Service Manual Trucks Group 28, 36, 43 Fault Code Guide 2007 Emissions VN, VHD VERSION2, VT PV776-20180137 VOLVOForeword Descriptions and instructions in this handbook are based on design and ‘method studies up to and including 1.2007. The products are under continual development. Values and repair methods may therefore differ on vehicles and components manufactured after this date. This service information uses the following observation and warning levels: Note! Indicates a situation, use or circumstance that should be emphasized. Important! Indicates a situation, where a special service hint or technique is used. Caution! Indicates a situation that, unless avoided, can lead to physical damage to the product. Warnins Indicates a dangerous situation that, unless avoided, can led to personal injury Danger! Indicates a dangerous situation that, unless avoided, can lead to serious personal injury or death. ‘Order number: PV776-20180137 (© 2007 Volvo Trucks North America, Inc., Greensboro, NC USA, All rights reserved. No part ofthis publication may be reproduced, stored in retrieval system, or transmitted in any forms by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Volvo Trucks North America, Inc.Group 28 Design and Function Group 28 Design and Function e Control System The “Premium Tech Too!" (PTT) is the preferred tool for performing diagnostic work. Cantact your local dealer for more information, System Overview Five electronic control modules are used; the Engine Management System (EMS) Module, Instrument Cluster Module (ICM), Vehicle Electronic Control Unit (VECU), Transmission Electronic Control Unit (TECU) and the Gear Selector Electronic Control Unit (GSECU), ‘Together, these modules operate and communicate through the J1939 high speed serial data line to control a variety of engine and vehicle cab functions. The Engine Management System (EMS) Module controls fuel timing and delivery, fan operation, engine protection functions, engine brake operation, the EGR valve, and the turbocharger nozzle. The Vehicle Electronic Control Unit (VECU) controls cruise control functions, accessory relay Controls and idle shutdown functions. The Instrument Cluster Module (ICM) primarily displays operational parameters and communicates these to the other ECU's. ‘All have the capabilty to communicate over the J1587 normal speed data lines primarily for programming, diagnostics and data reporting. In addition to their control functions, the modules have on-board diagnostic capabilities. The on-board diagnostics are designed to detect faults or abnormal conditions that are not within normal operating parameters. When the system detects a fault or abnormal Condition, the fault will be logged in one or both of the ‘modules’ memory, the vehicle operator will be advised that a fault has occurred by illumination a malfunction indicator lamp and a message in the driver information display if equipped. The module may initiate the engine shutdown procedure if the system determines that the fault could damage the engine. In some situations when a fault is detected, the system will enter the “limp home” mode. The limp home mode allows continued vehicle operation but the system may ‘substitute a sensor or signal value that may result in poor performance. In some instances, the system will Continue to function but engine power may be limited to protect the engine and vehicle. Fault codes logged in the ‘system memory can later be read, to aid in diagnosing the faults, with a diagnostic computer or through the instrument cluster display, if equipped. When diagnosing an intermittent code or condition, it may be necessary to use a diagnostic computer connected to the Serial Communication Port, ‘Additional data and diagnostic tests are available when a diagnostic computer is connected to the Serial Communication Port. For diagnostic software, contact your local dealer. The Vehicle Electronic Control Unit (VECU) is mounted on a panel below the top dash access panel in the center of the dash on conventional models, The VECU is a ‘microprocessor based controller programmed to perform several functions, these include: + Driver controls, ‘= Vehicle and engine speed controls ‘Starter control + Cab power * Idle controls, ‘Broadcasting data on the serial data lines ‘+ Trip data logging + Diagnostic fault logging and password processing The VECU performs these functions by monitoring the signals from sensors and switches, and data received over the serial data lines from the other ECU's, The VECU directly monitors the Throttle Position (TP) Sensor and Vehicle Speed Sensor (VSS). The VECU also monitors the position or state of a number of switches to perform its control and diagnostic functions. They are: = AC Pressure Switch ‘= Air Suspension Height Control Switch + Differential Lock Switch + Engine Brake Switches + Ignition Key Switch ‘+ PTO Switches (if equipped) + Service and Park Brake Switches + Speed Control Switches (Sel)Decel, Resume/Accel) ‘= 5th Wheel Slide SwitchGroup 28, The EMS is a microprocessor based controller programmed to perform fuel injection quantity and timing Control, diagnostic fault logging, and to broadcast data to other modules. The fuel quantity and injection timing to each cylinder is precisely controlled to obtain optimal fuel ‘economy and reduced exhaust emissions in all driving situations. The EMS controls the operation of the Electronic Unit Injectors (EUls), engine brake solenoid, EGR valve, turbocharger nozzle position, and cooling fan clutch based on input information it receives over the serial data lines and from the following sensors: Ambient Air Temperature Sensor ‘Ambient Pressure sensor Boost Ar Pressure (BAP) Sensor ‘Camshaft Position (Engine Position) Sensor Gooling Fan Speed (CFS) Sensor Crankshaft Position (Engine Speed) Sensor Differential Pressure DPF Sensor EGR Differential Pressure Sensor EGR Temperature Sensor Design and Function Engine Coolant Level (ECL) Sensor Engine Coolant Temperature (ECT) Sensor Engine Oil Pressure (EOP) Sensor Engine Oil Level (EOL) Sensor Engine Oil Temperature (EOT) Sensor Exhaust Temperature Sensor (DPF Sensors) Fuel Pressure Sensor Intake Air Temperature And Humidity (ATH) Sensor Intake Manifold (Boost) Temperature Sensor Throttle Position (TP) Sensor ‘Turbo Speed Sensor Variable Geometry Turbocharger (VGT) Position Sensor The Vehicle Electronic Control Unit (VECU) and Engine Management System (EMS) Module are dependent on teach other to perform their specific control functions. In addition to switch and sensor data the broadcast of data between modules also includes various calculations and conclusions each module has developed, based on the input information it has recelved.Group 28, Sensors Ambient Air Temperature Sensor ‘The Ambient Air Temperature Sensor is used to detect the outside air temperature. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the ambient air temperature. The sensor uses a thermistor that is sensitive to the change in temperature. ‘The electrical resistance of the thermistor decreases as temperature increases. ‘The Ambient Air Temperature Sensor is located in the front of the vehicle Ambient (Atmospheric) Pressure Sensor ‘The Ambient (Atmospheric) Pressure Sensor contains a prossure sensitive ciaphragm and an electrical ampli. Mechanical pressure applied tothe diaphragm causes the diaphragm to deflect and the amplifier to produce an electrical signal proportional othe deflection ‘The Ambient (Atmospheric) Pressure Sensor is built into the Engine Management System (EMS) Module. Camshaft Position Sensor ‘The Camshatt Position (Engine Position) Sensor is located in the rear face ofthe timing gear cover at the rear of the engine, near the bottom of the valve cover. It uses magnetic induction to generate a pulsed electrical signal. It senses the passage of seven (7) timing bumps on the edge of the camshaft dampener. Six ofthe holes correspond to the phasing ofthe electronic unit injectors, wiile the seventh hole indicates tho top dead center position Cooling Fan Speed (CFS) Sensor On engines with an electronically controlled viscous fan drive, the electronic fan drive contains a Hall effect speed ‘sensor. When the engine is running, a series of vanes in the fan drive housing rotates past a magnet in the fan drive solenoid generating a pulsed voltage signal. The Engine Management System (EMS) Module monitors the status ifthe air conditioning system and signals from the Engine Coolant Temperature (ECT) Sensor, the Engine Oil Temperature (EOT) Sensor, and the Engine Speed/Timing (RPMITDG) Sensor and calculates the optimal cooling fan speed. ‘The Cooling Fan Speed Sensor is located in the fan drive fn the front of the engine. Design and FunctionGroup 28, Design and Function Crankshaft Position (Engine Speed) Sensor The Crankshaft Position (Engine Speed) Sensor uses magnetic induction to generate a pulsed electrical signal Notches are machined into the edge of the flywheel When one of the notches passes close to the sensor, electric pulses resut. The Crankshaft Position (Engine Speed) Sensor also indicates when the crankshaft is at the top dead center position Differential Pressure DP Sensor The differential pressure sensor is used for flow measurement of the Diesel Particulate Filter (DPF). This sensor has two pressure ports and senses the difference in pressure between the two ports. Measurement of the pressure before and after the DPF is used to calculate diesel fiter regeneration. The Differential Pressure DPF Sensor is located on the side of the Diesel Particulate Filter (DPF). EGR Differential