up. Place the machine off. Use a back probe pin to connect the positive multi-meter lead to connector X-013
pin 3 on the oxygen sensor. Place the negative lead to chassis ground. Have someone start the machine. Rev
the engine and monitor the voltage. The voltage range should vary between 0.1 - 0.9 V.

A. If the voltage is not in range the sensor has failed. Replace the sensor.

B. If the sensor is in range, continue with step 4.

4. Check the wiring harness for any short or open circuits. Disconnect the engine harness from the oxygen sensor
at connector X-013 and the ECU at connector X-012. Using a multi-meter to test the wiring harness, refer to the
table below for test results.

Test Type From To Result

Continuity X-013 pin 3 X-012 pin 7 Continuity
Continuity X-013 pin 1 X-012 pin 64 Continuity
Continuity X-013 pin 5 X-012 pin 86 Continuity
Continuity X-013 pin 2 X-012 pin 85 Continuity
Continuity X-013 pin 6 X-012 pin 63 Continuity
Short Circuit X-013 pin 4 X-013 pin 3 No continuity
X-013 pin 1
X-013 pin 5
X-013 pin 2
X-013 pin 6

A. If any of the above tests fail. Locate and repair damaged wiring harness.

B. If the all the above test are correct, continue with step 5.
5. Check the injection system for any leaks or damages.

A. If the injectors or system has any leakages, repair or replace damage component.

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B. If the injection system is in good condition, continue with step 6.

6. Check the EGR valve. Remove the EGR valve, and check if the valve is stuck open.

A. If the EGR valve is stuck open, clean or replace the EGR valve.

B. If the EGR valve is in good condition, place the EGR valve back onto the machine. Re-flash the ECU software.
Check to verify the fault has cleared. If the fault has not cleared. Replace the ECU.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3716-Lambda sensor: O2 value above the max threshold

Context:
The oxygen signal measured during calibration must be lower than 0.2 V.

Cause:
The oxygen signal is greater than 0.2 V during calibration.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Problems with injection system or EGR.
4. Faulty control unit or software.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the ignition switch in the OFF position. Disconnect the engine harness from the oxygen sensor at connector
X–468. Inspect all connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Test the oxygen sensor for proper operation. Run the machine for approximately 10.0 min to allow the sensor to
warm up. Place the machine off. Use a back probe pin to connect the positive multi-meter lead to connector X-468
pin 3 on the oxygen sensor. Place the negative lead to chassis ground. Have someone start the machine. Rev
the engine and monitor the voltage. The voltage range should vary between 0.1 - 0.9 V.

A. If the voltage is not in range the sensor has failed. Replace the sensor.

B. If the sensor is in range, continue with step 4.

4. Check the wiring harness for any short or open circuits. Disconnect the engine harness from the oxygen sensor
at connector X-468 and the ECU at connector X-461. Using a multi-meter to test the wiring harness, refer to the
table below for test results.

Test Type From To Result

Continuity X-468 pin 3 X-461 pin 7 Continuity
Continuity X-468 pin 1 X-461 pin 64 Continuity
Continuity X-468 pin 5 X-461 pin 86 Continuity
Continuity X-468 pin 2 X-461 pin 85 Continuity
Continuity X-468 pin 6 X-461 pin 63 Continuity
Short Circuit X-468 pin 4 X-468 pin 3 No continuity
X-468 pin 1
X-468 pin 5
X-468 pin 2
X-468 pin 6

A. If any of the above tests fail. Locate and repair damaged wiring harness.

B. If the all the above test are correct, continue with step 5.
5. Check the injection system for any leaks or damages.

A. If the injectors or system has any leakages, repair or replace damage component.

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B. If the injection system is in good condition, continue with step 6.

6. Check the EGR valve. Remove the EGR valve, and check if the valve is stuck open.

A. If the EGR valve is stuck open, clean or replace the EGR valve.

B. If the EGR valve is in good condition, place the EGR valve back onto the machine. Re-flash the ECU software.
Check to verify the fault has cleared. If the fault has not cleared. Replace the ECU.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3720-Lambda sensor: Low battery voltage at the SPI chip

Context:
The SPI chip reports a "very low battery voltage" defect. The voltage is less than 9.0 V.

Cause:
A low voltage source has been detected.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Faulty ECU.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the ignition switch in the OFF position. Disconnect the engine harness from the oxygen sensor at connector
X-014. Inspect all connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, leave the connector disconnected. Continue with step 3.

3. Check the wiring harness. Disconnect the engine harness from the ECU at connector X-012. Place the ignition
switch OFF. Using a multi-meter to test the wiring harness, refer to the table below for test results.

Test Type From To Result

Resistance X-012 pin 64 X-014 pin 1 Continuity
Resistance X-012 pin 85 X-014 pin 2 Continuity
Resistance X-012 pin 7 X-014 pin 3 Continuity
Resistance X-012 pin 86 X-014 pin 5 Continuity
Resistance X-012 pin 63 X-014 pin 6 Continuity

A. If any of the above tests fail. Locate and repair damaged wiring harness.

B. If the all the above test are correct, replace the oxygen sensor. Use EST to reset the ECU oxygen sensor
learning values. Recheck fault has cleared. If fault is still present, replace the ECU.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3721-Lambda sensor: Fault check to indicate SPI chip error of

lambda sensor
Context:
The engine control unit (ECU) has detected the initialization register value of the SPI chip is different from the value
written into the chip in the previous cycle. The SPI chip internal to the ECU is defective. Replace the ECU.

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3722-Lambda sensor: LSU sensor temperature Ri exceeds the

maximum limit
Context:
The Lambda Sensor measures O2 concentration only correctly, when the measuring cell is in a certain temperature
range. The temperature is estimated by the inner resistance of the heater. If the estimated temperature is higher than
a threshold, a failure is reported.

Cause:
The calculated temperature (based on inner resistance) of the sensor exceeds 929.96 °C (1705.9 °F).

Possible failure modes:

1. Disconnected oxygen sensor.

2. Faulty electrical wiring or connection.
3. Faulty oxygen sensor.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-014. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, leave the connector disconnected. Continue with step 3.

3. Check the wiring harness. Disconnect the engine harness from the ECU at connector X-012. Place the ignition
switch OFF. Using a multi-meter to test the wiring harness, refer to the table below for test results.

Test Type From To Result

Resistance X-012 pin 64 X-014 pin 1 Continuity
Resistance X-012 pin 85 X-014 pin 2 Continuity
Resistance X-012 pin 7 X-014 pin 3 Continuity
Resistance X-012 pin 86 X-014 pin 5 Continuity
Resistance X-012 pin 63 X-014 pin 6 Continuity

A. If any of the above tests fail. Locate and repair damaged wiring harness.

B. If the all the above test are correct, replace the oxygen sensor. Use EST to reset the ECU oxygen sensor
learning values.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3723-Lambda sensor: LSU sensor temperature Ri is below the

minimum limit
Context:
The Lambda Sensor measures O2 concentration only correctly, when the measuring cell is in a certain temperature
range. The temperature is estimated by the inner resistance of the heater. If the estimated temperature is higher than
a threshold, a failure is reported.

Cause:
The calculated temperature (based on inner resistance) of the sensor is below or equal to 719.96 °C (1327.9 °F).

Possible failure modes:

1. Disconnected oxygen sensor.

2. Faulty electrical wiring or connection.
3. Faulty oxygen sensor.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-014. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, leave the connector disconnected. Continue with step 3.

3. Check the wiring harness. Disconnect the engine harness from the ECU at connector X-461. Place the ignition
switch OFF. Using a multi-meter to test the wiring harness, refer to the table below for test results.

Test Type From To Result

Resistance X-012 pin 64 X-014 pin 1 Continuity
Resistance X-012 pin 85 X-014 pin 2 Continuity
Resistance X-012 pin 7 X-014 pin 3 Continuity
Resistance X-012 pin 86 X-014 pin 5 Continuity
Resistance X-012 pin 63 X-014 pin 6 Continuity

A. If any of the above tests fail. Locate and repair damaged wiring harness.

B. If the all the above test are correct, replace the oxygen sensor. Use EST to reset the ECU oxygen sensor
learning values.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3724-Lambda sensor: Short to battery at IA, IP, UN, VG

Context:
The SPI chip reports a "short circuit to battery" defect at any of the lines for Nernst Cell (UN), Virtual Ground (VG), or
Pump Cell (IA,IP)

Cause:
There is a short to high source in the oxygen sensor circuit.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Short to voltage on lines UN, VG, IA, IP.
3. Open load in VG.
4. Faulty oxygen sensor.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-014. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, leave the connector disconnected. Continue with step 3.

3. Check the wiring harness. Disconnect the engine harness from the ECU at connector X-012. Place the ignition
switch ON. Using a multi-meter to test the wiring harness, refer to the table below for test results.

Test Type From To Result

Voltage X-014 pin 1 Ground No voltage
Voltage X-014 pin 2 Ground No voltage
Voltage X-014 pin 5 Ground No voltage
Voltage X-014 pin 6 Ground No voltage

A. If any of the above tests fail. Locate and repair damaged wiring harness.

B. If the all the above tests are correct, continue with step 4.
4. Check for an open circuit. Place the ignition switch OFF. Use a multi-meter to check for continuity on the engine
harness from connector X-012 pin 85 to connector X-014 pin 2. There should be continuity.

A. If there is no continuity, there is an open circuit in the engine harness between connector X-012 pin 85 to
connector X-014 pin 2. Locate and repair damaged wiring.

B. If there is continuity, replace the oxygen sensor. Use EST to reset the ECU oxygen sensor learning values.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3725-Lambda sensor: Short to ground at IA, IP, UN, VG

Context:
The SPI chip reports a "very low battery voltage" defect (i.e. Voltage is less than 9.0 V).

Cause:
A low voltage source has been detected.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty oxygen sensor.
3. Faulty ECU.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-014. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, leave the connector disconnected. Continue with step 3.

3. Check the wiring harness. Disconnect the engine harness from the ECU at connector X-012. Place the ignition
switch OFF. Using a multi-meter to test the wiring harness, refer to the table below for test results.

Test Type From To Result

Resistance X-012 pin 64 X-014 pin 1 Continuity
Resistance X-012 pin 85 X-014 pin 2 Continuity
Resistance X-012 pin 7 X-014 pin 3 Continuity
Resistance X-012 pin 86 X-014 pin 5 Continuity
Resistance X-012 pin 63 X-014 pin 6 Continuity

A. If any of the above tests fail. Locate and repair damaged wiring harness.

B. If the all the above test are correct, replace the oxygen sensor. Use EST to reset the ECU oxygen sensor
learning values. Recheck fault has cleared. If fault is still present, replace the ECU.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3727-Low oil viscosity

Context:
This fault is the result of the oil viscosity breaking down below a first threshold. Once this fault is present, it remains
active until the oil is changed. Change the engine oil, and clear any fault codes present.

