Mack Truck Service Manual
Below you will find brief information for Truck. This document explains how to diagnose and troubleshoot engine control module (ECM) issues on Mack trucks. It includes diagnostic trouble codes (DTCs), service procedures, and other important information for technicians.
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Service Manual
Trucks
Group
28
Engine Control Module (ECM), Diagnostic Trouble Code
(DTC), Guide
2010 Emissions
CHU, CXU, GU, TD
PV776-88961816
Foreword
The descriptions and service procedures contained in this manual are based on designs and methods studies carried out up to March 2010.
The products are under continuous development. Vehicles and components produced after the above date may therefore have different specifications and repair methods. When this is believed to have a significant bearing on this manual, supplementary service bulletins will be issued to cover the changes.
The new edition of this manual will update the changes.
In service procedures where the title incorporates an operation number, this is a reference to a
Labor Code (Standard Time).
Service procedures which do not include an operation number in the title are for general information and no reference is made to a Labor Code (Standard Time).
Each section of this manual contains specific safety information and warnings which must be reviewed before performing any procedure. If a printed copy of a procedure is made, be sure to also make a printed copy of the safety information and warnings that relate to that procedure. The following levels of observations, cautions and warnings are used in this Service Documentation:
Note: Indicates a procedure, practice, or condition that must be followed in order to have the vehicle or component function in the manner intended.
Caution: Indicates an unsafe practice where damage to the product could occur.
Warning: Indicates an unsafe practice where personal injury or severe damage to the product could occur.
Danger: Indicates an unsafe practice where serious personal injury or death could occur.
Mack Trucks, Inc.
Greensboro, NC USA
Order number: PV776-88961816
Repl:
©2010 Mack Trucks, Inc., Greensboro, NC USA
All rights reserved. No part of this publication may be reproduced, stored in retrieval system, or transmitted in any forms by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of Mack Trucks, Inc.
USA40713
Contents
1
2
Group 28 Engine Control Module (ECM)
Design and Function
Engine Control Module (ECM)
The manufacturer scan tool is the preferred tool for performing diagnostic work. Contact your local dealer for more information or visit “www.premiumtechtool.com”.
Note: The use of a scan tool is necessary to perform diagnostic work as well as clearing of any diagnostic trouble codes
(DTCs). DTC(s) can no longer be cleared using the vehicles instrument cluster digital display and stalk switch control.
System Overview
Six electronic control units (ECUs) are used; the engine control module (ECM), instrument control module (ICM), Vehicle
Electronic Control Unit (VECU), transmission control module
(TCM), the gear selector control module (GSCM) and the aftertreatment control module (ACM). Together, these modules operate and communicate through the SAE J1939 (CAN
1) data link to control a variety of engine and vehicle cab functions. The ECM controls such things as fuel timing and delivery, fan operation, engine protection functions, engine brake operation, the exhaust gas recirculation (EGR) valve and the turbocharger nozzle. The VECU controls cruise control functions, accessory relay controls and idle shutdown functions. The ICM primarily displays operational parameters and communicates these to the other ECUs. All have the capability to communicate over the SAE J1587 data link primarily for programming, diagnostics and data reporting.
In addition to their control functions, the modules have on board diagnostic (OBD) capabilities. The OBD is 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 (MIL) 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 a "derate" mode. The derate mode allows continued vehicle operation but the system may substitute a sensor or signal value that may result in reduced performance. In some instances, the system will continue to function but engine power may be limited to protect the engine and vehicle.
Diagnostic trouble codes (DTCs) logged in the system memory can later be read, to aid in diagnosing the problem using a diagnostic computer or through the instrument cluster display, if equipped. When diagnosing an intermittent DTC or condition, it may be necessary to use a scan tool connected to the Serial
Communication Port.
The use of a scan tool is necessary to perform diagnostic work as well as clearing of any diagnostic trouble codes (DTCs).
DTC(s) can no longer be cleared using the vehicles instrument cluster digital display and stalk switch control. Additional data and diagnostic tests are available when a scan tool is connected to the Serial Communication Port.
For diagnostic software, contact your local dealer.
The ECM is a microprocessor based controller programmed to perform fuel injection quantity and timing control, diagnostic fault logging, and to broadcast data to other ECUs. 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 ECM controls the operation of the injectors, engine brake solenoid, EGR valve, turbocharger nozzle position, and cooling fan clutch based on inputs from many sensors and information received over the data links from other ECUs.
The VECU and ECM are dependent on each 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 that each module has developed, based on the input information it has received.
3
4
Group 28 On Board Diagnostic (OBD) Monitors
On Board Diagnostic (OBD) Monitors
System Electronic Control Unit (ECU) Overview
The engine control module (ECM) monitors and models (using physical principles) engine parameters to monitor the engine system’s performance in real time. This is performed to aid the
ECM with its self diagnostic capabilities. Many sensors are used for input to the emission control system.
The system contains the following “emission critical” ECUs that are monitored;
•
Engine Control Module (ECM)
•
Vehicle Electronic Control Unit (VECU)
•
Aftertreatment Control Module (ACM)
•
Aftertreatment Nitrogen Oxides (NOx) Sensors
•
Engine Variable Geometry Turbocharger (VGT) Smart
Remote Actuator (SRA)
These ECUs all communicate with the ECM via data links. The
VECU communicates across the SAE J1939 (CAN1) data link while the others use the SAE J1939-7 (CAN2) data link.
The OBD systems use SAE J1939 data link protocol for communication with scan tools but, MACK trucks still are capable of communicating via the SAE J1587 data link for diagnostics. The use of a scan tool is necessary to perform diagnostic work as well as clearing of any diagnostic trouble codes (DTCs). DTC(s) can no longer be cleared using the vehicles instrument cluster digital display and stalk switch control.
There are other ECUs such as the Instrument Control Module
(ICM), Transmission Control Module (TCM) and Anti-lock
Brake System (ABS) Module that provide data to the emission control system or the diagnostic system but are not “emission critical”.
Malfunction Indicator Lamp (MIL), Description and Location
A MIL located in the instrument cluster. This amber colored lamp is used to inform the driver that a “emission critical” malfunction signal has occurred.
W2036007
Group 28 On Board Diagnostic (OBD) Monitors
Systems Monitoring Information
Section Content
•
“Accelerator Pedal Position (APP) Sensor, Overview”, page
•
“Active/intrusive Injection (Aftertreatment Hydrocarbon
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Feedback
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Quality ”, page
•
“Aftertreatment Diesel Particulate Filter (DPF)”, page 6
•
“Aftertreatment Diesel Particulate Filter (DPF) Regeneration
•
“Aftertreatment Diesel Particulate Filter (DPF) Incomplete
•
“Aftertreatment Diesel Particulate Filter (DPF) Regeneration
•
“Aftertreatment Fuel System, Rationality Monitors”, page 7
•
“Aftertreatment Non-Methane Hydro Carbons (NMHC)
•
“Aftertreatment Nitrogen Oxides (NOx) Sensor(s)
•
“Aftertreatment Selective Catalytic Reduction (SCR)”, page
•
“Aftertreatment Selective Catalytic Reduction (SCR)
Conversion Efficiency”, page 7
•
“Ambient Air Temperature (AAT) Sensor, Overview”, page
•
“Charge Air Cooler (CAC)”, page 8
•
•
“Crankcase Ventilation”, page 8
•
“Crankcase Ventilation Diagnostic Function”, page 8
•
“Engine Control Module (ECM), Rationality Monitors”, page
•
“Engine Coolant Temperature (ECT) Sensor Overview”, page 8
•
“Exhaust Gas Recirculation (EGR)”, page 8
•
“Exhaust Gas Recirculation (EGR) Low Flow”, page 8
•
“Exhaust Gas Recirculation (EGR) High Flow”, page 8
•
“Exhaust Gas Recirculation (EGR) Slow Response”, page
•
“Exhaust Gas Recirculation (EGR) Feedback Control”, page 9
•
“Exhaust Gas Recirculation (EGR) Cooler Performance”, page 9
•
•
“Filtering Performance”, page 9
•
•
“Idle Speed, Rationality Monitors”, page 9
•
“Intake Manifold Pressure (IMP) Control System”, page 9
•
•
•
•
“Parking Brake Switch, Overview”, page 10
•
“Power Take-off (PTO) Enable Switch, Overview”, page 10
•
“SAE J1939 (CAN1) Data Link, Overview”, page 10
•
•
•
“Variable Geometry Turbocharger (VGT) Feedback
•
“Vehicle Speed Sensor (VSS), Overview”, page 11
•
•
“Variable Geometry Turbocharger (VGT) Slow Response”, page 11
5
Group 28 On Board Diagnostic (OBD) Monitors
Accelerator Pedal Position (APP) Sensor, Overview
The APP sensor input is an analog voltage signal proportional to the pedal position that is read by the vehicle electronic control unit (VECU). The angular position of the pedal is divided in three different areas used for fault detection and/or recovery. The value that is transmitted under normal conditions (value of 0 - 100%), is directly proportional to the pedal’s angular position. The physical accelerator assembly also supports a digital DC voltage (On/Off) generated by an idle validation (IV) switch that is also powered by the same regulated reference voltage source.
Active/intrusive Injection (Aftertreatment Hydrocarbon Doser Clogging)
This diagnostic is based on the checking the aftertreatment diesel particulate filter (DPF) intake temperature during aftertreatment DPF active parked regeneration cycles. If the aftertreatment DPF intake temperature does not reach a minimum regeneration temperature within a specified time then the aftertreatment hydrocarbon doser is considered to be clogged.
Aftertreatment Diesel Exhaust Fluid (DEF) Feedback Control
The aftertreatment DEF control consists of a feedforward control together with a feedback control. The feedforward control value is how much urea that must be injected in order to obtain the demanded nitrogen oxides (NOx) conversion efficiency. The feedback controls the ammonia (NH3) buffer in the aftertreatment selective catalytic reduction (SCR).
Aftertreatment Diesel Exhaust Fluid (DEF) Quality
Aftertreatment DEF quality is evaluated and determined through conversion efficiency. If the aftertreatment SCR system efficiency is below the specified limit, a fault is reported.
Aftertreatment Diesel Particulate Filter (DPF)
The aftertreatment DPF collects particulate and soot in a ceramic wall-flow substrate. The strategy to manage the accumulation of soot is to take advantage of natural aftertreatment DPF passive regeneration whenever possible, and to invoke an operating mode that enhances aftertreatment
DPF passive regeneration when necessary. Aftertreatment
DPF active regeneration is performed using an aftertreatment hydrocarbon doser.
Aftertreatment Diesel Particulate Filter (DPF) Regeneration Frequency
This function detects if the aftertreatment DPF regeneration frequency increases to a level that it would cause the non-methane hydro carbon (NMHC) emissions to exceed the legal limitation or if the frequency exceeds the design requirements. If the number of aftertreatment DPF regenerations are above the threshold at the end of the time period a fault is reported.
Aftertreatment Diesel Particulate Filter (DPF) Incomplete Regeneration
The aftertreatment DPF regeneration strategy is to reduce the soot level in the DPF using passive regeneration. However, if the driving conditions do not enable enough exhaust heat for passive regeneration to keep up with the soot loading an active parked aftertreatment DPF regeneration will be required.
An interrupted parked aftertreatement DPF regeneration is detected by this function. This is not a fault mode but handled by the aftertreatment system. If the ratio between the uncompleted and completed regenerations is above the specified limit, a fault is reported.
Aftertreatment Diesel Particulate Filter (DPF) Regeneration Feedback Control
This function monitors the particulate matter regeneration feedback control and detects:
•
If the system fails to begin feedback control
•
If a failure or deterioration causes open loop
•
If the feedback control has used up all of the allowed adjustment
When the aftertreatment hydrocarbon doser is used, the feedback control is monitored for a saturated controller or a saturated actuator. A saturated controller or actuator means that all allowed adjustment has been used up. The monitors detect a malfunction if the controller is saturated more than a given percentage of the time and the target temperature can
6 not be reached or if the actuator is saturated more than a given percentage of the time.
Group 28 On Board Diagnostic (OBD) Monitors
Aftertreatment Fuel System, Rationality Monitors
The aftertreatment fuel system consists of a aftertreatment fuel shutoff valve, a separate aftertreatment hydrocarbon doser
(injector), and an aftertreatment fuel pressure sensor. The aftertreatment fuel shutoff valve diagnostic function look at the aftertreatment fuel pressure when the valve is opened and closed. When conditions are proper for the diagnostic, the function requests an opening of the aftertreatment fuel shutoff valve in order to pressurize the aftertreatment fuel system.
This action should increase system pressure. When the aftertreatment fuel shutoff valve is closed the system pressure should decrease since the valve has an internal drain pipe that constantly depressurizes the system. For more information
about these components refer to “Aftertreatment Fuel Pressure
Sensor, Circuit Monitors”, page 16, “Aftertreatment Fuel
Shutoff Valve, Circuit Monitors”, page 16 or “Aftertreatment
Hydrocarbon Doser, Circuit Monitors”, page 16.
Aftertreatment Non-Methane Hydro Carbons (NMHC) Catalyst
To detect when the hydrocarbon conversion fails in the aftertreatment diesel oxidation catalyst (DOC), the temperature reaction at the aftertreatment DOC outlet is monitored when fuel is injected in the exhaust. The amount of hydrocarbon supplied by the aftertreatment hydrocarbon doser will determine the expected increase in temperature after the aftertreatment DOC. The aftertreatment hydrocarbon doser injection rate (duty cycle) is monitored and used to calculate whether there should be a corresponding heat reaction.
Once it has reached an acceptable accumulated duty cycle the expected temperature difference can be calculated.
This difference should then be above a certain limit if the hydrocarbon conversion was achieved.
Aftertreatment Nitrogen Oxides (NOx) Sensor(s) Overview
The NOx sensors consist of:
•
Housing holding the sensing element.
•
An electronic control unit (ECU), interfacing the sensor and the engine control module (ECM).
•
A wire, electrically connecting the sensing element with the ECU.
There are two aftertreatment NOx sensors, one before and one after the aftertreatment selective catalytic reduction (SCR) catalyst. The aftertreatment NOx sensor before and after SCR catalyst have unique CAN identification numbers hence can not be swapped. The sensor before the SCR catalyst monitors the engine out NOx level. The sensor after SCR monitors system out NOx level.
Aftertreatment NOx sensor diagnostics monitor the sensors signal quality and performance. The purpose of this function is to detect the following,
•
Bad signal quality
•
Removed sensor
•
Missing signal
Circuit integrity of the aftertreatment NOx sensor is checked by the sensor itself and the status is transmitted to the engine control module (ECM) over the CAN data link. The following can be transmitted,
• open circuit
• high voltage
• circuit low or high
Aftertreatment Selective Catalytic Reduction (SCR)
The aftertreatment SCR system is a catalyst system that is used to reduce exhaust Nitrogen Oxides (NOx) emissions.
This reduction is performed by injecting diesel exhaust fluid
(DEF) (a urea solution) into the exhaust fumes prior to the aftertreatment SCR catalyst. A chemical process performed by aftertreatment SCR catalyst and DEF, converts NOx to nitrogen oxide (NO) and water (H2O). The aftertreatment control module (ACM) is used to control the aftertreatment
SCR components and relays system information to the Engine
Control Module (ECM). The ECM controls the overall system function.
Aftertreatment Selective Catalytic Reduction (SCR) Conversion Efficiency
The aftertreatment SCR catalyst diagnosis calculates the low temperature performance of the aftertreatment SCR system and compares it to the performance when the catalyst is warm enough to reach high nitrogen oxides (NOx) conversion.
This is based on the premise that a deteriorated catalyst can be considered as a catalyst with less volume. The volume is critical to reach the low temperature performance of the aftertreatment SCR system.
Ambient Air Temperature (AAT) Sensor, Overview
The AAT sensor is an analog input that is read by the instrument cluster electronic control unit. The instrument cluster processes the raw signal and transmits the AAT value on the SAE J1939 data link. The vehicle electronic control unit
(VECU) receives the AAT value and based on certain vehicle conditions the value is adjusted. The VECU then transmits the AAT value back on the SAE J1939 data link where it is received by the engine control module (ECM).
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Group 28 On Board Diagnostic (OBD) Monitors
Charge Air Cooler (CAC)
The nominal CAC efficiency is a map based on mass air flow
(MAF) and ambient air temperature (AAT). The method to evaluate the CAC efficiency is to compare a nominal CAC
Combined Monitoring
Cylinder balancing function is used to detect fuel system pressure, quantity and timing fault. By processing the tooth times cylinder balancing detects if the combustion power contribution from one or several cylinders is too week or too strong and need to be compensated to get even combustion
Crankcase Ventilation
The crankcase pressure (CCP) depends on the blow-by flow and the under pressure generated by the separator. Blow-by gases come mainly from the combustion when exhaust gas passes the piston rings. A malfunctioning of the valve guides,
Crankcase Ventilation Diagnostic Function
When the high speed separator enabling conditions exist, the minimum value of the difference between crankcase and barometric pressure (BARO) during a time period is stored.
or the turbocharger can also contribute. The blow-by gases consist of exhaust gases mixed with oil. A high speed rotating separator is used to expel engine oil from these gases.
The system performs high speed and low speed evaluations of the separator to conclude if the system is tight.
Engine Control Module (ECM), Rationality Monitors
If electrical power to the ECM is lost or very low, the ECM will stop to functioning and the engine will stop. Other electronic control units (ECUs) on the SAE J1939 (CAN1) data link will indicate that data from the ECU is missing.
Engine Coolant Temperature (ECT) Sensor Overview
The ECT sensor is monitored for rationality at key ON by comparing the ECT with the other engine temperature sensors
(engine oil temperature (EOT) and engine turbocharger compressor outlet temperature). Using this comparison the following conclusions may be made when a problem occurs:
•
Unable to reach Closed loop/Feedback enable Temperature
(covered by thermostat warmed up temperature)
•
Time to reach Closed loop/Feedback enable Temperature
(covered by thermostat warmed up temperature)
•
Stuck in a range below the highest minimum Enable temperature
•
Stuck in a Range Above the Lowest maximum Enable temperature - Rationality Check
When the engine is used, the three temperatures are not the same and depending on how fast the engine is restarted normal differences will be found. When these differences and the ambient air temperature (AAT) exceeds a limit, the fault limits are adjusted in order to allow these differences.
Exhaust Gas Recirculation (EGR)
US2010 emission level MACK engines use EGR to enhance engine out Nitrogen Oxides (NOx) control. EGR flow is managed using an EGR valve and a Variable Geometry
Turbocharger (VGT) nozzle position. These actuator settings are based on open loop settings established to achieve desired burned fraction rates. These settings can be modified in a closed loop burned fraction mode by feedback from a combustion property model. The EGR system is diagnosed by monitoring the burned fraction whenever the engine enters burned fraction closed loop mode.
Exhaust Gas Recirculation (EGR) Low Flow
This function monitors the reduction of EGR flow in the EGR system, i.e. too low EGR mass flow compared with demand. It is activated when the engine enters the burned fraction mode
Exhaust Gas Recirculation (EGR) High Flow
This function diagnoses too much EGR in the system, i.e. too high EGR mass flow compared with the demand. This function handles positive deviations when EGR closed loop control is active. When closed loop EGR control is entered, an initial difference between measured burned fraction and burned
8 efficiency with one calculated based on the exhaust gas recirculation (EGR) and the intake air temperature (IAT) sensor along with their corresponding mass flows.
power from all cylinders. The compensation is calculated at the lower engine speed (RPM) and torque regions during warm engine where the impact from each combustion becomes most visible. If the compensation becomes too high or too low fault is detected.
with minimum demand for BF and the engine speed/torque is in a range where EGR flow measurements and BF calculations have sufficient accuracy.
fraction demand might exist. Due to the fact that some time is needed for adaptation, not all the difference is taken into account.
Group 28 On Board Diagnostic (OBD) Monitors
Exhaust Gas Recirculation (EGR) Slow Response
burned fraction are monitored when EGR closed loop control is active. Slow response is detected when the deviation
(high/low) above the threshold is detected.
Exhaust Gas Recirculation (EGR) Feedback Control
This function detects:
•
If any of the feedback control loops are not achieved.
•
If feedback control mode is inhibited.
Exhaust Gas Recirculation (EGR) Cooler Performance
This function uses an equation based off of engine turbocharger turbine intake temperature, EGR temperature and the engine coolant temperature (ECT), to calculate cooler efficiency. The calculated efficiency is deemed too low if it is below a certain constant limit.
Exotherm
Exotherm, exothermic or exothermal all refer to a chemical change that is accompanied by a great release of heat.
The aftertreatment heating function uses the aftertreatment hydrocarbon doser, to heat up the exhaust system for parked aftertreatment diesel particulate filter (DPF) regeneration.
When the aftertreatment hydrocarbon doser is used the hydrocarbons (HC) create an exotherm in the aftertreatment diesel oxidation catalyst (DOC). The aftertreatment hydrocarbon doser injection rate (duty cycle) is monitored and used to calculate whether there should be a corresponding exotherm. A starting temperature value is set when the aftertreatment hydrocarbon doser starts to inject fuel. As soon as the model says that exotherm should occur, the difference is calculated to identify whether it has occurred.
Filtering Performance
A malfunction of the aftertreatment diesel particulate filter
(DPF) can be detected by analysing the pressure drop over the aftertreatment DPF. During the aftertreatment DPF evaluation, the lower and upper limiting values of the measured pressure drop are calculated. If the pressure drop is lower or higher than expected a fault indication occurs.
Fuel System
The D13L engine uses a unit injector system (as opposed to a rail injector system) to inject fuel in the cylinders. The unit injectors are not equipped with any pressure sensors and therefore it is not possible to measure fuel pressure.
Diagnostics of the fuel injection system is done using the
Idle Speed, Rationality Monitors
The target idle engine speed (RPM) and fuel injection quantity are monitored in the idle control system. The diagnosis monitors compare the measured engine speed (RPM)
(averaged over each engine cycle) and target idle engine speed (RPM). The accumulated difference is averaged over a number of revolutions. If the averaged difference is above or
Intake Manifold Pressure (IMP) Control System
A IMP sensor located in the intake manifold is used to measure IMP. The IMP system is monitored by comparing target/estimated IMP with actual measured pressure during certain engine speed (RPM) or load.