Pressure Sensor The EGR differential pressure sensor is used for fow measurement of the Exhaust Gas Recirculation (EGR) valve. This sensor has two pressure ports and senses the difference in pressure between the two ports. Measurement of the pressure before and after the EGR valve is used to calculate EGR flow. The EGR Differential Pressure Sensor is located on the left or right side of the engine. EGR Temperature Sensor The EGR temporature sensor detocts exhaust gos temperature for EGR system. The sensor modifies a voltage signal from the control unit, The modified signal returns tothe contrl unit asthe exhaust temperature of the EGR'system to confirm EGR operation. The sensor uses a thermistor thats sensitive to the change in temperature. ‘The EGR Temperature Sensor is located near the EGR valve. Engine Coolant Level (ECL) Sensor The Engine Coolant Level (ECL) Sensor is a switch. If engine coolant level falls below a calibrated point tho contacts open and the driver will be notified of the low coolant level Tho Engine Coolant Level (ECL) Sensor is located in the cooling system reservoir tank.Group 28 Engine Coolant Temperature (ECT) Sensor ‘The Engine Coolant Temperature Sensor i located at the tonto the engine, The sensor wil indicate a high coolant temperature caused by problems like radiator Blockage, thermostat falure, heavy load, or hgh ambtent temperatures. This sensors also used for col start eahancemant ard for fan chtch engagement Engine Oil Pressure (EOP) Sensor The Engine Oil Pressure Sensor contains a pressure sensitive diaphragm and a electrical amplifier. Mechanical pressure applied to the diaphragm causes the diaphragm to deflect and the amplifier to produce an electrical signal proportional to the deflection. The Engine Oil Pressure Sensor is located on the oil filter assembly. The sensor monitors engine oil pressure to warn of lubrication system failure Engine Oil Level (EOL) Sensor ‘The Engine Oil Level Sensor is located in the oll pan. Engine Oil Temperature (EOT) Sensor The Engine Oil Temperature Sensor isa thermistor whose resistance vares inversely (0 temperature, The Sensor has a negatve temperature cooticiert, which means the sensor resistance will ecrease as the engine oll temperature increases ‘The Engine Oil Temperature Sensor is located in the oil pan. Exhaust Temperature Sensor (DPF Sensors) ‘The exhaust gas temperature sensor detects exhaust gas temperature for DPF protection as well as DPF regeneration control. The sensor modifies a voltage signal from the control unit. The modified signal returns to the control unt as the exhaust temperature at that specific location of the exhaust. The sensor usos a thermistor that is sensitive to the change in temperature ‘The Exhaust Temperature Sensors are located in the DPF assembly, Fuel Pressure Sensor ‘The fuel pressure sensor contains a diaphragm that senses fuel pressure. A pressure change causes the diaphragm to flex, inducing a stress or strain in the diaphragm. The resistor values in the sensor change in proportion to the stress applied to the diaphragm and produces an electrical output ‘The Fuel Pressure Sensor is located on top of the fuel fiter housing Design and FunctionGroup 28 Design and Function Intake Air Temperature and Humidity (IATH) Sensor The Intake Air Temperature and Humidity (IATH) Sonsor contains a thermistor and a capacitve sensor The resistance ofthe thermistor varies inversely to temperature, The output of the capacitive sensor increases asthe humity ofthe surounding ar ncreases By monitonng the signals from both portons of the ‘sensor, the Engine Management System (EMS) Module calculates the temperature and humid ofthe at passing through the ai iter housing The Intake Air Temperature and Humidity (IATH) Sensor Is located in the air intake tube just downstream from the air fiter canister. Intake Manifold (Boost) Temperature Sensor The Intake Manifold (Boost) Temperature Sensor is a thermistor whose resistance varies inversely to temperature. ‘The sensor has a nagative temperature cooffcient, which means the sensor resistance wil decrease as the inet air temperature increases, The Intake Manifold (Boost) Temperature Sensor is located in the intake manifold Intake Manifold Pressure Sensor The Intake Manifold Pressure Sensor contains a pressure sensitive diaphragm and an electrical amplifier Mechanical pressure applied to the diaphragm causes the diaphragm to deflect and the amplifier to produce an electrical signal proportional to the deflection, The Intake Manifold Pressure Sensor is located on the air inlet pipe before the intake manifold Throttle Position (TP) Sensor The Throtle Position Sensor is a potentiometer that is mechanically inked to the accelerator pedal. A potentiometer is a variable resistor whose resistance will change as the pedal is pressed. As the resistance changes, the signal voltage of the sensor changes inioating the accelerator pedal position The Throttle Position Sensor is located above the accelerator pedal. The sensor is designed to improve the driver's control by reducing sensitivity to chassis motion. This sensor provides the driver's fuel request input to the vecu Turbo Speed Sensor The Turbo Speed Sensor informs the EMS ofthe tubo shat speed, The sonsor doos not road from the vanes, but reads from the shaft. The Engine Management ‘System (EMS) Module uses this signal in conjunction with the VGT positon sensor signal o contol the speed ofthe turbocharger and therefore optimize te intake mandold pressure The Turbo Speed Sensor is mounted in the center of the turbocharger.Group 28 Design and Function Variable Geometry Turbocharger Smart Remote Actuator (VGT SRA) ‘The Variable Geometry Turbocharger Smart Remote ‘Actuator (VGT SRA) takes the position commands from the EMS, moves the nozzle of the turbocharger to the desired position, and performs all of the diagnostics and self checks on the actuator.Group 28 Design and Function MID 130 Transmission Control Unit The "Premium Tech Too!’ (PTT) is the preferred tool for performing diagnostic work. Contact your local dealer for more information. System Overview The |-Shif transmission is a technologically advanced automated mechanical transmission, designed specifically to work in conjunction with Volvo's new family of heavy-duty diesel engines. In order to work as a total package, the I-Shif is programmed with each engines’ efficiency map and is offered with different software options to fulfil each operators needs. All variants of the Volvo I-Shift have 12 forward speeds and up to 4 reverse speeds depending on programming, Itis a single countershaft transmission built up with a spliter section, a main section with three forward and one reverse gear, and a range gear section. Itis an automated mechanical transmission and uses synchronizers in its spliter and range gears but not in the main section. The ‘main section utilizes a countershatt brake to mesh gears, and equalize shaft speeds as needed. A single disc automated clutch system is utilized. The I-Shift is a "wo pedal" transmission and does not require a clutch pedal The I-Shift uses compressed air and electrical solenoids to perform shift functions, clutch control and countershaft brake functions. All of these functions are timed and controlled by the Transmission Electronic Control Unit (TECU). A dedicated air tank is needed on the vehicle to supply air for these components. The air is plumbed to the transmission via a supply line and is distributed to the ‘ther components internally. The air control solenoids are housed in the Transmission Control Housing and in the Clutch Control Valve Assembly. All Volvo Truck models will be available with this transmission including the VT, VN Series & VHD vocational trucks. Four I-Shift models will be offered to support the power ranges of the engines as well as offering different gear arrangements: AT25126 ‘ATO25126 Ar28126 ATO31126 Operation Two Pedal Two Pedal Two Pedal Two Pedal Forward Speeds 2 12 12 Engines Available D11/013 D113 D16 p16 Overall Ratio 14.94:1 16.041 14.941 15.041 Top Ratio Direct 1.00: Overdrive 0.78:1 Direct 1.00:1 Overdrive 0.78:1 ‘Weight Ibs (ka) 597 (275) 597 (275) 610 (281) 610 (281) Transmission Identification Each transmission has two identficaton tags. One is found on the top ofthe clutch housing and the other is found on the back ofthe range housing. The transmission version can be readiy identified by the folowing nomenclature table. Make Volvo Type ‘AT25120, ATO25120, AT2812C and ATO3112C Description ‘A—Automatic T— Transmission O— Overdrive 12 — Number of forward gears C— Design Level 25 — Torque Capacity 2500 Nm (1850 lb/ft) 28 — Torque Capacity 2800 Nm (2050 lov) 31 — Torque Capacity 3100 Nm (2300 lovft)Group 28 Sensors Clutch Position Sensor The Clutch Position Sensor is located on the side of the clutch cylinder assembly (inside bell housing) Main Shaft Speed Sensor(s) The speed sonsora are located on the contol housing and measure the speed ofthe main shaft and the speed of the countershat ‘The main shaft speed sensor is a electronic sensor with a hall element. Using a hall element makes it possible to measure the rotation speed and rotation direction of the shaft ‘The countershaft speed sensor is an inductive sensor. Knowing the speed of the countershaft makes it possible to calculate the precise speed of every gear in the transmission ‘The speed sensor(s) are located in the transmission on the lower portion of the control housing, Output Shaft Speed Sensor “Tho Output Shaft Speed Sensors located onthe side of the rear transmission housing. Range Cylinder Position Sensor ‘There are four positon sensors in the transmission control housing, These sensors measure the position of the specie air cylinder within the control housing, The sensors are inductive and the inductive characteristics change depending on the postion of tha motal pin that follows the movements of the air cylinders. ‘The Range Cylinder Position Sensor is located in the transmission on the lower portion of the control housing Split Cylinder Position Sensor ‘The Split Cylinder Position Sensor is located in the transmission on the lower portion of the control housing. 