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3728-Too low oil viscosity

Context:
This fault is the result of the oil viscosity breaking down below a second threshold. Once this fault is present, it remains
active until the oil is changed. Change the engine oil, and clear any fault codes present.

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3735-Fuel Metering Unit: over temperature of device driver of

metering unit
Possible failure modes:

1. High system voltage.

2. High engine temperatures.
3. Faulty wiring.
4. Faulty fuel metering unit.
5. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault code 3735 is not recorded again. OK to return the machine to service.

B. Fault code 3735 is recorded again. There are also fault codes for high battery voltage or high engine temper-
atures. Troubleshoot these codes before troubleshooting fault code 3735.

C. Fault code 3735 is recorded and is active. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and fuel metering unit connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the ECU to the fuel metering unit. Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance to chassis ground.

Turn the ignition switch OFF.

Disconnect the ECU connector X-012. Disconnect the fuel metering unit connector.

Measure the resistance from X-012 pin 60 to chassis ground. The resistance should be greater 20,000 Ω. Wiggle
the harness during measurement to reveal an intermittent condition.

Measure the resistance from X-012 pin 15 to chassis ground. The resistance should be greater 20,000 Ω. Wiggle
the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω. there is a short circuit to chassis ground in the wiring. Repair or replace
the wiring as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance of the fuel metering unit to chassis ground.

Turn the ignition switch OFF.

Disconnect the fuel metering unit connector.

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Measure the resistance from the fuel metering unit supply pin to chassis ground. The resistance should be greater
20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 20,000 Ω. there is a short circuit to chassis ground in the wiring. Repair or replace
the wiring as required. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3736-O2 concentration is outside the predefined window during

Heater coupling detection
Context:
The heat up of the oxygen sensor is monitored by the ECU. If insufficient heater performance from the oxygen sensor
is detected for too long this fault code will occur. Replace the oxygen sensor.

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3737-Lambda sensor: Over temperature error of the LSU Heater

Power stage
NOTE: When testing the oxygen sensor a high impedance digital volt meter must be used. A normal analogue multi-
meter will draw too much current and either burn out the sensor or give false readings.
NOTE: Two people may be required to perform this test correctly.
NOTE: When replacing the oxygen sensor, re-flash the control module to allow for the new sensor adjustments to be
learned.

Context:
The heater power stage of Lambda sensor is monitored against over temperature (too high current).

Cause:
The SPI chip reports a "over temperature" defect.

Possible failure modes:

1. Faulty electrical wiring or connection

2. Faulty oxygen sensor
3. Faulty control unit or software.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Disconnect the engine harness from the oxygen sensor at connector X-014. Inspect all
connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Test the oxygen sensor for proper operation. Run the machine for approximately 10.0 min to allow the sensor to
warm up. Place the machine off. Use a back probe pin to connect the positive multi-meter lead to connector X-014
pin 3 on the oxygen sensor. Place the negative lead to chassis ground. Have someone start the machine. Rev
the engine and monitor the voltage. The voltage range should vary between 0.1 - 0.9 V.

A. If the voltage is not in range the sensor has failed. Replace the sensor.

B. If the sensor is in range, continue with step 4.

4. Check software version is at the most current status. If the software version is not up to date, re-flash software
and recheck fault is present.

A. If the fault code is still active and present, replace the ECU.

B. If the fault code has cleared, return machine to proper service.

Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3738-ECU Internal: Diagnostic fault check

Context:
This failure can be the result of corrupted data or internal failure of the engine control unit (ECU). Try to flash the ECU
correctly with the proper data set. If the error persists, replace the ECU.

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3739-Power stages, Injector: Loss of synchronization sending

bytes to the MM from CPU
Context:
The engine control unit (ECU) has detected a processing error during ECU start up. Try to flash the ECU correctly
with the proper data set. If the error persists, replace the ECU.

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3740-Power stages, Injector: DFC to set a torque limitation once an

error is detected before MoCSOP's error reaction is set
Context:
If this fault is occurs, check for any other faults associated with the injectors. If other faults are present, correct those
faults first. Clear any faults codes that exist and recheck this fault has cleared. If no other codes are present, try to
flash the ECU correctly with the proper data set. If the error persists, replace the ECU.

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3741-Power stages, Injector: Wrong set response time

Context:
If the engine control unit (ECU) times out during start up, this fault will occur. Try to flash the ECU correctly with the
proper data set. If the fault persists, replace the ECU.

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3742-Power stages, Injector: Too many SPI errors during MoCSOP

Context:
If the during start up the engine control unit (ECU) detects a faulty communication over SPI during the shut off path
test, this fault will occur. Try to flash the ECU correctly with the proper data set. If the fault persists, replace the ECU.

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3743-Power stages, Injector : Diagnostic fault check to report the

error in under voltage monitoring
Context:
If the engine control unit (ECU) detects under voltage in the ECU during start up, this fault will occur. Try to flash the
ECU correctly with the proper data set. If the fault persists, replace the ECU.

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3745-Power stages, Injector: Diagnostic fault check to report that

WDA is not working
Context:
The Engine Control Unit (ECU) has detected a processing error during ECU start up. Try to flash the ECU correctly
with the proper data set. If the error persists, replace the ECU.

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3746-Power stages, Injector: OS timeout in shutoff path test.

Failure setting the alarm task period.
Context:
The Engine Control Unit (ECU) has detected a processing error during ECU start up. Try to flash the ECU correctly
with the proper data set. If the error persists, replace the ECU.

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3747-Power stages, Injector: Diagnostic fault check to report that

the positive test failed
Context:
The Engine Control Unit (ECU) has detected a processing error during ECU start up. Try to flash the ECU correctly
with the proper data set. If the error persists, replace the ECU.

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3748-Power stages, Injector: Diagnostic fault check to report the

timeout in the shutoff path test
Context:
The Engine Control Unit (ECU) has detected a processing error during ECU start up. Try to flash the ECU correctly
with the proper data set. If the error persists, replace the ECU.

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3750-Injection control: Error in the plausibility of the injection

energizing time
Context:
The energizing time request from the injectors is monitored by the Engine Control Unit (ECU).

Cause:
Implausible injection energizing time.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3751-Injection control: Error in the plausibility of the start of

energizing angles
Context:
The start of energizing time for the injectors is monitored by the Engine Control Unit (ECU).

Cause:
Implausible start of injection energizing time.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3752-Zero Fuel Calibration (ZFC): Error in the plausibility of the

energizing times of the zero fuel quantity calibration
Context:
The Engine Control Unit (ECU) monitors the Zero Fuel quantity Calibration (ZFC) to correct pilot injection quantity.

Cause:
Implausible reading of ZFC quantity calibration.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3753-Level 2 Monitoring: Diagnostic fault check to report the error

due to injection quantity correction
Context:
The Engine Control Unit (ECU) monitors the injection cycle. Each injection part causes a pressure oscillation in the
rail. This can influence the quantity of the next injection.

Cause:
The injection cycle quantity is incorrect.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3754-Level 2 Monitoring: Diagnostic fault check to report the

plausibility error in rail pressure monitoring
Context:
The Engine Control Unit (ECU) monitors the fuel pressure in the common rail.

Cause:
Fuel pressure is out of range.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3755-Level 2 Monitoring: Diagnostic fault check to report the error

due to torque comparison
Context:
The Engine Control Unit (ECU) monitors total requested engine torque, and is compared to a maximal allowed engine
torque.

Cause:
The requested engine torque is out of range.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3756-Level 2 Monitoring: Diagnosis fault check to report the

demand for normal mode due to an error in the post injection 2
quantity
Context:
The Engine Control Unit (ECU) monitors the injection cycle.

Cause:
The efficiency of post injection 2 is out of range.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3757-Level 2 Monitoring: Diagnosis fault check to report the error

to demand for an ICO due to an error in the post injection 2 shut-off
Context:
The Engine Control Unit (ECU) monitors the injection cycle.

Cause:
Post injection 2 quantity exceeds limit.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3758-Level 2 Monitoring: Diagnosis fault check to report the

error to demand for an ICO due to an error in the post injection
3 efficiency factor
Context:
The Engine Control Unit (ECU) monitors the injection cycle.

Cause:
Post injection 3 efficiency is plausible.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3759-Level 2 Monitoring: Diagnosis of current path limitation

forced by Engine Control Unit (ECU) monitoring level 2
Context:
The Engine Control Unit (ECU) has detected an internal fault with the torque request.

Cause:
The calculated engine torque is greater than the acceptable engine torque.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3760-Level 2 Monitoring: Diagnosis air path limitation due to a

functional control unit monitoring forced by Engine Control Unit
(ECU) monitoring level 2
Context:
The Engine Control Unit (ECU) has detected an internal fault with the torque request.

Cause:
The calculated (inner) engine torque is greater than the acceptable (inner) engine torque.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3761-Level 2 Monitoring: Diagnosis quantity path limitation due to

a functional control unit monitoring (level 2)
Context:
The Engine Control Unit (ECU) has detected an internal fault with the torque request.

Cause:
The calculated engine torque is greater than the acceptable engine torque.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3762-Level 2 monitoring: Reported overvoltage of supply

Context:
The Engine Control Unit (ECU) monitors the battery voltage to the ECU.

Cause:
The battery supply to the ECU is above the threshold.

Possible failure modes:

1. Faulty wiring.
2. Faulty alternator.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Inspect the wiring harness from the battery to the alternator.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector pin 1 to pin 2.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector pin 3 to pin 4.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector pin 5 to pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector pin 28 to chassis ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, connect the wiring harness to the ECU. Continue with Step 4.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.

NOTE: Use a multimeter or diagnostic screen to check the battery voltage.

4. Check the alternator output.

Start the engine.

Increase the engine RPM and monitor the battery voltage.

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There should be approximately 11.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is greater than 18.0 V, the alternator and/or regulator has failed. Replace the alternator.
Wire harnesses - Electrical schematic sheet 01 (55.100.DP-C.20.E.01)

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3763-Level 2 monitoring: Reported under voltage of supply

NOTE: This fault can occur due to a cold start with low battery voltage, engine speed less than 300 RPM and coolant
temperature less than 0 °C (32 °F).

Context:
The Engine Control Unit (ECU) monitors the battery voltage supply to the ECU..

Cause:
The battery supply to the ECU is below the threshold.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty alternator.
4. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Inspect the wiring harness from the battery to the alternator.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector pin 1 to pin 2.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector pin 3 to pin 4.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector pin 5 to pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector pin 28 to chassis ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, connect the wiring harness to the ECU. Continue with Step 4.

B. If the voltage reading is less than 10.0 V, check the wiring harness between the ECU connector to the battery
for a short to low source.
NOTE: Use a multimeter or diagnostic screen to check the battery voltage.

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4. Check the alternator output.

Start the engine.