The target/estimated IMP is continuously calculated based on engine speed and fuel angle and adjusted for the influence of variable geometry turbocharger (VGT) nozzle position, exhaust gas recirculation (EGR) position and barometric pressure
(BARO).
crankshaft position (CKP) sensor. The flywheel of the engine has slots machined at 6 degree intervals around its circumference. Three gaps where two slots are missing, are equally spaced around its circumference also. The three gaps are used to identify the next cylinder in firing order.
below the defined fault limits, diagnostic trouble codes (DTCs) will be set for high fault and for low fault, respectively.
The same holds true for the fuel quantity. The accumulated fuel value is averaged over a number of revolutions. If the averaged difference is above, DTCs will be set for high fault.
9
Group 28 On Board Diagnostic (OBD) Monitors
Misfire
The misfire monitor is disabled during Power Take Off (PTO) operation. It is active during positive brake torque, idle, and high idle. Engine misfire events are monitored by measuring tooth times on the crank wheel that indicates combustion acceleration in each cylinder. It is also possible to compare the previous acceleration contribution on each cylinder in order to examine if there has been a misfire or not.
Missing Substrate
The aftertreatment diesel particulate filter (DPF) is backpressure monitored. This monitoring is used to determine
Over-boost
If the measured intake manifold pressure (IMP) is over the deviation upper limit then the high boost average calculation is positive. If the measured IMP is below the deviation upper limit
Parking Brake Switch, Overview
The parking brake switch is a pressure switch that is physically connected to the vehicle’s parking brake pneumatic circuit and is used to determine if the parking brake is applied or released.
The parking brake switch signal is received by the vehicle electronic control unit (VECU). When the vehicle’s parking
Power Take-off (PTO) Enable Switch, Overview
The PTO enable switch is an input that is read by the vehicle electronic control unit (VECU). When 12V is applied to the input the VECU acknowledges the PTO function is being
SAE J1939 (CAN1) Data Link, Overview
Communication between the electronic control units (ECUs) is performed via the vehicle’s SAE J1939 (CAN1) data link and is accessible for diagnostics through the vehicle’s SAE J1939-13 data link connector (DLC). This data link is the main powertrain communication bus.
After monitoring misfire events during idle conditions for the accumulation of less than 15 seconds, the percentage of misfire is evaluated. If the percentage of misfire exceeds the threshold limit, the misfire diagnostic trouble code (DTC) will be set for the fault.
whether the aftertreatment DPF is either clogged, missing or significantly cracked.
then the high boost integration is negative. If the integrated value exceeds the maximum limit a fault for high IMP is set.
brake is applied a ground signal is applied to the input and the
VECU acknowledges the parking brake as being applied. The parking brake switch signal is provided to the engine control module (ECM) via the SAE J1939 data link.
commanded on. The PTO Enable switch signal is provided to the engine control module (ECM) from the VECU by via the SAE J1939 data link.
Diagnostic trouble codes (DTCs) are set for this data link when an ECU is found to not be communicating or recognized on the data link (off bus mode) or when there is an abnormal rate of occurrence of errors on the data link.
Thermostat Monitor
This feature monitors and compares the engine coolant temperature (ECT), engine speed (RPM), engine torque, fan
Time/Date Overview
The time and date is calculated from an internal clock within the instrument cluster. The internal clock is backed up by an internal battery therefore the time and date is retained even when vehicle battery supply to the instrument cluster is speed and ambient air temperature (AAT) to conclude when the thermostat may be stuck open or closed.
removed. The time and date signal is provided to the engine control module (ECM) from the instrument cluster via the SAE
J1939 data link.
Variable Geometry Turbocharger (VGT) Feedback Control
This function detects:
If any of the feedback control loops are not achieved.
If feedback control mode is inhibited.
If the actuators have used up all the adjustment allowed when in feedback mode.
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Group 28 On Board Diagnostic (OBD) Monitors
Vehicle Speed Sensor (VSS), Overview
The vehicle road speed is calculated by the vehicle electronic control unit (VECU). The source for calculating vehicle road speed can be derived from multiple sources depending on vehicle equipment. Some trucks may use a dedicated speed sensor (which may be inductive or hall effect type) and some may use the transmission output shaft speed (OSS) sensor signal which is communicated across the SAE J1939 data link.
Under-boost
If the measured intake manifold pressure (IMP) is less than the deviation lower limit then the low boost average calculation is negative. If the measured IMP is above the deviation lower limit then the low boost integration is positive. If the integrated value becomes less than the minimum limit a fault for low IMP is set.
Variable Geometry Turbocharger (VGT) Slow Response
The VGT actuator reports a fault to the engine control module
(ECM) when it has detected that the VGT nozzle is not moving, or if it has not been able to close the set-point error to acceptable limits.
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Group 28 On Board Diagnostic (OBD) Monitors
Sensor and Component Information
Section Content
•
“Accelerator Pedal Position (APP) Sensor, Circuit Monitors”, page 14
•
“Accelerator Pedal Position (APP) Sensor, Rationality
•
“Aftertreatment Control Module (ACM), Rationality
•
“Aftertreatment Control Module (ACM) 5 Volt Supply 1,
•
“Aftertreatment Control Module (ACM) 5 Volt Supply 2,
•
“Aftertreatment Control Module (ACM) Actuator Supply
Voltage 1, Circuit Monitors”, page 14
•
“Aftertreatment Control Module (ACM) Actuator Supply
Voltage 2, Circuit Monitors”, page 14
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Dosing Valve,
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Dosing Valve,
Rationality Monitors”, page 14
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Pressure
Sensor, Circuit Monitors”, page 14
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Pressure
Sensor, Rationality Monitors”, page 15
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Pump, Circuit
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Pump,
Rationality Monitors”, page 15
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Return Value,
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Return Valve,
Rationality Monitors”, page 15
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Tank Heater
Valve, Circuit Monitors”, page 15
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Tank Heater
Valve, Rationality Monitors”, page 15
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Tank
Temperature Sensor, Circuit Monitors”, page 15
•
“Aftertreatment Diesel Exhaust Fluid (DEF) Tank
Temperature Sensor, Rationality Monitors”, page 15
•
“Aftertreatment Diesel Particulate Filter (DPF), Differential
Pressure Sensor, Circuit Monitoring”, page 15
•
“Aftertreatement Diesel Particulate Filter (DPF) Differential
Pressure Sensor, Rationality Monitors”, page 16
•
“Aftertreatment Fuel Pressure Sensor, Circuit Monitors”, page 16
•
“Aftertreatment Fuel Shutoff Valve, Circuit Monitors”, page
•
“Aftertreatment Hydrocarbon Doser, Circuit Monitors”, page
12
•
“Aftertreatment Nitrogen Oxides (NOx) Sensors, Circuit
•
“Aftertreatment Nitrogen Oxides (NOx) Sensors, Rationality
•
“Ambient Air Temperature (AAT) Sensor, Circuit Monitors”, page 16
•
“Ambient Air Temperature (AAT) Sensor, Rationality
•
“Barometric Pressure (Baro) Sensor Circuit Monitoring”, page 16
•
“Barometric Pressure (BARO) Sensor Rationality Monitors”, page 16
•
“Camshaft Position (CMP) Sensor, Circuit Monitors”, page
•
“Camshaft Position (CMP) Sensor, Rationality Monitors”, page 17
•
“Crankcase Pressure (CCP) Sensor, Circuit Monitors”, page 17
•
“Crankcase Pressure (CCP) Sensor, Rationality Monitors”, page 17
•
“Crankshaft Position (CKP) Sensor, Circuit Monitors”, page
•
“Crankshaft Position (CKP) Sensor, Rationality Monitors”, page 17
•
“Engine Control Module (ECM) 5 Volt Supply A, Circuit
•
“Engine Control Module (ECM) 5 Volt Supply B, Circuit
•
“Engine Coolant Temperature (ECT) Sensor, Circuit
•
“Engine Coolant Temperature (ECT) Sensor, Rationality
•
“Engine Exhaust Gas Recirculation (EGR), Differential
Pressure Sensor, Circuit Monitoring”, page 17
•
“Engine Exhaust Gas Recirculation (EGR), Differential
Pressure Sensor, Rationality Monitors”, page 18
•
“Engine Exhaust Gas Recirculation (EGR) Temperature
Sensor, Circuit Monitors”, page 18
•
“Engine Exhaust Gas Recirculation (EGR) Temperature
Sensor, Rationality Monitors”, page 18
•
“Engine Exhaust Gas Temperature (EGT) Sensors, Circuit
Group 28 On Board Diagnostic (OBD) Monitors
•
“Engine Exhaust Gas Temperature (EGT) Sensors,
Rationality Monitors”, page 18
•
“Engine Turbocharger Compressor Bypass Valve Solenoid,
•
“Engine Turbocharger Compressor Bypass Valve Solenoid,
Rationality Monitors”, page 18
•
“Engine Turbocharger Compressor Outlet Temperature
Sensor, Circuit Monitors”, page 18
•
“Engine Turbocharger Compressor Outlet Temperature
Sensor, Rationality Monitors”, page 18
•
“Engine Turbocharger Speed Sensor, Circuit Monitors”, page 19
•
“Engine Turbocharger Speed Sensor, Rationality Monitors”, page 19
•
“Engine Variable Geometry Turbocharger (VGT) Actuator
Position, Circuit Monitors”, page 19
•
“Engine Variable Geometry Turbocharger (VGT) Actuator
Position, Rationality Monitors”, page 19
•
“Exhaust Gas Recirculation (EGR) Valve Actuator, Circuit
•
“Exhaust Gas Recirculation (EGR) Valve Actuator,
Rationality Monitors”, page 19
•
“Fan, Circuit Monitors”, page 19
•
“Fan, Rationality Monitors”, page 19
•
“Injector, Circuit Monitors”, page 20
•
“Intake Air Temperature (IAT) Sensor, Circuit Monitors”, page 20
•
“Intake Air Temperature (IAT) Sensor, Rationality Monitors”, page 20
•
“Intake Manifold Pressure (IMP) Sensor Circuit Monitoring”, page 20
•
“Intake Manifold Pressure (IMP) Sensor Rationality
•
“Injector, Rationality Monitors”, page 20
•
“Parking Brake Switch, Circuit Monitors”, page 20
•
“Parking Brake Switch, Rationality Monitors”, page 20
•
“Power Take-off (PTO) Enable Switch, Circuit Monitors”, page 20
•
“Power Take-off (PTO) Enable Switch, Rationality
•
“SAE J1939 (CAN1) Data Link, Circuit Monitors”, page 21
•
“SAE J1939 (CAN1) Data Link, Rationality Monitors”, page
•
“SAE J1939 (CAN2) Data Link, Overview”, page 21
•
“SAE J1939 (CAN2) Data Link, Circuit Monitors”, page 21
•
“SAE J1939 (CAN2) Data Link, Rationality Monitors”, page
•
“Time/Date, Circuit Monitoring”, page 21
•
“Time/Date, Rationality Monitoring”, page 21
•
“Vehicle Speed Sensor (VSS), Circuit Monitors”, page 21
•
“Vehicle Speed Sensor (VSS), Rationality Monitors”, page
13
Group 28 On Board Diagnostic (OBD) Monitors
Accelerator Pedal Position (APP) Sensor, Circuit Monitors
Both signals are continuously monitored (sampled) by the vehicle electronic control unit (VECU) at 50 ms intervals to detect any distortion or disruption of these signals. Signals detected as invalid for a period extending over 500 ms trigger active faults that are broadcast by the VECU. The APP sensor circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Accelerator Pedal Position (APP) Sensor, Rationality Monitors
The vehicle electronic control unit (VECU) simultaneously reads the APP sensor and the idle validation (IV) switch values and performing a plausibility to verify sensor performance.
Aftertreatment Control Module (ACM), Rationality Monitors
If electrical power to the ACM is lost or very low the ACM will stop functioning. Aftertreatment diesel exhaust fluid (DEF) dosing will stop. The engine control module (ECM) will log a diagnostic trouble code (DTC) indicating SAE J1939 data link
(sub data link CAN2) communications from the ACM is missing.
Aftertreatment Control Module (ACM) 5 Volt Supply 1, Circuit Monitors
The ACM 5 volt supply “1” circuit is monitored to identify the following:
•
Circuit low
•
Circuit high
When either fault is detected the supply is disabled.
Aftertreatment Control Module (ACM) 5 Volt Supply 2, Circuit Monitors
The ACM 5 volt supply“2” circuit is monitored to identify the following:
•
Circuit low
•
Circuit high
When circuit high or circuit low faults are detected the supply is disabled.
Aftertreatment Control Module (ACM) Actuator Supply Voltage 1, Circuit Monitors
The ACM actuator supply voltage “1” circuit is monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
When circuit high or circuit low faults are detected the supply is disabled.
Aftertreatment Control Module (ACM) Actuator Supply Voltage 2, Circuit Monitors
The ACM actuator supply voltage “2” circuit is monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
When circuit high or circuit low faults are detected the supply is disabled.
Aftertreatment Diesel Exhaust Fluid (DEF) Dosing Valve, Circuit Monitors
The aftertreatment DEF dosing valve circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Aftertreatment Diesel Exhaust Fluid (DEF) Dosing Valve, Rationality Monitors
The aftertreatment DEF pump control value is monitored when the aftertreatment DEF dosing valve duty cycle has been above a predetermined threshold, for a short duration. If the control value is too low a diagnostic trouble code (DTC) is set.
This indicates a clogged dosing valve or blocked aftertreatment
DEF line.
Aftertreatment Diesel Exhaust Fluid (DEF) Pressure Sensor, Circuit Monitors
The aftertreatment DEF pressure sensor circuits are monitored to identify the following:
•
Circuit open/circuit high
•
Out of range low
•
Out of range high
•
Circuit low
14
Group 28 On Board Diagnostic (OBD) Monitors
Aftertreatment Diesel Exhaust Fluid (DEF) Pressure Sensor, Rationality Monitors
During pressure build up (aftertreatment DEF pump runs with maximum speed with no dosing) if selective catalytic reduction (SCR) system pressure stays low for a preset duration, a diagnostic trouble code (DTC) is set. Pressure is also evaluated during normal operation with aftertreatment
DEF pump turned off. If the pressure is too high for a preset duration a DTC is set
•
Aftertreatment Diesel Exhaust Fluid (DEF) Pump, Circuit Monitors
The aftertreatment DEF pump circuits are monitored to identify the following:
Circuit open
•
Circuit low
•
Circuit high
•
Battery voltage
Aftertreatment Diesel Exhaust Fluid (DEF) Pump, Rationality Monitors
The aftertreatment DEF pump gets a signal for the required pump speed from the aftertreatment control module (ACM).
The pump has internal diagnosis which evaluates the pump speed quality. If the pump speed deviates from commanded speed for some time a diagnostic trouble code (DTC) is set.
The aftertreatment DEF return value is monitored during specific conditions to identify if a leak in the system is present. A DTC is set if a leak condition is identified. The leak can be invisible (internal to the pump or valve) or visible
(aftertreatment DEF lines or connections).
Aftertreatment Diesel Exhaust Fluid (DEF) Return Value, Circuit Monitors
The aftertreatment DEF return valve circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Aftertreatment Diesel Exhaust Fluid (DEF) Return Valve, Rationality Monitors
During reverse DEF flow conditions on a pressurized selective catalytic reduction (SCR) system, pressure drop is evaluated.
If DEF pressure drop is too low, the aftertreatment DEF return valve is considered to have a mechanical fault (blocked or stuck) and a diagnostic trouble code (DTC) is set.
Aftertreatment Diesel Exhaust Fluid (DEF) Tank Heater Valve, Circuit Monitors
The aftertreatment DEF tank heater valve circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Aftertreatment Diesel Exhaust Fluid (DEF) Tank Heater Valve, Rationality Monitors
Aftertreatment DEF tank heater valve diagnostics evaluates if tank heater is taking place, when demanded. A comparison of an initial aftertreatment DEF tank temperature without heating and then a tank temperature with aftertreatment DEF tank heater valve open for some duration is performed. If the increase in temperature is smaller than the threshold, a diagnostic trouble code (DTC) is set.
•
Aftertreatment Diesel Exhaust Fluid (DEF) Tank Temperature Sensor, Circuit Monitors
The aftertreatment DEF tank temperature sensor circuits are monitored to identify the following:
Circuit open/circuit high
•
Out of range low
•
Out of range high
•
Circuit low
Aftertreatment Diesel Exhaust Fluid (DEF) Tank Temperature Sensor, Rationality Monitors
Aftertreatement DEF tank temperature is checked for high frequency oscillations with high amplitude that is so large that is physically impossible for a temperature to achieve. A fault is set when this behavior is observed. Aftertreatement
DEF tank temperature diagnostics is also evaluating if the aftertreatement DEF temperature is too high and will activate reverse flow (to protect aftertreatment selective catalytic reduction (SCR) system components) and a timer is started. If the temperature stays high for a short duration, a fault is set.
Aftertreatment Diesel Particulate Filter (DPF), Differential Pressure Sensor, Circuit Monitoring
The aftertreatment DPF differential pressure sensor circuits are monitored to identify the following:
•
Circuit low
•
Circuit high
•
Circuit open
15
Group 28 On Board Diagnostic (OBD) Monitors
Aftertreatement Diesel Particulate Filter (DPF) Differential Pressure Sensor, Rationality Monitors
The evaluation of the pressure-drop sensor is carried out as follows. When the pressure model indicates a low pressure the sensor should also show a low pressure otherwise there is a
(large) positive offset fault. Combining this with a check that the sensor shows high values when the model is high gives a sensor stuck check. The second step can also find (large) negative offset faults.
Aftertreatment Fuel Pressure Sensor, Circuit Monitors
The aftertreatment fuel pressure sensor circuits are monitored to identify the following:
•
Circuit open
•
Out of range low
•
Out of range high
•
Circuit low
•
Circuit high
Aftertreatment Fuel Shutoff Valve, Circuit Monitors
The aftertreatment fuel shutoff valve circuits are monitored to identify the following:
•
Circuit open
•
•
Circuit low
Circuit high
Aftertreatment Hydrocarbon Doser, Circuit Monitors
The aftertreatment hydrocarbon doser circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Aftertreatment Nitrogen Oxides (NOx) Sensors, Circuit Monitors
The NOx sensors circuits are monitored to identify the following:
• open circuit
• high voltage
• circuit low or high
Aftertreatment Nitrogen Oxides (NOx) Sensors, Rationality Monitors
There are two different monitors which diagnose aftertreatment
NOx sensor rationality. One compares the aftertreatment intake NOx sensor value to a calculated engine NOx output value. This is only perform within a given set of predetermined conditions. If the NOx sensor value is not deemed within range, a faulty is set.
The other compares theaftertreatment intake NOx sensor value to the aftertreatment outlet NOx sensor value to determine rationality. This is only perform within a given set of predetermined conditions. If either of the aftertreatment NOx sensor values are deemed not plausible, a diagnostic faulty code (DTC) is set.
Ambient Air Temperature (AAT) Sensor, Circuit Monitors
The AAT sensor circuits are monitored by the instrument cluster module to identify the following:
•
Current below normal or open
•
Current above normal or grounded
None of the AAT sensor circuits are monitored by the ECM or the VECU.
Ambient Air Temperature (AAT) Sensor, Rationality Monitors
Plausibility of the sensor value is determined by comparing the
AAT with the intake air temperature (IAT).
Barometric Pressure (Baro) Sensor Circuit Monitoring
The BARO sensor circuits are monitored to identify the following:
•
Circuit low
•
Circuit high
•
Circuit open
Barometric Pressure (BARO) Sensor Rationality Monitors
The BARO sensor, intake manifold pressure (IMP) sensor, and crankcase pressure (CCP) sensor should show the same pressure when engine speed (RPM) and torque is low. The
•
BARO and CCP
•
IMP and CCP
These comparisons are used to identify defects.
diagnosis calculates the difference between:
•
BARO and IMP
16
Group 28 On Board Diagnostic (OBD) Monitors
Camshaft Position (CMP) Sensor, Circuit Monitors
The CMP sensor circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Camshaft Position (CMP) Sensor, Rationality Monitors
The CMP sensor is monitored by comparing it’s output signal to the output signal of the crankshaft position (CMP) sensor.
This comparison is used to identify abnormal CKP and CMP sensor frequency as well as camshaft to crankshaft phasing
(calculated top dead center (TDC). Abnormal sensor frequency and shaft phasing angle will set faults.
Crankcase Pressure (CCP) Sensor, Circuit Monitors
The CCP circuits are monitored to identify the following:
•
Circuit open
•
Out of range low
•
Out of range high
•
Circuit low
•
Circuit high
Crankcase Pressure (CCP) Sensor, Rationality Monitors
The BARO sensor, intake manifold pressure (IMP) sensor, and crankcase pressure (CCP) sensor should show the same pressure when engine speed (RPM) and torque is low. The diagnosis calculates the difference between:
•
BARO and IMP
•
BARO and CCP
•
IMP and CCP
Crankshaft Position (CKP) Sensor, Circuit Monitors
The CKP sensor circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Crankshaft Position (CKP) Sensor, Rationality Monitors
The CKP sensor is monitored by comparing it’s output signal to the output signal of the camshaft position (CMP) sensor.
This comparison is used to identify abnormal CKP and CMP sensor frequency as well as camshaft to crankshaft phasing
(calculated top dead center (TDC). Abnormal sensor frequency and shaft phasing angle will set faults.
Engine Control Module (ECM) 5 Volt Supply A, Circuit Monitors
The ECM 5 volt supply “A” circuit is monitored to identify the following:
•
Circuit low
•
Circuit high
When either fault is detected the supply is disabled.
Engine Control Module (ECM) 5 Volt Supply B, Circuit Monitors
The ECM 5 volt supply “B” circuit is monitored to identify the following:
•
Circuit low
•
Circuit high
When either fault is detected the supply is disabled.