1st/Reverse Cylinder Position Sensor ‘The 1stReverse Cylinder Position Sensor is located in the transmission on the lower portion of the control housing. 2nd/3rd Gear Cylinder Position Sensor ‘The 2nd/3rd Gear Cylinder Position Sensor is located in tho transmission on the lower portion ofthe control housing. Design and FunctionGroup 28 Design and Function Transmission Electronic Control Unit The TECU communicates with the Gear Selector ECU and other ECUs in the vehicle through the J1939 and 441587 data buses. The functionality of the TECU can be different depending on the type of software packages that are installed. The TECU contains the following components: + SAE J11708/1587 CAN + SAE J1939 CAN + Powertrain CAN + 11 Powordrvers + Inclination Sensor + Temperature Sensor + 9 Controlling Solenoid Valves The Transmission Electronic Control Unit located on the upper portion of the control housing Lubrication System The transmission is lubricated through a combination of, pressure from an oll pump and splashing. The oil is lod into the main shaft to lubricate and cool the range gears, the input shaft and main shaft bearings. The countershaft brake and output shaft boarings, are also lubricated. The lubrication system has two overflow valves. One valve ensures thatthe transmission is lubricated ifthe iter gots blocked while the other prevents excessive pressure in the system, e.g. during cold start. The valves aro made Up of a compression spring and a valve peg. 10Group 28, Design and Function MID 223 Gear Selector Control Unit The “Premium Tech Too!" (PTT) is the preferred tool for performing diagnostic work. Contact your local dealer for more information, System Overview ‘The gear selector is attached to the drivers seat and can be folded away to aid in entering the cabin. There are two available selector configurations, a basic and a premium The selector in the vehicle is dependant on which program package level the vehicle is but with. Both selectors have gear positions of R (Reverse), N (Neutral), D (Drive), and M (Manual). With the selector in the drive position the transmission will shi as an automatic, performing gear selections and shiting without driver input. When in the manual position, the driver either selects the gears using the gear selector button (premium selector) or will lock the gear that the transmission is presently operating in and hold that gear unti the selector is placed in the drive position again (basic selector). With the basic, Selector Folding ‘The gear selector is capable of folding forward to aid in cab entry andis also used to identify which software level thats programmed in the Transmission Electronic Control Unit (TECU), With the selector in the neutral position Limp Home Mode Note: Limp Home Mode should only be used to get a vehicle to a safe or secure location. Itis not meant for driving any distance. ‘At times when a sensor failure or certain internal transmission damage has occurred, "Limp Home Mode" can be activated, Press the "L” button on the gear selector and move the gear lever to the D posttion to active "Limp Home Made". When activated, L is displayed as the Sensors Gear Selector Electronic Control Unit ‘The gear selector communicates with the Gear Selector Electronic Control Unit using 8 wires. These wires are Used to decode a switch matrix inside the GSECU. Inside the gear selector lever there are a number of switches. Somo of the switches are normal and some are hall-effect switches. ‘The Gear Selector Electronic Control Unit is located in the center of the dash just rear of the VECU. selector, ifthe manual position is engaged at a stop the vehicle will start in first and hold that gear. The basic selector isn't equipped with a gear selector button or a economylperformance dive mode button. In situations where the I-Shift is unintentionally left in gear with the parking brake applied, the TECU will automatically go to neutral when the key switch is turned off. This is done to avoid the transmission getting stuck in gear due to drive line “torque up". There is a gear selector electronic control unit (GSECU) that is located in the center of the dash. The GSECU receives signals from the selector and, interprets these signals into communication information that is transmitted to the TECU. (N) press in the fold button and the lever can be folded forward. The display will then show the program package level in place of the driving mode. This is found just to the Tight of the present gear within the display driving mode in the DID. In "Limp Home Mode", only forward gears 1, 3 and § are available for vehicles with the premium selector and only first gear for vehicles with the basic selector. No matter which selector the vehicle has, reverse gear 1 is available also. The vehicle must be stationary to shift gears, The “Limp Home Mode", will be deactivated when the ignition is turned off. This mode is only meant to get a vehicle to a safe or secure location. 1"12Group 28 Troubleshooting Troubleshooting Engine ECU, Fault Tracing The “Premium Tech Tool" (PTT) is the preferred tool for performing diagnostic work. Contact your local dealer for more information, The control units on the information link communicate according to the SAE J1687 standard, The standard has been extended with Volvo's own supplement (PPID, PSID). The fault codes set by the control units Contain information that is described by the following abbreviations, MID Message Identification Description: sip Subsystem Identification Description: Identification of a control unit Identification of a component, PID Parameter Identification Description; PsiD Proprietary Subsystem Identification Identification of a parameter (value). Description Volvo: Unique identification of a component. PPID Proprietary Parameter Identification Description Volvo: FM Failure Mode Identifier: Unique identification of a parameter Identification of fault types. (value) FMI Table FMI Display Text ‘SAE Text 0 Value to high Data valid, but above the normal working range 1 Value too low Data valid, but below the normal working range 2 Incorrect data Intermittent or incorrect data 3 Electrical fault ‘Abnormally high voltage or short circuit to higher voltage 4 Electrical fault ‘Abnormally low voltage or short circuit to lower voltage | 5 Electrical fault ‘Abnormally low current or open circuit 6 Electrical fault ‘Abnormally high current or short circuit to ground: 7 Mechanical fault Incorrect response from a mechanical system 8 Mechanical or electrical fault ‘Abnormal frequency 9 Communication fault ‘Abnormal update rate 10 Mechanical or electrical fault ‘Abnormally strong vibrations 14 (Unknown fault Non-identifiable fault 12 Component fault Faulty unit or component 13 Incorrect calibration Calibration values outside limits “4 Unknown fault Special instructions 18 (Unknown fault Reserved for future use Note: When performing diagnostic test on intermittent faults, gently wiggle the wires and connectors to help find the intermittent faults 13Group 28 ‘Troubleshooting Engine ECU, Fault Tracing PID “MID 128 PID 26 Fan Speed Percent” page 16 “MID 128 PID 45 Preheater Relay" page 16 “MID 128 PID 81 Particulate Fiter" page 17 “MID 128 PID 84 Vehicle Speed” page 17 "MID 128 PID 85 Cruise Control Status" page 17 “MID 128 PID 91 Accelerator Pedal Position” page 18 “MID 128 PID 94 Fuel Delivery Prossuro" page 18 “MID 128 PID 97 Water in Fuel Indicator’ page 19 “MID 128 PID 98 Engine Oil Lever" page 19 “MID 128 PID 100 Engine Oil Pressuro" page 20 “MID 128 PID 102 Intake Manifold Pressure" page 21 “MID 128 PID 108 Turbo Speed" page 22 “MID 128 PID 105 Intake Manifold Temperature" page 23 “MID 128 PID 108 Atmospheric Pressure" page 24 “MID 128 PID 110 Coolant Temperature” page 25 “MID 128 PID 111 Coolant Level” page 26 “MID 128 PID 153 Crankcase Pressu page 27 “MID 128 PID 171 Ambient Temperature” page 28 “MID 128 PID 173 Exhaust Temperature” page 28 “MID 128 PID 175 Engine Oil Temperature" page 29 “MID 128 PID 354 Relative Humility” page 30 “MID 128 PID 411 EGR Exhaust Back Pressure" page 31 “MID 128 PID 412 EGR Temperature” page 32 PPID “MID 128 PPID 35 EGR Mass Flow” page 33 “MID 128 PPID 89 Variable Geometry Turbocharger Smart Remote Actuator Temperature" page 33, “MID 128 PPID 122 Engine Compression Brake" page 34 “MID 128 PPID 270 NOx Sensor” page 95 “MID 128 PPID 326 Soot Level” page 36 “MID 128 PPID 272 Air Pressure Compensation’ page 36 “MID 128 PPID 328 Atertreatment Injection Shutoff Valve" page 37 “MID 128 PPID 329 Aftertreaiment Fuel Injector" page 37 “MID 128 PPID 330 DRV" page 38, “MID 128 PPID 337 Ash Level" page 38 “MID 128 PPID 387 Temperature Sensor, Catalytic Converter” page 39 “MID 128 PPID 436 Exhaust Gas Temperature Sensor 3" page 40 “MID 128 PPID 437 Aftertreatment Injector Fuel Pressure Sensor” page 41 14Group 28 Troubleshooting PSID "MID 128 PSID 47 Particulate Trap Regeneration” page 42 “MID 128 PSID 98 Boost Air System” page 42 “MID 128 PSID 108 AMtertreatment Injection System" page 43 "MID 128 