Increase the engine RPM and monitor the battery voltage.

There should be approximately 11.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is less than 10.0 V, continue with Step 5.

5. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

A. If the voltage reading is correct, the alternator and/or regulator has failed. Check the alternator belt for damage.
If no damage is found, replace the alternator.

B. If the voltage reading is less than 10.0 V, recharge the battery. If the battery can not hold a charge, replace
the battery.
Wire harnesses - Electrical schematic sheet 01 (55.100.DP-C.20.E.01)

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3764-Main Relay: Early opening defect of main relay

Context:
The Engine Control Unit (ECU) has detected the main relay is opening too early. The main relay is controlled by the
ECU. The main relay is switched off by the ECU, after the After-run has finished.

Cause:
The main relay operation is incorrect.

Possible failure modes:

1. The main relay has failed.

2. The wiring harness has failed.
3. The ECU has failed.

Solution:

1. Verify the fault is active.

A. If the fault code is present, continue with Step 2.

B. If the fault is not present, the fault may be intermittent and not currently active. Continue with Step 6.
NOTE: Check the battery cables. If the cables were interrupted during shutdown this fault could occur.
2. Verify that the wiring and connectors are free of damage.

Inspect the harness from the main relay to the ECU.

Verify that the harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Continue with Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required.
3. Check the main relay.

Place the key switch OFF.

Disconnect the main relay.

Use a multimeter to perform the following check.

From To Value
Relay terminal 86 Relay terminal 85 There should be continuity.

A. If the relay test passes, leave the relay removed. Continue with Step 4.

B. If there is no continuity, replace the relay.

4. Check the main relay control circuit.

Place the key switch OFF.

Use a multimeter to perform the following check.

From To Value
Relay cavity pin 85 Chassis ground There should be no continuity.

A. If the wiring harness test fails, continue with Step 5.

B. If the wiring harness test passes, check the voltage supply circuit.
5. Check the wiring harness.

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Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Use a multimeter to perform the following checks.

From To Value
ECU wiring harness connector pin 28 Chassis ground There should be no continuity.
Relay cavity pin 85 ECU wiring harness connector pin 28 There should be continuity.

A. If the wiring harness test passes, verify the ECU is working properly.

B. If the wiring harness test fails, locate and repair the broken conductor.
6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.
Wire harnesses - Electrical schematic sheet 01 (55.100.DP-C.20.E.01)

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3766-Diesel particulate filter pressure sensor: Fault check for the

pressure sensor plausibility
C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The exhaust differential pressure is measured between the intake and exhaust of the diesel particulate filter in the
exhaust. This fault is a result of the differential pressure being inaccurate. The pressure value is above 2.5 kPa
(0.4 psi). Check the differential pressure sensor hoses, and connections. If all the connections are good, and no
damage is found. Replace the differential pressure sensor.

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3767-ECU internal: Diagnostic fault check to report 'WDA active'

due to errors in query-/response communication
Context:
The Engine Control Unit (ECU) has detected an internal failure. Try to flash the ECU correctly with the proper data
set. If the error persists, replace the ECU.

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3768-ECU Internal: Diagnostic fault check to report 'ABE active'

due to under voltage detection
Context:
The Engine Control Unit (ECU) has detected an internal failure. Try to flash the ECU correctly with the proper data
set. If the error persists, replace the ECU.

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3769-ECU Internal: Diagnostic fault check to report 'ABE active'

due to overvoltage detection
Context:
The Engine Control Unit (ECU) has detected an internal failure. Try to flash the ECU correctly with the proper data
set. If the error persists, replace the ECU.

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3770-ECU internal: Diagnostic fault check to report 'WDA/ABE

active' due to unknown reason
Context:
The Engine Control Unit (ECU) has detected an internal failure. Try to flash the ECU correctly with the proper data
set. If the error persists, replace the ECU.

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3771-Oxidation Catalyst: Up and down stream temperature sensors

in Oxidation catalysts exchanged
Solution:

1. Verify that the fault code is active.

(1) Use the Electronic Service Tool to clear all fault codes. Prior to clearing fault codes write down all fault codes,
number of occurrences, and engine hours at last occurrence.

(2) To check for fault codes: Start and operate machine.

A. Fault code 3771 is not recorded again. OK to return the machine to service.

B. Fault code 3771 is active and recorded again. Go to Step 2.

2. Verify that the wiring and connectors are free of damage.

RAPH12SSL0028FA 1

(1) ECU connector X-016 (3) Exhaust temperature sensor #2

Down stream sensor
X-007
(2) Exhaust temperature sensor #1
Up stream sensor
X-006

(1) Inspect the ECU and the exhaust sensors. All connections should be secure, tight, free of corrosion, abrasion
and damage.

(2) Inspect the harness from the ECU to the exhaust sensors. Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to Step 1 to confirm elimination of fault.

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3. Verify the exhaust sensors are installed properly

RAPH12SSL0429BA 2

Legend
(1) Exhaust temperature sensor #2 (2) Exhaust temperature sensor #1
Downstream sensor Upstream sensor

Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3772-Turbocharger: Over boost deviation at P2 too high in pressure

charge regulator
Context:
The Engine Control Unit (ECU) monitors the boost pressure value.

Cause:
The ECU is detecting inaccurate boost pressure.

Possible failure modes:

1. Faulty wiring.
2. Faulty boost pressure sensor.
3. Faulty wastegate actuator.
4. Faulty ECU.

Solution:

1. Verify the fault code is present and active.

A. If fault code is present and active, continue with step 2.

B. If fault code is no longer present, return unit to proper operation.

2. Check for other faults present. Verify no other faults are associated to the boost pressure sensor.

A. If faults are present, correct those errors first. Then determine if this fault has been resolved.

B. If no other faults are present, continue with step 3.

3. Check for other faults present. Verify no other faults that are associated to the wastegate actuator.

A. If faults are present, correct those errors first. Then determine if this fault has been resolved.

B. If no other faults are present, continue with step 4.

4. Check the wiring harness. Inspect the wiring harness from the ECU to the boost pressure sensor. Inspect the
wiring harness from the ECU to the wastegate actuator.

A. If there is no damage, continue with step 5.

B. If damage is found in the wiring harness or connections, repair faulty wiring.

5. Check ECU for proper operation. If no other errors are present and all wiring is correct, download the latest version
of the software.

A. If fault code is no longer present, return unit to proper operation.

B. If fault code is still active, replace the ECU.

Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3773-Turbocharger: Underboost detected in pressure charger

regulator
Context:
Underboost is detected when the positive boost pressure deviation exceeds 0.4 bar (5.8 psi) for a period greater than
5.0 s while the following conditions are met: Injection quantity is greater than 2.0 ml (0.1 US fl oz), and there are no
active boost pressure sensor fault codes.

Cause:
The ECU has detected a failure in boost pressure.

Possible failure modes:

1. Faulty wiring.
2. Faulty boost pressure sensor.
3. Clogged air filter/intake system.
4. Faulty turbocharger.

Solution:

1. Verify the fault code is present and active.

A. If fault code is present and active, continue with step 2.

B. If fault code is no longer present, return unit to proper operation.

2. Check the air filter. Remove and inspect the air filter.

A. If the air filter is restricted, clean or replace the air filter.

B. If the air filter is free of restrictions, continue with step 3.

3. Check the intake system. Check for signs of restriction in the intake system.

A. If the intake is clogged, clean out intake system. If intake is damaged, replace the intake system.

B. If intake is free of restrictions, continue with step 4.

4. Check the boost pressure sensing circuit. Disconnect the engine sensor harness from the boost pressure sensor.
Place the ignition switch ON. Use a multi-meter to check for voltage from engine sensor harness side of connector
pin 4 to chassis ground. There should be no voltage.

A. If there is voltage, repair or replace wiring in the engine sensor harness.

B. If there is no voltage, leave connector disconnected. Continue with step 5.

5. Check the boost pressure sensing circuit. Place the ignition switch OFF. Disconnect the engine sensor harness
from the ECU. Use a multi-meter to check for continuity from engine sensor harness side of connector pin 4 to
connector pin 34. There should be continuity.

A. If there is no continuity, repair or replace wiring in the engine sensor harness.

B. If there is continuity, continue with step 6.

6. Check condition of turbocharger. Remove connectors from the turbocharger. Visually inspect the blades and
turbocharger housing for any damage.

A. If any damaged is found, replace the turbocharger.

B. If the turbocharger is in good condition, test complete

Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units

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Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3786-Diesel particulate filter signal range check is high

C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The engine control unit (ECU) has detected the soot level in the DPF filter is exceeding the threshold limit, or the flow
resistance is high. If this fault occurs, black smoke should be visible at the exhaust pipe. Check that the DPF filter is
mounted properly and is not cracked. If the DPF filter is not mounted properly, refit the DPF filter correctly. If damaged
is determined, replace the DPF filter. This fault will clear at the end of the next regeneration cycle.

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3787-Diesel particulate filter (DPF) : Signal range check flow

resistance of the particulate filter - very high
C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The engine control unit (ECU) has detected the soot level in the DPF filter is exceeding the threshold limit, or the flow
resistance is high. Check that the DPF filter is mounted properly and is not cracked. If the DPF filter is not mounted
properly, refit the DPF filter correctly. If damaged is determined, replace the DPF filter. This fault will clear at the end
of the next regeneration cycle.

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3789-Regeneration duration exceeds maximum allowed duration

C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The engine control unit (ECU) has detected the regeneration cycle did not complete in time. This could be a cause
of exhaust restrictions, differential pressure sensor measuring wrong. Check the exhaust for any kind of restrictions.
Check rear differential pressure sensor hose is not clogged. Perform the manual regeneration procedure.

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3790-Diesel particulate filter: Signal range check flow resistance of

the particulate filter - max
C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The flow resistance, dependent on soot mass stored in the particulate filter, should not exceed a defined limit. If this
limit is exceeded, the diesel particulate filter is clogged, or a problem in the filter mounting should be assumed.

Cause:
The engine control unit (ECU) has detected the filtered flow is above maximum limit.

Possible failure modes:

1. Diesel Particulate Filter (DPF) is clogged or not installed correctly.

2. Exhaust restriction
3. Faulty differential pressure sensor

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Check the condition of the diesel particulate filter. Place the ignition switch OFF. Make sure the filter is installed
correctly.

A. If the filter is not installed correctly, properly install the filter.

B. If the filter is installed correctly, continue with step 3.

3. Check the differential pressure sensor is installed correctly. Place the ignition switch OFF. Visually inspect the
differential pressure Sensor for physical damage, proper electrical connection and proper mechanical connection.
Ensure any tubes and/or hoses connected to the sensor are in good working condition and properly connected
at all ends. Visually inspect the entire exhaust system for bent, crushed or otherwise damaged tubes which may
cause an exhaust system restriction.

