D

Service Manual
Trucks
Group 28, 36, 43
Fault Code Guide
2007 Emissions
VN, VHD VERSION2, VT
PV776-20180137
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Foreword
Descriptions and instructions in this handbook are based on design and
method studies up to and including 1.2007.
The products are under continual development. Values and repair
methods may therefore differ on vehicles and components manufactured
after this date.
This service information uses the following observation and warning levels:
Note! Indicates a situation, use or circumstance that should
be emphasized.
Important! Indicates a situation, where a special service hint or
technique is used.
Caution! Indicates a situation that, unless avoided, can lead to
physical damage to the product.
Warning! Indicates a dangerous situation that, unless avoided, can
led to personal injury.
Danger! Indicates a dangerous situation that, unless avoided, can
lead to serious personal injury or death.
Order number: PV776-20180137
2007 Volvo Trucks North America, Inc., Greensboro, NC USA
All rights reserved. No part 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 Volvo Trucks North America, Inc.
USA25976.ihval
D
Group 28 Design and Function
Group 28
Design and Function
Engine Control System
The Premium Tech Tool (PTT) is the preferred tool for
performing diagnostic work. Contact your local dealer
for more information.
System Overview
Five electronic control modules are used; the Engine
Management System (EMS) Module, Instrument Cluster
Module (ICM), Vehicle Electronic Control Unit (VECU),
Transmission Electronic Control Unit (TECU) and
the Gear Selector Electronic Control Unit (GSECU).
Together, these modules operate and communicate
through the J1939 high speed serial data line to control
a variety of engine and vehicle cab functions. The
Engine Management System (EMS) Module controls
fuel timing and delivery, fan operation, engine protection
functions, engine brake operation, the EGR valve, and the
turbocharger nozzle. The Vehicle Electronic Control Unit
(VECU) controls cruise control functions, accessory relay
controls and idle shutdown functions. The Instrument
Cluster Module (ICM) primarily displays operational
parameters and communicates these to the other ECUs.
All have the capability to communicate over the J1587
normal speed data lines primarily for programming,
diagnostics and data reporting.
In addition to their control functions, the modules
have on-board diagnostic capabilities. The on-board
diagnostics are designed to detect faults or abnormal
conditions that are not within normal operating
parameters. When the system detects a fault or abnormal
condition, the fault will be logged in one or both of the
modules memory, the vehicle operator will be advised
that a fault has occurred by illumination a malfunction
indicator lamp and a message in the driver information
display, if equipped. The module may initiate the engine
shutdown procedure if the system determines that the
fault could damage the engine.
In some situations when a fault is detected, the system
will enter the "limp home" mode. The limp home mode
allows continued vehicle operation but the system may
substitute a sensor or signal value that may result in
poor performance. In some instances, the system will
continue to function but engine power may be limited to
protect the engine and vehicle. Fault codes logged in the
system memory can later be read, to aid in diagnosing
the faults, with a diagnostic computer or through the
instrument cluster display, if equipped. When diagnosing
an intermittent code or condition, it may be necessary
to use a diagnostic computer connected to the Serial
Communication Port.
Additional data and diagnostic tests are available
when a diagnostic computer is connected to the Serial
Communication Port.
For diagnostic software, contact your local dealer.
The Vehicle Electronic Control Unit (VECU) is mounted
on a panel below the top dash access panel in the center
of the dash on conventional models. The VECU is a
microprocessor based controller programmed to perform
several functions, these include:

Driver controls

Vehicle and engine speed controls

Starter control

Cab power

Idle controls

Broadcasting data on the serial data lines

Trip data logging

Diagnostic fault logging and password processing

The VECU performs these functions by monitoring the
signals from sensors and switches, and data received
over the serial data lines from the other ECUs. The
VECU directly monitors the Throttle Position (TP) Sensor
and Vehicle Speed Sensor (VSS).
The VECU also monitors the position or state of a number
of switches to perform its control and diagnostic functions.
They are:

A/C Pressure Switch

Air Suspension Height Control Switch

Differential Lock Switch

Engine Brake Switches

Ignition Key Switch

PTO Switches (if equipped)

Service and Park Brake Switches

Speed Control Switches (Set/Decel, Resume/Accel)