Engine Coolant Temperature (ECT) Sensor, Circuit Monitors
The ECT sensor circuits are monitored to identify the following:
•
Circuit open
•
Out of range low
•
Circuit low
•
Circuit high
Engine Coolant Temperature (ECT) Sensor, Rationality Monitors
The ECT sensor is monitored for rationality at key ON by comparing the ECT with engine oil temperature (EOT) and engine turbocharger compressor outlet temperature. For
more information refer to “Engine Coolant Temperature (ECT)
Engine Exhaust Gas Recirculation (EGR), Differential Pressure Sensor, Circuit Monitoring
The engine EGR differential pressure sensor circuits are monitored to identify the following:
•
Circuit low
•
Circuit high
•
Circuit open
17
Group 28 On Board Diagnostic (OBD) Monitors
Engine Exhaust Gas Recirculation (EGR), Differential Pressure Sensor, Rationality Monitors
Engine EGR differential pressure is estimated based on engine speed (RPM) or torque and corrected for variable geometry turbocharger (VGT) position, EGR valve position, intake manifold pressure (IMP) and barometric pressure (BARO).
This estimated engine EGR differential pressure is compared with actual measured pressure. This comparison is used to identify if the engine EGR differential pressure sensor is faulty.
During certain conditions the engine EGR differential pressure should be zero. The engine EGR differential pressure sensor is also monitored during these conditions to verify that the engine EGR is closing as necessary as well as to verify proper engine EGR differential pressure sensor operation.
Engine Exhaust Gas Recirculation (EGR) Temperature Sensor, Circuit Monitors
The engine EGR temperature sensor circuits are monitored to identify the following:
•
Circuit open
•
Out of range low
•
Out of range high
•
Circuit low
•
Circuit high
Engine Exhaust Gas Recirculation (EGR) Temperature Sensor, Rationality Monitors
For information about the engine EGR temperature sensor
rationality refer to “Intake Air Temperature (IAT) Sensor,
Rationality Monitors”, page 20.
Engine Exhaust Gas Temperature (EGT) Sensors, Circuit Monitors
The exhaust system is equipped with the following three engine EGT sensors:
1 Engine EGT sensor
2 Aftertreatment diesel particulate filter (DPF) intake temperature sensor
3 Aftertreatment DPF outlet temperature sensor
The engine EGT sensor circuits are monitored to identify the following:
•
Circuit open
•
Out of range low
•
Out of range high
•
Circuit low
•
Circuit high
Engine Exhaust Gas Temperature (EGT) Sensors, Rationality Monitors
There are two independent tests that can evaluate temperature sensor plausibility in the exhaust system. One is performed while stationary and the other is performed at cold start. Each sensors output value is used to compare against the other sensor values. This in turn is used to determine the plausibility of the sensors. If the temperatures received by any of the sensors is deemed to be out of range, a plausibility fault is set.
Engine Turbocharger Compressor Bypass Valve Solenoid, Circuit Monitors
The engine turbocharger compressor bypass valve solenoid circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Engine Turbocharger Compressor Bypass Valve Solenoid, Rationality Monitors
The engine turbocharger compressor bypass valve solenoid fault detection is performed during the phase where the valve is opened, the intake manifold pressure (IMP) is monitored and compared to the maximum allowed.
Engine Turbocharger Compressor Outlet Temperature Sensor, Circuit Monitors
The engine turbocharger compressor outlet temperature sensor circuits are monitored to identify the following:
•
Circuit open
•
Out of range low
•
Out of range high
•
Circuit low
•
Circuit high
Engine Turbocharger Compressor Outlet Temperature Sensor, Rationality Monitors
The engine turbocharger compressor outlet temperature sensor, is monitored for rationality by comparing the sensor output value against an estimated temperature based on ambient air temperature (AAT), intake manifold pressure (IMP),
18 barometric pressure (BARO) and a calculated efficiency of the turbocharger.
Group 28 On Board Diagnostic (OBD) Monitors
Engine Turbocharger Speed Sensor, Circuit Monitors
The engine turbocharger speed sensor circuits are monitored to identify the following:
•
Circuit open
•
Out of range low
•
Out of range high
•
Circuit low
•
Circuit high
Engine Turbocharger Speed Sensor, Rationality Monitors
An engine turbocharger speed sensor test is run within a set of conditions to evaluate the speed sensor output value.
The engine turbocharger speed sensor value is compared to a calculated speed value that is based on intake manifold pressure (IMP). If the sensor output value is deemed out of range a fault is set.
Engine Variable Geometry Turbocharger (VGT) Actuator Position, Circuit Monitors
The engine VGT actuator position position actuator circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Engine Variable Geometry Turbocharger (VGT) Actuator Position, Rationality Monitors
The engine VGT has a smart actuator position that is checked within Smart Remote Actuator (SRA) unit. Engine VGT position is then communicated to engine control module (ECM) via the SAE J1939 (CAN) data link.
Exhaust Gas Recirculation (EGR) Valve Actuator, Circuit Monitors
The EGR valve actuator circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Exhaust Gas Recirculation (EGR) Valve Actuator, Rationality Monitors
When EGR valve is commanded to be closed, the EGR differential pressure sensor is monitored and expects no pressure difference between upstream and downstream of
EGR venture. A fault occurs when differential pressure greater than a fault limit due to a stuck-open EGR valve or a leaking
EGR valve is detected for a period of time. A stuck-closed
EGR valve can be detected if the difference from the actual burned fraction to the demanded burned fraction is lower than a fault limit for a period of time. There is no EGR Valve position feedback.
Fan, Circuit Monitors
The fan circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Electrical power is supplied to the fan drive from the chassis.
Circuit monitoring is performed on the low side drive. The fan circuitry is such, that when the low side drive is opened the fan will be on. Closing the path to ground causes the fan to turn off.
Since the low side is monitored the checks are only performed under certain conditions:
•
Open circuit monitoring is only performed when the fan is
ON (open circuit low). The open circuit fault detects when power is not supplied to the high side of the fan drive
Fan, Rationality Monitors
Fan speed is calculated from the commanded percent engagement, the engine speed and the fan drive ratio. If a fan speed sensor is present the sensor speed signal is sent.
•
Circuit low monitoring is only performed when the fan is ON
(open circuit low). The circuit low fault detects when the low side control line is shorted to ground
•
Circuit high monitoring is only performed when the fan is
OFF (closed circuit low). The circuit high fault detects an over-current condition on the low side control line. If this over-current condition is detected the drive is disabled (fan
ON) until the key is cycled
Some fans also have a fan speed sensor. If the fan is equipped with a speed sensor circuit high is also supported. This diagnostic is used for any electrical cause of a missing signal.
If the fan does not support a speed sensor this circuit monitor is not supported.
19
Group 28 On Board Diagnostic (OBD) Monitors
Injector, Circuit Monitors
The injector circuits are monitored to identify the following:
•
Circuit open
•
Circuit low
•
Circuit high
Intake Air Temperature (IAT) Sensor, Circuit Monitors
The IAT sensor circuits are monitored to identify the following:
•
Circuit open
•
Out of range low
•
Circuit low
•
Circuit high
Intake Air Temperature (IAT) Sensor, Rationality Monitors
The IAT sensor is used to calculate engine charge air cooler
(CAC) ambient air temperature (AAT). The CAC AAT can be calculated in the two following ways,
•
Using engine exhaust exhaust gas recirculation (EGR) temperature and IAT with their corresponding mass flow rates.
•
Using AAT, engine turbocharger compressor outlet temperature and the mass air flow (MAF) rate.
If there is a mismatch in these two estimated temperatures it is concluded that the most probably cause is on of the temperature sensors. The system then rationalizes which sensor is faulty.
Intake Manifold Pressure (IMP) Sensor Circuit Monitoring
The IMP sensor circuits are monitored to identify the following:
•
Circuit open
•
Out of range low
•
Out of range high
•
Circuit low
•
Circuit high
Intake Manifold Pressure (IMP) Sensor Rationality Monitors
The IMP sensor, BARO sensor, and crankcase pressure (CCP) sensor should show the same pressure when engine speed and torque is low. The diagnosis calculates the difference between:
•
BARO and IMP
•
BARO and CCP
•
IMP and CCP
These comparisons are used to identify defects.
Injector, Rationality Monitors
For injector rationality monitor information refer to “Fuel
Parking Brake Switch, Circuit Monitors
The vehicle electronic control unit (VECU) does not support comprehensive circuit monitoring on parking brake switch.
Parking Brake Switch, Rationality Monitors
The vehicle electronic control unit (VECU) does not support rationality monitors on the parking brake switch.
Power Take-off (PTO) Enable Switch, Circuit Monitors
The vehicle electronic control unit (VECU) does not support comprehensive circuit monitoring for the PTO enable switch input. However, based on the type of failure modes to the circuit the PTO operation will be or become non-functional.
The failure mode behaviors are defined as:
•
Short to Ground – A short circuit to ground will result in a non-functional PTO operation.
•
Short to Battery – A short circuit to battery voltage will not have an immediate affect to the PTO operation, but will result in a non-functional PTO operation after exiting the PTO function or during the next VECU power down/up sequence (I.e. Cycling of the ignition key switch).
•
Open Circuit – An open will result in a non-functional PTO operation.
Power Take-off (PTO) Enable Switch, Rationality Monitors
The vehicle electronic control unit (VECU) does not support rationality monitors on the PTO enable switch.
20
Group 28 On Board Diagnostic (OBD) Monitors
SAE J1939 (CAN1) Data Link, Circuit Monitors
Error detection of the SAE J1939 (CAN1) data link is performed by multiple electronic control units (ECUs). An ECU detecting an error condition signals this by transmitting an error flag.
There are 5 types of error detections:
•
Bit error
SAE J1939 (CAN1) Data Link, Rationality Monitors
Rationality monitors do not exist for the SAE J1939 (CAN1) data link.
SAE J1939 (CAN2) Data Link, Overview
The SAE J1939 (CAN2) data link is a sub-data link that communicates information directly to the engine control module
(ECM). There’s no direct communication to other electronic control units (ECUs) residing on the on the SAE J1939 (CAN1) data link. Information that is sent across the CAN2 data link
SAE J1939 (CAN2) Data Link, Circuit Monitors
Error detection of the SAE J1939 (CAN2) data link is performed by multiple electronic control units (ECUs). An ECU detecting an error condition signals this by transmitting an error flag.
There are 5 types of error detections:
•
Bit error
SAE J1939 (CAN2) Data Link, Rationality Monitors
Rationality monitors do not exist for the SAE J1939 (CAN2) data link.
Time/Date, Circuit Monitoring
The instrument cluster does not support comprehensive circuit monitoring for the Time/Date.
Time/Date, Rationality Monitoring
The engine control module (ECM) does support rational monitoring by comparing time and date from instrument
Vehicle Speed Sensor (VSS), Circuit Monitors
The comprehensive circuit monitors are supported by the vehicle electronic control unit (VECU) and are determined by the vehicle road speed source. When a dedicated speed sensor is used, electrical error detection is supported. When
Vehicle Speed Sensor (VSS), Rationality Monitors
Error detection is performed by comparing another source of vehicle speed information to the calculated vehicle road speed. At zero vehicle road speed an error is generated when the comparison vehicle speed source (ABS/EBS) is higher than a specified limit. When the vehicle road speed is greater than zero the difference between the calculated vehicle road speed and the comparison vehicle speed source (ABS/EBS) is not allowed to be greater than a specified value or a fault is registered.
•
Stuff error
•
Cyclic Redundancy Code (CRC) error
•
Form error
•
Acknowledgement error can be shared on the CAN1 data link via the ECM.
Diagnostic trouble codes (DTCs) are set when an ECU is found to not be communicating or recognized on the data link (off bus mode) or when there is an abnormal rate of occurrence of errors on the data link.
•
Stuff error
•
Cyclic Redundancy Code (CRC) error
•
Form error
•
Acknowledgement error cluster. Soak time is based on engine cooling down using temperatures before and after soak.
the transmission output shaft speed (OSS) sensor is used via the SAE J1939 data link, the diagnostics are based on a communication timeout and receiving “error indicator” flagged from the transmitting electronic control unit (ECU).
21
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
Troubleshooting
Engine Control Module (ECM) Diagnostic Trouble Codes (DTCs)
The manufacturer scan tool is the preferred tool for performing diagnostic work. Contact your local dealer for more information or visit “www.premiumtechtool.com”.
Note: The use of a scan tool is necessary to perform diagnostic work as well as clearing of any diagnostic trouble codes
(DTCs). DTC(s) can no longer be cleared using the vehicles instrument cluster digital display and stalk switch control .
SAE J1939 Data Link Communication
The electronic control units (ECUs) that communicate on the
SAE J1939 data link, communicate according to the SAE
J1587 standard. The diagnostic trouble codes (DTCs) set by the ECUs contain information that is described by the following abbreviations.
SA
SPN
Source Address:
Identification of a control module.
Suspect Parameter Number:
Identification of a parameter (value).
FMI Failure Mode Identifier:
Identification of fault types.
22
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
11
12
13
14
8
9
10
15
16
17
18
19
20
2
5
6
3
4
7
24
25
26
21
22
23
27
28
29
30
31
SAE J1939 FMI Table
FMI
0
1
SAE Text
Data valid but above normal operational range - Most severe level
Data valid but below normal operational range - Most severe level
Data erratic, intermittent or incorrect
Voltage above normal, or shorted to high source
Voltage below normal, or shorted to low source
Current below normal or open circuit
Current above normal or grounded circuit
Mechanical system not responding or out of adjustment
Abnormal frequency or pulse width or period
Abnormal update rate
Abnormal rate of change
Root cause not known
Bad intelligent device or component
Out of calibration
Special instructions
Data valid but above normal operating range - Least severe level
Data valid but above normal operating range - Moderately severe level
Data valid but below normal operating range - Least severe level
Data valid but below normal operating range - Moderately severe level
Received network data in error
Reserved for SAE assignment
Reserved for SAE assignment
Reserved for SAE assignment
Reserved for SAE assignment
Reserved for SAE assignment
Reserved for SAE assignment
Reserved for SAE assignment
Reserved for SAE assignment
Reserved for SAE assignment
Reserved for SAE assignment
Reserved for SAE assignment
Condition exists
23
Group 28
SAE J1587 Data Link Communication
The electronic control units (ECUs) also communicate on the
SAE J1587 data link. These ECUs communicate according to the SAE J1587 standard. The standard has been extended with MACK’s supplement (PPID, PSID). The diagnostic trouble codes (DTCs) set by the ECUs contain information that is described by the following abbreviations.
MID Message Identification Description:
Identification of a control module.
PID Parameter Identification Description:
Identification of a parameter (value).
PPID
SID
PSID
FMI
SAE J1587 FMI Table
9
10
11
12
13
14
15
6
7
4
5
8
1
2
FMI
0
3
SAE Text
Data valid, but above the normal working range
Data valid, but below the normal working range
Intermittent or incorrect data
Abnormally high voltage or short circuit to higher voltage
Abnormally low voltage or short circuit to lower voltage
Abnormally low current or open circuit
Abnormally high current or short circuit to ground
Incorrect response from a mechanical system
Abnormal frequency
Abnormal update rate
Abnormally strong vibrations
Non-identifiable fault
Faulty module or component
Calibration values outside limits
Special instructions
Reserved for future use
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
Proprietary Parameter Identification
Description Mack:
Unique identification of a parameter (value).
Subsystem Identification Description:
Identification of a component.
Proprietary Subsystem Identification
Description Mack:
Unique identification of a component.
Failure Mode Identifier:
Identification of fault types.
24
Group 28
Diagnostic Trouble Code (DTC) Content
SPN 0–500
•
“ECM SPN 84, Wheel-Based Vehicle Speed – MID 128
•
“ECM SPN 91, Accelerator Pedal Position 1 – MID 128
•
“ECM SPN 94, Engine Fuel Delivery Pressure – MID 128
•
“ECM SPN 97, Water in Fuel Indicator – MID 128 PID 97”, page 32
•
“ECM SPN 98, Engine Oil Level – MID 128 PID 98”, page
•
“ECM SPN 100, Engine Oil Pressure – MID 128 PID 100”, page 33
•
“ECM SPN 102, Engine Intake Manifold 1 Pressure – MID
•
“ECM SPN 103, Engine Turbocharger 1 Speed – MID 128
•
“ECM SPN 105, Engine Intake Manifold 1 Temperature –
•
“ECM SPN 108, Barometric Pressure – MID 128 PID 108”, page 36
•
“ECM SPN 110, Engine Coolant Temperature – MID 128
•
“ECM SPN 111, Engine Coolant Level – MID 128 PID 111”, page 38
•
“ECM SPN 153, Engine High Resolution Crankcase
Pressure – MID 128 PID 153/PSID 23”, page 39
•
“ECM SPN 158, Keyswitch Battery Potential – MID 128
•
“ECM SPN 171, Ambient Air Temperature – MID 128 PID
•
“ECM SPN 173, Engine Exhaust Gas Temperature (EGT) –
•
“ECM SPN 175, Engine Oil Temperature 1 – MID 128 PID
•
“ECM SPN 177, Transmission Oil Temperature – MID 128
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
25
Group 28
•
“ECM SPN 188, Engine Speed At Idle, Point 1 (Engine
Configurations) – MID 128 PID 188”, page 44
•
“ECM SPN 190, Engine Speed – MID 128 PID 190”, page
•
“ECM SPN 228, Speed Sensor Calibration – MID 128 PID
•
“ECM SPN 237, Vehicle Identification Number – MID 128
•
“ECM SPN 245, Total Vehicle Distance – MID 128 PID
•
“ECM SPN 251, Time – MID 128 PID 251”, page 46
•
“ECM SPN 252, Date – MID 128 PID 252”, page 47
•
“ECM SPN 411, Engine Exhaust Gas Recirculation
Differential Pressure – MID 128 PID 411”, page 47
•
“ECM SPN 412, Engine Exhaust Gas Recirculation
Temperature – MID 128 PID 412”, page 48
SPN 500–999
•
“ECM SPN 558, Accelerator Pedal 1 Idle Validation Switch
•
“ECM SPN 626, Intake Air Heater (IAH) Relay – MID 128
•
“ECM SPN 628, Program Memory – MID 128 SID 240”, page 50
•
“ECM SPN 629, Electronic Control Unit (ECU) 1 – MID
•
“ECM SPN 630, Calibration Memory – MID 128 SID 253”, page 51
•
“ECM SPN 631, Calibration Module – MID 128 PSID
•
“ECM SPN 633, Engine Fuel Actuator 1 Control Command
•
“ECM SPN 636, Camshaft Position Sensor (CMP) – MID
•
“ECM SPN 637, Crankshaft Position Sensor (CKP) – MID
•
“ECM SPN 639, SAE J1939 Data Link 1 – MID 128 SID
•
“ECM SPN 641, Engine Variable Geometry Turbocharger
(VGT) Actuator 1 – MID 128 SID 27”, page 55
•
“ECM SPN 642, Engine Variable Geometry Turbocharger
(VGT) Actuator 2 – MID 128 PPID 89”, page 56
•
“ECM SPN 647, Engine Fan Clutch Output Device Driver –
•
“ECM SPN 651, Engine Injector Cylinder 1 – MID 128 SID
•
“ECM SPN 652, Engine Injector Cylinder 2 – MID 128 SID
26
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
Group 28
•
“ECM SPN 653, Engine Injector Cylinder 3 – MID 128 SID
•
“ECM SPN 654, Engine Injector Cylinder 4 – MID 128 SID
•
“ECM SPN 655, Engine Injector Cylinder 5 – MID 128 SID
•
“ECM SPN 656, Engine Injector Cylinder 6 – MID 128 SID
•
“ECM SPN 677, Engine Starter Motor Relay – MID 128
•
“ECM SPN 729, Intake Air Heater (IAH) 1 – MID 128 SID
•
“ECM SPN 730, Intake Air Heater (IAH) 2 – MID 128 SID
•
“ECM SPN 975, Estimated Percent Fan Speed – (MID 128
SPN 1000–1999
•
“ECM SPN 1072, Engine Compression Brake Output #1 –
•
“ECM SPN 1127, Engine Turbocharger Intake Manifold
Pressure (IMP) – MID 128 PSID 98”, page 65
•
“ECM SPN 1136, Engine Control Module (ECM)
Temperature – MID 128 PPID 55”, page 66
•
“ECM SPN 1198, Anti–theft Random Number – MID 128
•
“ECM SPN 1231, SAE J1939 Data Link 2 – MID 128 PSID
•
“ECM SPN 1265, Engine Piston Cooling Oil Pressure
Actuator – MID 128 SID 85”, page 67
•
“ECM SPN 1322, Engine Misfire for Multiple Cylinders –
•
“ECM SPN 1659, Engine Coolant System Thermostat –
•
“ECM SPN 1675, Engine Starter Mode – MID 128 SID
•
“ECM SPN 1677, Aftertreatment DPF Auxiliary Heater
Mode – MID 128 PSID 25”, page 69
•
“ECM SPN 1761, Aftertreatment Diesel Exhaust Fluid
(DEF) Tank Level – PPID 278”, page 69
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
27
Group 28
SPN 2000–2999
•
“ECM SPN 2003, Transmission Control Module (TCM)
Status – MID 128 PSID 205”, page 70
•
“ECM SPN 2017, Cruise Control Status – MID 128 PID
•
“ECM SPN 2029, Invalid or Missing Data from Vehicle ECU
•
“ECM SPN 2629, Engine Turbocharger Compressor Outlet
Temperature – MID 128 PID 404”, page 71
•
“ECM SPN 2659, Engine Exhaust Gas Recirculation (EGR)
Mass Flow Rate – MID 128 PPID 35”, page 71
•
“ECM SPN 2791, Engine Exhaust Gas Recirculation (EGR)
Valve Control – MID 128 SID 146”, page 72
•
“ECM SPN 2836, Battery Potential/Switched Voltage – MID
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
28
Group 28
SPN 3000–3999
•
“ECM SPN 3031, Aftertreatment Diesel Exhaust Fluid
(DEF) Tank Temperature – MID 128 PPID 274”, page 73
•
“ECM SPN 3064, Aftertreatment DPF System Monitor –
•
“ECM SPN 3216, Aftertreatment Intake NOx – MID 128
•
“ECM SPN 3226, Aftertreatment Outlet NOx – MID 128
•
“ECM SPN 3245, Aftertreatment DPF Outlet Temperature –
•
“ECM SPN 3249, Aftertreatment DPF Intake Temperature
•
“ECM SPN 3251, Aftertreatment DPF Differential Pressure