PSID 109 Engine Coolant Temperature Sensor" page 44 sID “MID 128 SID 1/2/3/4/5/6 Unit injactor” page 45 "MID 128 SID 18 Drain Valve, Water Separator” page 48 “NID 128 SID 21 Engine Position Timing Sensor” page 47, “MID 128 SID 22 Engine Speed Sensor” page 48 "MID 128 SID 27 Variable Geometry Turbocharger” page 49 "MID 128 SID 33 Fan Control page 50 “MID 128 SID 70 Preheater Element 1" page 50 “MID 128 SID 71 Preheater Element 2° page §1 "MID 128 SID 146 EGR Valve 1” page 51 “MID 128 SID 211 § Volt DC Supply" page 52 “MID 128 SID 230 Idle Validation Switch 1” page 52 "MID 128 SID 232 5 Volt DC Supply to Sensor” page 53 18Group 28 ‘Troubleshooting MID 128 PID 26 Fan Speed Percent Type of [FMI Description: | Fault Condition: _ | Possible Possible Cause: fault: Symptoms: FMi3 * Voltage above | + Missing signal_| + Higher fuel___| «Cooling Fan Speed (CFS) sensor normal or shorted | from Fan Speed | consumption failure to high ‘Sensor © Will work as * Faulty Cooling Fan Speed (CFS) + Short Circuit +, |” onfff fan, sensor harness Measuring line | 100%fan speed + Short Cireuit-, | if cooling is Measuring line | needed + Open Circuit Measuring line + Open Circuit, Ground tine MID 128 PID 45 Preheater Relay Type of | FMI Description: | Fault Condi Possible Possible Cause: fault: Symptoms: Fura + Voltage above | « Short circuit +, | + Preheat relaynot | » Preheat relay solenoid shorted normal or shorted | Measuring ine’ | activated to high + White smoke for cold start ‘Start problems in cold climate FMI4 + Voltage below |» Short Circuit-, | + Induction airis | » Faulty hamess normal or shorted | Measuring ine |” hot tow + Preheat relay is impossible to tum off FMS + Current below | * Open Circuit | + Preheatrelaynot | » Faulty Preheat relay normal or open circuit activated ‘© White smoke for cold start ‘+ Start problems in cold climate * Faulty harness 16Group 28 MID 128 PID 81 Particulate Filter Troubleshooting ‘© Bad intelligent device or component + Particulate Trap Pressure (PTP) Sensor signal high or low but stil within range + Engine derate Type of | FMI Description: | Fault Condition: | Possible Possible Cause: fault: Symptoms: FMIO ‘+ Data valid but «Moderately high | * Engine derate | + Particulate Trap Pressure (PTP) above normal pressure ‘= Malfunction Sensor failure operational indicator lamp range-most severe illuminated level FMI2 = Data erratic, = Sensor is not | + Malfunction ‘+ Particulate Trap Pressure (PTP) intermittent or rational indicator lamp Sensor failure incorrect illuminated MIS © Voltage above | Short to battery | + Malfunction ‘+ Particulate Trap Pressure (PTP) normal or shorted | on the metering | indicator lamp Sensor failure high side illuminated + Faulty Particulate Trap Pressure = Open in the (PTP) Sensor connector ground line + Faulty harness FMI Current below | « Open in 5 volt | + Malfunction ‘+ Particulate Trap Pressure (PTP) normal or open supply line indicator lamp Sensor failure + Short to ground | iluminated + Faulty harness in metering line Open in metering fine FMI 12 ‘+ Diese! Particulate Filter (OPF) is damaged, filled with soot or missing MID 128 PID 84 Vehi icle Speed ‘+ Abnormal update rale + Missing signal from VECU Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: FMIg + Engine derate Possible Cause: + J1708 vehicle speed message does not exist, (VECU error) MID 128 PID 85 Cruise Control Status ‘+ Abnormal update rate + Missing (Cruise Control) signal from VECU Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: FMI + Cruise Control does not work Possible Cause: ‘+ No clutch info to EMS (J1939) 7Group 28 MID 128 PID 91 Accelerator Pedal Position ‘Troubleshooting Type of | FMI Description: | Fault Condi Possible Possible Cause: fault: ‘Symptoms: FMI9) * Abnormal update | Missing signal |» NIA + J1708 pedal information not rate from VECU available MID 128 PID 94 Fuel | Delivery Pressure Type of | FMI Description: | Fault Condi Possible Possible Cause: fault: Symptoms: FMi4 * Pressure critically |+* EMS module | * Rough idle * Acclogged fuel fiter low detects alow fuel | * Uneven running | + Fuel leaking from a fuel line or fitting pressure reading | * Engine derate | » Poor fuel pump pressure + Low fua! level FMI3 * Voltage high/open | * Low Fuel ‘= Engine derate | » Damaged contacts in harness Pressure (FP) | » Malfunction + Faulty Fuel Pressure (FP) sensor Sensor signal indicator lamp | © Open circu. line voltage illuminated FMS. * Current lowlopen | * Low Fuel ‘= Engine derate | * Damaged contacts in harness Pressure (FP) | « Malfunction + Faulty Fuel Pressure (FP) sensor Sensor signal indicator lamp Tine voltage iluminated FMT, + Current lowlopen = Drop in fuel pressure + Engine derato ‘© Malfunction Indicator lamp illuminated + Clogged fuel fiter * Leaking fuel line or fiting * Poor fuel pump response 18Group 28 Troubleshooting MID 128 PID 97 Water in Fuel Indicator Type of fault: FMI Description: Fault Condition: Possible Symptoms: Poss le Cause: FMI3 ‘+ Voltage high/open = NA = Undetected water in fuel supply ‘© Uneven running ‘= Malfunction indicator lamp iluminated = Open circuit FMI 4 + Voltage low NA = Undetected water in fuel supply ‘© Uneven running ‘= Malfunction indicator lamp Short to ground Open circuit Faulty sensor iluminated MID 128 PID 98 Engine Oil Level Type of | FMI Description: | Fault Condition: | Possible Possible Cause: fault: Symptoms: FMIt * Data valid but |» Moderately + NA + Low oil level Leakage below normal below range ‘© Critically low ol level Leakage operational range | * Critically below range FMI 4 © Voltage below | Short Circuit- |] Oil level cannot | + Engine Oil Level (EOL) sensor normal or shorted | Positive side be measured failure low + Faulty harness MIS + Current below normal or open circuit ‘© Short Circuit +, Positive side Open Circuit +, Positive side Open Circuit- Negative side + Oil level can not be measured ‘+ Engine Oil Level (EOL) sensor fallure + Faulty harness 19Group 28 MID 128 PID 100 Engine Oil Pressure ‘Troubleshooting Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: FMI4 * Data valid but | + Critically below |» Engine derate below normal range + Low pressure operational range FMS. * Voltage below | * Short Circuit +, | * Oil pressure normal or shorted | Measuring line shows 0 in the low + Open Circuit, cluster, engine is Ground line running FMS. * Current below rrormal or open circuit ‘+ Open Circuit + 8V Supply line © Short Circuit - Measuring line Open Circuit, Measuring line + Oil pressure shows 0 in the cluster, engine is running Possible Cause: * Ollleakage * Broken oil pump * Clogged oil system + Engine Oil Pressure (EOP) sensor failure + Faulty harness + Engine Oil Pressure (EOP) sensor failure * Faulty harness 20Group 28 Troubleshooting MID 128 PID 102 Intake Manifold Pressure Type of | FMI Description: | Fault Condition: | Possible Possible Cause: fault: Symptoms: FMIO + Data valid but | Intake Manifold | Engine derate | + Variable Geometry Turbo (VGT) above normal Pressure Sensor | « Malfunction actuator stuck operational range | output is high indicator lamp | + Faulty Intake Manifold Pressure © Intake Manifold | iluminated ‘Sensor harness Pressure is ‘= Intake Manifold Pressure Sensor indicating an failure Unphysical value FMIt + Data valid but | Intake Manifold | Engine derate | + Intermittent fault in the Intake below normal Pressure Sensor | « Malfunction Manifold Pressure Sensor harness operational range | is indicating an | indicator lamp | » Faulty Boost Air Pressure connector unphysical value | illuminated ‘© Intake Manifold Pressure Sensor fallure FMI2 + Data erratic, + Intake Manifold [+ Engine derate | + Intermittent fault in the Intake intermittent or Pressure Sensor | « Malfunction Manifold Pressure Sensor harness incorrect output is too high | indicator lamp | « Faulty Boost Air Pressure connector or too low illuminated ‘= Intake Manifold Pressure Sensor failure MIS + Voltage above | Ashorttobattery |* Engine derate | + Intermittent fault in the Intake normal or shorted | inthe metering | # Malfunction Manifold Pressure Sensor harness to high source circuit indicator lamp | « Faulty Boost Air Pressure connector, = An open in illuminated ‘= Intake Manifold Pressure Sensor the ground fallure circuit of the Intake Manifold Pressure Sensor MIS + Current below |» Ashortto ground |* Engine derate | + Intermittent fault in the Intake normal or open Inthe hamess |» Malfunction Manifold Pressure Sensor harness circuit + Anopen inthe 5 | indicator lamp | « Faulty Boost Air Pressure connector volt supply circuit ] illuminated ‘© Intake Manifold Pressure Sensor ‘+ An open in the fallure metering circuit FMI11 = Root cause not | * Intake Manifold | Engine derate | + Faully Intake Manifold Pressure known (Data Pressure Sensor | » Malfunction Sensor harness Incorrect) output is too high | indicator lamp |» Inlet air leakage or low illuminated ‘= Intake Manifold Pressure Sensor failure aGroup 28 MID 128 PID 103 Turbo Speed ‘Troubleshooting Type of fault: FMI Description: Fault Condition: Possible ‘Symptoms: FMIO + Data valid but above normal operational range + Turbocharger speed is at least 25% greater than the target whee! speed for the measured boost ‘+ Engine derate ‘+ Malfunction Indicator lamp illuminated FMI4 * Data valid but below normal operational range + Turbocharger speed is at least 25% less than the target whee! speed for the measured boost + Engine derate ‘© Malfunction Indicator lamp illuminated Possible Cause: + Miss detection * Faulty Turbo Speed Sensor harness, * Faulty Turbo Speed Sensor connector * Turbo Speed Sensor failure * Miss detection * Faulty Turbo Speed Sensor harness. * Faulty Turbo Speed Sensor connector * Turbo Speed Sensor fallure FMIg. * Abnormal update rate (missing sensor signal) ‘© Afaultis logged if the Turbo Speed Sensor signal is lost + Engine derate ‘= Malfunction indicator lamp illuminated + Communication fault in the metering line of the Turbo Speed Sensor circuit + Short to ground in the metering ine of the Turbo Speed Sensor circuit + An open in the metering line of the Turbo Speed Sensor circuit 2Group 28 Troubleshooting MID 128 PID 105 Intake Manifold Temperature Type of | FMI Description: | Fault Condition: | Possible Possible Cause: fault: Symptoms: FMIO © Data valid but | The Intake + Engine derate | + Faulty Intake Manifold Temperature above normal Manifold ‘= Malfunction Sensor or Engine Management operational range | Temperature indicator lamp System (EMS) Module connector Sensor is iluminated ‘+ Temperature Sensor harness. indicating an ‘© Malfunction Intake Manifold Unphysical value Temperature Sensor Mit + Data valid but | * The Boost ‘+ Minor engine | + Faulty Intake Manifold Temperature below normal Temperature derate Sensor or Engine Management operational range | Sensor is ‘= Malfunction System (EMS) Module connector indicating an indicator lamp | + Break in the Intake Manifold Unphysical value | illuminated Temperature Sensor harness ‘= Malfunction Intake Manifold Temperature Sensor FMI2 Data erratic, The Intake + Engine derate | + Faulty Intake Manifold Temperature intermittent or Manifold ‘= Malfunction Sensor or Engine Management Incorrect Temperature indicator lamp System (EMS) Module connector Sensor output is | _ illuminated ‘+ Break in the Intake Manifold too high or too Temperature Sensor harness low ‘© Malfunction Intake Manifold Temperature Sensor FMI 4 Voltage below — |» N/A = Difficult to start | * Short circuit normal or shorted incold climates | Intermittent fault in the Intake low + Engine derate Manifold Temperature Sensor ‘© Malfunction harness indicator lamp | « Faulty Intake Manifold Temperature iluminated Sensor connector ‘+ Intake Manifold Temperature Sensor fallure FMI © Current below | « Ashortto battery |* Difficult to start | A short circuit in the metering circuit normal or open | Anopeninthe 5 | incoldclimates | Intermittent fault in the Intake circuit volt supply circuit | « Engine derate Manifold Temperature Sensor ‘= Malfunction hares indicator lamp | + Faulty Intake Manifold Temperature illuminated ‘Sensor connector ‘+ Intake Manifold Temperature Sensor failure FMI 10 ‘+ Abnormal rate of change + The Boost Temperature Senor output is showing a constant value Engine derate ‘= Malfunction indicator lamp iluminated ‘+ Faulty Intake Manifold Temperature Sensor harness ‘+ Intake Manifold Temperature Sensor fallure 23Group 28 ‘Troubleshooting MID 128 PID 108 Atmospheric Pressure normal or shorted to low source fon the metering side Type of | FMI Description: | Fault Condi Possible Possible Cause: fault: ‘Symptoms: FMI 2, * Data erratic, ‘= Atmospheric | Minor engine | « Faulty Atmospheric Pressure Sensor intermittent or Pressure Sensor | derate * Faulty Engine Management System incorrect output is too (EMS) Module high or too low (abnormal value) FMS. * Voltage above | * Short to battery |» N/A + Internal fault in the Engine normal or shorted | on the metering Management System (EMS) Module to high source side + Faulty Atmospheric Pressure Sensor FMI4 * Voltage below | * Ashortto ground | » N/A * Internal fault in the Engine Management System (EMS) Module Faully Atmospheric Pressure Sensor 24Group 28 MID 128 PID 110 Coolant Temperature Troubleshooting Type of | FMIDescription: | Fault Condition: | Possible Possible Cause: fault: Symptoms: Fao + Data valid but |» The Engine |» Malfunction _| «Extreme driving coneition above normal Coolant indicator lamp | » Faull coolant thermostat operational range | Temperature illuminated + Malfunetioning fan (ECT) Sensor * Blocked radiator is indicating an unphysical value Faiz + Data erratic, + The Engine |» May affect + Faully Engine Coolant Temperature intermittent or Coolant driveability in (ECT) Sensor of Engine incorrect Temperature extreme cases | Management System (EMS) (ECT) Sensor | * Malfunction Module connector outputs too high | indicator lamp | # Break in Engine Coolant or t00 low illuminated Temperature (ECT) Sensor harness + Maifunctioning Engine Coolant Temperature (ECT) Sensor Fui4 + Voltage below — |» NIA + Difficult to start |» Internal faultin the Engine Coolant normal or shorted in cold climates ‘Temperature (ECT) Sensor harness tow + Ido run + Faulty Engine Coolant Temperature regulation is (ECT) Sensor connector deteriorated | « Faulty Engine Coolant Temperature '* Malfunction (ECT) Sensor indicator lamp illuminated Fue + Current below — |» NIA + Diffcutto start} * An open in the Engine Coolant normal oF open incold dimates | Temperature (ECT) Sensor circuit circuit + Idle run + An open in the Engine Coolant regulation is, Temperature (ECT) Sensor deteriorated | » Intermittent fault in the Engine + Malfunetion Coolant Temperature (ECT) Sensor indicator lamp | + Faulty Engine Coolant Temperature ituminated (ECT) Sensor connector + Faulty Engine Coolant Temperature (ECT) Sensor FMi0 + Abnormal rate of |» The Engine | May affect + Faully Engine Coolant Temperature change Coolant vehicle (ECT) Sensor harness ‘Temperature driveability '* Engine Coolant Temperature (ECT) (ECT) Sensor Sensor failure output is showing a constant value 25Group 28 ‘Troubleshooting MID 128 PID 111 Coolant Level * Current below rrormal or open circuit + Open Circuit Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: FMI4 * Data valid but | + Moderately + Engine derate below normal below range operational range | * Critically below range © Short Circuit - Measuring line FMS. * Voltage above | * Short Circuit + | * Coolant evel can normal or shorted | Measuring line not be detected to high source FMI4 * Voltage below | * Short Circuit-, | » Coolant level can normal or shorted | Measuring line not be detected low FMS. ‘= Coolant level can not be detected Possible Cause: * Coolant level below range + Faulty hamess * Engine shutdown * Faulty harness * Faulty harness * Faulty harness 26Group 28, MID 128 PID 153 Crankcase Pressure Troubleshooting normal or open circuit 5V Supply Line * Short Circult~ Measuring line + Open Circuit Measuring ine Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: FMIO + Data valid but | * Out of range, | + Forced idle above normal max voltage, | * Engine shut operational range | illegal down * Critically Above Range FMI t = Data valid but | * Outofrange, min | * NIA below normal voltage, illegal operational range FMI2 = Data erratic, = Plausibtity = NA intermittent or incorrect MIS = Voltage above | Short Circuit +, | * NIA normal or shorted | Measuring line tohigh source | Open Circuit Ground line MIS = Current below |» Open Circuit, | * NIA Possible Cause: ‘+ The non-fitered pressure difference (between crankcase pressure and ambient air pressure) isiwas above limit. (The fault code will remain during the entire driving eycle (unless reset) ‘= Crankcase Pressure Sensor out of range ‘+The crankcase pressure is showing either too high or too low value (abnormal value) ‘= Crankcase Pressure Sensor failure + Faulty harness ‘+ Crankcase Pressure Sensor failure * Faulty harness 27Group 28 MID 128 PID 171 Ambient Temperature ‘Troubleshooting Module detects that the Ambient Air Temperature ‘message from the Instrument Cluster Module does not exist. Type of | FMI Description: | Fault Condi Possible Possible Cause: fault: ‘Symptoms: FMI'9 |. Abnormal Update |» This faut wil | * Malfunction * Faulty Ambient Air Temperature Rate become active Indicator lamp ‘Sensor hamess. ‘when the Engine | illuminated Management ‘System (EMS) MID 128 PID 173 Ex! haust Temperature * Abnormal rate of change ‘© Sensor is stuck Poor driveability Type of | FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMIO + Data valid but | + Exhaust Gas | + Engine derate | + Faulty Exhaust Gas Temperature above normal Temperature is | * Poor driveability | (EGT) system operational range | too high * Faulty harness or connector — most severe level FMI2. * Data erratic, © Sensor isnot | + Poor driveability |» Harness connected to incorrect intermittent or rational sensor incorrect + Sensor fallure FMI4 * Voltage below | * Short to ground |» Poor driveability | * Sensor failure normal or shorted | on the metering * Faulty harness low side of the circuit FMS: * Current below | + Short to battery | * Poor driveability |» Faulty hamess normal or open fon the metering + Sensor failure circuit side of the circuit © Open in the metering side of the circuit + Open in the ground side of the circuit FMI 10 # Sensor failure 28Group 28 Troubleshooting MID 128 PID 175 Engine Oil Temperature Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMIO ‘© Data valid but | + Moderately ‘= Engine derate | * Extreme driving conditions above normal ‘Above range operational range | Critically Above Range FMI2 + Data erratic, + Plausibiity + Insome cases | + The cil temperature sensor output Intermittent or may have Is showing either too high or to low Incorrect an effect on value (abnormal value) driveability FMI 4 * Voltage below | Short Circuit-, | * NIA ‘© Engine Oil Temperature (EOT) normal or shorted | Measuring line sensor failure low + Faulty harness FMI5 © Current below | « Short Circuit +, | * NIA ‘© Engine Oil Temperature (EOT) normal or open circuit Measuring line + Open Circuit sensor failure + Faulty