A. If any damage is found, repair or replace as necessary.

B. If no damage is found, continue with step 4.

4. Place the ignition switch ON. Run the diesel particulate filter regeneration cycle. Place the ignition switch OFF for
1.0 min. Test drive the machine. Check if the fault code is still active or inactive.

A. If the fault code is inactive, the test is complete.

B. If the fault code is still active, continue with step 5.

5. Check the differential pressure sensor electrical circuit. Place the ignition switch OFF. Disconnect the engine
harness from the differential pressure sensor at connector X-005 and at the ECU connector X-012. Check for
continuity from the engine harness from connector X-005 pin 1 to connector X-012 pin 14. There should be should
be continuity.

A. If there is no continuity, locate and repair wiring in the engine harness between connector X-005 pin 1 to con-
nector X-012 pin 14.

B. If there is continuity, continue with step 6.

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6. Check the differential pressure sensor electrical circuit. Disconnect the engine harness from the differential pres-
sure sensor at connector X-005 and at the ECU connector X-012. Check for continuity from the engine harness
from connector X-005 pin 3 to connector X-012 pin 58. There should be continuity.

A. If there is no continuity, locate and repair wiring in the engine harness between connector X-005 pin 3 to con-
nector X-012 pin 58.

B. If there is continuity, continue with step 7.

7. Check the differential pressure sensor electrical circuit. Disconnect the engine harness from the differential pres-
sure sensor at connector X-005 and at the ECU connector X-012. Check for continuity from the engine harness
from connector X-005 pin 2 to connector X-012 pin 36. There should be no continuity.

A. If there is no continuity, locate and repair wiring in the engine harness between connector X-005 pin 2 to con-
nector X-012 pin 36.

B. If there is continuity, replace the differential pressure sensor

Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3794-Intake air pressure sensor: Plausibility check for air pressure

at the upstream of intake valve sensor
Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Boost Pressure sensor. The Boost
Pressure sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related
to the pressure sensing function of the device. This error could result from a signal out of range or a signal that is
either erratic or intermittent.

Cause:
The Boost Pressure sensor signal to the ECU is incorrect.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty sensor.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Inspect the harness between the boost pressure sensor and the ECU. Verify that the harness is free of damage,
corrosion, abrasion, or incorrect attachment.

A. If any damage is found in the wiring harness, repair or replace as required.

B. If no damage is found, continue with step 3

3. Check for a short to voltage. Place the key switch ON. Disconnect the engine harness from the boost pressure
sensor at connector X-017. Use a multi-meter to check for voltage from the engine harness side of connector
X-017 pin 18 to chassis ground. There should be no voltage.

A. If there is voltage, there is a short to voltage in the engine harness between connector X-017 pin 18 and con-
nector X-016 pin 40. Locate and repair damaged wiring.

B. If there is no voltage, continue with step 4.

4. Check for an open circuit. Place the key switch OFF. Disconnect the engine harness from the ECU at connector
X-016. Use a multi-meter to check for continuity from the engine harness connector X-017 pin 18 to connector
X-016 pin 40. There should be continuity.

A. If there is no continuity, there is an open circuit in the engine wiring harness between connector X-017 pin 18
and connector X-016 pin 40. Locate and repair damaged wiring.

B. If there is continuity, replace the boost pressure sensor.

Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3795-Intake air pressure sensor: Plausibility check for air pressure

at the upstream of intake valve sensor
Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Boost Pressure sensor. The Boost
Pressure sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related
to the pressure sensing function of the device. This error could result from a signal out of range or a signal that is
either erratic or intermittent.

Cause:
The Boost Pressure sensor signal to the ECU is incorrect.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty sensor.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Inspect the harness between the boost pressure sensor and the ECU. Verify that the harness is free of damage,
corrosion, abrasion, or incorrect attachment.

A. If any damage is found in the wiring harness, repair or replace as required.

B. If no damage is found, continue with step 3

3. Check for a short to ground. Place the key switch OFF. Disconnect the engine harness from the boost pressure
sensor at connector X-017. Use a multi-meter to check for continuity from the engine harness side of connector
X-017 pin 18 to chassis ground. There should be no continuity.

A. If there is continuity, there is a short to ground condition in the engine harness between connector X-017 pin
18 and connector X-016 pin 40. Locate and repair damaged wiring.

B. If there is no continuity, continue with step 4.

4. Check for an open circuit. Place the key switch ON. Use a multi-meter to check for voltage from the engine harness
connector X-017 pin 17 to chassis ground. There should be approximately 5.0 V.

A. If there is no voltage, there is an open circuit in the engine wiring harness between connector X-017 pin 18 and
connector X-016 pin 40. Locate and repair damaged wiring.

B. If there is 5.0 V, replace the boost pressure sensor.

Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3796-Diesel particulate filter pressure sensor hose line error

C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The engine control unit (ECU) has detected the filtered differential pressure signal is below 1.0 kPa (0.1 psi). This
fault is a cause of a hose connection upstream from the diesel particulate filter not being attached, or is clogged.
Check mounting of the hose lines, and check the hose line is free of clogs.

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3797-Diesel particulate filter pressure sensor: SRC high for

differential pressure sensor
C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3797 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the differential pressure sensor connections. All connections should be secure, tight, free of
corrosion, abrasion and damage.

Inspect the harness from the ECU to the differential pressure sensor. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Test the circuit.

Turn the ignition switch OFF.

Disconnect the differential pressure sensor.

Fabricate a jumper wire that will connect between X-005 pin 2 and X-005 pin 3.

Turn the ignition switch ON. Monitor the fault code screen on the EST.

Connect the jumper wire between X-005 pin 2 and X-005 pin 3. Fault code 3797 should no longer be active. Fault
code 3798 is now active.

A. Fault code 3797 is no longer active. Fault code 3798 is now active. Temporarily replace the differential pressure
sensor and retest. Return to step 1 to confirm elimination of the fault code.

B. Fault 3797 is still active. Go to step 4.

4. Test the ECU.

Turn the ignition switch OFF.

Use a wire removal tool to remove X-012 pin 58 from the ECU connector.

Fabricate a jumper wire long enough to connect between chassis ground and X-012 pin 58. The chassis ground
connection should be clean and free of corrosion, paint, oil and dirt.

Turn the ignition switch ON. Monitor the fault code screen on the EST.

Connect the jumper wire between X-012 pin 58 and chassis ground. The fault code should change from fault code
3797 to fault code 3798.

A. The fault code changed from fault code 3797 to fault code 3798. There is a problem in the wiring from the ECU
to the sensor. Repair or replace the wire as needed. Return to step 1 to confirm elimination of the fault code.

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B. The fault code did not change to 3798. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3798-Diesel particulate filter pressure sensor: SRC low for

differential pressure sensor
C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3798 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the differential pressure sensor connections. All connections should be secure, tight, free of
corrosion, abrasion and damage.

Inspect the harness from the ECU to the differential pressure sensor. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Create an open circuit at the sensor and test

Turn the ignition switch OFF.

Disconnect the differential pressure sensor.

Turn the ignition switch ON. Monitor the fault code screen on the EST. The fault code should change from fault
code 3798 to fault code 3797.

Connect the jumper wire between X-005 pin 2 and X-005 pin 3.

A. The fault code changed from fault code 3798 to fault code 3797. Temporarily replace the differential pressure
sensor and retest. Return to step 1 to confirm elimination of the fault code.

B. The fault code did not change to 3797. Go to step 4.

4. Create an open circuit at the ECU and test

Turn the ignition switch OFF.

Use a wire removal tool to remove X-012 pin 58 from the ECU connector.

Turn the ignition switch ON. Monitor the fault code screen on the EST. The fault code should change from FC3798
to an open circuit fault code 3797.

A. The fault code changed from a short circuit fault code 3798 to an open circuit fault code 3797. There is a
problem in the wiring from the ECU to the sensor. Repair or replace the wire as needed. Return to step 1 to
confirm elimination of the fault code.

B. The fault code did not change to fault code 3797. Temporarily replace the ECU and retest. Return to step 1 to
confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3799-Pressure Relief valve: pressure relief valve is forced to open,

perform pressure shock
Context:
This code is not an actual failure. A rail pressure shock test was detected. Clear code and return machine to proper
use.

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3800-Pressure relief valve: Quantity balance check if a successful

PRV opening is ensured
Context:
This code is not a failure fault, the engine control unit (ECU) has detected the pressure shock was rejected because
fuel quantity is not in range. To determine mechanical wear out, the pressure relief valve can be forced open by
a pressure shock, when the metering valve of the high pressure fuel pump is set to maximum possible quantity.
Pressure shock is only possible in a defined engine speed range depending on rail pressure.

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3801-Turbine upstream pressure sensor: SRC high for turbine

upstream pressure sensor
Context:
The engine control unit (ECU) has detected the inlet turbo temperature sensor sensed voltage is above 6.55 V.

Cause:
The inlet turbo temperature sensor signal is shorted to a high voltage source.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty sensor.
3. Faulty control unit.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3801 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the inline turbine temperature sensor connections. All connections should be secure, tight,
free of corrosion, abrasion and damage.

Inspect the harness from the ECU to the inline turbine temperature sensor. Verify that the harness is free of
damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance between the signal wires.

Turn the ignition switch OFF

Disconnect ECU connector X-012. Disconnect the inline turbine temperature connector.

Fabricate a jumper wire 20 cm (8 in) long. Use the jumper wire to short the inline turbine temperature sensor
connector X-005 pin 1 to pin 2. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to step 4.

B. The resistance is greater than 10 Ω there is an open circuit in the sensor wires. Repair or replace the wires as
required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance of the signal wire to battery.

Disconnect ECU connector X-012. Disconnect the inline turbine temperature connector.

Turn the ignition switch ON.

Measure the voltage between ECU connector X-012 pin 82 to chassis ground. The voltage should be less than
0.2 V. Wiggle the harness during measurement to reveal an intermittent condition.

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A. The voltage is less than 0.2 V, go to step 5.

B. The voltage is greater than 0.2 V, the wire is shorted to another voltage source. Repair or replace the wire as
required. Go to step 1 to confirm elimination of the fault.
5. Measure the resistance of the sensor.

Turn the ignition switch OFF

Disconnect the inline turbine temperature connector.

Measure the resistance of the inline turbine temperature sensor pin 1 to pin 2. The resistance should be approxi-
mately 175 - 250 Ω.

A. The resistance is within the specified range. Temporarily replace the ECU and retest. Return to step 1 to
confirm the elimination of the fault.

B. The resistance is not within the specified range. Temporarily replace the inline turbine temperature and retest.
Return to step 1 to confirm the elimination of the fault.

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3802-Turbine upstream pressure sensor: SRC low for turbine

upstream pressure sensor
Context:
The engine control unit ( ECU) has detected the inline turbine temperature sensor voltage is less than 0.0 V.

Cause:
The inline turbine temperature sensor signal is shorted to a ground source.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty sensor.
3. Faulty control unit.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3802 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the Inline Turbine Temperature Sensor connections. All connections should be secure, tight,
free of corrosion, abrasion and damage.