•
“ECM SPN 3363, Aftertreatment Diesel Exhaust Fluid
(DEF) Tank Heater – MID 128 PSID 75”, page 77
•
“ECM SPN 3471, Aftertreatment Fuel Pressure Control
Actuator – MID 128 PPID 328”, page 78
•
“ECM SPN 3480, Aftertreatment Diesel Particulate Filter
(DPF) Fuel Pressure – MID 128 PPID 437/PSID 108”, page
•
“ECM SPN 3483, Aftertreatment Regeneration Status –
•
“ECM SPN 3509, Sensor Supply Voltage 1 – MID 128 SID
•
“ECM SPN 3510, Sensor Supply Voltage 2 – MID 128 SID
•
“ECM SPN 3511, Sensor Supply Voltage 3 – MID 128 PSID
•
“ECM SPN 3512, Sensor Supply Voltage 4 – MID 128
•
“ECM SPN 3522, Aftertreatment Total Fuel Used – MID
•
“ECM SPN 3556, Aftertreatment Hydrocarbon Doser – MID
•
“ECM SPN 3597, Aftertreatment Diesel Particulate Filter
(DPF) Regeneration too Frequent – MID 128 PSID 119”, page 84
•
“ECM SPN 3675, Engine Turbocharger Compressor
Bypass Valve Position – MID 128 PPID 330”, page 85
•
“ECM SPN 3720, Aftertreatment DPF Ash Load Percent –
•
“ECM SPN 3936, Aftertreatment DPF System – MID 128
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
29
Group 28
SPN 4000–5500
•
“ECM SPN 4094, NOx Limits Exceeded Due to Insufficient
Diesel Exhaust Fluid (DEF) Quality – MID 128 PSID 90”, page 86
•
“ECM SPN 4095, NOx Limits Exceeded Due to Interrupted
Diesel Exhaust Fluid (DEF) Dosing – MID 128 PSID 90”, page 87
•
“ECM SPN 4334, Afterteatment Diesel Exhaust Fluid (DEF)
Dosing Absolute Pressure – MID 128 PPID 273”, page 87
•
“ECM SPN 4339, Aftertreatment SCR Feedback Control
Status – MID 128 PSID 90”, page 87
•
“ECM SPN 4354, Aftertreatment Diesel Exhaust Fluid
(DEF) Line Heater 1 – MID 128 PSID 103”, page 88
•
“ECM SPN 4356, Aftertreatment Diesel Exhaust Fluid
(DEF) Line Heater 3 – MID 128 PSID 102”, page 88
•
“ECM SPN 4374, Aftertreatment Diesel Exhaust Fluid
(DEF) Pump Motor Speed – MID 128 PSID 87”, page 89
•
“ECM SPN 4375, Aftertreatment Diesel Exhaust Fluid
Pump (DEF) Drive Percentage – MID 128 PSID 121”, page
•
“ECM SPN 4376, Aftertreatment Diesel Exhaust Fluid
(DEF) Return Valve – MID 128 PSID 105”, page 90
•
“ECM SPN 4752, Engine Exhaust Gas Recirculation (EGR)
Cooler Efficiency – MID 128 SID 282”, page 91
•
“ECM SPN 4811, Engine Piston Cooling Oil Pressure –
•
“ECM SPN 4813, Engine Oil Thermostat Bypass Valve
Opening – MID 128 PSID 72”, page 91
•
“ECM SPN 4815, Engine Cooling Fan Thermal Switch
Position – MID 128 PPID 333”, page 92
•
“ECM SPN 5246, Aftertreatment SCR Operator Inducement
Severity – MID 128 PSID 46”, page 92
•
“ECM SPN 5285, Charge Air Cooler (CAC) Temperature –
•
“ECM SPN 5298, Aftertreatment Diesel Oxidation Catalyst
(DOC) Conversion Efficiency – MID 128 PSID 99”, page 93
•
“ECM SPN 5392, Aftertreatment Diesel Exhaust Fluid
(DEF) Dosing Valve Loss of Prime – MID 128 PSID 121”, page 94
•
“ECM SPN 5394, Aftertreatment Diesel Exhaust Fluid
(DEF) Dosing Valve – MID 128 PSID 89”, page 94
•
“ECM SPN 5394, Aftertreatment Diesel Exhaust Fluid
(DEF) Dosing Valve – MID 128 PSID 90”, page 95
•
“ECM SPN 5485, Aftertreatment Diesel Exhaust Fluid
(DEF) Pump Orifice – MID 128 PSID 121”, page 95
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
30
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 84, Wheel-Based Vehicle Speed – MID 128 PID 84
Type of fault:
FMI 9
FMI 10
FMI 13
FMI 19 •
•
FMI Description:
Abnormal update rate
•
Fault Condition:
Missing signal from VECU
•
Abnormal rate of change
•
Vehicle speed deemed inaccurate by
VECU
•
Out of calibration
•
No vehicle speed available to VECU
Received network data in error
•
Vehicle speed deemed inaccurate by
VECU
•
•
Possible
Symptoms:
•
Engine derate
•
SAE J1587 data link vehicle speed message does not exist, (VECU error)
•
VECU
MIL illuminated
(13L engine only)
•
MIL illuminated
(13L engine only)
MIL illuminated
(13L engine only)
•
•
Possible Cause:
•
Vehicle speed sensor (VSS)
•
VECU
Vehicle speed sensor (VSS)
VECU
•
Vehicle speed sensor (VSS)
•
VECU
ECM SPN 91, Accelerator Pedal Position 1 – MID 128 PID 91
Type of fault:
FMI 9
FMI Description:
FMI 13
FMI 10
FMI 19
Fault Condition:
•
Abnormal update rate
•
Out of calibration
•
Pedal not connected to
VECU
•
Abnormal rate of change
•
•
Missing signal from VECU
Pedal position deemed inaccurate by
VECU
•
Received network data in error
•
Pedal position deemed inaccurate by
VECU
•
•
•
Possible
Symptoms:
N/A
•
MIL illuminated
(13L engine only)
Possible Cause:
•
SAE J1587 data link pedal information not available
•
Accelerator pedal sensor fault
MIL illuminated
(13L engine only)
MIL illuminated
(13L engine only)
•
•
Accelerator pedal sensor fault
Accelerator pedal sensor fault
ECM SPN 94, Engine Fuel Delivery Pressure – MID 128 PID 94
Possible Cause: Type of fault:
FMI 3
FMI Description:
•
Voltage above normal, or shorted to high source
FMI 5 •
Current below normal or open circuit
Fault Condition:
•
Low fuel pressure sensor signal line voltage
Possible
Symptoms:
•
N/A
•
Low fuel pressure sensor signal line voltage
•
N/A
•
•
Damaged contacts in harness
Faulty fuel pressure sensor
•
Open circuit.
•
Damaged contacts in harness
•
Faulty fuel pressure sensor
31
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 7
FMI 13
FMI 15
FMI 17
FMI 18
•
Mechanical system not responding properly
•
Drop in fuel pressure
•
Out of Calibration
•
Sensor indicates a invalid value
•
•
Engine derate
•
Clogged fuel filter
•
Faulty fuel pressure sensor
•
Leaking fuel line or fitting
•
Poor fuel pump response
•
N/A
N/A
•
Wiring harness
•
Faulty fuel pressure sensor
•
Clogged fuel filter
•
Wiring harness
•
Faulty fuel pressure sensor
•
Data valid but above normal operating range - Least severe level
•
Data valid but below normal operating range - Least severe level
•
Data valid but below normal operating range - Moderately severe level
•
Sensor indicates a invalid value
•
Sensor indicates a invalid value
•
Drop in fuel pressure
•
•
N/A
Engine derate
•
•
•
•
•
•
Wiring harness
Faulty fuel pressure sensor
Clogged fuel filter
Clogged fuel filter
Faulty fuel pressure sensor
Leaking fuel line or fitting
•
Poor fuel pump response
ECM SPN 97, Water in Fuel Indicator – MID 128 PID 97
FMI Description:
Fault Condition: Possible Cause: Type of fault:
FMI 0
FMI 3
FMI 4
•
Data valid but above normal operational range - Most severe level
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
•
Water in fuel is indicated
•
N/A
N/A
Possible
Symptoms:
•
Uneven running
•
Engine stalling
•
Undetected water in fuel supply
•
Uneven running
•
Engine stalling
•
Undetected water in fuel supply
•
Uneven running
•
•
Water in fuel
Open circuit
•
Short to ground
•
Open circuit
•
Faulty sensor
32
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 98, Engine Oil Level – MID 128 PID 98
FMI Description: Fault Condition: Type of fault:
FMI 1
FMI 4
•
Data valid but above normal operational range
•
Critically below range
Possible
Symptoms:
•
Red engine shutdown or yellow electronic malfunction lamps illuminated dependent of severity
•
Oil level can not be measured
FMI 5
FMI 18
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
Data valid but below normal operating range - Moderately severe level
•
Short Circuit -
Positive side
•
Short Circuit +,
Positive side
•
Open Circuit +,
Positive side
•
Open Circuit-
Negative side
•
Moderately below range
•
Critically below range
•
Oil level can not be measured
•
Red engine shutdown or
Yellow electronic malfunction lamps illuminated dependent of severity
Possible Cause:
•
Low oil level leakage
•
Critically low oil level
•
Engine Oil Level (EOL) sensor failure
•
Faulty harness
•
Engine Oil Level (EOL) sensor failure
•
Faulty harness
•
Low oil level leakage
•
Moderately low oil level
ECM SPN 100, Engine Oil Pressure – MID 128 PID 100
Type of fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 1
FMI 3
•
Data valid but below normal operational range
•
Critically below range
•
Voltage below normal or shorted low
•
Short Circuit +,
Measuring line
•
Open Circuit,
Ground line
•
Engine derate
•
Low pressure
•
Red engine shutdown lamp illuminated
•
Oil pressure shows 0 in the cluster, engine is running
•
Yellow electronic malfunction lamp illuminated
•
Oil leakage
•
Broken oil pump
•
Clogged oil system
•
Engine Oil Pressure (EOP) sensor failure
•
Faulty harness
33
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 5
FMI 13
FMI 15
FMI 17
•
Current below normal or open circuit
•
Out of Calibration
•
Sensor indicates a invalid value
•
Data valid but above normal operating range - Least severe level
•
Data valid but below normal operating range - Least severe level
•
•
Open Circuit +, 5V
Supply line
•
Short Circuit -,
Measuring line
•
Open Circuit,
Measuring line
Sensor indicates a invalid value
•
Sensor indicates a invalid value
•
Oil pressure shows 0 in the cluster, engine is running
•
Yellow electronic malfunction lamps illuminated
•
Oil pressure shows 0 in the cluster, engine is running
•
Oil pressure shows 0 in the cluster, engine is running
•
Oil pressure shows 0 in the cluster, engine is running
•
Engine Oil Pressure (EOP) sensor failure
•
Faulty harness
•
Engine Oil Pressure (EOP) sensor failure
•
Faulty harness
•
Engine Oil Pressure (EOP) sensor failure
•
Faulty harness
•
Engine Oil Pressure (EOP) sensor failure
•
Faulty harness
ECM SPN 102, Engine Intake Manifold 1 Pressure – MID 128 PID 102
FMI Description:
Possible Cause: Type of fault:
FMI 2
FMI 3
FMI 5
FMI 12
•
Data erratic, intermittent or incorrect
•
Voltage above normal, or shorted to high source
•
Current below normal or open circuit
•
Bad intelligent device or component
Fault Condition:
•
Intake Manifold
Pressure Sensor output is too high or too low
•
A short to battery in the metering circuit
•
An open in the ground circuit of the Intake
Manifold Pressure
Sensor
•
A short to ground in the harness
•
An open in the 5 volt supply circuit
•
An open in the metering circuit
•
Intake Manifold
Pressure sensor output is too high
•
Sensor indicates a invalid value
Possible
Symptoms:
•
Engine derate
•
MIL lamp illuminated
•
Engine derate
•
MIL lamp illuminated
•
Engine derate
•
MIL lamp illuminated
•
Engine derate
•
MIL lamp illuminated
•
•
•
•
•
•
•
•
•
•
Faulty harness
Intake Manifold Pressure sensor
Faulty harness
Harness connectors
Intake Manifold Pressure sensor
Faulty harness
Harness connectors
Intake Manifold Pressure sensor
Faulty harness
Intake Manifold Pressure sensor
34
Group 28
FMI 13
FMI 14
FMI 15
FMI 17
•
Out of Calibration
•
Sensor indicates a invalid value
•
Special instructions
•
Intake Manifold
Pressure sensor output is too low
•
Sensor indicates a invalid value
•
Data valid but above normal operating range - Least severe level
•
Intake Manifold
Pressure sensor output is too high
•
Data valid but below normal operating range - Least severe level
•
Sensor indicates a invalid value
•
Engine derate
•
MIL lamp illuminated
•
Engine derate
•
MIL lamp illuminated
•
Engine derate
•
MIL lamp illuminated
•
Engine derate
•
MIL lamp illuminated
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
Faulty harness
•
Harness connectors
•
Intake Manifold Pressure sensor
•
Faulty harness
•
Intake Manifold Pressure sensor
•
Inlet air leakage
•
•
Faulty harness
•
Harness connectors
•
Intake Manifold Pressure sensor
•
Faulty harness
•
Harness connectors
Intake Manifold Pressure sensor
ECM SPN 103, Engine Turbocharger 1 Speed – MID 128 PID 103
Possible Cause: Type of fault:
FMI 0
FMI 1
FMI 9
FMI 15
FMI 17
FMI Description: Fault Condition:
•
•
Data valid but above normal operational range
•
Data valid but below normal operational range - Most severe level
Abnormal update rate
•
Data valid but above normal operating range - Least severe level
•
Data valid but below normal operating range - Least severe level
•
Turbocharger speed is at least
25% greater than the target wheel speed for the measured boost
•
Turbocharger speed is at least
25% less than the target wheel speed for the measured boost
•
A fault is logged if the Turbocharger
Speed Sensor signal is lost
•
Turbocharger speed is at least
25% greater than the target wheel speed for the measured boost
•
Turbocharger speed is at least
25% less than the target wheel speed for the measured boost
Possible
Symptoms:
•
Engine derate
•
MIL illuminated
•
Engine derate
•
MIL illuminated
•
Engine derate
•
MIL illuminated
•
Engine derate
•
MIL illuminated
•
Engine derate
•
MIL illuminated
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Miss detection
Faulty harness
Faulty harness connector
Turbocharger Speed Sensor
Miss detection
Faulty harness
Faulty harness connector
Turbocharger Speed Sensor
Faulty harness
Faulty harness connector
Turbocharger Speed Sensor
•
Miss detection
•
Faulty harness
•
Faulty harness connector
•
Turbocharger Speed Sensor
Miss detection
Faulty harness
Faulty harness connector
Turbocharger Speed Sensor
35
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 105, Engine Intake Manifold 1 Temperature – MID 128 PID 105
Type of fault:
FMI 0
FMI 2
FMI 4
FMI 5
FMI 13
FMI 17
FMI Description: Fault Condition:
•
Data valid but above normal operational range - Most severe level
•
Data erratic, intermittent or incorrect
•
Sensor indicates a invalid value
•
The Intake
Manifold
Temperature sensor output is too high or too low
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuitt
•
N/A
•
Out of Calibration
•
The sensor output
•
Data valid but below normal operating range - Least severe level
•
Possible short to sensor is showing a constant value
•
The sensor output is showing a constant value
Possible
Symptoms:
Possible Cause:
•
Engine derate
•
Poor cooling
•
Extreme running conditions
•
Engine derate
•
MIL illuminated
•
Difficult to start in cold climates
•
Minor cold engine smoke
•
Engine derate
•
MIL illuminated
•
Difficult to start in cold climates
•
Engine derate
•
MIL illuminated
•
Engine derate
•
Minor cold engine smoke
•
MIL illuminated
•
Engine derate
•
Minor cold engine smoke
•
MIL illuminated
•
•
•
•
•
•
•
•
•
•
•
Poor cooling
Extreme running conditions
Engine Intake Manifold sensor
Faulty harness
•
Faulty harness connector
•
Ambient Air Temperature sensor
•
Engine Intake Manifold sensor
•
Faulty harness
•
Faulty harness connector
Engine Intake Manifold sensor
•
Faulty harness
•
Faulty harness connector
Engine Intake Manifold sensor
Faulty harness
Faulty harness connector
Engine Intake Manifold sensor
Faulty harness
Faulty harness connector
ECM SPN 108, Barometric Pressure – MID 128 PID 108
FMI Description:
Fault Condition: Possible Cause: Type of fault:
FMI 2 •
Data erratic, intermittent or incorrect
•
Barometric
Pressure sensor output is too high or too low
Possible
Symptoms:
•
Minor engine derate
•
MIL illuminated
•
•
Faulty Sensor
Faulty Engine Control Module
36
Group 28
FMI 3
FMI 4
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Short to battery on the metering side
•
A short to ground on the metering side
•
MIL illuminated
•
Internal fault in the Engine Control
Module
•
Faulty Sensor
•
MIL illuminated
•
Internal fault in the Engine Control
Module
•
Faulty Sensor
ECM SPN 110, Engine Coolant Temperature – MID 128 PID 110
Type of fault:
FMI 0
FMI 2
FMI 4
FMI 5
FMI 10
FMI 13
•
FMI Description:
•
Data valid but above normal operational range - Most severe level
•
Data erratic, intermittent or incorrect
•
Voltage below normal or shorted low
•
Current below normal or open circuit
Abnormal rate of change
•
Fault Condition:
•
Coolant temperature indicates critical limit
•
Engine Coolant
Temperature sensor output is too high or too low
•
Engine Coolant
Temperature sensor voltage too low
N/A
•
Engine Coolant
Temperature sensor output is showing a constant value
•
Out of Calibration
•
Sensor out of range
•
Sensor indicates a invalid value
•
Possible
Symptoms:
•
Engine derate
•
Red engine shutdown lamp illuminated
•
May affect driveability in extreme cases
•
MIL illuminated
•
Difficult to start in cold climates
•
Idle run regulation is deteriorated
•
MIL illuminated
•
Difficult to start in cold climates
•
Idle run regulation is deteriorated
•
MIL illuminated
•
May affect vehicle driveability
•
MIL illuminated
MIL illuminated
•
•
•
•
•
•
•
•
•
•
Possible Cause:
•
Extreme driving condition
•
Faulty coolant thermostat
•
Malfunctioning fan
•
Blocked radiator
Faulty Sensor
Faulty harness
Faulty coolant thermostat
Faulty Sensor
Faulty harness
Faulty Sensor
Faulty harness
Faulty Sensor
Faulty harness
Faulty Sensor
37
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 16
FMI 17
•
Data valid but above normal operating range - Moderately severe level
•
Data valid but below normal operating range - Least severe level
•
Coolant temperature indicates moderate upper limit
•
Sensor out of range
•
Sensor indicates a invalid value
•
Engine derate
•
Yellow electronic malfunction lamp illuminated
•
Extreme driving condition
•
Faulty coolant thermostat
•
Malfunctioning fan
•
Blocked radiator
•
MIL illuminated
•
Faulty Sensor
ECM SPN 111, Engine Coolant Level – MID 128 PID 111
Possible Cause: Type of fault:
FMI 1
FMI 3
FMI 4
FMI 5
FMI 14
FMI 18
FMI Description:
•
Data valid but below normal operational range - Most severe level
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
Special instructions
•
Sensor out of range
•
Sensor indicates a invalid value
•
Data valid but below normal operating range - Moderately severe level
•
•
Fault Condition:
•
Critically below range
•
Coolant level can not be detected
Short Circuit +, measuring line
•
Coolant level can not be detected
Short Circuit -, measuring line
•
Coolant level can not be detected
•
Open Circuit
•
Coolant level can not be detected
•
Sensor out of range
•
Sensor indicates a invalid value
Possible
Symptoms:
•
Engine derate
•
Red engine shutdown lamp illuminated
•
Coolant level can not be detected
•
Coolant level can not be detected
•
Yellow electronic malfunction lamp illuminated
•
Coolant level can not be detected
•
Yellow electronic malfunction lamp illuminated
•
Coolant level can not be detected
•
Yellow electronic malfunction lamp illuminated
•
Coolant level can not be detected
•
Yellow electronic malfunction lamp illuminated
•
Coolant level can not be detected
•
Yellow electronic malfunction lamp illuminated
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Coolant level below range
Faulty harness
Faulty harness
Faulty harness connector
Faulty level sensor
Faulty harness
Faulty harness connector
Faulty level sensor
Faulty harness
Faulty harness connector
Faulty level sensor
Faulty harness
Faulty harness connector
Faulty level sensor
Faulty harness
Faulty harness connector
Faulty level sensor
38
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 153, Engine High Resolution Crankcase Pressure – MID 128
PID 153/PSID 23
Type of fault:
FMI 0
FMI 2
FMI 3
FMI 5
FMI 7
FMI 13
FMI 15
FMI 17
FMI Description:
•
Data valid but above normal operational range - Most severe level
Fault Condition:
•
Out of range, max voltage, illegal
•
Critically Above
Range
•
Data erratic, intermittent or incorrect
•
Voltage above normal or shorted to high source
•
Current below normal or open circuit
•
Crankcase pressure indication to high or to low a value
•
Short Circuit +,
Measuring line
•
Open Circuit,
Ground line
•
Open Circuit +, 5V
Supply Line
•
Short Circuit -, measuring line
•
Open Circuit, measuring line
•
Mechanical system not responding or out of adjustment
•
Data valid but below normal operating range - Least severe level
•
Leakage detected in the crankcase ventilation system
•
Out of Calibration
•
Sensor out of range
•
Sensor indicates a invalid value
•
Data valid but above normal operating range - Least severe level
•
Sensor out of range
•
Sensor indicates a invalid value
•
Sensor out of range
•
Sensor indicates a invalid value
Possible
Symptoms:
Possible Cause:
•
Red engine shutdown lamp illuminated
•
Forced idle
•
Engine shut down
•
Piston ring blow-by
•
MIL illuminated
•
Faulty Crank Case Pressure senor
•
Faulty harness
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
•
•
•
Faulty Crank Case Pressure senor
Faulty harness
Faulty Crank Case Pressure senor
Faulty harness
•
MIL illuminated
•
Faulty separator, hoses or pipes
•
MIL illuminated
•
Faulty Sensor
•
MIL illuminated
•
Faulty Sensor
•
MIL illuminated
•
Faulty Sensor
ECM SPN 158, Keyswitch Battery Potential – MID 128 PID 158/PSID 124
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 0 •
Data valid but above normal operational range
•
Engine Control
Module battery voltage too high
Possible
Symptoms:
•
N/A
•
Charging system fault
•
External charger
•
Engine control module (ECM)
39
Group 28
FMI 1
FMI 3
FMI 4
FMI 16
FMI 18
•
Data valid but below normal operational range
•
Engine Control
Module battery voltage too low
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Engine Control
Module battery voltage too high
•
Engine Control
Module battery voltage too low
•
Data valid but above normal operating range - Moderately severe level
•
Data valid but below normal operating range - Moderately severe level
•
Engine Control
Module battery voltage too high
•
Engine Control
Module battery voltage too low
•
Starter will not crank
•
N/A
•
Starter will not crank
•
N/A
•
Starter will not crank
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
Charging system fault
•
Battery
•
Ground connection
•
Charging system fault
•
External charger
•
Engine control module (ECM)
•
Charging system fault
•
Battery
•
Ground connection
•
Charging system fault
•
External charger
•
Engine control module (ECM)
•
Charging system fault
•
Battery
•
Ground connection
ECM SPN 171, Ambient Air Temperature – MID 128 PID 171
FMI Description: Possible Cause: Type of fault:
FMI 2
FMI 9
FMI 10
FMI 12
•
•
•
Data erratic, intermittent or incorrect
Abnormal Update
Rate
Abnormal rate of change
•
Bad intelligent device or component
Fault Condition:
•
Key ON, Ambient
Air Temperature message missing on SAE J1939 and
SAE J1587 data links
•
Key ON, Ambient
Air Temperature message missing on SAE J1587 data link
•
Ambient
Temperature sensor signal fault
•
Loss of SAE
J1939 data link communication between Engine
Control Module and Instrument
Cluster Control
Module
Possible
Symptoms:
•
N/A
•
N/A
•
MIL illuminated
(13L engine only)
•
MIL illuminated
(13L engine only)
•
•
•
•
•
•
•
Faulty instrument cluster
Faulty harness
Faulty instrument cluster
Faulty harness
Faulty instrument cluster
Faulty instrument cluster
Faulty harness
40
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 13
FMI 14
FMI 19
•
Out of calibration
•
Ambient
Temperature sensor signal fault
•