5th Wheel Slide Switch

1
D
Group 28 Design and Function
The EMS is a microprocessor based controller
programmed to perform fuel injection quantity and timing
control, diagnostic fault logging, and to broadcast data to
other modules. The fuel quantity and injection timing to
each cylinder is precisely controlled to obtain optimal fuel
economy and reduced exhaust emissions in all driving
situations.
The EMS controls the operation of the Electronic Unit
Injectors (EUIs), engine brake solenoid, EGR valve,
turbocharger nozzle position, and cooling fan clutch
based on input information it receives over the serial data
lines and from the following sensors:

Ambient Air Temperature Sensor

Ambient Pressure sensor

Boost Air Pressure (BAP) Sensor

Camshaft Position (Engine Position) Sensor

Cooling Fan Speed (CFS) Sensor

Crankshaft Position (Engine Speed) Sensor

Differential Pressure DPF Sensor

EGR Differential Pressure Sensor

EGR Temperature Sensor

Engine Coolant Level (ECL) Sensor

Engine Coolant Temperature (ECT) Sensor

Engine Oil Pressure (EOP) Sensor

Engine Oil Level (EOL) Sensor

Engine Oil Temperature (EOT) Sensor

Exhaust Temperature Sensor (DPF Sensors)

Fuel Pressure Sensor

Intake Air Temperature And Humidity (IATH) Sensor

Intake Manifold (Boost) Temperature Sensor

Throttle Position (TP) Sensor

Turbo Speed Sensor

Variable Geometry Turbocharger (VGT) Position

Sensor
The Vehicle Electronic Control Unit (VECU) and Engine
Management System (EMS) Module 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 each module has developed, based on the
input information it has received.
2
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Group 28 Design and Function
Sensors
Ambient Air Temperature Sensor
The Ambient Air Temperature Sensor is used to detect the
outside air temperature. The sensor modifies a voltage
signal from the ECM. The modified signal returns to the
ECM as the ambient air temperature. The sensor uses a
thermistor that is sensitive to the change in temperature.
The electrical resistance of the thermistor decreases as
temperature increases.
The Ambient Air Temperature Sensor is located in the
front of the vehicle.
Ambient (Atmospheric) Pressure Sensor
The Ambient (Atmospheric) Pressure Sensor contains a
pressure sensitive diaphragm and an electrical amplifier.
Mechanical pressure applied to the diaphragm causes
the diaphragm to deflect and the amplifier to produce an
electrical signal proportional to the deflection.
The Ambient (Atmospheric) Pressure Sensor is built into
the Engine Management System (EMS) Module.
Camshaft Position Sensor
The Camshaft Position (Engine Position) Sensor is
located in the rear face of the timing gear cover at the
rear of the engine, near the bottom of the valve cover. It
uses magnetic induction to generate a pulsed electrical
signal. It senses the passage of seven (7) timing bumps
on the edge of the camshaft dampener. Six of the holes
correspond to the phasing of the electronic unit injectors,
while the seventh hole indicates the top dead center
position.
Cooling Fan Speed (CFS) Sensor
On engines with an electronically controlled viscous fan
drive, the electronic fan drive contains a Hall effect speed
sensor. When the engine is running, a series of vanes in
the fan drive housing rotates past a magnet in the fan
drive solenoid generating a pulsed voltage signal. The
Engine Management System (EMS) Module monitors
the status if the air conditioning system and signals from
the Engine Coolant Temperature (ECT) Sensor, the
Engine Oil Temperature (EOT) Sensor, and the Engine
Speed/Timing (RPM/TDC) Sensor and calculates the
optimal cooling fan speed.
The Cooling Fan Speed Sensor is located in the fan drive
on the front of the engine.
3
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Group 28 Design and Function
Crankshaft Position (Engine Speed) Sensor
The Crankshaft Position (Engine Speed) Sensor uses
magnetic induction to generate a pulsed electrical signal.
Notches are machined into the edge of the flywheel.
When one of the notches passes close to the sensor,
electric pulses result.
The Crankshaft Position (Engine Speed) Sensor also
indicates when the crankshaft is at the top dead center
position.
Differential Pressure DP Sensor
The differential pressure sensor is used for flow
measurement of the Diesel Particulate Filter (DPF). This
sensor has two pressure ports and senses the difference
in pressure between the two ports. Measurement of the
pressure before and after the DPF is used to calculate
diesel filter regeneration.
The Differential Pressure DPF Sensor is located on the
side of the Diesel Particulate Filter (DPF).
EGR Differential Pressure Sensor
The EGR differential pressure sensor is used for flow
measurement of the Exhaust Gas Recirculation (EGR)
valve. This sensor has two pressure ports and senses
the difference in pressure between the two ports.
Measurement of the pressure before and after the EGR
valve is used to calculate EGR flow.
The EGR Differential Pressure Sensor is located on the
left or right side of the engine.
EGR Temperature Sensor
The EGR temperature sensor detects exhaust gas
temperature for EGR system. The sensor modifies a
voltage signal from the control unit. The modified signal
returns to the control unit as the exhaust temperature