Inspect the harness from the ECU to the Inline Turbine Temperature Sensor. Verify that the harness is free of
damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance between the signal wires.

Turn the ignition switch OFF

Disconnect ECU connector X-012. Disconnect the inline turbine temperature sensor connector.

Measure the resistance between ECU connector X-012 pin 82 to X-012 pin 81. The resistance should be greater
than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω there is a short circuit between the sensor wires. Repair or replace the
wires as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance of the signal wire to chassis ground.

Turn the ignition switch OFF

Disconnect ECU connector X-012. Disconnect the inline turbine temperature sensor connector.

Measure the resistance between ECU connector X-012 pin 82 to chassis ground. The resistance should be greater
than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

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A. The resistance is greater than 20,000 Ω. Go to step 5.

B. The resistance is less than 20,000 Ω there is a short circuit between the sensor signal wire and chassis ground.
Repair or replace the signal wire as required. Return to step 1 to confirm elimination of fault.
5. Measure the resistance of the signal wire to chassis ground.

Turn the ignition switch OFF

Disconnect the inline turbine temperature sensor connector.

Measure the resistance between the inline turbine temperature sensor pin 1 and chassis ground. The resistance
should be greater than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
the elimination of the fault.

B. The resistance is less than 20,000 Ω the sensor has a short circuit to chassis ground. Temporarily replace the
sensor and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3803-ECU internal: Error R2S2 module (low level chip driver for
the power stage chips)
Context:
The engine control unit (ECU) has detected an internal communication failure of several signals in the ECU due, for
example, to the supply voltage over the threshold. This failure can be the result of wrong programming / flashing of
the ECU or an internal defect. Try to flash the ECU correctly with the proper data set. If the error persists, replace
the ECU.

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3808-Fuel Metering Unit: set point of metering unit in idle mode

not plausible
Context:
This fault is a result of a leak on the high or low pressure side of the high side pressure pump. Check for worn or
stuck open injector, worn high pressure pump or leaking pressure control valve. Check for low fuel pressure before
or after the gear pump, clogged fuel filter or leakage, or faulty fuel pump.

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3810-Fuel pressure sensor: Rail pressure raw value is intermittent

Context:
The engine control unit (ECU) has detected an intermittent fault in rail pressure signal.

Cause:
There is a loose connection in the rail pressure circuit.

Possible failure modes:

1. Faulty wiring or connection

2. Faulty sensor

Solution:

1. Disconnect the engine sensor harness from the rail pressure sensor. Inspect connector housing body/latch, pins,
and wiring harness for damage.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
sound electrical connection.

B. If no damaged is determine, continue with step 2.

2. Check the rail pressure sensor. Inspect connector housing body/latch, pins.

A. If damage is determined after careful inspection, replace the sensor. Re-flash the ECU.

B. If no damaged is found. Clear fault and return machine to proper operation.

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3811-ECU sensor supply monitor : ECU internal: Error sensor

supplies 1
Context:
The Engine Control Unit (ECU) provides 3 independent 5.0 V voltage supplies for the sensors. These sensor supply
voltages are monitored to ensure they remain within a given range. This check for voltage limits is done autonomously
by the hardware.

Cause:
The sensor supply voltage lies outside of the switching thresholds.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 3.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Check for fault codes related to the oil pressure sensor.

Check for fault codes related to the Throttle Valve Actuator (TVA) position sensor.

Check for fault codes related to the Exhaust Gas Recirculation (EGR) position sensor.

Check for fault codes related to the boost pressure sensor.

Check for fault codes related to the rail pressure sensor.

Check for fault codes related to the exhaust gas pressure sensor.

Check for fault codes related to the camshaft speed sensor.

A. If other fault codes are not present, continue with Step 3.

B. If any other fault codes are present, troubleshoot that fault first. Then determine if this fault code has been
corrected.
3. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 4.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

4. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 1 to pin 2.

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Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 3 to pin 4.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 5 to pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-012 pin 28 to chassis
ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, continue with Step 5.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.
5. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3812-Physical range check high for ECU temperature sensor

Context:
High temperatures can damage the Engine Control Unit (ECU) processor, one or more sensors can be provided to
monitor ECU temperatures.

Cause:
The ECU has sensed the internal voltage is greater than 129.96 °C (265.93 °F).

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3813-Physical range check low for ECU temperature sensor

Context:
Extremely low temperatures can damage the Engine Control Unit (ECU) processor, one or more sensors can be
provided to monitor ECU temperatures.

Cause:
The ECU has sensed the internal voltage is less than -40.00 °C (-40.00 °F).

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3814-ECU temperature sensor: SPI error ECU temperature sensor

(LM71)
Context:
Erratic temperatures can damage the Engine Control Unit (ECU) processor, one or more sensors can be provided to
monitor ECU temperatures.

Cause:
The ECU has sensed the internal voltage is not plausible.

Possible failure modes:

1. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault is still present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3815-Low efficiency in DPF filter

C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The engine control unit (ECU) has detected an error associated with the diesel particulate filter (DPF). If this fault
occurs, black smoke should be visible at the exhaust pipe. Check that the DPF is mounted properly and is not cracked.
If the filter is not mounted properly, refit the filter correctly. If damaged is determined, replace the filter.

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3816-Permanent governor deviation for valve

Context:
The positive limit of throttle valve governor deviation has been exceeded.

Cause:
Desired throttle valve position can not be reached due to sticking throttle valve. Possible throttle valve position sensor
mismatched.

Possible failure modes:

1. Faulty wiring.
2. Throttle valve binding inside assembly.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, return the machine to service.

B. If the fault is still present and active, continue with Step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU connector and the throttle valve actuator connector X-016. All connections should be secure,
tight, free of corrosion, abrasion and damage.

A. The connectors are secure and the harness is free of damage. Inspect the TVA for sticking or jammed valve.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required.
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3817-Permanent governor deviation for valve

Context:
The negative limit of throttle valve governor deviation has been exceeded.

Cause:
Desired throttle valve position can not be reached due to sticking throttle valve. Possible throttle valve position sensor
mismatched.

Possible failure modes:

1. Faulty wiring.
2. Throttle valve binding inside assembly.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, return the machine to service.

B. If the fault is still present and active, continue with Step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU connector and the throttle valve actuator connector X-016. All connections should be secure,
tight, free of corrosion, abrasion and damage.

A. The connectors are secure and the harness is free of damage. Inspect the TVA for sticking or jammed valve.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required.
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3818-Open load error for power stage

Context:
ECU Power stages: Open load error on the TVA valve power stage.

Cause:
The ECU detects an open circuit in the TVA valve drive circuit. Electrical problem in the TVA valve actuator.

Possible failure modes:

1. Faulty wiring.
2. Faulty TVA valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3818 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the wiring harness

Turn the ignition switch OFF.

Disconnect the TVA Valve connector. Disconnect the ECU connector.

Measure the resistance between ECU connector X-016 pin 49 and TVA valve motor plus pin. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-016 pin 34 and TVA valve motor minus pin. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-016 pin 8 and TVA position sensor supply pin. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-016 pin 53 and TVA position sensor signal pin. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between ECU connector X-016 pin 37 and TVA position sensor ground pin. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to step 4.

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B. The resistance is greater than 10 Ω. There is an open circuit in the wire. Repair or replace the wire as required.
Return to step 1 to confirm elimination of fault.
4. Measure the resistance through the valve

Turn the ignition switch OFF.

Disconnect the TVA valve connector.

Measure the resistance through the motor windings. The resistance should be approximately 3 Ω.

A. The resistance is approximately 3 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is greater than 5 Ω. There is an open circuit in the valve windings. Temporarily replace the
valve and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3820-Over temperature error for H-bridge

Context:
ECU Power stages : Over temperature error on the TVA PWM output power stage

Cause:
The ECU detects an excess current draw on the TVA signal wire.

Possible failure modes:

1. Faulty wiring.
2. Faulty TVA valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault code 3820 is active with other fault codes such as fault code 3051 or 3518 or 3007 and 1002. Trou-
bleshoot these fault codes before troubleshooting fault code 3818.

B. Fault code 3820 is not recorded again. OK to return the machine to service.

C. Fault code 3820 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the wiring harness.

Turn the ignition switch OFF.

Disconnect the TVA Valve connector. Disconnect the ECU connector.

Measure the resistance between ECU connector X-016 pin 49 and TVA valve motor plus pin. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to Step 4.

B. The resistance is greater than 10 Ω. There is an open circuit in the wire. Repair or replace the wire as required.
Return to Step 1 to confirm elimination of fault.
4. Measure the resistance through the wiring harness to chassis ground.

Turn the ignition switch OFF.

Disconnect the TVA Valve connector. Disconnect the ECU connector.

Measure the resistance between ECU connector X-016 pin 49 and chassis ground. The resistance should be
greater than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

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Measure the resistance between ECU connector X-016 pin 34 and chassis ground. The resistance should be
greater than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 5.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground. Repair or replace the wire as
required. Return to step 1 to confirm elimination of fault.
5. Measure the resistance through the valve to chassis ground.

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Measure the resistance through the Electric Valve pin 1 to chassis ground. The resistance should be greater than
20,000 Ω.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 20,000 Ω. There is an internal short to chassis ground. Temporarily replace the
Electric Valve and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3821-Short circuit to battery on Out1 error for H-bridge

Context:
Short circuit to battery on Out1 error for H-bridge. The ECU had detected a short circuit to an external power source.

Cause:
The TVA valve drive circuit is shorted to positive battery.

Possible failure modes:

1. Wiring shorted to positive battery source.

2. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault code 3821 is not recorded again. OK to return the machine to service.

B. Fault code 3821 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage through the wiring harness.

Turn the key switch OFF.

Disconnect the TVA valve connector. Disconnect the ECU connector.

Turn the key switch ON.

Measure the voltage from ECU connector X-016 pin 49 to chassis ground. The voltage should be less than 0.5 V.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the voltage from ECU connector X-016 pin 34 to chassis ground. The voltage should be less than 0.5 V.
Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.5 V. Temporarily replace the ECU and retest. Return to step 1 to confirm elimination
of the fault.

B. The voltage is greater than 0.5 V. There is a short circuit to another voltage source. Repair or replace the
harness as required. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3822-Short circuit to battery on Out2 error for H-bridge

Context:
Short circuit to battery on Out2 error for H-bridge. The ECU had detected a short circuit to an external power source.

Cause:
The TVA valve drive circuit is shorted to positive battery.

Possible failure modes:

1. Wiring shorted to positive battery source.

2. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate the machine.

A. Fault code 3822 is not recorded again. OK to return the machine to service.

B. Fault code 3822 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage through the wiring harness

Turn the ignition switch OFF.

Disconnect the TVA valve connector. Disconnect the ECU connector.