No ambient temperature calculated by
Vehicle ECU
•
No valid ambient temperature received by
Engine Control
Module
•
Special instructions
•
Ambient
Temperature sensor signal fault
•
Received network data in error
•
Ambient
Temperature sensor signal fault
•
MIL illuminated
(13L engine only)
•
Faulty instrument cluster/harness or cluster harness connectors
•
MIL illuminated
•
Ambient Temperature sensor signal missing from Vehicle ECU
•
MIL illuminated
(13L engine only)
•
Faulty instrument cluster
41
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 173, Engine Exhaust Gas Temperature (EGT) – MID 128 PID 173
Type of fault:
FMI 0
FMI 2
FMI 4
FMI 5
FMI Description:
•
Data valid but above normal operational range - Most severe level
•
Data erratic, intermittent or incorrect
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
Fault Condition:
•
Exhaust Gas
Temperature is critically high
Sensor is not rational
•
Short to ground on the metering side of the circuit
•
Short to battery on the metering side of the circuit
•
Open in the metering side of the circuit
•
Open in the ground side of the circuit
Possible
Symptoms:
•
Engine derate
•
Poor driveability
•
Regeneration is not possible
•
•
•
Possible Cause:
Faulty harness
Faulty harness connector
Intake air leak
•
MIL illuminated
•
Regeneration is not possible
•
MIL illuminated
•
Regeneration is not possible
•
Faulty harness
•
Faulty harness connector
•
Exhaust leak
•
Intake air leak
•
Sensor failure
•
Sensor failure
•
Faulty harness
•
Faulty harness connector
•
Aftertreatment control module (ACM)
•
MIL illuminated
•
Faulty harness
•
Sensor failure
•
Faulty harness connector
FMI 15
FMI 16
•
Data valid but above normal operating range - Least severe level
•
Data valid but above normal operating range - Moderately severe level
•
Sensor out of range
•
Sensor indicates a invalid value
•
Exhaust Gas
Temperature is moderately too high
•
MIL illuminated
•
Sensor failure
•
Faulty harness
•
Engine derate
•
Poor driveability
•
•
•
Faulty harness
Faulty harness connector
Intake air leak
42
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 175, Engine Oil Temperature 1 – MID 128 PID 175
Type of fault:
FMI 0
FMI 2
FMI 4
FMI 5
FMI 13
FMI 16
FMI 17
•
FMI Description:
•
Data valid but above normal operational range - Most severe level
Data erratic, intermittent or incorrect
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
•
•
Fault Condition:
•
Extreme driving conditions
•
Engine oil temperature critically above range
•
Engine oil temperature sensor indicating too high or too low a value (abnormal value)
Short circuit -, measuring line
Short circuit +, measuring line
Open circuit
•
Possible
Symptoms:
Red engine shutdown lamp illuminated
•
Engine derate
•
MIL illuminated
(13L engine only)
•
In some cases may have an effect on driveability
•
MIL illuminated
(13L engine only)
•
Yellow electronic malfunction lamp illuminated
•
MIL illuminated
(13L engine only)
•
Yellow electronic malfunction lamp illuminated
•
•
•
•
•
•
Possible Cause:
•
Extreme driving conditions
•
Engine cooling fan
•
Oil thermostat
•
Coolant system
•
Clogged oil cooler
Engine Oil Temperature (EOT) sensor failure
Faulty harness
Engine Oil Temperature (EOT) sensor failure
Faulty harness
Engine Oil Temperature (EOT) sensor failure
Faulty harness
•
MIL illuminated
•
Engine Oil Temperature (EOT) sensor failure
•
Out of Calibration
•
Sensor out of range
•
Sensor indicates a invalid value
•
Data valid but above normal operating range - Moderately severe level
•
Extreme driving conditions
•
Engine oil temperature is moderately too high
•
Data valid but below normal operating range - Least severe level
•
Sensor out of range
•
Sensor indicates a invalid value
•
Yellow electronic malfunction lamp illuminated
•
Engine derate
•
Extreme driving conditions
•
Engine cooling fan
•
Oil thermostat
•
Coolant system
•
Clogged oil cooler
•
MIL illuminated
•
Engine Oil Temperature (EOT) sensor failure
43
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 177, Transmission Oil Temperature – MID 128 PID 177
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 0
FMI 16
•
Data valid but above normal operational range - Most severe level
•
Data valid but above normal operating range - Moderately severe level
•
Oil temperature critically above range
•
Oil temperature is moderately too high
Possible
Symptoms:
•
Red engine shutdown lamp illuminated
•
Yellow electronic malfunction lamp illuminated
•
•
•
•
•
Transmission oil cooler
Coolant system
Extreme driving conditions
Engine cooling fan
Oil thermostat
•
Coolant system
•
Clogged oil cooler
ECM SPN 188, Engine Speed At Idle, Point 1 (Engine Configurations) –
MID 128 PID 188
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 0
FMI 1
•
Data valid but above normal operational range - Most severe level
•
Data valid but below normal operational range - Most severe level
•
Engine idle speed above desired speed
•
Engine idle speed below desired speed
Possible
Symptoms:
•
MIL illuminated
•
High engine oil consumption
•
High fuel consumption
•
MIL illuminated
•
High fuel consumption
•
•
•
•
•
Engine oil entering cylinders
Leaking or faulty fuel injector
Low engine torque production
Faulty fuel injector
Low cylinder compression
•
Engine friction is too high
ECM SPN 190, Engine Speed – MID 128 PID 190
FMI Description: Fault Condition: Type of fault:
FMI 0 •
Data valid but above normal operational range - Most severe level
•
Engine is/was overspeeding
Possible
Symptoms:
•
Red engine shutdown lamp illuminated
Possible Cause:
•
Engine oil entering cylinders
•
Faulty crankcase oil filter
•
Possible engine brake engaged causing engine overspeeding
•
Possible transmission downshift causing engine overspeeding
44
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 228, Speed Sensor Calibration – MID 128 PID 228
FMI Description: Fault Condition: Type of fault:
FMI 9
FMI 11 •
•
Abnormal update rate
Failure mode not identifiable
•
SAE J1587 data link calibration factor message does not exist.
(VECU error).
•
SAE J1587 data link calibration factor message does not exist.
(VECU error).
•
Possible
Symptoms:
Possible Cause:
•
Wrong trip data
•
Vehicle ECU
Wrong trip data
•
Vehicle ECU
ECM SPN 237, Vehicle Identification Number – MID 128 PSID 161/162
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 2
FMI 12
•
Data erratic, intermittent or incorrect
•
Bad intelligent device or component
•
•
No answer from
VIN
Bad answer from
VIN
Possible
Symptoms:
•
Yellow electronic malfunction lamp illuminated
•
Engine will not start
•
Yellow electronic malfunction lamp illuminated
•
Engine will not start
•
Data link error
•
ECM
•
Missing VIN in other ECM’s (commonly
VECU, LCM)
•
ECM
•
Mismatched VIN sent from other
ECM’s (commonly VECU, LCM)
ECM SPN 245, Total Vehicle Distance – MID 128 PID 245
FMI Description: Possible Cause: Type of fault:
FMI 9 •
Abnormal update rate
Fault Condition:
•
SAE J1587 data link total vehicle distance message does not exist.
(VECU error).
Possible
Symptoms:
•
N/A
•
Vehicle ECU
45
Group 28
ECM SPN 251, Time – MID 128 PID 251
FMI Description: Type of fault:
FMI 2
FMI 9 •
•
Data erratic, intermittent or incorrect
Abnormal update rate
Fault Condition:
•
Time data message missing on SAE J1587 and
J1939 data links.
(Cluster error).
•
Time stamp from cluster isn’t available.
•
Time data message didn’t arrive when expected. (Cluster error).
•
Time stamp from cluster isn’t available.
Possible
Symptoms:
•
N/A
•
N/A
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
Possible Cause:
•
Instrument Cluster
Instrument Cluster
FMI 10
FMI 12
FMI 13
FMI 19
•
Abnormal rate of change
•
Soak time too long.
•
Time data fault, data deemed inaccurate.
•
MIL illuminated
(13L engine only)
•
Engine makes warm start but cold start needed.
•
Instrument Cluster
•
•
•
Bad intelligent device or component
Out of calibration
Received network data in error
•
•
•
•
Time and date data missing on
J1939 data link.
Time/date fault
Soaktime too long.
Time data fault, data deemed inaccurate.
•
•
•
MIL illuminated
•
Instrument Cluster
•
Faulty harness
•
Faulty harness connector
MIL illuminated
(13L engine only)
MIL illuminated
(13L engine only)
•
Instrument Cluster
•
Faulty harness
•
Faulty harness connector
•
Instrument Cluster
46
Group 28
ECM SPN 252, Date – MID 128 PID 252
FMI Description: Type of fault:
FMI 9 •
Abnormal update rate
Fault Condition:
•
Time stamp from cluster isn’t available.
•
Date data message missing on SAE J1587 data link. (Cluster error).
Possible
Symptoms:
•
N/A
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
Possible Cause:
•
Instrument Cluster
ECM SPN 411, Engine Exhaust Gas Recirculation Differential Pressure –
MID 128 PID 411
Type of fault:
FMI 0
FMI 1
FMI 2
FMI 3
•
FMI Description:
•
Data valid but above normal operational range - Most severe level
•
Data valid but below normal operational range - Most severe level
Data erratic, intermittent or incorrect
•
Voltage above normal or shorted to high source
•
Fault Condition:
•
Exhaust Gas
Recirculation
(EGR) differential pressure sensor output reading too high. (abnormal value)
•
Exhaust Gas
Recirculation
(EGR) differential pressure sensor output reading too low. (abnormal value)
•
Only used to control EGR valve.
Short to battery in metering line
•
Open in the ground circuit
•
•
Possible
Symptoms:
•
MIL illuminated
•
Engine derate
Possible Cause:
•
MIL illuminated
•
Faulty harness
•
Faulty harness connector
•
Faulty sensor
•
Clogged venturi
•
N/A
MIL illuminated
Engine derate
•
•
•
•
•
•
•
Faulty harness
Faulty harness connector
Faulty sensor
EGR leakage
Clogged EGR cooler
N/A
Faulty EGR differential pressure sensor connector
•
Faulty EGR differential pressure sensor harness
•
Faulty EGR differential pressure sensor
47
Group 28
FMI 5
FMI 7
•
Current below normal or open circuit
•
Mechanical system not responding or out of adjustment
•
Open in the 5 volt supply line
•
Short to ground in metering line
•
Open in the metering line
•
EGR differential pressure sensor is read either to high or too low.
(Abnormal value).
•
MIL illuminated
•
Engine derate
•
MIL illuminated
•
Engine derate
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
Faulty EGR differential pressure sensor connector
•
Faulty EGR differential pressure sensor harness
•
Faulty EGR differential pressure sensor
•
Faulty EGR differential pressure sensor connector
•
Faulty EGR differential pressure sensor harness
•
Faulty EGR differential pressure sensor
•
EGR valve
•
EGR valve leak
•
Clogged venturi
ECM SPN 412, Engine Exhaust Gas Recirculation Temperature – MID 128
PID 412
Type of fault:
FMI 0
FMI 2
FMI 4
FMI 5
FMI Description:
•
Data valid but above normal operational range - Most severe level
•
Data erratic, intermittent or incorrect
•
Voltage below normal, or shorted to low source
•
Engine Exhaust
Gas Recirculation
Temperature is above range
•
EGR temperate signal, believed to be not valid
(plausibility fault)
•
Short to ground on the metering side of the EGR
Sensor circuit
•
Current below normal or open circuit
Fault Condition:
•
Short to battery in the metering side of the EGR
Sensor circuit
•
Open in the metering side of the EGR Sensor circuit
•
Open circuit in the ground line of the EGR Sensor circuit
•
•
Possible
Symptoms:
Possible Cause:
•
Engine derate
•
Extreme driving conditions
•
EGR cooler failure
•
MIL illuminated
•
Engine derate
•
MIL illuminated
•
Engine power will be derated according to the error torque map
MIL illuminated
Engine derate
•
•
•
Faulty sensor
Faulty EGR Temperature Sensor connector
•
Faulty EGR Temperature Sensor harness
Faulty EGR Temperature Sensor
•
Faulty EGR Temperature Sensor connector
•
Faulty EGR Temperature Sensor harness
•
Faulty EGR Temperature Sensor
48
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 13
FMI 13
FMI 15
FMI 16
FMI 17
•
Out of calibration
•
Engine Exhaust
Gas Recirculation
Temperature sensor is out of range (low)
•
Sensor indicates a invalid value
•
Out of calibration
•
Engine Exhaust
Gas Recirculation
Temperature sensor is above range
•
Data valid but above normal operating range - Least severe level
•
Data valid but above normal operating range - Moderately severe level
•
Data valid but below normal operating range - Least severe level
•
Engine Exhaust
Gas Recirculation
Temperature sensor is out of range (high)
•
Sensor indicates a invalid value
•
Engine Exhaust
Gas Recirculation
Temperature is above range
•
Engine Exhaust
Gas Recirculation
Temperature is out of range (low)
•
Sensor indicates a invalid value
•
MIL illuminated
•
Faulty EGR Temperature Sensor connector
•
Faulty EGR Temperature Sensor harness
•
Faulty EGR Temperature Sensor
•
Engine derate
•
Extreme driving conditions
•
EGR cooler failure
•
MIL illuminated
•
Faulty EGR Temperature Sensor connector
•
Faulty EGR Temperature Sensor harness
•
Faulty EGR Temperature Sensor
•
Engine derate
•
Extreme driving conditions
•
EGR cooler failure
•
MIL illuminated
•
Faulty EGR Temperature Sensor connector
•
Faulty EGR Temperature Sensor harness
•
Faulty EGR Temperature Sensor
ECM SPN 558, Accelerator Pedal 1 Idle Validation Switch – MID 128 SID 230
FMI Description: Possible Cause: Type of fault:
FMI 3
FMI 5
•
Voltage above normal, or shorted to high source
•
Current below normal or open circuit
Fault Condition:
•
Idle Validation
Switch (IVS) signal shorted to voltage
•
Idle Validation
Switch (IVS) signal shorted to ground or open
Possible
Symptoms:
•
Yellow electronic malfunction lamp illuminated
•
Yellow electronic malfunction lamp illuminated
•
•
Faulty harness or connector
Faulty harness or connector
49
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 626, Intake Air Heater (IAH) Relay – MID 128 PID 45
FMI Description: Fault Condition: Type of fault:
FMI 3
FMI 4
FMI 5
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
•
•
Short Circuit +,
Measuring line
Short Circuit -,
Measuring line
Open Circuit
Possible
Symptoms:
•
Preheat relay not activated
•
White smoke for cold start
•
Start problems in cold climate
•
Red engine shutdown lamp illuminated (13L engine CXU, CHU and GU only)
•
Yellow electronic malfunction lamp illuminated
•
Induction air is hot
•
Preheat relay is impossible to turn off
•
Preheat relay not activated
•
White smoke for cold start
•
Start problems in cold climate
Possible Cause:
•
Preheat relay solenoid shorted
•
Faulty harness
•
Faulty Preheat relay
•
Faulty harness
ECM SPN 628, Program Memory – MID 128 SID 240
FMI Description: Possible Cause: Type of fault:
FMI 2 •
Data erratic, intermittent or incorrect
Fault Condition: Possible
Symptoms:
•
Check sum error
•
Red engine shutdown lamp illuminated
•
Engine will not start
•
Engine Control Module (ECM) software
FMI 11 •
Root cause not known
•
Bad software configuration
•
MIL illuminated
•
Engine will not start
•
Engine Control Module (ECM) software
50
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 12
FMI 14
•
Bad intelligent device or component
•
Error on code-part of flash RAM or erased vendor area
•
Red engine shutdown lamp illuminated
•
Nothing functions
•
Special instructions
•
VIN not loaded yet
•
Flashing MIL
•
Engine will not start
•
Engine Control Module (ECM) software
•
Engine Control Module (ECM)
•
VIN missing
ECM SPN 629, Electronic Control Unit (ECU) 1 – MID 128 SID 254
Possible Cause: Type of fault:
FMI 8
FMI Description:
•
Abnormal frequency or pulse width or period
Fault Condition: Possible
Symptoms:
•
Self test failure
•
Red engine shutdown lamp illuminated
•
Not possible to program Engine
Control Module
(ECM)
•
Engine Control Module (ECM)
FMI 12 •
Bad intelligent device or component
•
Self test failure
•
Red engine shutdown lamp illuminated
•
Engine will not start
•
Engine Control Module (ECM)
ECM SPN 630, Calibration Memory – MID 128 SID 253
FMI Description: Possible Cause: Type of fault:
FMI 2 •
Data erratic, intermittent or incorrect
Fault Condition: Possible
Symptoms:
•
Check sum error
•
Red engine shutdown lamp illuminated
•
Engine will not start
•
Engine Control Module (ECM) software
51
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 12
FMI 14
•
Bad intelligent device or component
•
Check sum error
•
Red engine shutdown lamp illuminated
•
Engine will not start
•
Special instructions
•
VIN not loaded yet
•
Red engine shutdown lamp illuminated
•
Loss of log data and some user configurable data
•
Engine Control Module (ECM)
•
Engine Control Module (ECM) software
ECM SPN 631, Calibration Module – MID 128 PSID 77/PSID 124
Type of fault:
FMI Description:
Fault Condition:
Possible
Symptoms:
Possible Cause:
FMI 3
FMI 8
•
Voltage above normal, or shorted to high source
•
Abnormal frequency or pulse width or period
•
Check sum error
•
Engine will not start
•
Reset of ECM does not work
•
Engine will not start
•
Software error
•
Software error
ECM SPN 633, Engine Fuel Actuator 1 Control Command – MID 128 SID 18
FMI Description: Possible Cause: Type of fault:
FMI 3
FMI 4
FMI 5
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
Fault Condition: Possible
Symptoms:
•
Circuit shorted +
•
Yellow electronic malfunction lamp illuminated
•
Valve constantly shut
•
Circuit shorted –
•
Yellow electronic malfunction lamp illuminated
•
High fuel consumption due to fuel leakage
•
Open circuit
•
Yellow electronic malfunction lamp illuminated
•
Valve constantly shut
•
•
•
•
•
•
•
•
Faulty solenoid
Faulty harness
Faulty ECM driver
Faulty solenoid
Faulty harness
Faulty ECM driver
Faulty solenoid
Faulty harness
52
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 636, Camshaft Position Sensor (CMP) – MID 128 SID 21
Possible Cause: Type of fault:
FMI 2
FMI 3
FMI 8
FMI Description: Fault Condition:
•
Data erratic, intermittent or incorrect
•
Voltage above normal, or shorted to high source
•
Abnormal frequency or pulse width or period
•
Phase Error
- Incorrect correlation between CMP and crankshaft position (CKP) sensor
•
Missing Signal from CMP sensor
•
Open in the CMP sensor circuit
•
Short to battery in the CMP sensor circuit
•
Short to ground in the CMP sensor circuit
•
Noisy Signal from
CMP sensor
•
Open in the CMP sensor circuit
Possible
Symptoms:
•
MIL illuminated
•
Increase in fuel consumption
•
MIL illuminated
•
Possible loss of engine power
•
Increased engine start time
•
MIL illuminated
•
Possible loss of engine power
•
Increased engine start time
•
•
•
•
Engine timing
Faulty harness
Faulty CMP sensor
Faulty harness
53
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 637, Crankshaft Position Sensor (CKP) – MID 128 SID 22
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 2
FMI 3
FMI 8
•
•
Data erratic, intermittent or incorrect
Voltage above normal, or shorted to high source
•
Abnormal frequency or pulse width or period
•
Intermittent or weak signal
•
Missing Signal
CKP sensor
•
Open in the CKP sensor circuit
•
Short to battery in the CKP sensor circuit
•
Short to ground in the CKP sensor circuit
•
Erratic or intermittent signal from CKP sensor
•
Open in the CKP sensor
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Increased fuel consumption
•
Imprecise engine timing
•
Increased fuel consumption
•
Uneven cylinder balancing
•
Power loss
•
Smoke
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Possible loss of engine power
•
Increased fuel consumption
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Possible loss of engine power
•
Increased engine start time
•
Increased fuel consumption
•
Uneven cylinder balancing
•
Power loss
•
Smoke
•
•
•
•
•
•
Faulty CKP sensor harness
Faulty CKP sensor
Faulty CKP sensor harness
Faulty CKP sensor
Faulty CKP sensor harness
Faulty CKP sensor mounting
54
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 639, SAE J1939 Data Link 1 – MID 128 SID 231
FMI Description: Type of fault:
FMI 2 •
Data erratic, intermittent or incorrect
Fault Condition:
•
SAE J1939 high or low circuit shorted
+
•
SAE J1939 high or low circuit shorted
–
•
SAE J1939 high or low circuit open
Possible
Symptoms:
Possible Cause:
•
MIL illuminated
•
Faulty harness or connector
ECM SPN 641, Engine Variable Geometry Turbocharger (VGT) Actuator
1 – MID 128 SID 27
Possible Cause: Type of fault:
FMI 0
FMI 2
FMI 4
FMI Description:
•
Data valid but above normal operational range - Most severe level
•
Data erratic, intermittent or incorrect
•
Voltage below normal, or shorted to low source
Fault Condition:
•
Engine Variable
Geometry
Turbocharger
(VGT) actuator temperature out of range
•
Engine Variable
Geometry
Turbocharger
(VGT) actuator has not seen a valid command on
CAN2 data link
•
Incorrect data
Possible
Symptoms:
•
Possible Red engine shutdown lamp illuminated
(dependant on severity)
•
Yellow electronic malfunction lamp illuminated
•
Possible engine derate
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Low boost
•
Low power
•
Nozzle opens
•
Smoke from engine
•
Short to ground
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Nozzle will open resulting in low power and low boost
•
VGT actuator will continue to attempt and maintain target nozzle position
•
•
•
•
•
N/A
Disturbance on CAN2 data link
Faulty VGT actuator connector
Faulty VGT actuator harness
Low battery voltage
55
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 7
FMI 9
FMI 13
•
•
•
Mechanical system not responding or out of adjustment
Abnormal update rate
Out of calibration
•
•
Mechanical problem with the Engine
Variable Geometry
Turbocharger
(VGT) actuator
•
Data from the
Engine Variable
Geometry
Turbocharger
(VGT) actuator has been missing for 2-seconds
Failed selfcalibration
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Low boost and smoke
•
Possible engine derate
•
Power loss in some cases when actuator motor has been disabled
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine derated
(major)
•
EGR valve closed
•
Yellow electronic malfunction lamp illuminated
•
VGT actuator motor effort is temporarily limited to prevent overheating
•
Restrictions detected when running learn sequence
•
VGT actuator is slow to follow commands
•
VGT actuator position is not tracking command
•
Data link harness
•
No supply to VGT actuator
•
VGT actuator
•
VGT actuator connector
•
VGT actuator
ECM SPN 642, Engine Variable Geometry Turbocharger (VGT) Actuator 2
– MID 128 PPID 89
FMI Description: Fault Condition: Possible Cause Type of fault
FMI 0
FMI 16
•
Data valid but above normal operational range - Most severe level
•
Data valid but above normal operating range - Moderately severe level
•
VGT SRA temperature is critically high