harness 29Group 28 ‘Troubleshooting MID 128 PID 354 Relative Humidity Type of | FMI Description: | Fault Condi Possible Possible Cause: fault: Symptoms: FMIS T, Voltage above |» Shorttobattery |» Turbocharger | » Faulty connector normal or shorted | inthe metering | noise + Faully Relative Humidity Sensor to high source circuit of + Malfunction harness the Relative indicator lamp |» Faulty Relative Humidity Sensor Humidity Sensor | — iluminated ‘+ Open in the ground circuit of the Relative Humidity Sensor FMS + Current below | Open inthe |» Turbocharger | + Faulty connector rrormal or open metering circut | noise + Faully Relative Humidity Sensor circuit of the Relative | * Malfunction harness Humidity Sensor | indicator lamp |» Faulty Relative Humidity Sensor + Open in the 5 illuminated volt supply circuit of the Relative Humigity Sensor ‘© Short to ground in the metering circuit of the Relative Humidity Sensor 30Group 28 Troubleshooting MID 128 PID 411 EGR Exhaust Back Pressure Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMI = Data erratic, + EGR differential |+ Uneven running | + Faulty EGR Differential Pressure intermittent or pressure sensor | * Engine derate ‘Sensor connector Incorrect output is too high + Faulty EGR Differential Pressure or too low Sensor harness + Faulty EGR Ditferential Pressure Sensor = EGR leakage ‘= Clogged EGR cooler Clogged EGR venturi MIS Voltage above | « Short to battery | * Engine responds | + Faully EGR Differential Pressure normal or shorted | inmetering line | — poorly ‘Sensor connector tohigh source | * Open in the |» Engine derate | » Faulty EGR Differential Pressure ground circuit ‘Sensor harness ‘= Faulty EGR Differential Pressure Sensor MIS ‘© Current below normal or open circuit ‘+ Open in the 5 volt supply line + Short to ground in metering line © Open iin the metering line + Engine responds poorly ‘+ Engine derate ‘+ Faulty EGR Differential Pressure ‘Sensor connector ‘+ Faulty EGR Differential Pressure Sensor harness = Faulty EGR Differential Pressure Sensor 34Group 28 ‘Troubleshooting MID 128 PID 412 EGR Temperature Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMIO + Data valid but [+ NIA ‘= Malfunction + Extreme driving conditions above normal indicator lamp | # EGR cooler failure operational range illuminated — most severe level FMI4 * Voltage below | + Short to ground | * Engine responds | + Faully EGR Temperature Sensor normal or shorted | on the metering | poorly connector low side of the EGR | * Engine power | + Faulty EGR Temperature Sensor Sensor circuit will be derated harness according to the |» Faully EGR Temperature Sensor error torque map FMS: * Current below | + Short to battery | + Engine responds | + Faulty EGR Temperature Sensor normal or open inthe metering | poorly connector circuit side of the EGR | * Engine derate | + Faully EGR Temperature Sensor Sensor circuit hares ‘+ Open in the + Faulty EGR Temperature Sensor metering side of the EGR Sensor circuit © Open circuit in the ground line of the EGR Sensor circuit FMI 10 * Abnormal rate of change = EGR sensor is showing a constant value that will not change ‘= Malfunction indicator lamp illuminated * Faully EGR Temperature Sensor connector * Faulty EGR Temperature Sensor harness + EGR system leakage 32Group 28 MID 128 PPID 35 EGR Mass Flow Troubleshooting Data valid but below normal ‘operational range — most severe level * EGR flow is too low Type of |FMIDescription: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMIO + Data valid but | » EGRiowis too |» Poor driveability | Faulty EGR system ‘above normal high ‘+ Faulty harness or connector ‘operational range — most severe level FMIt * Poor driveability + Faully EGR system Clogged EGR cooler '* Faulty harness or connector MID 128 PPID 89 Variable Geom etry Turbocharger Smart Remote Actuator Temperature Type of | FMI Description: | Fault Condition: | Possible fautt Symptoms: Fao + Data valid but | + vGT SRA + Engine derate above normal temperature is operational moderately too range-most severe | high tovel Possible Cause + Coolant system matfunction ‘= Extreme driving conditions ‘* Overheated VGT actuator 33Group 28 ‘Troubleshooting MID 128 PPID 122 Engine Compression Brake Type of fault FMI Description: Fault Condition: Possible ‘Symptoms: FMI1 = Data valid but above normal operational range Below range + No Volvo Compression Brake (VCB) FMI3 + Voltage above normal or shorted to high source © Short Circuit + = Volvo Compression Brake (VCB) can not be turned on + Engine brake function derated © Gear shift performance derated for some automatic transmission boxes Possible Cause = Low engine oil temperature ‘+ Faulty Volvo Compression Brake (VCB) actuator + Faulty harness FMI4 * Voltage below normal or shorted low Short Circuit - = Volvo Compression Brake (VCB) can not be turned off + Engine stops running © Engine impossible to restart ‘+ Faulty Volvo Compression Brake (VCB) actuator Faulty harness FMIS. + Current below normal or open circuit = Open Circuit = Volvo Compression Brake (VOB) can not be turned on Engine brake function derated = Goar shift performance derated for some automatic, transmission boxes + Faulty Volvo Compression Brake (VCB) actuator + Faulty harness 34Group 28, MID 128 PPID 270 NOx Sensor MID 233 Fault code sent by MID 128 Engine Troubleshooting contro! unit Type of | FMI Description: | Fault Condition: | Possible Possible Cause fault ‘Symptoms: FMI2 * Data erratic, = Removed = Malfunction + NOx sensor removed (measures intermittent or |» Plausibility indicator lamp surround air) Incorrect illuminated + Exhaust system leakage * Air intake leakage + Faulty NOx sensor FMI3 * Voltage above | * Short Circul, | » NIA. ‘+ Faulty cabling between NOx sensor normal or shorted | NOx signal ‘and NOx sensor ECU to high source + Faulty NOx sensor MIS * Current below | * Open Circuit, | + N/A * Faulty cabling between NOx sensor normal or open NOx signal and NOx sensor ECU circuit + Faulty NOx sensor FMIg * Abnormal update | * Abnormal update | » N/A. ‘© Missing signal from NOx sensor rate (missing sensor signal FMI 10 ‘+ Abnormal rate of | + Stuck * NA + Exhaust system leakage change © Air intake leakage + Faulty NOx sensor FMI 12 + Bad Intelligent + Incorrect value | + NIA + Faulty NOx sensor Device or ‘Component FMI 13. ‘© Outof calibration | + Range check | + NIA + Faulty NOx sensor FMI 14 * Special + Missing signal |» N/A * Voltage to NOx sensor is too high instructions from sensor due to battery voltage 36Group 28, ‘Troubleshooting MID 128 PPID 272 Air Pressure Compensation * Current below normal or open circuit © Short Circuit + + Open Circuit © Possible turbo noise Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMI4 * Voltage below | * ShortCircuit- | * Possible turbo | + Faulty Intake Air Temperature and normal or shorted noise Humidity (IATH) sensor to low source * Faulty hamess + Faulty Intake Air Temperature and Humidity (IATH) sensor connector FMS) + Faulty Intake Air Temperature and Humidity (IATH) sensor + Faulty hamess + Faulty Intake Air Temperature and Humidity (IATH) sensor connector MID 128 PPID 326 Soot Level Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMIO * Data valid but | Moderately high |» Medium to high | * Diesel Particulate Filter (OPF) above normal ad engine derate clogged operational range * After Treatment Fuel Injector clogged + Regeneration disabled by driver or ‘ther component FMI41 * Critically high soot | Critically high |» High engine | » Diesel Particulate Filter (OPF) load ad derate clogged = Engine derate |» After Treatment Fuel Injector clogged + Regeneration disabled by driver or other component 36Group 28 Troubleshooting MID 128 PPID 328 Aftertreatment Injection Shutoff Valve + Special instructions ‘= After Treatment Fuel Injector leaking ‘= Malfunction indicator lamp iluminated Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: Symptoms: MIS * Voltage above | « Circuit shorted to | + Malfunction ‘= Faulty harness normal or shorted | battery indicator lamp | Actuator failure to high source illuminated FMI 4 * Voltage below |» Circuit shorted to | + Malfunction ‘+ Faulty harness normal or shorted | ground indicator lamp | + Actuator failure low illuminated FMIS = Current below | «Open circuit ‘= Matfunetion + Faulty hamess ormal or open indicator lamp | + Actuator failure circuit iluminated MIT ‘+ Mechanical system | « After Treatment | + Malfunction ‘© Shut of valve stuck closed riot responding or | Fuel Injector indicator lamp out of adjustment | stuck closed illuminated FMI 14 ‘= After Treatment Fuel Injector fallure MID 128 PPID 329 Aftertreatment it Fuel Injector Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: MIS = Voltage above | « Circuit shorted to | + Malfunction normal or shorted | battery indicator lamp to high source iluminated FMI 4 = Voltage below | « Circuit shorted to | + Malfunction normal or shorted | ground indicator lamp low illuminated FMI = Current below |» Open circuit ‘= Malfunction normal or open indicator lamp circuit illuminated FMI7 ‘+ Mechanical system | « After treatment | + Malfunction not responding or | fuel injector indicator lamp out of adjustment | clogged illuminated FMI 14 = Special + After Treatment | + Malfunction instructions Fuel Injactor indicator lamp leaking iluminated Possible Cause: + Faulty harness ‘Injector failure ‘+ Faulty harness ‘© Injector failure ‘= Faulty harness Injector failure ‘© After Treatment Fuel Injector failure ‘= After Treatment Fuel Injector failure 37Group 28 ‘Troubleshooting MID 128 PPID 330 DRV Type of | FMI Description: | Fault Condi Possible