of the EGR system to confirm EGR operation. The
sensor uses a thermistor that is sensitive to the change
in temperature.
The EGR Temperature Sensor is located near the EGR
valve.
Engine Coolant Level (ECL) Sensor
The Engine Coolant Level (ECL) Sensor is a switch. If
engine coolant level falls below a calibrated point the
contacts open and the driver will be notified of the low
coolant level.
The Engine Coolant Level (ECL) Sensor is located in the
cooling system reservoir tank.
4
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Group 28 Design and Function
Engine Coolant Temperature (ECT) Sensor
The Engine Coolant Temperature Sensor is located at
the front of the engine. The sensor will indicate a high
coolant temperature caused by problems like radiator
blockage, thermostat failure, heavy load, or high ambient
temperatures. This sensor is also used for cold start
enhancement and for fan clutch engagement.
Engine Oil Pressure (EOP) Sensor
The Engine Oil Pressure Sensor contains a pressure
sensitive diaphragmand a electrical amplifier. Mechanical
pressure applied to the diaphragm causes the diaphragm
to deflect and the amplifier to produce an electrical signal
proportional to the deflection.
The Engine Oil Pressure Sensor is located on the oil filter
assembly. The sensor monitors engine oil pressure to
warn of lubrication system failure.
Engine Oil Level (EOL) Sensor
The Engine Oil Level Sensor is located in the oil pan.
Engine Oil Temperature (EOT) Sensor
The Engine Oil Temperature Sensor is a thermistor
whose resistance varies inversely to temperature. The
sensor has a negative temperature coefficient, which
means the sensor resistance will decrease as the engine
oil temperature increases.
The Engine Oil Temperature Sensor is located in the oil
pan.
Exhaust Temperature Sensor (DPF Sensors)
The exhaust gas temperature sensor detects exhaust
gas temperature for DPF protection as well as DPF
regeneration control. The sensor modifies a voltage
signal from the control unit. The modified signal returns to
the control unit as the exhaust temperature at that specific
location of the exhaust. The sensor uses a thermistor that
is sensitive to the change in temperature.
The Exhaust Temperature Sensors are located in the
DPF assembly.
Fuel Pressure Sensor
The fuel pressure sensor contains a diaphragm that
senses fuel pressure. A pressure change causes the
diaphragm to flex, inducing a stress or strain in the
diaphragm. The resistor values in the sensor change in
proportion to the stress applied to the diaphragm and
produces an electrical output.
The Fuel Pressure Sensor is located on top of the fuel
filter housing.
5
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Group 28 Design and Function
Intake Air Temperature and Humidity (IATH) Sensor
The Intake Air Temperature and Humidity (IATH)
Sensor contains a thermistor and a capacitive sensor.
The resistance of the thermistor varies inversely to
temperature. The output of the capacitive sensor
increases as the humidity of the surrounding air increases.
By monitoring the signals from both portions of the
sensor, the Engine Management System (EMS) Module
calculates the temperature and humidity of the air passing
through the air filter housing.
The Intake Air Temperature and Humidity (IATH) Sensor
is located in the air intake tube just downstream from the
air filter canister.
Intake Manifold (Boost) Temperature Sensor
The Intake Manifold (Boost) Temperature Sensor is
a thermistor whose resistance varies inversely to
temperature. The sensor has a negative temperature
coefficient, which means the sensor resistance will
decrease as the inlet air temperature increases.
The Intake Manifold (Boost) Temperature Sensor is
located in the intake manifold.
Intake Manifold Pressure Sensor
The Intake Manifold Pressure Sensor contains a
pressure sensitive diaphragm and an electrical amplifier.
Mechanical pressure applied to the diaphragm causes
the diaphragm to deflect and the amplifier to produce an
electrical signal proportional to the deflection.
The Intake Manifold Pressure Sensor is located on the air
inlet pipe before the intake manifold.
Throttle Position (TP) Sensor
The Throttle Position Sensor is a potentiometer that
is mechanically linked to the accelerator pedal. A
potentiometer is a variable resistor whose resistance
will change as the pedal is pressed. As the resistance
changes, the signal voltage of the sensor changes
indicating the accelerator pedal position.
The Throttle Position Sensor is located above the
accelerator pedal. The sensor is designed to improve the
drivers control by reducing sensitivity to chassis motion.
This sensor provides the drivers fuel request input to the
VECU.
Turbo Speed Sensor
The Turbo Speed Sensor informs the EMS of the turbo
shaft speed. The sensor does not read from the vanes,
but reads from the shaft. The Engine Management
System (EMS) Module uses this signal in conjunction with
the VGT position sensor signal to control the speed of the
turbocharger and therefore optimize the intake manifold
pressure.
The Turbo Speed Sensor is mounted in the center of the
turbocharger.
6
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Group 28 Design and Function
Variable Geometry Turbocharger Smart Remote Actuator (VGT SRA)
The Variable Geometry Turbocharger Smart Remote