•
VGT SRA temperature is moderately too high
Possible
Symptoms:
•
Red engine shutdown lamp illuminated
•
Engine derate
•
Yellow electronic malfunction lamp illuminated
•
Engine derate
•
•
•
•
•
•
Coolant system malfunction
Extreme driving conditions
Overheated VGT actuator
Coolant system malfunction
Extreme driving conditions
Overheated VGT actuator
ECM SPN 647, Engine Fan Clutch Output Device Driver – MID 128 SID 33
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 3
•
Voltage above normal, or shorted to high source
•
Short to positive in the cooling fan control circuit
Possible
Symptoms:
•
Yellow electronic malfunction lamp illuminated
•
Increased fuel consumption
•
Fan runs at full speed
•
Faulty cooling fan actuator
•
Faulty cooling fan actuator harness or connector
56
Group 28
FMI 4
FMI 5
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
Short to ground in the cooling fan control circuit
•
Output voltage is 1/3 the supply voltage
•
Open in the cooling fan control circuit
•
Yellow electronic malfunction lamp illuminated
•
Fan always deactivated or always activated if fault is intermittent
•
Increased fuel consumption
•
Fan runs at full speed
•
Faulty cooling fan actuator
•
Faulty cooling fan actuator harness or connector
•
Faulty cooling fan actuator
•
Faulty cooling fan actuator harness or connector
ECM SPN 651, Engine Injector Cylinder 1 – MID 128 SID 1
Type of fault:
FMI 3
FMI 5
FMI 7
FMI 8
FMI 13
FMI 31
FMI Description:
•
Voltage above normal, or shorted to high source
•
Current below normal or open circuit
•
•
Fault Condition:
Harness shorted + low side circuit
Harness shorted
+, – or open high side circuit
•
Harness shorted – low side circuit
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
•
•
•
Possible Cause:
Faulty harness
Faulty harness
Faulty engine fuel injector
•
Mechanical system not responding properly
•
Abnormal frequency, pulse width, or period
•
Cylinder balancing data above limit
•
MIL illuminated
•
PTO engaged without ECM knowing
•
Faulty engine fuel injector
•
Low cylinder compression
•
Damaged or flywheel
•
Misfire detected
•
MIL illuminated
•
Rough engine idle
•
Faulty engine fuel injector (possibly clogged)
•
Out of calibration
•
Cylinder balancing data above limit
•
MIL illuminated
•
PTO engaged without ECM knowing
•
Faulty engine fuel injector
•
Low cylinder compression
•
Damaged or flywheel
•
Condition exists
•
Misfire detected
•
MIL illuminated
•
Rough engine idle
•
Faulty engine fuel injector (possibly clogged)
57
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 652, Engine Injector Cylinder 2 – MID 128 SID 2
Type of fault:
FMI 3
FMI 5
FMI 7
FMI 8
FMI 13
FMI 31 •
FMI Description:
•
Voltage above normal, or shorted to high source
•
Current below normal or open circuit
•
Mechanical system not responding properly
•
Abnormal frequency, pulse width, or period
•
Misfire detected
•
Out of calibration
•
Cylinder balancing data above limit
•
•
•
MIL illuminated
•
Rough engine idle
MIL illuminated
Yellow electronic malfunction lamp illuminated
Condition exists
•
•
•
•
Fault Condition:
Harness shorted + low side circuit
Harness shorted
+, – or open high side circuit
•
Harness shorted – low side circuit
Cylinder balancing data above limit
Misfire detected
•
•
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
Possible Cause:
•
Faulty harness
•
Faulty harness
•
Faulty engine fuel injector
•
PTO engaged without ECM knowing
•
Faulty engine fuel injector
•
Low cylinder compression
•
Damaged or flywheel
•
Faulty engine fuel injector (possibly clogged)
MIL illuminated
Rough engine idle
•
•
•
PTO engaged without ECM knowing
Faulty engine fuel injector
Low cylinder compression
•
Damaged or flywheel
•
Faulty engine fuel injector (possibly clogged)
ECM SPN 653, Engine Injector Cylinder 3 – MID 128 SID 3
FMI Description:
Type of fault:
FMI 3 •
Voltage above normal, or shorted to high source
Fault Condition:
•
Harness shorted + low side circuit
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
Possible Cause:
•
Faulty harness
58
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 5
FMI 7
FMI 8
FMI 13
FMI 31 •
•
Current below normal or open circuit
•
Mechanical system not responding properly
•
Abnormal frequency, pulse width, or period
•
Misfire detected
•
Out of calibration
•
Cylinder balancing data above limit
•
•
•
MIL illuminated
•
Rough engine idle
MIL illuminated
Yellow electronic malfunction lamp illuminated
Condition exists
•
•
Harness shorted
+, – or open high side circuit
•
Harness shorted – low side circuit
•
Cylinder balancing data above limit
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Faulty harness
•
Faulty engine fuel injector
•
PTO engaged without ECM knowing
•
Faulty engine fuel injector
•
Low cylinder compression
•
Damaged or flywheel
•
Faulty engine fuel injector (possibly clogged)
Misfire detected
•
•
MIL illuminated
Rough engine idle
•
•
•
PTO engaged without ECM knowing
Faulty engine fuel injector
Low cylinder compression
•
Damaged or flywheel
•
Faulty engine fuel injector (possibly clogged)
ECM SPN 654, Engine Injector Cylinder 4 – MID 128 SID 4
FMI Description: Type of fault:
FMI 3
FMI 5
FMI 7
•
Voltage above normal, or shorted to high source
•
Current below normal or open circuit
•
Mechanical system not responding properly
Fault Condition:
•
Harness shorted + low side circuit
•
Harness shorted
+, – or open high side circuit
•
Harness shorted – low side circuit
•
Cylinder balancing data above limit
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
Possible Cause:
•
Faulty harness
•
Faulty harness
•
Faulty engine fuel injector
•
PTO engaged without ECM knowing
•
Faulty engine fuel injector
•
Low cylinder compression
•
Damaged or flywheel
59
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 8
FMI 13
FMI 31
•
Abnormal frequency, pulse width, or period
•
Misfire detected
•
Out of calibration
•
Cylinder balancing data above limit
•
•
•
MIL illuminated
•
Rough engine idle
MIL illuminated
Yellow electronic malfunction lamp illuminated
•
Condition exists
•
Misfire detected
•
MIL illuminated
•
Rough engine idle
•
Faulty engine fuel injector (possibly clogged)
•
PTO engaged without ECM knowing
•
Faulty engine fuel injector
•
Low cylinder compression
•
Damaged or flywheel
•
Faulty engine fuel injector (possibly clogged)
ECM SPN 655, Engine Injector Cylinder 5 – MID 128 SID 5
Type of fault:
FMI 3
FMI 5
FMI 7
FMI 8
FMI 13
FMI 31 •
FMI Description:
•
Voltage above normal, or shorted to high source
•
Current below normal or open circuit
•
Mechanical system not responding properly
•
Abnormal frequency, pulse width, or period
•
Misfire detected
•
Out of calibration
•
Cylinder balancing data above limit
•
•
•
MIL illuminated
•
Rough engine idle
MIL illuminated
Yellow electronic malfunction lamp illuminated
Condition exists
•
•
•
•
Fault Condition:
Harness shorted + low side circuit
Harness shorted
+, – or open high side circuit
•
Harness shorted – low side circuit
Cylinder balancing data above limit
Misfire detected
•
•
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
Possible Cause:
•
Faulty harness
•
Faulty harness
•
Faulty engine fuel injector
•
PTO engaged without ECM knowing
•
Faulty engine fuel injector
•
Low cylinder compression
•
Damaged or flywheel
•
Faulty engine fuel injector (possibly clogged)
MIL illuminated
Rough engine idle
•
•
•
PTO engaged without ECM knowing
Faulty engine fuel injector
Low cylinder compression
•
Damaged or flywheel
•
Faulty engine fuel injector (possibly clogged)
60
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 656, Engine Injector Cylinder 6 – MID 128 SID 6
Type of fault:
FMI 3
FMI 5
FMI 7
FMI 8
FMI 13
FMI 31 •
FMI Description:
•
Voltage above normal, or shorted to high source
•
Current below normal or open circuit
•
Mechanical system not responding properly
•
Abnormal frequency, pulse width, or period
•
Misfire detected
•
Out of calibration
•
Cylinder balancing data above limit
•
•
•
MIL illuminated
•
Rough engine idle
MIL illuminated
Yellow electronic malfunction lamp illuminated
Condition exists
•
Fault Condition:
•
Harness shorted + low side circuit
•
Harness shorted
+, – or open high side circuit
•
Harness shorted – low side circuit
•
Cylinder balancing data above limit
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Engine power loss
•
Engine running uneven (misfire)
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
Possible Cause:
•
Faulty harness
•
Faulty harness
•
Faulty engine fuel injector
•
PTO engaged without ECM knowing
•
Faulty engine fuel injector
•
Low cylinder compression
•
Damaged or flywheel
•
Faulty engine fuel injector (possibly clogged)
Misfire detected
•
•
MIL illuminated
Rough engine idle
•
•
•
PTO engaged without ECM knowing
Faulty engine fuel injector
Low cylinder compression
•
Damaged or flywheel
•
Faulty engine fuel injector (possibly clogged)
ECM SPN 677, Engine Starter Motor Relay – MID 128 SID 39
FMI Description:
Possible Cause: Type of fault:
FMI 3 •
Voltage above normal, or shorted to high source
Fault Condition:
Possible
Symptoms:
•
Circuit shorted +
•
Yellow electronic malfunction lamp illuminated
•
Engine will not start
•
•
Faulty starter relay
Fault harness
61
Group 28
FMI 5 •
Current below normal or open circuit
•
Open circuit
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
Yellow electronic malfunction lamp illuminated
•
Engine will not start
•
Faulty starter relay
•
Fault harness
ECM SPN 729, Intake Air Heater (IAH) 1 – MID 128 SID 70
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 3
FMI 4
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
•
Circuit shorted +, measuring line
Circuit shorted –, measuring line
Possible
Symptoms:
•
Yellow electronic malfunction lamp illuminated
•
Yellow electronic malfunction lamp illuminated
•
•
•
•
Faulty preheat relay
Faulty intake air heater (IAH) 1
Faulty preheat relay
Faulty intake air heater (IAH) 1
FMI 5 •
Current below normal or open circuit
•
Open circuit
•
Yellow electronic malfunction lamp illuminated
•
Faulty intake air heater (IAH) 1
ECM SPN 730, Intake Air Heater (IAH) 2 – MID 128 SID 71
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 3
FMI 4
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
•
Circuit shorted +, measuring line
Circuit shorted –, measuring line
Possible
Symptoms:
•
Yellow electronic malfunction lamp illuminated
•
Yellow electronic malfunction lamp illuminated
•
•
•
•
Faulty preheat relay
Fautly intake air heater (IAH) 2
Faulty preheat relay
Fautly intake air heater (IAH) 2
62
Group 28
FMI 5 •
Current below normal or open circuit
•
Open circuit
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
Yellow electronic malfunction lamp illuminated
•
Fautly intake air heater (IAH) 2
ECM SPN 975, Estimated Percent Fan Speed – (MID 128 PID 26)
FMI Description: Fault Condition: Type of fault:
FMI 3 •
Voltage above normal, or shorted to high source
•
Missing signal from Fan Speed
Sensor
•
Short Circuit +,
Measuring line
•
Short Circuit -,
Measuring line
•
Open Circuit,
Measuring line
•
Open Circuit,
Ground line
Possible
Symptoms:
•
Higher fuel consumption
•
Will work as on/off fan, 100%fan speed if cooling is needed
Possible Cause:
•
Cooling Fan Speed (CFS) sensor failure
•
Faulty Cooling Fan Speed (CFS) sensor harness
63
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 1072, Engine Compression Brake Output #1 – MID 128 PPID 122
Type of fault
FMI 1
FMI 3
FMI 4
FMI 5
FMI Description:
•
Data valid but below normal operational range - Most severe level
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
Fault Condition:
•
Below range
Short Circuit +
•
Possible
Symptoms:
•
No Engine
Compression
Brake
Yellow electronic malfunction lamp illuminated
•
Engine
Compression
Brake can not be turned on
•
Engine brake function derated
•
Gear shift performance derated for some automatic transmissions
•
Short Circuit -
•
Yellow electronic malfunction lamp illuminated
•
Compression brake can not be turned off
•
Engine stops running
•
Engine impossible to restart
•
Open Circuit
•
Yellow electronic malfunction lamp illuminated
•
Compression rake 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 Engine Compression Brake actuator
•
Faulty harness
•
Faulty Engine Compression Brake actuator
•
Faulty harness
•
Faulty Engine Compression Brake actuator
•
Faulty harness
64
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 1127, Engine Turbocharger Intake Manifold Pressure (IMP) –
MID 128 PSID 98
Type of fault:
FMI 0
FMI 1
FMI 10
FMI 11
FMI 13
FMI 14
FMI 16
FMI 18
•
FMI Description:
•
Data valid but above normal operational range
•
Data valid but below normal operational range
Abnormal rate of change
Fault Condition:
•
Engine
Turbocharger boost pressure is too high
•
Engine
Turbocharger boost pressure is too low
•
Poor Engine
Turbocharger boost pressure response
•
Data valid but above normal operating range - Moderately severe level
•
Engine
Turbocharger boost pressure is too high
Possible
Symptoms:
•
MIL illuminated
(13L engine only)
•
Turbocharger surge
•
MIL illuminated
(13L engine only)
•
Engine derate
•
Engine slow to respond
•
•
Possible Cause:
•
EGR system failure
•
Faulty Turbocharger oulet pressure sensor
Air leak in turbocharger hoses, pipes, brackets, cooler or components
EGR system fault
•
MIL illuminated
•
Engine power loss/response/drivability
•
•
Turbocharger inlet air system leak
Faulty Turbocharger
•
MIL illuminated
•
Variable Geometry Turbocharger fault
•
Root cause not known
•
Variable Geometry
Turbocharger control mode fault
•
Out of calibration
•
Variable Geometry
Turbocharger control mode adjustment exceeded
•
Special instructions
•
Poor Engine
•
Data valid but below normal operating range - Moderately severe level
Turbocharger boost pressure response
•
Engine
Turbocharger boost pressure is too low
•
Engine power loss/response/drivability
•
Air leak in turbocharger hoses, pipes, brackets, cooler or components
•
EGR system fault
•
Faulty Turbocharger oulet pressure sensor
•
Exhaust back pressure too high
•
•
MIL illuminated
•
Air leak in turbocharger hoses, pipes, brackets, cooler or components
•
Variable Geometry Turbocharger fault
•
Oil pressure fault
MIL illuminated
(13L engine only)
•
Turbocharger surge
•
EGR system failure
•
Faulty sensor
•
MIL illuminated
(13L engine only)
•
Engine derate
•
Engine slow to respond
•
Air leak in turbocharger hoses, pipes, brackets, cooler or components
•
EGR system failure
65
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 1136, Engine Control Module (ECM) Temperature – MID 128
PPID 55
FMI Description: Possible Cause Type of fault
FMI 4
FMI 5
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
Fault Condition:
•
Short to ground on the metering circuit
•
Short to battery in the metering circuit
•
Open in the metering circuit
•
Open circuit in the ground circuit
Possible
Symptoms:
•
N/A
•
N/A
•
•
Engine Control Module (ECM)
Engine Control Module (ECM)
ECM SPN 1198, Anti–theft Random Number – MID 128 PID 224
FMI Description: Possible Cause: Type of fault:
FMI 2
FMI 12
•
Data erratic, intermittent or incorrect
•
Bad intelligent device or component
Fault Condition:
•
Engine Control
Module and
Instrument Control
Module security codes do not match
•
Security system not installed
Possible
Symptoms:
•
Yellow electronic malfunction lamp illuminated
•
Can start engine
•
Yellow electronic malfunction lamp illuminated
•
Can start engine
•
•
Security system failure
Security system failure
66
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 1231, SAE J1939 Data Link 2 – MID 128 PSID 229/232
FMI Description: Type of fault:
FMI 2
FMI 9 •
•
Data erratic, intermittent or incorrect
Abnormal update rate
•
•
•
Fault Condition:
Circuit shorted +
Circuit shorted –
Open circuit
•
Missing signal from Transmission
Control Module
(TCM)
Possible
Symptoms:
•
MIL illuminated
•
Engine power loss
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
No variable geometry engine turbocharger control
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
Possible Cause:
•
Faulty harness
•
SAE J1939 data link
•
Faulty harness or connectors
•
DEF pump
•
Aftertreatment Diesel Exhaust Fluid
(DEF) control module
ECM SPN 1265, Engine Piston Cooling Oil Pressure Actuator – MID 128
SID 85
FMI Description: Type of fault:
FMI 3
FMI 4
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
Fault Condition: Possible
Symptoms:
•
Circuit shorted +
•
Yellow electronic malfunction lamp illuminated
•
Possible smoke during start up
•
Circuit shorted –
•
Red engine shutdown lamp illuminated
•
Engine damage can occur without piston cooling
Possible Cause:
•
Faulty harness
•
Faulty actuator
•
Faulty harness
•
Faulty actuator
FMI 5 •
Current below normal or open circuit
•
Open circuit
•
Yellow electronic malfunction lamp illuminated
•
Possible smoke during start up
•
Faulty harness
•
Faulty actuator
67
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 1322, Engine Misfire for Multiple Cylinders – MID 128 PSID 27
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 8
FMI 31
•
Abnormal frequency or pulse width or period
•
Cylinder misfires detected in multiple cylinders
•
Condition exists
•
Cylinder misfires detected in multiple cylinders
•
•
Possible
Symptoms:
•
MIL illuminated
•
Rough idle
MIL illuminated
Rough idle
•
•
Engine fuel injectors
Engine fuel injectors
ECM SPN 1659, Engine Coolant System Thermostat – MID 128 PSID 109
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 7 •
Mechanical system not responding or out of adjustment
•
Thermostat stuck closed
Possible
Symptoms:
•
Possible poor drivability
•
Coolant thermostat
FMI 12 •
Bad intelligent device or component
•
Thermostat is leaking or stuck open
•
MIL illuminated
(13L engine only)
•
Longer engine warm up time
•
Poor heat in cab
•
Coolant thermostat
ECM SPN 1675, Engine Starter Mode – MID 128 SID 39
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 0
FMI 7
FMI 10
FMI 14
•
Data valid but above normal operational range - Most severe level
•
Starter overheating
•
•
Mechanical system not responding or out of adjustment
Abnormal rate of change
•
Transmission not in neutral
•
Starter gear is stuck, engaged with engine
•
Special instructions
•
PTO is engaged or switch on
•
•
•
Possible
Symptoms:
•
Engine will not start
Engine will not start
Engine will not start
Engine will not start
•
•
•
•
Starter is deactivated due to overheating
Starter is deactivated due to overheating
Starter is deactivated due to overheating
Starter is deactivated due to overheating
68
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 1677, Aftertreatment DPF Auxiliary Heater Mode – MID 128
PSID 25
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 0
FMI 7
FMI 16
•
Data valid but above normal operational range — most severe level
•
Mechanical system not responding or out of adjustment
•
Data valid but above normal operating range - Moderately severe level
•
Truck has idled too long without completing a periodic heat mode
•
Truck has idled too long without completing a periodic heat mode
•
Truck has idled too long without completing a periodic heat mode
Possible
Symptoms:
•
Red engine shutdown lamp illuminated
•
Engine derate
•
High temperature spikes in DPF when driving is resumed or during stationary regeneration
•
Yellow electronic malfunction lamp illuminated
•
White exhaust smoke
•
High temperature spikes in DPF when driving is resumed or during stationary regeneration
•
Yellow electronic malfunction lamp illuminated
•
White exhaust smoke
•
High temperature spikes in DPF when driving is resumed or during stationary regeneration
•
Extremely cold ambient temperatures
•
PTO operated with limited exhaust temperatures
•
Engine turbocharger
•
Engine turbocharger compressor bypass valve
•
Extremely cold ambient temperatures
•
PTO operated with limited exhaust temperatures
•
Engine turbocharger
•
Engine turbocharger compressor bypass valve
•
Extremely cold ambient temperatures
•
PTO operated with limited exhaust temperatures
•
Engine turbocharger
•
Engine turbocharger compressor bypass valve
ECM SPN 1761, Aftertreatment Diesel Exhaust Fluid (DEF) Tank Level –
PPID 278
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 3
FMI 5
•
Voltage above normal, or shorted to high source
•
Current below normal or open circuit
•
•
•
Short circuit high side
Short circuit +
Open circuit
Possible
Symptoms:
•
N/A
•
Yellow electronic malfunction lamp illuminated
•
•
DEF tank pickup assembly/sensor failure
DEF tank pickup assembly/sensor failure
69
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 11
FMI 14
FMI 18
•
Root cause not known
•
DEF tank level low
(driver warning)
•
Special Instructions
•
DEF tank almost empty (driver warning)
•
Data valid but below normal operating range - Moderately severe level
•
DEF tank almost empty (driver warning)
•
Low DEF fluid lamp illuminated
•
Low DEF fluid lamp illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
Low DEF fluid lamp illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
N/A
•
N/A
•
N/A
ECM SPN 2003, Transmission Control Module (TCM) Status – MID 128
PSID 205
FMI Description: Possible Cause: Type of fault:
FMI 9 •
Abnormal update rate
Fault Condition:
•
Missing signal from Transmission
Control Module
(TCM)
Possible
Symptoms:
•
N/A
•
Data link error
ECM SPN 2017, Cruise Control Status – MID 128 PID 85
FMI Description:
Fault Condition: Possible Cause: Type of fault:
FMI 9 •
Abnormal update rate
•
Missing (Cruise
Control) signal from VECU
Possible
Symptoms:
•
Cruise Control does not work
•
No clutch information to Engine Control
Module (ECM) from SAE J1939 data link
ECM SPN 2029, Invalid or Missing Data from Vehicle ECU – MID 128 PSID
201
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 8
FMI 9 •
•
Abnormal frequency or pulse width or period
Abnormal update rate
•
•
No contact with
VECU
Missing signal from cluster
Possible
Symptoms:
•
Yellow electronic malfunction lamp illuminated
•
PTO, engine compression brake and cruise control do not work
•
MIL illuminated
(13L engine only)
•
•
Faulty harness
Faulty harness
70
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 2629, Engine Turbocharger Compressor Outlet Temperature –
MID 128 PID 404
Type of fault:
FMI 0
FMI 2
FMI 4
FMI Description: Fault Condition:
•
•
Data valid but above normal operational range - Most severe level
•
Data erratic, intermittent or incorrect
Voltage below normal, or shorted to low source
•
Estimated engine turbocharger discharge temperature error.