Possible Cause: fault: ‘Symptoms: FMIS 1). Voltage above | Shortcircuit+ | * Onioffvalve cant | + Faulty Discharge Recirculator Valve normal or shorted be activated {ORV) Solenoid to high source © Regeneration | » Faulty hamess riot possible | » Faulty Discharge Recirculator Valve + High engine (ORV) Solenoid connector braking without request + Driveabilty affected FM * Voltage below | * Shortcircuit- | » Valve constantly | » Faulty Discharge Recirculator Valve normal or shorted activated (ORV) Solenoid low + Major engine | » Faulty hamess derate + Faulty Discharge Recirculator Valve ‘+ Exhaustmanifold | (ORV) Solenoid connector overheating + Engine shut down FMI 5 * Current below | Opencircuit. | * Onvoffvalve can't | » Faulty Discharge Recirculator Valve normal or open be activated {ORV) Solenoid circuit © Regeneration | » Faully hamess not possible | + Faulty Discharge Recirculator Valve + High engine (ORV) Solenoid connector braking without request * Driveabilty affected FMT + Mechanical system not responding or ‘out of adjustment ‘+ Mechanically Stuck On/off valve can't be activated Regeneration not possible High engine braking without request Driveabilty affected Valve constantly activated Major engine derate Exhaust manifold overheating Engine shut down Leaking pipes Faully Discharge Recirculator Valve (DRY) Solenoid 38Group 28, Troubleshooting MID 128 PPID 337 Ash Level Type of | FMI Description: | Fault Condition: | Possible Possible Cause: fault: Symptoms: FMIO © Data valid but above normal operational range ‘Ash level too high = Need service ‘© Short intervals between filter regenerations, MID 128 PPID 387 Temperature S: ensor, Catalytic Converter Type of | FMI Description: | Fault Condition: | Possible Possible Cause: fault: Symptoms: FMI = Data erratic, = Sensor is not | « Poor driveability | « Hamess connected to incorrect intermittent or rational sensor incorrect Sensor failure FMI 4 = Voltage below |e Short to ground | * Poor driveability | + Faully harness normal or shorted | on the metering = Sensor failure low side of the circuit MIS + Current below | « Short to battery | * Poor driveability | + Faulty hares normal or open fn the metering © Actuator failure circuit side of the circuit Open in the metering side of the circuit = Open in the ground side of the circuit FMI 10 + Abnormal rate of change + Sensors stuck + Poor driveability + Sensor failure 39Group 28 ‘Troubleshooting MID 128 PPID 436 Exhaust Gas Temperature Sensor 3 Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMI2, * Data erratic, ‘+ Sensor isnot | + Poor driveability |» Harness connected to incorrect intermittent or rational sensor incorrect © Sensor fallure FMI4 + Voltage below | * Short to ground | Poordriveabiity |» Faulty hamess normal or shorted | on the metering * Sensor failure low side of the circuit FMS: + Curent below | + Short to battery | + Poor driveablity | » Faulty hamess rrormal or open fon the metering * Actuator failure circuit side of the circuit ‘= Open in the metering side of the circuit ‘© Open in the ground side of the circuit FMI 10 * Abnormal rate of change ‘© Sensor is stuck ‘+ Poor driveability # Sensor failure 40Group 28 Troubleshooting MID 128 PPID 437 Aftertreatment Injector Fuel Pressure Sensor Type of | FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMI2 * Data erratic, Sensor isnot |» NIA + Faulty shut off valve intermittent or rational * Sensor failure Incorrect MIS * Voltage above | * Short to battery | + N/A + Faulty harness normal or shorted | on the metering * Sensor failure to high source side = Open in the ground line MIS © Current below | « Open circuit in | * NIA * Faulty harness normal or open the 5 volt supply Sensor Failure circuit + Short circuit to ‘ground in the metering line = Open circuit in the metering line FMI 10 * Abnormal rate of |» Aftertreatment |» NIA * Sensor change injector fuel pressure sensor stuck + Faulty shut off valve * Injector failure “4Group 28 ‘Troubleshooting MID 128 PSID 47 Particulate Trap Regeneration Device or ‘Component cfficioncy too low Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: FMIO * Data valid but | + Plausabilly, too | * Regeneration above normal high not possible operational range FMI1 * Data valid but | + Plausabilty, too | * Regeneration below normal low not possible operational range FMI8 * Abnormal = Regeneration |» NIA frequency, pulse period too long width or period FMI 12 * Bad Inteligent’ | * Regeneration |» NIA Possible Cause: Faully After Treatment Injector * Faulty After Treatment injector + Faulty Diesel Particulate Filter (DPF) catalyst * NA * Clogged After Treatment Injector * Diesel Particulate Filter (DPF) catalyst damaged * Diesel Particulate Filter (DPF) catalyst clogged MID 128 PSID 98 Boost Air System + Data valid but below normal operational range — most severe level ‘+ Boost pressure is too low + Engine derato + Engine slow to respond Type of | FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMIO * Data valid but | Boost pressure | Turbocharger | » EGR system failure above normal is too high surge * Faulty turbocharger actuator ‘operational range — most severe level FMI4 + Faulty Boost Air System hoses, pipes, brackets, cooler, EGR system ‘components and turbo components 42Group 28, Troubleshooting MID 128 PSID 108 Aftertreatment Injection System Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: FMI7 ‘+ Mechanical system not responding, or out of adjustment ‘© Mechanical problem + Regeneration riot possible + Engine derate = Engine shut down Possible Cause: ‘+ Faulty After Treatment Injection (ATI) system 43Group 28 ‘Troubleshooting MID 128 PSID 109 Engine Coolant Temperature Sensor Type of fault: FMI Description: Fault Condition: Possible ‘Symptoms: FMIT, * Thermostat blocked closed ‘© This fault wil become active when the Engine Management System (EMS) Module detects that the Engine Coolant Temperature (ECT) Sensor output is high but still with in the acceptable range for the sensor ‘+ The Coolant Temperature Sensor is Indicating a high coolant temperature. ‘= Malfunction indicator lamp illuminated FMI12 * Thermostat blocked open ‘© This fault wil become active when the Engine Management System (EMS) Module detects that the Engine Coolant Temperature (ECT) Sensor ‘output is low but sii with in the acceptable range for the sensor. ‘= Poor heat in cab ‘© Malfunction indicator lamp illuminated Possible Cause: + Thermostat Blocked Closed + Faulty radiator fan * Clogged radiator, * Thermostat Blocked Open 44Group 28 MID 128 SID 1/2/3/4/5/6 Unit Injector Troubleshooting ‘Type of [FMIDescription: | Fault Condition: _ | Possible Possible Cause: faut Symptoms: FMia + Voltage higivopen |* EMS module | + Loss of power | * Open circuit detects a short | * Uneven running circuit to battery | « Running on 3 to onthe low side |S cylinders of the Spill Valve | » Malfunction (SV/Needle indicator lamp Control Valve illuminated (new, FMS * Current below + EMS detectsa «Loss of power * Hamess shorted or open normal or open short circuit to * Uneven running | * Faulty fuel injector solenoid circuit battery positive, |» Running on 3 to a short circuit 5 cylinders to ground, or an | «Malfunction open circuit on | indicator lamp the high side of | iluminated the SViNeedle Control Valve (NCV) ora Short Gircuit to ground on the low side of the SVINCV. FMIT ‘+ Mechanical system | * Cylinder + Erratic engine | + Clogged fuel injactor(s) not responding balancing data is | _ idle speed + Low fuel pressure above the limit ‘Poor Compression + Improper valve adjustment FMii2 | | Failed Device + Injector or + Loss of power '* Injector solenoid resistance out of (Low injector hold] harness + Uneven running | specification current) resistance too | + Malfunction | » Harness resistance too high high indicator lamp illuminated FM 14 + Special instructions *= Fuel injector fow is too low or high. = Cylinder compression is low. + Loss of power Uneven running ‘= Malfunetion indicator lamp illuminated = Low injector flow + High injector flow ‘= Poor compression 45Group 28 MID 128 SID 18 Drain Valve, Water Separator ‘Troubleshooting Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: FMS. * Voltage above | * Short Circuit + |» Valve constantly normal or shorted | Measuring line shut to high source FMI4 * Voltage below | * Short Circuit-, | » High fuel normal or shorted | Measuring line ‘consumption due low to fuel leakage FMS: + Current below normal or open circuit = Open Circuit ‘= Valve constantly shut Possible Cause: * Faulty Water In Fuel (WIF) Solenoid Valve * Broken wire + Faulty Water In Fuel (WIF) Solenoid Valve + Broken wire + Faulty Water In Fuel (WIF) Solenoid Valve + Broken wire 46Group 28, Troubleshooting MID 128 SID 21 Engine Position Timing Sensor Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMI = Data erratic, + Phase Error | Increased fuel | Faulty connector intermittent or Incorrect consumption | « Faulty Engine Position Timing Incorrect correlation Sensor harness between CAM ‘= Faulty Engine Position Timing and Crank Sensor Sensor ‘Improper air gap MIS = Voltage above | Missing Signal} * Increased ‘= Faulty Engine Position Timing normal, or shorted | from Engine engine start time | Sensor harness to high'source Position Timing | * Loss of engine Sensor power = Open in the Engine Position Timing Sensor Circuit + Short to battery in the Engine Position Timing Sensor Circuit Short to ground in the Engine Position Timing Sensor Circuit FMI8 1. Abnormal * Noisy Signal | « Increased ‘+ Faulty Engine Position Timing frequency, pulse from Engine engine start time | Sensor hamess ‘width or period Position Timing Sensor ‘© Open in the Engine Position Timing Sensor Circuit + Loss of engine power ‘+ Faulty Engine Position Timing ‘Sensor mounting 47Group 28 ‘Troubleshooting MID 128 SID 22 Engine Speed Sensor Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMI2, * Data erratic, ‘= Intermittent or | + Increased fuel |» Faulty connector intermittent or weak signal consumption | « Faulty Engine Speed Sensor incorrect ‘+ Imprecise engine | harness timing * Faulty Engine Speed Sensor ‘+ Increased fuel | + Improper air gap ‘consumption ‘= Uneven cylinder balancing + Power loss = Smoke FMS. * Voltage above | + Missing Signal |» Increased * Faulty Engine Speed Sensor normal, or shorted | from Engine engine start time | harness to high source Speed Sensor | * Vehiclemay be in | + Faulty Crank Sensor mounting = Open in the limp home mode Engine Speed |» Loss of engine Sensor Circuit power = Short to battery in the Engine ‘Speed Sensor Circuit ‘© Short to ground in the Engine Position Timing Sensor Circuit, FMI8 + Abnormal frequency, pulse width or period Erratic or intermittent signal from Engine Speed Sensor ‘© Open in the Engine Speed Sensor ‘+ Increased fuel consumption ‘+ Imprecise engine timing ‘+ Increased fuel ‘consumption ‘= Uneven cylinder balancing ‘+ Power loss = Smoke + Faulty Engine Speed Sensor harness * Faulty Engine Speed Sensor ‘mounting 48Group 28, Troubleshooting MID 128 SID 27 Variable Geometry Turbocharger Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMI = Data erratic, = Smart remote | + Low boost ‘+ Disturbance on CAN? data lines intermittent or actuator has | » Low power Incorrect not seen a valid | Nozzle opens command on | Smoke from CAN2 engine Incorrect data FMI 4 = Voltage below | Shortto ground |} * Nozzle will open | + Faulty SRA VGT connector normal, or shorted resulting in low | + Faulty SRA VGT harness. to low Source power and low | + Low battery voltage boost = SRA will continue to attempt and maintain target, nozzle position FMI7 ‘+ Mechanical system | « Mechanical + Low boost and | * Actuator motor effort is temporarily not responding or | problem with smoke limited to prevent overheating out of adjustment | the VGTSRA | « Possible engine | + Restrictions detected when running derate lear sequence = Power loss in| * SRAis slow to follow commands some cases | « SRA position is not tracking when actuator command motor has been disabled FMIg + Abnormal update |+ Data fromthe | * Engine derated | + Data line harness rate SRA has been (major) ‘+ No supply to VGT actuator missing for = EGR valve = VGT actuator 2-seconds closed = VGT SRA connector FMI 13 ‘© Outofcalibration + Falled selt * NA ‘+ Smart remote actuator calibration 49Group 28 ‘Troubleshooting MID 128 SID 33 Fan Control Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: FMS. * Voltage above | * Short to positive | » Malfunction normal, or shorted | in the Cooling indicator lamp Tohigh source Fan control illuminated circuit FMI4 * Voltage below | * Short to ground |» Malfunction normal, or shorted | in the Cooling Indicator lamp to low source Fan control illuminated circuit ‘+ Output voltage is 113 the supply voltage FMS * Current below normal or open circuit + Open in the Cooling Fan control circuit ‘+ Malfunction Indicator lamp illuminated Possible Cause: * Broken Cooling Fan Actuator * Faulty Cooling Fan Actuator harness cr connector * Broken Cooling Fan Actuator + Faulty Cooling Fan Actuator harness or connector * Broken Cooling Fan Actuator * Faulty Cooling Fan Actuator harness or connector MID 128 SID 70 Preh eater Element 1 Type of | FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMI3) * Voltage above | * Short Circuit +, | + Fuse for shorting | + Faulty Preheat Relay. normal or shorted | Measuring line wire blown + Short in high side of Preheat Sense to high source circuit FMI4 * Voltage below | * Short Circuit-, | * Shorting wire | » Preheat relay problem normal or shorted | Measuring line may break * Sense 1, Short Circuit-, Measuring low Tine FMS: * Current below normal or open circuit © Open Circuit + May get start problems in cold climate * Faulty Heating element * Broken wire 50Group 28 Troubleshooting MID 128 SID 71 Preheater Element 2 Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: MIS © Voltage above | Short Circuit +, | * Fuse for shorting normal or shorted | Measuring line wire blown to high source FMI 4 = Voltage below |» Short Circuit, | + Shorting wire normal or shorted | Measuring line may break low MIS ‘= Current below normal or open circuit = Open Circuit = May get start problems in cold climate Possible Cause: ‘+ Faulty Preheat Relay ‘© Shortin high side of Preheat Sense 2circuit ‘+ Preheat relay problem ‘© Sense 2, Short Circuit -, Measuring line = Faulty Heating element © Broken wire MID 128 SID 146 EGR Valve 1 Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: MIS + Voltage above | «Stuck EGR > Malfunction ‘+ Faulty EGR Control Valve actuator normal, or shorted | Control Valve indicator lamp | « EGR Control Valve harness Tohigh source | * EGR Control illuminated Valve circuit. | «Engine derate shorted to positive = EGR Control Valve circuit shorted to ground FMIS © Current below |» Open EGR > Malfunction ‘+ Faulty EGR Control Valve actuator normal or open Control Valve indicator lamp | « EGR Control Valve harness circuit Circuit illuminated Engine derate FMI7 + Mechanical + EGR Valve stuck |+ Enginederate | + Faully EGR Valve System Not closed Responding or Out OF Adjustment FMI 12 ‘© Bad Inteligent Device or Component EGR Valve stuck open ‘= Engine derate + Faulty EGR Valve 51Group 28 MID 128 SID 211 5 Volt DC Supply ‘Troubleshooting Type of [FMI Description: | Fault Condition: | Possible fault: ‘Symptoms: FMIS. + Voltage above | * NIA = Strange normal, or shorted information Tohigh source displayed on cluster + Poor driveability FMI4 + Voltage Below | * NIA = Strange Normal, or Shorted information To Low Source displayed on cluster Poor driveability Possible Cause: + 5 volt reference circult shorted to positive * Faulty harness or connector * Faulty sensor power supply + MID 128 PID's 94, 100 and 183 may also be set + 5 volt reference circult shorted to ground + Faulty hamess or connector * Faulty sensor power supply * MID 128 PID's 94, 100 and 153 may also be set MID 128 SID 230 Idle Validation Switch 1 Circuit ground or open for pedal position Type of | FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: FMS. * Voltage above |» IVS signal = Nolvs limp |» Faulty connector normal, or shorted | shorted to home function | © Faulty VECU to high source voltage for pedal position | « Short to voltage in signal circuit harness FMS. + Curent Below |» IVS signal + NoIVvS limp | + Faulty connector Normal or Open shorted to home function | © Faully VECU * Short to ground or open in signal circuit harness 62Group 28 Troubleshooting MID 128 SID 232 5 Volt DC Supply to Sensor Type of [FMI Description: | Fault Condition: | Possible Possible Cause: fault: ‘Symptoms: MIS = Voltage above |» NIA = Strange ‘+ Poor driveability normal, or shorted information| ‘+ Faulty harness or connector to high source displayed on | Faulty sensor power supply cluster ‘© MID 128 PID's 26, 102 and 411 may + Poor driveabi also be set FMI 4 Voltage below — |» NIA + Strange ‘5 voltreference circult shorted to normal or shorted information| ground to low source displayed on _| + Faulty hamess or connector cluster ‘+ Faulty sensor power supply ‘= Poor driveabi ‘+ MID 128 PID's 26, 102 and 411 may also be set 53Group 28 ‘Troubleshooting Transmission Control Unit, Fault Tracing The "Premium Tech Too!’ (PTT) is the preferred tool for performing diagnostic work. Contact your local dealer for more information. The control units on the information link communicate according to the SAE J1587 standard. The standard has been extended with Volvo's own supplement (PPID, PSID). The fault codes set by the control units Contain information that is described by the following abbreviations. wip Message Identification Description: SID Subsystem Identification Description: Identification of a control unit, Identification of a component, PID Parameter Identification Description: PsiD Proprietary Subsystem Identification Identification of a parameter (value). Description Volvo: Unique identification of a component. PPID Proprietary Parameter Identification Description Volvo: FMI Failure Mode Identifier: Unique identification of a parameter Identification of fault types. (value). FMI Table FMI Display Text SAE Text 0 Too high value Data valid, but above the normal work range 1 Too low value Data valid, but below the normal work range 2 Incorrect data Data erratic, Intermittent or incorrect 3 Electrical fault Voltage above normal or shorted high 4 Electrical fault Voltage below normal or shorted low 5 Electrical fault Current below normal or open circuit é Electrical fault Current above normal or grounded circuit 7 Mechanical fault Mechanical system not responding properly @ Mechanical or electrical fault ‘Abnormal frequency, pulse width or period 9 ‘Communication fault ‘Abnormal update rate 10 ‘Mechanical or electrical fault ‘Abnormal rate of change 4 ‘Unknown fault Failure mode not identifiable 12 ‘Component fault Bad intelligent device or component 13 Incorrect calibration (ut of calibration 14 Unknown fault Special instructions 18 ‘Unknown fault Reserved for future assignment by SAE Data Formal Subcommittee Note: When performing diagnostic test on intermittent faults, gently wiggle the wires and connectors to help find the intermittent faults