Turn the ignition switch ON.

Measure the voltage from ECU connector X-016 pin 49 to chassis ground. The voltage should be less than 0.5 V.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the voltage from ECU connector X-016 pin 34 to chassis ground. The voltage should be less than 0.5 V.
Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.5 V. Temporarily replace the ECU and retest. Return to step 1 to confirm elimination
of the fault.

B. The voltage is greater than 0.5 V. There is a short circuit to another voltage source. Repair or replace the
harness as required. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3823-Short circuit to ground on Out1 error for H-bridge

Context:
The ECU had detected a short circuit to minus battery or chassis ground on Out1 error for H-bridge.

Cause:
The TVA valve drive circuit or wiring is shorted to minus battery or chassis ground.

Possible failure modes:

1. Wiring shorted to minus battery or chassis ground.

2. Faulty TVA valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. Fault code 3823 is not recorded again. OK to return the machine to service.

B. Fault code 3823 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance of the harness to chassis ground.

Turn the key switch OFF.

Disconnect the TVA valve connector. Disconnect the ECU connector.

Measure the resistance from ECU connector X-016 pin 49 to chassis ground. The resistance should be greater
than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance from ECU connector X-016 pin 34 to chassis ground. The resistance should be greater
than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the wiring harness. Repair
or replace the harness as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance of the valve to chassis ground.

Turn the key switch OFF.

Disconnect the TVA valve connector.

Measure the resistance from the TVA valve, motor plus pin to chassis ground. The resistance should be greater
than 20,000 Ω.

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A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the solenoid valve. Tem-
porarily replace the valve and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3824-Short circuit to ground on Out2 error for H-bridge

Context:
The ECU had detected a short circuit to minus battery or chassis ground on Out2 error for H-bridge.

Cause:
The TVA valve drive circuit or wiring is shorted to minus battery or chassis ground.

Possible failure modes:

1. Wiring shorted to minus battery or chassis ground.

2. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3824 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to Step 1 to confirm elimination of fault.
3. Measure the resistance of the harness to chassis ground.

Turn the ignition switch OFF.

Disconnect the TVA valve connector. Disconnect the ECU connector.

Measure the resistance from ECU connector X-016 pin 49 to chassis ground. The resistance should be greater
than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance from ECU connector X-016 pin 34 to chassis ground. The resistance should be greater
than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the wiring harness. Repair
or replace the harness as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance of the valve to chassis ground.

Turn the ignition switch OFF.

Disconnect the TVA valve connector.

Measure the resistance from the TVA valve, motor plus pin to chassis ground. The resistance should be greater
than 20,000 Ω.

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A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the solenoid valve. Tem-
porarily replace the valve and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3825-Short circuit over load error for H-bridge

Context:
The ECU had detected a short circuit in the TVA valve drive circuit.

Cause:
The ECU had detected a short circuit in the TVA valve drive circuit.

Possible failure modes:

1. Wiring shorted.
2. Faulty TVA valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault code 3825 is not recorded again. OK to return the machine to service.

B. Fault code 3825 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance of the harness to chassis ground.

Turn the ignition switch OFF.

Disconnect the TVA valve connector. Disconnect the TVA connector.

Measure the resistance between ECU connector X-016 pin 49 and ECU connector X-016 pin 34. The resistance
should be greater than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω. There is a short circuit in the wiring harness. Repair or replace the
harness as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance of the valve to chassis ground.

Turn the ignition switch OFF.

Disconnect the TVA valve connector.

Measure the resistance from the TVA valve, motor plus pin to chassis ground. The resistance should be greater
than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

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B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the solenoid valve. Tem-
porarily replace the valve and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3826-Temperature dependent over current error for H-bridge

Context:
The ECU had detected a short circuit in the TVA valve drive circuit.

Cause:
The ECU had detected a short circuit in the TVA valve drive circuit.

Possible failure modes:

1. Wiring shorted.
2. Faulty TVA valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault code 3826 is not recorded again. OK to return the machine to service.

B. Fault code 3826 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance of the harness to chassis ground.

Turn the ignition switch OFF.

Disconnect the TVA valve connector. Disconnect the TVA connector.

Measure the resistance between ECU connector X-016 pin 49 and ECU connector X-016 pin 34. The resistance
should be greater than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω. There is a short circuit in the wiring harness. Repair or replace the
harness as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance of the valve to chassis ground.

Turn the ignition switch OFF.

Disconnect the TVA valve connector.

Measure the resistance from the TVA valve, motor plus pin to chassis ground. The resistance should be greater
than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

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B. The resistance is less than 20,000 Ω. There is a short circuit to chassis ground in the solenoid valve. Tem-
porarily replace the valve and retest. Return to step 1 to confirm elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3827-Under voltage error for H-bridge

Context:
Under voltage error for H-bridge.

Cause:
The ECU had detected a high fluctuations in the system voltage.

Possible failure modes:

1. Bad battery or battery connections.

2. Faulty alternator.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate the machine.

A. Fault code 3827 is not recorded again. OK to return the machine to service.

B. Fault code 3827 is recorded with other fault codes such as fault code 1014 or 3051. Clean and inspect the
battery. Troubleshoot these fault codes first.

C. Fault code 3827 is active and recorded again. Go to step 2.

2. Inspect the battery cable connections.

Verify that the battery terminals and battery cables are free of corrosion, abrasion and incorrect attachment.

Verify that the battery chassis ground connection is clean and fastened securely to the frame. The chassis con-
nection point should be free of paint, rust, dirt and debris.

A. The cables and battery connections are secure and free of corrosion, abrasion and incorrect attachment. Go
to step 3.

B. The battery connections or battery cables are in need of repair. Repair as required. Return to step 1 to confirm
elimination of the fault.
3. Verify that the wiring and connectors are free of damage.

ECU. All connections should be secure, tight, free of corrosion, abrasion and damage.

Inspect the harness from the battery to the ECU. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Temporarily replace the ECU and retest. Return
to step 1 to confirm elimination of the fault.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3830-DFC for valve position sensor physical SRC high

Context:
The engine control unit (ECU) monitors the electrical signal of the throttle valve actuator (TVA) position sensor.

Cause:
The calculated TVA position is above the maximum physical range.

Possible failure modes:

1. Faulty wiring
2. Faulty TVA sensor

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Check the wiring harness from the TVA sensor to the ECU. Inspect all connectors, pins,
and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Place the key switch OFF. Disconnect the wiring harness from the TVA sensor at connector X-017 and the ECU
at connector X-016 Insert a jumper wire between connector X-016 pin 8 and pin 53. Use a multi-meter to check
for continuity from the harness side of connector X-017 pin 41 and pin 42. There should be continuity.

A. If there is continuity, leave connectors disconnected. Continue with step 4.

B. If there is no continuity, there is an open circuit in the wiring harness. Locate and repair damaged wiring.
4. Place the key switch OFF. Insert a jumper wire between connector X-016 pin 53 and pin 37. Use a multi-meter to
check for continuity from the harness side of connector X-017 pin 42 and pin 43. There should be continuity.

A. If there is continuity, leave connectors disconnected. Continue with step 5.

B. If there is no continuity, there is an open circuit in the wiring harness. Locate and repair damaged wiring.
5. Remove the jumper wire. Check for a short to voltage in the wiring harness. Place the key switch ON. Use a
multi-meter to check for voltage from the harness side of connector:

X-016 pin 8 to chassis ground

X-016 pin 53 to chassis ground

X-016 pin 37 to chassis ground

There should be no voltage.

A. If there is no voltage, the wiring harness is good. Replace the TVA sensor.

B. If there is voltage, there is a short to voltage in the wiring harness. Locate and repair damaged wiring.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3831-DFC for valve position sensor physical SRC low

Context:
The engine control unit (ECU) monitors the electrical signal of the throttle valve actuator (TVA) position sensor.

Cause:
The calculated TVA position is below the minimum physical range.

Possible failure modes:

1. Faulty wiring
2. Faulty TVA sensor

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Check the wiring harness from the TVA sensor to the ECU. Inspect all connectors, pins,
and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Place the key switch OFF. Disconnect the wiring harness from the TVA sensor at connector X-470 and the ECU
at connector X-016. Use a multi-meter to check for continuity from the harness side of connector:

X-016 pin 8 to chassis ground

X-016 pin 53 to chassis ground

X-016 pin 37 to chassis ground

There should be no continuity.

A. If there is no continuity, the wiring harness is in good condition. Replace the TVA sensor.

B. If there is continuity, there is a short circuit to ground condition in the wiring harness. Locate and repair dam-
aged wiring.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3834-ECU Power stages: Throttle valve actuator power stage: SRC

High
Context:
The engine control unit (ECU) monitors the electrical signal of the throttle valve actuator (TVA) position sensor.

Cause:
The sensed voltage is higher than 5.2 V.

Possible failure modes:

1. Faulty wiring.
2. Faulty TVA sensor.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the ignition switch in the OFF position. Check the wiring harness from the TVA sensor to the ECU. Inspect
all connectors, pins, and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Place the key switch OFF. Disconnect the wiring harness from the TVA sensor at connector X-017 and the ECU
at connector X-016 Insert a jumper wire between connector X-016 pin 8 and pin 53. Use a multi-meter to check
for continuity from the harness side of connector X-017 pin 41 and pin 42. There should be continuity.

A. If there is continuity, leave connectors disconnected. Continue with step 4.

B. If there is no continuity, there is an open circuit in the wiring harness. Locate and repair damaged wiring.
4. Place the key switch OFF. Insert a jumper wire between connector X-016 pin 53 and pin 37. Use a multi-meter to
check for continuity from the harness side of connector X-017 pin 42 and pin 43. There should be continuity.

A. If there is continuity, leave connectors disconnected. Continue with step 5.

B. If there is no continuity, there is an open circuit in the wiring harness. Locate and repair damaged wiring.
5. Remove the jumper wire. Check for a short to voltage in the wiring harness. Place the key switch ON. Use a
multi-meter to check for voltage from the harness side of connector:

X-016 pin 8 to chassis ground

X-016 pin 53 to chassis ground

X-016 pin 37 to chassis ground

There should be no voltage.

A. If there is no voltage, the wiring harness is good. Replace the TVA sensor.

B. If there is voltage, there is a short to voltage in the wiring harness. Locate and repair damaged wiring.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3835-ECU Power stages: Throttle valve actuator power stage: SRC

low
Context:
The engine control unit (ECU) monitors the electrical signal of the throttle valve actuator (TVA) position sensor.

Cause:
The signal circuit is below 0.0 V.

Possible failure modes:

1. Faulty wiring.
2. Faulty TVA sensor.

Solution:

1. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, check for an intermittent fault.

B. If the fault is still present and active, continue with step 2.

2. Place the key switch OFF. Check the wiring harness from the TVA sensor to the ECU. Inspect all connectors, pins,
and wiring harness for broken connectors, corrosion, bent pins or wire breaks.