•
Engine turbocharger outlet temperature signal believed to be not valid (high)
(plausibility fault)
•
Short circuit -, measuring line
Possible
Symptoms:
Possible Cause:
•
Engine derate
•
High ambient temperature
•
Low barometric pressure
•
Leak in engine turbocharger inlet tube
•
Engine derate
•
MIL illuminated
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
•
•
Engine turbocharger outlet temperature sensor
Faulty sensor
Faulty harness
FMI 5
FMI 13
FMI 15
FMI 17
•
Current below normal or open circuit
•
Short circuit +, measuring line
•
Open circuit
•
•
Out of calibration
•
Sensor out of range
Data valid but above normal operating range - Least severe level
•
Sensor out of range
•
Data valid but below normal operating range - Least severe level
•
Sensor out of range
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
•
Faulty sensor
Faulty harness
•
MIL illuminated
•
Faulty sensor
•
MIL illuminated
•
Faulty sensor
•
MIL illuminated
•
Faulty sensor
ECM SPN 2659, Engine Exhaust Gas Recirculation (EGR) Mass Flow Rate
– MID 128 PPID 35
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 0 ) •
Data valid but above normal operational range
•
EGR flow is too high
Possible
Symptoms:
•
MIL illuminated
•
Exhaust smoke
•
Faulty EGR system
71
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 1
FMI 16
FMI 18
•
Data valid but below normal operational range
•
Data valid but above normal operating range - Moderately severe level
•
Data valid but below normal operating range - Moderately severe level
•
EGR flow is too low
•
EGR flow is too high
•
EGR flow is too low
•
MIL illuminated
•
Faulty EGR system
•
Clogged EGR cooler
•
MIL illuminated
•
Exhaust smoke
•
•
Faulty EGR system
Faulty harness or connector
•
MIL illuminated
•
Faulty EGR system
•
Clogged EGR cooler
•
Faulty harness or connector
ECM SPN 2791, Engine Exhaust Gas Recirculation (EGR) Valve Control –
MID 128 SID 146
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 3
FMI 5 •
•
Voltage above normal, or shorted to high source
Current below normal or open circuit
•
•
Stuck EGR valve
EGR valve circuit shorted +
•
EGR valve circuit shorted to –
•
Open EGR valve circuit
•
•
Possible
Symptoms:
•
MIL illuminated
•
Engine derate
MIL illuminated
Engine derate
•
•
•
•
Faulty harness or connector
Faulty EGR valve
Faulty harness or connector
Faulty EGR valve
ECM SPN 2836, Battery Potential/Switched Voltage – MID 128 PSID 49
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 3
FMI 4
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
•
Battery voltage too high
Battery voltage too low
•
Possible
Symptoms:
•
N/A
Starter will not crank
•
•
Faulty cab or chassis harness
Charging system fault
•
External charger
•
Faulty cab or chassis harness
•
Charging system fault
•
Battery
•
Fuse
72
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 3031, Aftertreatment Diesel Exhaust Fluid (DEF) Tank
Temperature – MID 128 PPID 274
Type of fault:
FMI 0
FMI 4
FMI 5
FMI 8
FMI Description:
•
Data valid but above normal operational range - Most severe level
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
Abnormal frequency or pulse width or period
Fault Condition:
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) tank temperature too high
•
Date data message missing on SAE J1587 data link. (Cluster error).
Possible
Symptoms:
•
MIL illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
Possible Cause:
DEF tank pickup assembly/sensor failure
•
Short Circuit -
•
MIL illuminated
•
DEF tank pickup assembly/sensor failure
•
DEF tank pickup asssembly/sensor wiring or connectors
•
Short Circuit +
•
Open Circuit
•
MIL illuminated
•
DEF tank pickup assembly/sensor failure
•
DEF tank pickup assembly/sensor wiring or connectors
•
Sensor ripple is not too high
•
N/A
•
DEF tank pickup assembly/sensor failure
•
DEF tank pickup ‘assembly/sensor wiring or connectors
ECM SPN 3064, Aftertreatment DPF System Monitor – MID 128 PPID 326
Possible Cause: Type of fault:
FMI 0
FMI 10
FMI 11 •
•
FMI Description:
•
Data valid but above normal operational range - Most severe level
Abnormal rate of change
Root cause not known
•
Fault Condition:
Moderately high soot load
•
Soot loading high due to heavy load or use (no problem)
•
Critically high soot load
Possible
Symptoms:
•
Yellow electronic malfunction lamp illuminated
•
Medium to high engine derate
•
Yellow electronic malfunction lamp illuminated
•
Engine derate
•
Red engine shutdown lamp illuminated
•
High engine derate
•
Engine derate
•
•
Diesel Particulate Filter (DPF) clogged
•
After Treatment Fuel Injector clogged
•
Regeneration disabled by driver or other component
No error, condition occurs during heavy load or use with high soot loading
•
Diesel Particulate Filter (DPF) clogged
•
Aftertreatment hydrocarbon doser
(injector)
•
Regeneration disabled by driver or other component
73
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 3216, Aftertreatment Intake NOx – MID 128 PPID 348
Type of fault:
FMI 2
FMI 3
FMI 5
FMI 9
FMI 11
FMI 12
FMI 13
FMI 14
•
FMI Description:
•
Data erratic, intermittent or incorrect
•
Voltage above normal, or shorted to high source
•
Current below normal or open circuit
Abnormal update rate
•
•
•
•
Fault Condition:
Inlet NOx sensor error (plausibility)
Short Circuit, NOx signal
Open Circuit, NOx signal
Missing signal from NOx sensor
•
Root cause not known
•
NOx sensor measures near zero for long time with high load
•
Bad intelligent device or component
•
NOx-sensor signal corrupt (incorrect value)
•
Out of calibration
•
NOx-sensor activation
(incorrect value)
•
Special instructions
•
Missing signal from sensor due to battery voltage
•
Possible
Symptoms:
MIL illuminated
•
•
Possible Cause:
Engine out NOx high
Faulty NOx sensor
•
MIL illuminated
•
Faulty wiring between NOx sensor and
NOx sensor ECU
•
Faulty NOx sensor
•
MIL illuminated
•
Faulty wiring between NOx sensor and
NOx sensor ECU
•
Faulty NOx sensor
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Loss of communication from NOx sensor ECU and Engine Control
Module (ECM)
•
MIL illuminated
•
Faulty NOx sensor
•
MIL illuminated
•
Faulty NOx sensor
•
MIL illuminated
•
Faulty NOx sensor
•
MIL illuminated
•
Voltage to NOx sensor is too high or too low
•
Faulty harness to sensor
ECM SPN 3226, Aftertreatment Outlet NOx – MID 128 PPID 270/ PSID 90
MID 233 Fault code sent by MID 128 Engine control unit
Type of fault
FMI 2 )
FMI Description: Fault Condition:
•
Data erratic, intermittent or incorrect
•
Inlet NOx sensor error (plausibility)
•
Mismatch between sensors
FMI 3
FMI 5
•
Voltage above normal or shorted to high source
•
Current below normal or open circuit
•
•
Short Circuit, NOx signal
Open Circuit, NOx signal
Possible
Symptoms:
Possible Cause
•
MIL illuminated
•
Engine out NOx high
•
Faulty NOx sensor
•
Aftertreatment Diesel Exhaust Fluid
(DEF) quality
•
MIL illuminated
•
Faulty wiring between NOx sensor and
NOx sensor ECU
•
Faulty NOx sensor
•
MIL illuminated
•
Faulty wiring between NOx sensor and
NOx sensor ECU
•
Faulty NOx sensor
74
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
MID 233 Fault code sent by MID 128 Engine control unit (cont’d.)
FMI 9
FMI 11
FMI 12
FMI 13
FMI 14
FMI 31
•
Abnormal update rate
•
Missing signal from NOx sensor
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Loss of communication from NOx sensor ECU and Engine Control
Module (ECM)
•
MIL illuminated
•
Faulty NOx sensor
•
Root cause not known
•
NOx sensor measures near zero for long time with high load
•
Bad intelligent device or component
•
NOx-sensor signal corrupt (incorrect value)
•
Out of calibration
•
NOx-sensor activation
(incorrect value)
•
Special instructions
•
Missing signal from sensor due to battery voltage
•
Condition exists
•
Inlet NOx sensor error
•
Mismatch between sensors
•
•
MIL illuminated
MIL illuminated
•
•
Faulty NOx sensor
Faulty NOx sensor
•
MIL illuminated
•
Voltage to NOx sensor is too high or too low
•
Faulty harness to sensor
•
MIL illuminated
•
Engine out NOx high
•
Faulty NOx sensor
•
Aftertreatment Diesel Exhaust Fluid
(DEF) quality
ECM SPN 3245, Aftertreatment DPF Outlet Temperature – MID 128 PPID
436
Type of fault:
FMI 0
FMI 2
FMI 4
FMI Description:
•
Data valid but above normal operational range - Most severe level
•
Data erratic, intermittent or incorrect
•
Voltage below normal, or shorted to low source
•
Fault Condition:
Temperature critically too high
•
Sensor is not rational
(plausibility)
•
Short to ground on the metering side of the circuit
Possible
Symptoms:
Possible Cause:
•
Low engine power
•
Restricted Catalyst
•
Intake air leak
•
Faulty sensor
•
MIL illuminated
•
Regeneration not possible
•
MIL illuminated
•
Regeneration not possible
•
Faulty sensor
•
Exhaust system leak
•
Faulty harness connectors or connections
•
Faulty harness
•
Faulty sensor
•
Aftertreatment control module (ACM)
75
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 5
FMI 15
•
Current below normal or open circuit
•
Data valid but above normal operating range - Least severe level
•
Short to battery on the metering side of the circuit
•
Open in the metering side of the circuit
•
Open in the ground side of the circuit
•
Temperature sensor is out of range (high)
•
Sensor indicates a invalid value
•
MIL illuminated
•
Faulty harness
•
Faulty sensor
•
Aftertreatment control module (ACM)
•
MIL illuminated
•
Faulty harness
•
Faulty sensor
ECM SPN 3249, Aftertreatment DPF Intake Temperature – MID 128 PPID
387
Type of fault:
FMI 2
FMI 4
FMI 5
FMI 15
FMI Description:
•
Data erratic, intermittent or incorrect
•
Voltage below normal, or shorted to low source
Fault Condition:
•
Sensor is not rational
(plausibility)
•
Short to ground on the metering side of the circuit
Possible
Symptoms:
•
MIL illuminated
•
Aborted regeneration
•
MIL illuminated
•
Aborted regeneration
Possible Cause:
•
Faulty harness
•
Faulty harness connectors or connections
•
Exhaust system leak
•
Faulty sensor
•
Faulty harness
•
Faulty sensor
•
Aftertreatment control module (ACM)
•
Faulty harness
•
Faulty sensor
•
Aftertreatment control module (ACM)
•
Current below normal or open circuit
•
Data valid but above normal operating range - Least severe level
•
Short to battery on the metering side of the circuit
•
Open in the metering side of the circuit
•
Open in the ground side of the circuit
•
Temperature sensor is out of range (high)
•
Sensor indicates a invalid value
•
MIL illuminated
•
Regeneration not possible
•
MIL illuminated
•
Faulty harness
•
Faulty sensor
76
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 3251, Aftertreatment DPF Differential Pressure – MID 128 PID 81
Type of fault:
FMI 0
FMI 2
FMI 3
FMI 5
FMI 16
•
FMI Description:
•
Data valid but above normal operational range
•
Data erratic, intermittent or incorrect
•
Voltage above normal, or shorted to high source
Current below normal or open circuit
•
Data valid but above normal operating range - Moderately severe level
•
•
Fault Condition:
Critically high pressure
Sensor is not rational
•
Short to battery on the metering side
•
Open in the ground line
•
Open in 5 volt supply line
•
Short to ground in metering line
•
Open in metering line
•
Moderately high pressure
Possible
Symptoms:
Possible Cause:
•
Engine derate
•
Red engine shutdown lamp illuminated
•
Aftertreatment diesel particulate filter
(DPF) differential pressure sensor failure
•
MIL illuminated
•
Aftertreatment diesel particulate filter
(DPF) differential pressure sensor failure
•
MIL illuminated
•
Aftertreatment diesel particulate filter
(DPF) differential pressure sensor failure
•
Faulty aftertreatment diesel particulate filter (DPF) differential pressure sensor connector
•
Faulty harness
•
MIL illuminated
•
Aftertreatment diesel particulate filter
(DPF) differential pressure sensor failure
•
Faulty harness
•
Engine derate
•
Aftertreatment diesel particulate filter
(DPF) differential pressure sensor failure
ECM SPN 3363, Aftertreatment Diesel Exhaust Fluid (DEF) Tank Heater
– MID 128 PSID 75
Fault Condition: Possible Cause: Type of fault:
FMI 2
FMI Description:
•
Data erratic, intermittent or incorrect
FMI 3 •
•
Commanded valve position is not plausible
Circuit shorted +
•
Possible
Symptoms:
•
N/A
N/A
•
•
Faulty harness or connectors
Aftertreatment DEF tank temperature sensor
•
Aftertreatment DEF tank heating valve
•
Aftertreatment DEF pump assembly
FMI 4
FMI 5
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
•
•
Circuit shorted –
Open circuit
Open circuit
•
•
N/A
N/A
•
•
Aftertreatment DEF pump assembly
Aftertreatment DEF pump assembly
77
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 3471, Aftertreatment Fuel Pressure Control Actuator – MID 128
PPID 328
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 3
FMI 4
FMI 5
FMI 7
FMI 14
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
Mechanical system not responding or out of adjustment
•
•
•
Circuit shorted to battery
Circuit shorted to ground
Open circuit
•
Aftertreatment hydrocarbon doser fuel pressure too low
•
Special instructions
•
Aftertreatment hydrocarbon doser fuel pressure too high
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Aborted regeneration
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Aborted regeneration
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Aborted regeneration
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
•
•
•
•
•
•
•
•
Faulty harness
Actuator failure
Faulty harness
Actuator failure
Faulty harness
Actuator failure
Fuel shut off valve stuck open
Faulty fuel pressure sensor
Fuel shut off valve leakage
78
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 3480, Aftertreatment Diesel Particulate Filter (DPF) Fuel Pressure
– MID 128 PPID 437/PSID 108
Type of fault:
FMI 2
FMI 3
FMI 5
FMI 7
FMI 10
FMI 15
FMI Description:
•
Data erratic, intermittent or incorrect
•
Voltage above normal or shorted to high source
•
Current below normal or open circuit
•
Fault Condition:
•
DPF fuel pressure sensor is not rational
(plausibility)
•
Aftertreatment hydrocarbon hydrocarbon doser fuel pressure too low
Short to battery on the metering side
•
Open in the ground line
•
Open circuit in the
5 volt supply
•
Short circuit to ground in the metering line
•
Open circuit in the metering line
•
Mechanical problem
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
•
•
•
•
•
•
•
•
Possible Cause:
Faulty aftertreatment fuel shut off valve
Faulty DPF fuel pressure sensor
Air in fuel
Fuel filter
Aftertreatment fuel pump
Faulty harness
Faulty DPF fuel pressure sensor
Faulty harness
Faulty DPF fuel pressure sensor
•
•
Mechanical system not responding or out of adjustment
Abnormal rate of change
•
Data valid but above normal operating range - Least severe level
•
Aftertreatment hydrocarbon doser fuel pressure sensor stuck
•
Aftertreatment hydrocarbon doser fuel pressure too high
•
Fuel pressure sensor is out of range
•
Sensor indicates a invalid value
•
MIL illuminated
•
Engine derate
•
Possible engine shutdown
•
Regeneration not possible
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
Faulty aftertreatment hydrocarbon doser system
•
Aftertreatment hydrocarbon doser
•
Faulty aftertreatment fuel shut off valve
•
Aftertreatment fuel pump
•
Faulty fuel pressure sensor
•
Faulty shut off valve
•
Aftertreatment hydrocarbon doser
(injector)
•
MIL illuminated
•
Faulty fuel pressure sensor
79
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 3483, Aftertreatment Regeneration Status – MID 128 PSID 47
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 0
FMI 1
FMI 10
FMI 12
FMI 13 •
•
•
•
Data valid but above normal operational range - Most severe level
•
Data valid but below normal operational range
Abnormal rate of change
Bad intelligent device or component
Out of Calibration
•
•
•
•
Unable to achieve needed aftertreatment temperature
•
Aftertreatment temperature too high
Regeneration period too long
Regeneration efficiency too low
Regeneration period too long
Possible
Symptoms:
•
MIL illuminated
•
Possible incomplete regeneration
•
MIL illuminated
•
Possible incomplete regeneration
•
MIL illuminated
•
Regeneration frequency too high
•
N/A
•
Aftertreatment hydrocarbon doser clogged
•
Aftertreatment hydrocarbon doser fuel pressure too low
•
Aftertreatment hydrocarbon doser clogged
•
Aftertreatment hydrocarbon doser fuel pressure too high
•
Injector leakage (engine)
•
Aftertreatment hydrocarbon doser
•
Air leakage
•
Faulty injector(s) (engine)
•
Aftertreatment hydrocarbon doser clogged
•
Diesel Particulate Filter (DPF) catalyst damaged
•
Diesel Particulate Filter (DPF) catalyst clogged
•
Aftertreatment hydrocarbon doser
•
Air leakage
•
Fuel line clogged
FMI 15
FMI 17
FMI 31 •
•
Data valid but above normal operating range - Least severe level
•
Data valid but below normal operating range - Least severe level
Condition exists
•
•
Unable to achieve needed temperature
•
Aftertreatment temperature too high
Regeneration period too long
•
MIL illuminated
•
Regeneration frequency too high
•
MIL illuminated
•
Possible incomplete regeneration
•
MIL illuminated
•
Possible incomplete regeneration
•
MIL illuminated
•
Regeneration frequency too high
•
Aftertreatment hydrocarbon doser clogged
•
Aftertreatment hydrocarbon doser fuel pressure too low
•
Aftertreatment hydrocarbon doser clogged
•
Aftertreatment hydrocarbon doser fuel pressure too high
•
Injector leakage (engine)
•
Aftertreatment hydrocarbon doser
•
Air leakage
•
Fuel line clogged
80
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 3509, Sensor Supply Voltage 1 – MID 128 SID 232
Type of fault:
FMI Description:
Fault Condition:
Possible
Symptoms:
Possible Cause:
FMI 3
FMI 4
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Sensor supply voltage out of range (high)
•
Sensor supply voltage out of range (low)
•
MIL illuminated
•
Incorrect sensor values
•
MIL illuminated
•
Incorrect sensor values
•
Faulty harness or connector
•
Faulty harness or connector
ECM SPN 3510, Sensor Supply Voltage 2 – MID 128 SID 211
FMI Description: Possible Cause: Type of fault:
FMI 3
FMI 4
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
Fault Condition: Possible
Symptoms:
•
Circuit shorted +
•
MIL illuminated
•
Incorrect sensor values
•
Circuit shorted –
•
MIL illuminated
•
Incorrect sensor values
•
•
Faulty harness or connector
Faulty harness or connector
ECM SPN 3511, Sensor Supply Voltage 3 – MID 128 PSID 113
FMI Description: Type of fault:
FMI 3
Fault Condition: Possible
Symptoms:
Possible Cause:
•
Circuit shorted +
•
MIL illuminated
•
Faulty harness
FMI 4
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Circuit shorted –
•
MIL illuminated
•
Faulty harness
ECM SPN 3512, Sensor Supply Voltage 4 – MID 128 PSID 126
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 3
FMI 4
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
•
Sensor supply circuit shorted +
Sensor supply circuit shorted –
Possible
Symptoms:
•
MIL illuminated
•
Incorrect sensor values
•
MIL illuminated
•
Incorrect sensor values
•
•
Faulty harness
Faulty harness
81
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 3522, Aftertreatment Total Fuel Used – MID 128 PSID 91
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 0
Possible
Symptoms:
•
N/A
FMI 1
FMI 16
FMI 18
•
Data valid but above normal operational range
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) level change too much
•
Data valid but below normal operational range
•
Data valid but above normal operating range - Moderately severe level
•
Data valid but below normal operating range - Moderately severe level
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) level change too little
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) level change too much
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) level change too little
•
•
•
N/A
N/A
N/A
•
DEF system leak
•
Wrong DEF tank
•
Aftertreatment DEF Dosing Module failure or wrong module
•
DEF tank level sensor stuck
•
DEF system clog
•
Wrong DEF tank
•
Aftertreatment DEF Dosing Module failure or wrong module
•
DEF system leak
•
Wrong DEF tank
•
Aftertreatment DEF Dosing Module failure or wrong module
•
DEF tank level sensor stuck
•
DEF system clog
•
Wrong DEF tank
•
Aftertreatment DEF Dosing Module failure or wrong module
82
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 3556, Aftertreatment Hydrocarbon Doser – MID 128 PPID 329
FMI Description: Fault Condition: Type of fault:
FMI 3
FMI 4
FMI 5
FMI 13
FMI 14
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
•
•
Circuit shorted to battery
Circuit shorted to ground
Open circuit
•
Out of calibration
•
Aftertreatment hydrocarbon doser clogged
•
Special instructions
•
Aftertreatment hydrocarbon doser leaking
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
Possible Cause:
•
Faulty harness
•
Aftertreatment hydrocarbon doser failure
•
Faulty harness
•
Aftertreatment hydrocarbon doser failure
•
Faulty harness
•
Aftertreatment hydrocarbon doser failure
•
•
•
MIL illuminated
•
Aftertreatment hydrocarbon doser failure
•
Fuel shut off valve
•
Fuel supply failure
MIL illuminated
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
Aftertreatment hydrocarbon doser failure
83
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 3597, Aftertreatment Diesel Particulate Filter (DPF) Regeneration too Frequent – MID 128 PSID 119
FMI Description: Type of fault:
FMI 3
FMI 4
FMI 5
•
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
Current below normal or open circuit
Fault Condition: Possible
Symptoms:
Possible Cause:
•
Circuit shorted +
•
MIL illuminated
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF line heater 1 or 3 failure
•
Aftertreatment DEF pump assembly failure
•
Aftertreatment DEF tank heating valve failure
•
Aftertreatment Control Module (ACM)
•
Circuit shorted –
•
MIL illuminated
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF line heater 1 or 3 failure
•
Aftertreatment DEF pump assembly failure
•
Aftertreatment DEF tank heating valve failure
•
Aftertreatment Control Module (ACM)
•
Open circuit
•
MIL illuminated
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF line heater 1 or 3 failure
•
Aftertreatment DEF pump assembly failure
•
Aftertreatment DEF tank heating valve failure
•
Aftertreatment Control Module (ACM)
84
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 3675, Engine Turbocharger Compressor Bypass Valve Position
– MID 128 PPID 330
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 3
FMI 4
FMI 5
FMI 7
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
Mechanical system not responding or out of adjustment
•
•
Circuit shorted +
•
On/off valve can’t be activated
•
Short circuit -
•
Valve constantly activated
•
Open circuit
•
On/off valve can’t be activated
Mechanically
Stuck
•
On/off valve can’t be activated
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
High engine braking without request
•
Driveability affected
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Major engine derate
•
Exhaust manifold overheating
•
Engine shut down
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
High engine braking without request
•
Driveability affected
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Regeneration not possible
•
High engine braking without request
•
Driveability affected
•
Valve constantly activated
•
•
•
•
•
•
•
•
•
Faulty bypass valve solenoid
Faulty harness
Faulty harness connector
Faulty bypass valve solenoid
Faulty harness
Faulty harness connector
Faulty bypass valve solenoid
•
Faulty harness
•
Faulty harness connector
Leaking pipes
Faulty bypass valve solenoid
85
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
Major engine derate
•
Exhaust manifold overheating
•
Engine shut down
ECM SPN 3720, Aftertreatment DPF Ash Load Percent – MID 128 PPID 337
Type of fault:
FMI 0
FMI Description:
•
Data valid but above normal operational range - Most severe level
Fault Condition: Possible
Symptoms:
•
Ash level too high
•
Yellow electronic malfunction lamp illuminated
Possible Cause:
•
Need service, ash level is too high
ECM SPN 3936, Aftertreatment DPF System – MID 128 PSID 28
Type of fault:
FMI 0
FMI Description:
FMI 1
Fault Condition:
•
Data valid but above normal operational range - Most severe level
•
Data valid but below normal operational range - Most severe level
•
Aftertreatment
DPF differential pressure sensor value too high
•
Aftertreatment
DPF differential pressure sensor value too low
Possible
Symptoms:
Possible Cause:
•
MIL illuminated
•
Aftertreatment DPF differential pressure sensor
•
Aftertreatment particulate filter
•
MIL illuminated
•
Aftertreatment DPF differential pressure sensor
•
Aftertreatment particulate filter
ECM SPN 4094, NOx Limits Exceeded Due to Insufficient Diesel Exhaust
Fluid (DEF) Quality – MID 128 PSID 90
Possible Cause: Type of fault:
FMI 1
FMI 14
FMI 18
FMI Description: Fault Condition:
•
Data valid but below normal operational range - Most severe level
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing too low
Possible
Symptoms:
•
Yellow electronic malfunction lamp illuminated
•
Engine derate
•
Special Instructions
•
Aftertreatment
•
Data valid but below normal operating range - Moderately severe level
Diesel Exhaust
Fluid (DEF) dosing too low
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing too low
•
Yellow electronic malfunction lamp illuminated
•
Engine derate
•
Yellow electronic malfunction lamp illuminated
•
Engine derate
•
•
•
•
DEF quality
Aftertreatment DEF line clogged
Aftertreatment DEF doser
Aftertreatment control module failure
•
DEF quality
•
Aftertreatment DEF line clogged
•
Aftertreatment DEF doser
•
Aftertreatment control module failure
•
DEF quality
•
Aftertreatment DEF line clogged
•
Aftertreatment DEF doser
•
Aftertreatment control module failure
86
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 4095, NOx Limits Exceeded Due to Interrupted Diesel Exhaust
Fluid (DEF) Dosing – MID 128 PSID 90
Type of fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 7
•
Mechanical system not responding or out of adjustment
•
Dosing failure
•
MIL illuminated
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) low usage
•
DEF level
•
Faulty DEF pump
•
Leak in DEF hose
ECM SPN 4334, Afterteatment Diesel Exhaust Fluid (DEF) Dosing Absolute
Pressure – MID 128 PPID 273
Type of fault:
FMI 1
FMI 4
FMI 5
FMI Description:
•
Data valid but below normal operational range - Most severe level
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
Fault Condition:
DEF system leakage detected
Possible
Symptoms:
•
MIL illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
Short Circuit -
•
MIL illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
Short Circuit +
•
Open Circuit
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
Possible Cause:
•
DEF pump
•
DEF hose
•
Aftertreatment Diesel Exhaust Fluid
(DEF) doser (injector)
•
DEF pump assembly
•
DEF pump assembly
ECM SPN 4339, Aftertreatment SCR Feedback Control Status – MID 128
PSID 90
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 0 •
Data valid but above normal operational range - Most severe level
•
Adaptation too high
Possible
Symptoms:
•
N/A
•
NOx sensor
•
Aftertreatment Diesel Exhaust Fluid
(DEF) dosing system failure
87
Group 28
FMI 1
FMI 10
FMI 12
•
Data valid but below normal operational range - Most severe level
•
Adaptation too low
•
N/A
•
Abnormal rate of change
•
Adaptation too high
•
N/A
•
Bad intelligent device or component
•
Adaptation too low
•
N/A
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
NOx sensor
•
Aftertreatment Diesel Exhaust Fluid
(DEF) dosing system failure
•
DEF quality
•
NOx sensor
•
Aftertreatment Diesel Exhaust Fluid
(DEF) dosing system failure
•
NOx sensor
•
Aftertreatment Diesel Exhaust Fluid
(DEF) dosing system failure
•
DEF quality
ECM SPN 4354, Aftertreatment Diesel Exhaust Fluid (DEF) Line Heater 1
– MID 128 PSID 103
FMI Description: Possible Cause: Type of fault:
FMI 3
FMI 4
FMI 5
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
•
Fault Condition: Possible
Symptoms:
•
Circuit shorted +
•
N/A
Circuit shorted –
Open circuit
•
•
N/A
N/A
•
•
Faulty harness
Faulty connector
•
Aftertreatment DEF line heater 1 failure
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF line heater 1 failure
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF line heater 1 failure
ECM SPN 4356, Aftertreatment Diesel Exhaust Fluid (DEF) Line Heater 3
– MID 128 PSID 102
FMI Description: Possible Cause: Type of fault:
FMI 3 •
Voltage above normal, or shorted to high source
Fault Condition: Possible
Symptoms:
•
Circuit shorted +
•
N/A
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF line heater 3 failure
88
Group 28
FMI 4
FMI 5
•
Voltage below normal, or shorted to low source
•
Circuit shorted –
•
N/A
•
Current below normal or open circuit
•
Open circuit
•
N/A
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF line heater 3 failure
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF line heater 3 failure
ECM SPN 4374, Aftertreatment Diesel Exhaust Fluid (DEF) Pump Motor
Speed – MID 128 PSID 87
Type of fault:
FMI 1
FMI Description:
•
Data valid but below normal operational range - Most severe level
Fault Condition: Possible
Symptoms:
•
Slow pump speed
•
MIL illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
Possible Cause:
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF pump assembly failure
ECM SPN 4375, Aftertreatment Diesel Exhaust Fluid Pump (DEF) Drive
Percentage – MID 128 PSID 121
Type of fault:
FMI 0
FMI 1
FMI 3
FMI 4
FMI Description:
•
Data valid but above normal operational range - Most severe level
•
Data valid but below normal operational range - Most severe level
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
Fault Condition: Possible
Symptoms:
•
Circuit shorted +
•
MIL illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
Circuit shorted –
•
Open circuit
•
•
MIL illuminated
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
Circuit shorted +
•
MIL illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
Circuit shorted –
•
MIL illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
Possible Cause:
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF pump assembly failure
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF pump assembly failure
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF pump assembly failure
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF pump assembly failure
89
Group 28
FMI 5 •
Current below normal or open circuit
•
Open circuit
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
MIL illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF pump assembly failure
FMI 12 •
Bad intelligent device or component
•
Open circuit
•
MIL illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF pump assembly failure
FMI 14 •
Special instructions
•
Voltage to pump out of range
•
MIL illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF pump assembly failure
ECM SPN 4376, Aftertreatment Diesel Exhaust Fluid (DEF) Return Valve
– MID 128 PSID 105
FMI Description: Possible Cause: Type of fault:
FMI 3
FMI 4
FMI 5
FMI 7
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
Mechanical system not responding or out of adjustment
•
•
•
Fault Condition: Possible
Symptoms:
•
Circuit shorted +
•
MIL illuminated
•
Not possible to perform afterrun
Circuit shorted –
Open circuit
Open circuit
•
Possible mechanical problem with aftertreatment diesel exhaust fluid (DEF) return valve
•
MIL illuminated
•
Not possible to perform afterrun
•
MIL illuminated
•
Not possible to perform afterrun
•
MIL illuminated
•
Not possible to perform afterrun
•
•
•
Faulty harness
Faulty connector
Aftertreatment DEF pump assembly failure
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF pump assembly failure
•
Faulty harness
•
Faulty connector
•
Aftertreatment DEF pump assembly failure
•
Mechanical fault – DEF return line restricted between DEF pump and
DEF tank
•
Aftertreatment Diesel Exhaust Fluid
(DEF) pump assembly
90
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 4752, Engine Exhaust Gas Recirculation (EGR) Cooler Efficiency
– MID 128 SID 282
FMI Description: Fault Condition: Type of fault:
FMI 7
•
Mechanical system not responding or out of adjustment
•
Low EGR cooler efficiency
Possible
Symptoms:
Possible Cause:
•
MIL illuminated
•
EGR cooler clogged or damaged
ECM SPN 4811, Engine Piston Cooling Oil Pressure – MID 128 PPID 8
Possible Cause: Type of fault:
FMI 1
FMI 3
FMI 5
FMI Description: Fault Condition:
•
Data valid but below normal operational range - Most severe level
•
Voltage above normal or shorted to high source
•
Current below normal or open circuit
•
Pressure below range
•
Short to battery in metering line
•
Open in the metering side sensor circuit
•
Open circuit in the ground line sensor circuit
Possible
Symptoms:
•
Red engine shutdown lamp illuminated
•
Yellow electronic malfunction lamp illuminated
•
Yellow electronic malfunction lamp illuminated
•
•
•
•
N/A
Faulty harness
Faulty sensor
Faulty harness
ECM SPN 4813, Engine Oil Thermostat Bypass Valve Opening – MID 128
PSID 72
FMI Description: Possible Cause: Type of fault:
FMI 3 •
Voltage above normal, or shorted to high source
Fault Condition: Possible
Symptoms:
•
Circuit shorted +
•
Yellow electronic malfunction lamp illuminated
•
Oil thermostat is always open
•
•
Faulty actuator
Faulty harness
91
Group 28
FMI 4
FMI 5
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
Circuit shorted –
•
Yellow electronic malfunction lamp illuminated
•
Oil thermostat is always closed
•
Engine may overheat
•
Open circuit
•
Yellow electronic malfunction lamp illuminated
•
Oil thermostat is always open
•
May have increased fuel consumption
•
Faulty actuator
•
Faulty harness
•
Faulty actuator
•
Faulty harness
ECM SPN 4815, Engine Cooling Fan Thermal Switch Position – MID 128
PPID 333
FMI Description:
Fault Condition: Possible Cause: Type of fault:
FMI 3
FMI 4
FMI 5
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
•
Current below normal or open circuit
•
•
•
Circuit shorted to battery
Short circuit -
Open circuit
Possible
Symptoms:
•
Yellow electronic malfunction lamp illuminated
•
Yellow electronic malfunction lamp illuminated
•
Yellow electronic malfunction lamp illuminated
•
Faulty harness
•
Faulty harness connector
•
Faulty sensor
•
Faulty harness
•
Faulty harness connector
•
Faulty sensor
•
Faulty harness
•
Faulty harness connector
•
Faulty sensor
ECM SPN 5246, Aftertreatment SCR Operator Inducement Severity – MID
128 PSID 46
FMI Description: Fault Condition: Possible Cause: Type of fault:
FMI 0 •
Data valid but above normal operational range - Most severe level
•
Severe SCR system fault detected –
Warning fault
Possible
Symptoms:
•
Severe engine derate
•
N/A
92
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 15
FMI 16
•
Data valid but above normal operating range - Least severe level
•
Data valid but above normal operating range - Moderately severe level
•
Moderate SCR system fault detected –
Warning fault
•
SCR system fault detected –
Warning fault
•
Moderate engine derate
•
N/A
•
Engine derate
•
N/A
ECM SPN 5285, Charge Air Cooler (CAC) Temperature – MID 128 PID 52
Possible Cause: Type of fault:
FMI 7
FMI 18
FMI Description:
•
Mechanical system not responding properly
•
Fault Condition:
Boost temperature too high
Possible
Symptoms:
•
MIL illuminated
(13L engine only)
•
Data valid but below normal operating range
•
Boost temperature too high
•
MIL illuminated
(13L engine only)
•
•
•
Air flow through charge air cooler
(CAC) too low
Charge air cooler (CAC)
•
Air flow through charge air cooler
(CAC) too low
Charge air cooler (CAC)
ECM SPN 5298, Aftertreatment Diesel Oxidation Catalyst (DOC) Conversion
Efficiency – MID 128 PSID 99
Type of fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 7
FMI 18
•
Mechanical system not responding properly
•
Data valid but below normal operating range - Moderately severe level
•
Hydrocarbon conversion is too low in the Diesel
Oxidation Catalyst
(DOC)
•
Hydrocarbon conversion is too low in the Diesel
Oxidation Catalyst
(DOC)
•
MIL illuminated
•
Catalyst failure
•
DOC temperature sensor
•
MIL illuminated
•
Catalyst failure
•
DOC temperature sensor
93
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
ECM SPN 5392, Aftertreatment Diesel Exhaust Fluid (DEF) Dosing Valve
Loss of Prime – MID 128 PSID 121
FMI Description: Fault Condition: Type of fault:
FMI 7
FMI 31
•
Mechanical system not responding properly
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) pressure build up failure
•
Condition exists
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) pressure build up failure
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
Possible Cause:
•
Empty DEF tank
•
DEF filter clogged
•
DEF inlet pipe leak or blockage
•
DEF pump assembly
•
Empty DEF tank
•
DEF filter clogged
•
DEF inlet pipe leak or blockage
•
DEF pump assembly
ECM SPN 5394, Aftertreatment Diesel Exhaust Fluid (DEF) Dosing Valve
– MID 128 PSID 89
Type of fault:
FMI 0
FMI 1
FMI 3
FMI 4
FMI Description:
•
Data valid but above normal operational range - Most severe level
•
Data valid but below normal operational range - Most severe level
•
Voltage above normal, or shorted to high source
•
Voltage below normal, or shorted to low source
Fault Condition:
•
Low side circuit shorted to +
•
Short to ground
•
Low side circuit open
•
•
Possible
Symptoms:
MIL illuminated
MIL illuminated
•
•
Possible Cause:
Aftertreatment DEF dosing pump assembly
Aftertreatment DEF dosing pump assembly
•
Circuit shorted +
•
MIL illuminated
•
Aftertreatment DEF dosing pump assembly
•
Circuit shorted –
•
MIL illuminated
•
Aftertreatment DEF dosing pump assembly
94
Group 28
Engine Control Module (ECM) Diagnostic Trouble
Codes (DTCs)
FMI 5
FMI 14
•
Current below normal or open circuit
•
Open circuit
•
Special instructions
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) Doser clogged or hose clogged
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
Aftertreatment DEF doser
•
Aftertreatment DEF dosing pump assembly
•
Aftertreatment Diesel Exhaust Fluid
(DEF) doser clogged
•
Hose clogged
ECM SPN 5394, Aftertreatment Diesel Exhaust Fluid (DEF) Dosing Valve
– MID 128 PSID 90
Possible Cause: Type of fault:
FMI 1
FMI 17
FMI Description:
•
Data valid but below normal operational range
•
Data valid but below normal operating range - Least severe level
Fault Condition:
•
Dosing failure
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing amount too low or
DEF quality
•
Dosing failure
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing amount too low or
DEF quality
Possible
Symptoms:
•
MIL illuminated
•
NOx emissions too high
•
MIL illuminated
•
NOx emissions too high
•
•
•
•
•
•
•
•
NOx sensor
SCR catalyst malfunction
EGR mass flow failure
SCR inlet temperature sensor
NOx sensor
SCR catalyst malfunction
EGR mass flow failure
SCR inlet temperature sensor
ECM SPN 5485, Aftertreatment Diesel Exhaust Fluid (DEF) Pump Orifice
– MID 128 PSID 121
FMI Description: Type of fault:
FMI 11 •
Root cause not known
Fault Condition:
•
Aftertreatment
Diesel Exhaust
Fluid (DEF) bleed orifice clogged
Possible
Symptoms:
•
MIL illuminated
•
Yellow electronic malfunction lamp illuminated
•
No Aftertreatment
Diesel Exhaust
Fluid (DEF) dosing
Possible Cause:
•
Bleed orifice
•
Aftertreatment Diesel Exhaust Fluid
(DEF) pressure sensor
95
Last page
PV776-88961816 () 03.2010 © Mack Trucks, Inc., 2010
Mack Trucks, Inc.
Greensboro, NC USA http://www.macktrucks.com
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Key features
- Provides diagnostic trouble codes (DTCs)
- Explains how to diagnose and troubleshoot ECM issues
- Includes service procedures
- Covers 2010 emissions
- Applicable to CHU, CXU, GU, and TD models