A. If any damage is found, repair or replace connections, pins, or wiring.

B. If no damage is found, reconnect the wiring harness to the sensor. Continue with step 3.
3. Place the key switch OFF. Disconnect the wiring harness from the TVA sensor at connector X-470 and the ECU
at connector X-016. Use a multi-meter to check for continuity from the harness side of connector:

X-016 pin 8 to chassis ground

X-016 pin 53 to chassis ground

X-016 pin 37 to chassis ground

There should be no continuity.

A. If there is no continuity, the wiring harness is in good condition. Replace the TVA sensor.

B. If there is continuity, there is a short circuit to ground condition in the wiring harness. Locate and repair dam-
aged wiring.
Mechanical Units
Wire harnesses - Electrical schematic sheet 07 (55.100.DP-C.20.E.07)
EH Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)

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3838-Oxidation catalyst upstream temperature shorted to high

source
Context:
The engine control unit (ECU) has detected the exhaust gas temperature sensor #1 sensed voltage is above 5.2 V.

Cause:
The exhaust gas temperature sensor #1 signal is shorted to a high voltage source.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty sensor.
3. Faulty control unit.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault is not recorded again. OK to return the machine to service.

B. Fault code 3838 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the Exhaust Gas Temperature Sensor connections. All connections should be secure, tight,
free of corrosion, abrasion and damage.

Inspect the harness from the ECU to the Exhaust Gas Temperature Sensors. Verify that the harness is free of
damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to Step 1 to confirm elimination of fault.
3. Measure the resistance between the signal wires.

Turn the ignition switch OFF

Disconnect ECU connector X-012. Disconnect the Temperature Sensor #1 connector.

Fabricate a jumper wire 20 cm (8 in) long. Use the jumper wire to short the Exhaust Gas Temperature Sensor
connector X-006 pin 1 to pin 2.

Measure the resistance between X-012 pin 79 and X-012 pin 80. The resistance should be less than 10 Ω. Wiggle
the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to step 4.

B. The resistance is greater than 10 Ω there is an open circuit in the sensor wires. Repair or replace the wires as
required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance of the signal wire to battery.

Disconnect ECU connector X-012. Disconnect the Temperature Sensor #1 connector.

Turn the ignition switch ON.

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Measure the voltage between ECU connector X-012 pin 80 to chassis ground. The voltage should be less than
0.2 V. Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.2 V. Go to step 5.

B. The voltage is greater than 0.2 V, the wire is shorted to another voltage source. Repair or replace the wire as
required. Return to step 1 to confirm elimination of the fault.
5. Measure the resistance of the sensor.

Turn the ignition switch OFF.

Disconnect the Temperature Sensor #1 connector.

Measure the resistance of the Exhaust Gas Temperature Sensor pin 1 to pin 2. The resistance should be approx-
imately 175 - 250 Ω.

A. The resistance is within the specified range. Temporarily replace the ECU and retest. Return to step 1 to
confirm the elimination of the fault.

B. The resistance is not within the specified range. Temporarily replace the temperature sensor and retest. Return
to step 1 to confirm the elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3839-Oxidation catalyst upstream temperature shorted to low

source
Context:
The engine control unit ( ECU) has detected the exhaust gas temperature sensor #1 sensed voltage is less than 0.0 V.

Cause:
The exhaust gas temperature sensor #1 signal is shorted to a ground source.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty sensor.
3. Faulty control unit.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault is not recorded again. OK to return the machine to service.

B. Fault code 3839 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the exhaust gas temperature sensor connections. All connections should be secure, tight,
free of corrosion, abrasion and damage.

Inspect the harness from the ECU to the exhaust gas temperature sensors. Verify that the harness is free of
damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance between the signal wires.

Turn the key switch OFF

Disconnect ECU connector X-012. Disconnect the temperature sensor #1 connector.

Measure the resistance between ECU connector X-012 pin 79 to X-012 pin 80. The resistance should be greater
than 20,000 Ω Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω there is a short circuit between the sensor wires. Repair or replace the
wires as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance of the signal wire to chassis ground.

Turn the ignition switch OFF.

Disconnect ECU connector X-012. Disconnect the temperature sensor #1 connector.

Measure the resistance between ECU connector X-012 pin 80 to chassis ground. The resistance should be greater
than 20,000 Ω Wiggle the harness during measurement to reveal an intermittent condition.

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A. The resistance is greater than 20,000 Ω. Go to step 5.

B. The resistance is less than 20,000 Ω there is a short circuit between the sensor signal wire and chassis ground.
Repair or replace the signal wire as required. Return to step 1 to confirm elimination of fault.
5. Measure the resistance of the signal wire to chassis ground.

Turn the ignition switch OFF.

Disconnect the temperature sensor #1 connector.

Measure the resistance of the exhaust gas temperature sensor #1 pin 1 to chassis ground. The resistance should
be greater than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
the elimination of the fault.

B. The resistance is less than 20,000 Ω the sensor has a short circuit to chassis ground. Temporarily replace the
sensor and retest. chassis ground. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3840-Diesel particulate filter upstream temperature sensor shorted

to high source
C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The engine control unit (ECU) has detected the exhaust gas temperature sensor #2 sensed voltage is above 6.55 V.

Cause:
The exhaust gas temperature sensor #2 signal is shorted to a high voltage source.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty sensor.
3. Faulty control unit.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault is not recorded again. OK to return the machine to service.

B. Fault code 3840 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the exhaust gas temperature sensor connections. All connections should be secure, tight,
free of corrosion, abrasion and damage.

Inspect the harness from the ECU to the exhaust gas temperature sensors. Verify that the harness is free of
damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance between the signal wires.

Turn the ignition switch OFF.

Disconnect ECU connector X-012. Disconnect the temperature sensor #2 connector.

Fabricate a jumper wire 20 cm (8 in) long. Use the jumper wire to short the exhaust gas temperature sensor
connector X-477 pin 1 to pin 2.

Measure the resistance between X-012 pin 83 and X-012 pin 84. The resistance should be less than 10 Ω. Wiggle
the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to step 4.

B. The resistance is greater than 10 Ω there is an open circuit in the sensor wires. Repair or replace the wires as
required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance of the signal wire to battery.

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Disconnect ECU connector X-012. Disconnect the temperature sensor #2 connector.

Turn the ignition switch ON.

Measure the voltage between ECU connector X-012 pin 83 to chassis ground. The voltage should be less than
0.2 V. Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.2 V. Go to step 5.

B. The voltage is greater than 0.2 V, the wire is shorted to another voltage source. Repair or replace the wire as
required. Return to step 1 to confirm elimination of the fault.
5. Measure the resistance of the sensor.

Turn the ignition switch OFF.

Disconnect the temperature sensor #2 connector.

Measure the resistance of the exhaust gas temperature sensor pin 1 to pin 2. The resistance should be approxi-
mately 175 - 250 Ω.

A. The resistance is within the specified range. Temporarily replace the ECU and retest. Return to step 1 to
confirm the elimination of the fault.

B. The resistance is not within the specified range. Temporarily replace the temperature sensor and retest. Return
to step 1 to confirm the elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3841-Diesel particulate filter upstream temperature sensor shorted

to low source
C232 TIER 4 [NDM451672 - ] NA
C238 TIER 4 [NCM425510 - ] NA
L225 TIER 4 [NDM461085 - ] NA
L230 TIER 4 [NCM449907 - ] NA

Context:
The engine control unit ( ECU) has detected the exhaust gas temperature sensor #2 sensed voltage is less than 0.0 V.

Cause:
The exhaust gas temperature sensor #2 signal is shorted to a ground source.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty sensor.
3. Faulty control unit.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault is not recorded again. OK to return the machine to service.

B. Fault code 3841 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the exhaust gas temperature sensor connections. All connections should be secure, tight,
free of corrosion, abrasion and damage.

Inspect the harness from the ECU to the exhaust gas temperature sensors. Verify that the harness is free of
damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance between the signal wires.

Turn the key switch OFF

Disconnect ECU connector X-012. Disconnect the temperature sensor #2 connector.

Measure the resistance between ECU connector X-012 pin 83 to X-012 pin 84. The resistance should be greater
than 20,000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω there is a short circuit between the sensor wires. Repair or replace the
wires as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance of the signal wire to chassis ground.

Turn the ignition switch OFF

Disconnect ECU connector X-012. Disconnect the Temperature Sensor #2 connector.

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Measure the resistance between ECU connector X-012 pin 84 to chassis ground. The resistance should be greater
than 20,000 Ω Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 5.

B. The resistance is less than 20,000 Ω there is a short circuit between the sensor signal wire and chassis ground.
Repair or replace the signal wire as required. Return to step 1 to confirm elimination of fault.
5. Measure the resistance of the signal wire to chassis ground.

Turn the ignition switch OFF.

Disconnect temperature sensor #2 connector.

Measure the resistance of the exhaust gas temperature sensor pin 1 to chassis ground. The resistance should be
greater than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Go to step 1 to confirm the
elimination of the fault.

B. The resistance is less than 20,000 Ω the sensor has a short circuit to chassis ground. Temporarily replace the
sensor and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3842-Turbine upstream temperature sensor shorted to high source

Context:
The engine control unit (ECU) has detected the inlet turbo temperature sensor sensed voltage is above 3.59 V.

Cause:
The inlet turbo temperature sensor signal is shorted to a high voltage source.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty sensor.
3. Faulty control unit.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault is not recorded again. OK to return the machine to service.

B. Fault code 3842 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU connector X-012 and the inline turbine temperature sensor connector. All connections should be
secure, tight, free of corrosion, abrasion and damage.

Inspect the harness from the ECU connector X-012 to the inline turbine temperature sensor connector. Verify that
the harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance between the signal wires.

Turn the ignition switch OFF.

Disconnect ECU connector X-012. Disconnect the inline turbine temperature sensor connector.

Fabricate a jumper wire 20 cm (8 in) long. Use the jumper wire to short the inline turbine temperature sensor
connector pin 1 to pin 2.

Measure the resistance between the ECU connector X-012 pin 81 and pin 82. Wiggle the harness during mea-
surement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to step 4.

B. The resistance is greater than 10 Ω there is an open circuit in the sensor wires. Repair or replace the wires as
required. Go to step 1 to confirm elimination of fault.
4. Measure the resistance of the signal wire to battery.

Disconnect ECU connector X-012. Disconnect the inline turbine temperature sensor connector.

Turn the ignition switch ON.

Measure the voltage between ECU connector X-012 pin 82 and chassis ground. The voltage should be less than
0.2 V. Wiggle the harness during measurement to reveal an intermittent condition.

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A. The voltage is less than 0.2 V. Go to step 5.

B. The voltage is greater than 0.2 V, the wire is shorted to another voltage source. Repair or replace the wire as
required. Return to step 1 to confirm elimination of the fault.
5. Measure the resistance of the sensor.

Turn the ignition switch OFF.

Disconnect the inline turbine temperature sensor connector.

Measure the resistance between the component side of the inline turbine temperature sensor connector pin 1 to
pin 2. The resistance should be approximately 175 - 250 Ω.

A. The resistance is within the specified range. Temporarily replace the ECU and retest. Return to step 1 to
confirm the elimination of the fault.

B. The resistance is not within the specified range. Temporarily replace the inline turbine temperature sensor and
retest. Return to step 1 to confirm the elimination of the fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3843-Turbine upstream temperature sensor shorted to low source

Context:
The engine control unit ( ECU) has detected the inline turbine temperature sensor sensed voltage is less than 460 mV.

Cause:
The inline turbine temperature sensor signal is shorted to a ground source.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty sensor.
3. Faulty control unit.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. Fault is not recorded again. OK to return the machine to service.

B. Fault code 3843 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU connector X-012 and the inline turbine temperature sensor connector. All connections should be
secure, tight, free of corrosion, abrasion and damage.

Inspect the harness from the ECU connector X-012 to the inline turbine temperature sensor connector. Verify that
the harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance between the signal wires.

Turn the ignition switch OFF

Disconnect ECU connector X-012. Disconnect the inline turbine temperature sensor connector.

Measure the resistance between ECU connector X-012 pin 82 and pin 81. The resistance should be greater than
20,000 Ω Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 4.

B. The resistance is less than 20,000 Ω there is a short circuit between the sensor wires. Repair or replace the
wires as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance of the signal wire to chassis ground.

Turn the ignition switch OFF.

Disconnect ECU connector X-012. Disconnect the inline turbine temperature sensor connector.

Measure the resistance between ECU connector X-012 pin 82 and chassis ground. The resistance should be
greater than 20,000 Ω Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20,000 Ω. Go to step 5.

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B. The resistance is less than 20,000 Ω there is a short circuit between the sensor signal wire and chassis ground.
Repair or replace the signal wire as required. Return to step 1 to confirm elimination of fault.
5. Measure the resistance of the signal wire to chassis ground.

Turn the ignition switch OFF.

Disconnect the inline turbine temperature sensor connector.

Measure the resistance of the inline turbine temperature sensor connector pin 1 to chassis ground. The resistance
should be greater than 20,000 Ω.

A. The resistance is greater than 20,000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
the elimination of the fault.

B. The resistance is less than 20,000 Ω the sensor has a short circuit to chassis ground. Temporarily replace the
sensor and retest. Return to step 1 to confirm elimination of fault.
Mechanical Units
Wire harnesses - Electrical schematic sheet 06 (55.100.DP-C.20.E.06)
EH Units
Wire harnesses - Electrical schematic sheet 05 (55.100.DP-C.20.E.05)

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3844-Zero fuel calibration by lambda (ZFL) : DFC reporting error

state on comparing energizing time to max value injector 1
Context:
This fault has been generated due to the injector (1, 2, 3 or 4) programming being incorrect. This failure can be the
result of wrong programming / flashing of the ECU or an internal defect of the injector. Using the Electronic Service
Tool (EST), Easy-Engine software, check the injector code matches the injector code used for that cylinder. Repro-
gram the engine control unit (ECU) to the proper injector code. Try to flash the ECU correctly with the proper data
set. If the error persists, replace the injector.

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3845-Zero fuel calibration by lambda (ZFL) : DFC reporting error

state on comparing energizing time to max value injector 2
Context:
This fault has been generated due to the injector (1, 2, 3 or 4) programming being incorrect. This failure can be the
result of wrong programming / flashing of the ECU or an internal defect of the injector. Using the Electronic Service
Tool (EST), Easy-Engine software, check the injector code matches the injector code used for that cylinder. Repro-
gram the engine control unit (ECU) to the proper injector code. Try to flash the ECU correctly with the proper data
set. If the error persists, replace the injector.

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3846-Zero fuel calibration by lambda (ZFL) : DFC reporting error

state on comparing energizing time to max value injector 3
Context:
This fault has been generated due to the injector (1, 2, 3 or 4) programming being incorrect. This failure can be the
result of wrong programming / flashing of the ECU or an internal defect of the injector. Using the Electronic Service
Tool (EST), Easy-Engine software, check the injector code matches the injector code used for that cylinder. Repro-
gram the engine control unit (ECU) to the proper injector code. Try to flash the ECU correctly with the proper data
set. If the error persists, replace the injector.

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3847-Zero fuel calibration by lambda (ZFL) : DFC reporting error

state on comparing energizing time to max value injector 4
Context:
This fault has been generated due to the injector (1, 2, 3 or 4) programming being incorrect. This failure can be the
result of wrong programming / flashing of the ECU or an internal defect of the injector. Using the Electronic Service
Tool (EST), Easy-Engine software, check the injector code matches the injector code used for that cylinder. Repro-
gram the engine control unit (ECU) to the proper injector code. Try to flash the ECU correctly with the proper data
set. If the error persists, replace the injector.

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3848-Zero fuel calibration by lambda (ZFL) : DFC reporting error

state on comparing energizing time to min value injector 1
Context:
This fault has been generated due to the injector (cylinder 1, 2, 3 or 4) programming being incorrect. This failure can
be the result of wrong programming / flashing of the ECU or an internal defect of the injector. Using the Electronic
Service Tool (EST), Easy-Engine software, check the injector code matches the injector code used for that cylinder.
Reprogram the engine control unit (ECU) to the proper injector code. Try to flash the ECU correctly with the proper
data set. If the error persists, replace the injector.

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3849-Zero fuel calibration by lambda (ZFL) : DFC reporting error

state on comparing energizing time to min value injector 2
Context:
This fault has been generated due to the injector 2 (cylinder 3) programming being incorrect. This failure can be the
result of wrong programming / flashing of the ECU or an internal defect of the injector. Using the Electronic Service
Tool (EST), Easy-Engine software, check the injector code matches the injector code used for that cylinder. Repro-
gram the engine control unit (ECU) to the proper injector code. Try to flash the ECU correctly with the proper data
set. If the error persists, replace the injector.

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3850-Zero fuel calibration by lambda (ZFL) : DFC reporting error

state on comparing energizing time to min value injector 3
Context:
This fault has been generated due to the injector 3 (cylinder 4) programming being incorrect. This failure can be the
result of wrong programming / flashing of the ECU or an internal defect of the injector. Using the Electronic Service
Tool (EST), Easy-Engine software, check the injector code matches the injector code used for that cylinder. Repro-
gram the engine control unit (ECU) to the proper injector code. Try to flash the ECU correctly with the proper data
set. If the error persists, replace the injector.

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3851-Zero fuel calibration by lambda (ZFL) : DFC reporting error

state on comparing energizing time to min value injector 4
Context:
This fault has been generated due to the injector 4 (cylinder 2) programming being incorrect. This failure can be the
result of wrong programming / flashing of the ECU or an internal defect of the injector. Using the Electronic Service
Tool (EST), Easy-Engine software, check the injector code matches the injector code used for that cylinder. Repro-
gram the engine control unit (ECU) to the proper injector code. Try to flash the ECU correctly with the proper data
set. If the error persists, replace the injector.

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3852-Lambda sensor: The maximum allowed time for blow out is

exceeded
Context:
The heat up of the oxygen sensor is monitored by the ECU. If insufficient heater performance from the oxygen sensor
is detected for too long this fault code will occur. Replace the oxygen sensor.

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3870-CAN message not received from Vehicle Controller

Context:
The ECU is not receiving messages on the vehicle CAN bus.

Cause:
The ECU is not receiving messages on the vehicle CAN bus.

Possible failure modes:

1. Open or shorted wire in system.

2. Failure of Instrument Cluster.
3. Failure of ECM.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Continue with this procedure if three or more fault codes are active, such as 9151 - 9154, 9405, 9406, 9410, or
1051 through 1059. This is an indication of a problem in the CAN Data Link circuit.
If one or two CAN bus fault codes are active, check all CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment. This may be an indication of an intermittent
connection in the CAN bus.
Verify all modules on the CAN bus have the latest software versions.

A. CAN Data Link fault codes are not recorded again and are no longer ACTIVE. OK to return the machine service.

B. CAN Data Link fault codes are present and ACTIVE.

Please see 9151-CAN Connection: CAN Communication Timed Out After 5 Seconds (55.640), step 2.

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3899-Info: Engine temperature exceeded pre-warn level

Context:
This fault is caused when the engine temperature is getting to high. This fault can be caused by a cooling system
problem, high environmental temperatures or due to heavy engine use. If the environmental temperature is not too
high and the machine has not been used heavily, let the engine cool down. Then check the cooling system has the
correct amount of coolant. Make sure the radiator is not clogged or is restricted of air flow. Also, check the thermostat
is not stuck. Once everything has been checked, if everything is correct, erase the fault code.

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3900-Info: Engine temperature exceeded warn level

Context:
This fault is caused when the engine temperature is getting to high. This fault can be caused by a cooling system
problem, high environmental temperatures or due to heavy engine use. If the environmental temperature is not too
high and the machine has not been used heavily, let the engine cool down. Then check the cooling system has the
correct amount of coolant. Make sure the radiator is not clogged or is restricted of air flow. Also, check the thermostat
is not stuck. Once everything has been checked, if everything is correct, erase the fault code.

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3906-Injector: Number of injections is limited by quantity balance

of high pressure pump
Context:
This fault is caused when the engine temperature is getting to high. This fault can be caused by a cooling system
problem, high environmental temperatures or due to heavy engine use. If the environmental temperature is not too
high and the machine has not been used heavily, let the engine cool down. Then check the cooling system has the
correct amount of coolant. Make sure the radiator is not clogged or is restricted of air flow. Also, check the thermostat
is not stuck. Once everything has been checked, if everything is correct, erase the fault code.

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3910-Fuel metering unit: Error check for loose contact between

metering unit and ECU
Context:
The engine control unit (ECU) has detected a loose contact in the wiring of the metering unit. This can result in a
malfunction of the metering unit and lead to fuel pressure oscillations. Check all connections between fuel metering
unit to the ECU are good. Remove connectors and check that the pins are not bent or corroded. Check the wiring
harness is not damaged. If any damaged or issues are found, repair/replace damaged connectors, or wiring. Use a
multi-meter to measure the resistance of the fuel metering solenoid from pin 1 to pin 2. There should be approximately
3.2 Ω. If the coil resistance is not correct, replace the fuel metering unit.

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3915-Pressure Relief Valve: Averaged rail pressure is outside the

expected range with open PRV
Context:
The engine control unit (ECU) has determined that the Pressure Relief Valve (PRV) is not opening completely or there
is a restriction at the PRV connections. Remove the PRV valve and check for any damages. If PRV is damaged,
replace the valve.

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