Actuator (VGT SRA) takes the position commands from
the EMS, moves the nozzle of the turbocharger to the
desired position, and performs all of the diagnostics and
self checks on the actuator.
7
D
Group 28 Design and Function
MID 130 Transmission Control Unit
The Premium Tech Tool (PTT) is the preferred tool for
performing diagnostic work. Contact your local dealer
for more information.
System Overview
The I-Shift transmission is a technologically advanced
automated mechanical transmission, designed
specifically to work in conjunction with Volvos new family
of heavy-duty diesel engines. In order to work as a total
package, the I-Shift is programmed with each engines
efficiency map and is offered with different software
options to fulfill each operators needs.
All variants of the Volvo I-Shift have 12 forward speeds
and up to 4 reverse speeds depending on programming.
It is a single countershaft transmission built up with a
splitter section, a main section with three forward and one
reverse gear, and a range gear section. It is an automated
mechanical transmission and uses synchronizers in its
splitter and range gears but not in the main section. The
main section utilizes a countershaft brake to mesh gears
and equalize shaft speeds as needed. A single disc
automated clutch system is utilized. The I-Shift is a "two
pedal" transmission and does not require a clutch pedal.
The I-Shift uses compressed air and electrical solenoids
to perform shift functions, clutch control and countershaft
brake functions. All of these functions are timed and
controlled by the Transmission Electronic Control Unit
(TECU). A dedicated air tank is needed on the vehicle to
supply air for these components. The air is plumbed to
the transmission via a supply line and is distributed to the
other components internally. The air control solenoids are
housed in the Transmission Control Housing and in the
Clutch Control Valve Assembly.
All Volvo Truck models will be available with this
transmission including the VT, VN Series & VHD
vocational trucks. Four I-Shift models will be offered
to support the power ranges of the engines as well as
offering different gear arrangements:
AT2512C ATO2512C AT2812C ATO3112C
Operation Two Pedal Two Pedal Two Pedal Two Pedal
Forward Speeds 12 12 12 12
Engines Available D11/D13 D11/D13 D16 D16
Overall Ratio 14.94:1 15.04:1 14.94:1 15.04:1
Top Ratio Direct 1.00:1 Overdrive 0.78:1 Direct 1.00:1 Overdrive 0.78:1
Weight lbs (kg) 597 (275) 597 (275) 610 (281) 610 (281)
Transmission Identification
Each transmission has two identification tags. One is
found on the top of the clutch housing and the other is
found on the back of the range housing. The transmission
version can be readily identified by the following
nomenclature table.
Make Volvo
Type AT2512C, ATO2512C, AT2812C and ATO3112C
Description A Automatic
T Transmission
O Overdrive
25 Torque Capacity 2500 Nm (1850 lb/ft)
28 Torque Capacity 2800 Nm (2050 lb/ft)
31 Torque Capacity 3100 Nm (2300 lb/ft)
12 Number of forward gears
C Design Level
8
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Group 28 Design and Function
Sensors
Clutch Position Sensor
The Clutch Position Sensor is located on the side of the
clutch cylinder assembly (inside bell housing).
Main Shaft Speed Sensor(s)
The speed sensors are located on the control housing
and measure the speed of the main shaft and the speed
of the countershaft.
The main shaft speed sensor is a electronic sensor with a
hall element. Using a hall element makes it possible to
measure the rotation speed and rotation direction of the
shaft.
The countershaft speed sensor is an inductive sensor.
Knowing the speed of the countershaft makes it possible
to calculate the precise speed of every gear in the
transmission.
The speed sensor(s) are located in the transmission on
the lower portion of the control housing.
Output Shaft Speed Sensor
The Output Shaft Speed Sensor is located on the side of
the rear transmission housing.
Range Cylinder Position Sensor
There are four position sensors in the transmission
control housing. These sensors measure the position of
the specific air cylinder within the control housing. The
sensors are inductive and the inductive characteristics
change depending on the position of the metal pin that
follows the movements of the air cylinders.
The Range Cylinder Position Sensor is located in the
transmission on the lower portion of the control housing.
Split Cylinder Position Sensor
The Split Cylinder Position Sensor is located in the
transmission on the lower portion of the control housing.
1st/Reverse Cylinder Position Sensor
The 1st/Reverse Cylinder Position Sensor is located in the
transmission on the lower portion of the control housing.
2nd/3rd Gear Cylinder Position Sensor
The 2nd/3rd Gear Cylinder Position Sensor is located
in the transmission on the lower portion of the control
housing.
9
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Group 28 Design and Function
Transmission Electronic Control Unit
The TECU communicates with the Gear Selector ECU
and other ECUs in the vehicle through the J1939 and
J1587 data buses. The functionality of the TECU can be
different depending on the type of software packages
that are installed. The TECU contains the following
components:

SAE J11708/1587 CAN

SAE J1939 CAN

Powertrain CAN

11 Powerdrivers

Inclination Sensor

Temperature Sensor

9 Controlling Solenoid Valves

The Transmission Electronic Control Unit located on the
upper portion of the control housing.
Lubrication System
The transmission is lubricated through a combination of
pressure from an oil pump and splashing. The oil is led
into the main shaft to lubricate and cool the range gears,
the input shaft and main shaft bearings. The countershaft
brake and output shaft bearings, are also lubricated. The
lubrication system has two overflow valves. One valve
ensures that the transmission is lubricated if the filter gets
blocked while the other prevents excessive pressure in
the system, e.g. during cold start. The valves are made
up of a compression spring and a valve peg.
10
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Group 28 Design and Function
MID 223 Gear Selector Control Unit
The Premium Tech Tool (PTT) is the preferred tool for
performing diagnostic work. Contact your local dealer
for more information.
System Overview
The gear selector is attached to the drivers seat and can
be folded away to aid in entering the cabin. There are two
available selector configurations, a basic and a premium.
The selector in the vehicle is dependant on which program
package level the vehicle is built with. Both selectors
have gear positions of R (Reverse), N (Neutral), D (Drive),
and M (Manual). With the selector in the drive position
the transmission will shift as an automatic, performing
gear selections and shifting without driver input. When in
the manual position, the driver either selects the gears
using the gear selector button (premium selector) or will
lock the gear that the transmission is presently operating
in and hold that gear until the selector is placed in the
drive position again (basic selector). With the basic
selector, if the manual position is engaged at a stop the
vehicle will start in first and hold that gear. The basic
selector isnt equipped with a gear selector button or a
economy/performance dive mode button. In situations
where the I-Shift is unintentionally left in gear with the
parking brake applied, the TECU will automatically go to
neutral when the key switch is turned off. This is done
to avoid the transmission getting stuck in gear due to
drive line "torque up". There is a gear selector electronic
control unit (GSECU) that is located in the center of the
dash. The GSECU receives signals from the selector and
interprets these signals into communication information
that is transmitted to the TECU.
Selector Folding
The gear selector is capable of folding forward to aid in
cab entry and is also used to identify which software level
that is programmed in the Transmission Electronic Control
Unit (TECU). With the selector in the neutral position
(N) press in the fold button and the lever can be folded
forward. The display will then show the program package
level in place of the driving mode. This is found just to the
right of the present gear within the display.
Limp Home Mode
Note: Limp Home Mode should only be used to get a
vehicle to a safe or secure location. It is not meant for
driving any distance.
At times when a sensor failure or certain internal
transmission damage has occurred, "Limp Home Mode"
can be activated. Press the L button on the gear selector
and move the gear lever to the D position to active "Limp
Home Mode". When activated, L is displayed as the
driving mode in the DID. In "Limp Home Mode", only
forward gears 1, 3 and 5 are available for vehicles with
the premium selector and only first gear for vehicles with
the basic selector. No matter which selector the vehicle
has, reverse gear 1 is available also. The vehicle must be
stationary to shift gears. The "Limp Home Mode", will be
deactivated when the ignition is turned off. This mode is
only meant to get a vehicle to a safe or secure location.
Sensors
Gear Selector Electronic Control Unit
The gear selector communicates with the Gear Selector
Electronic Control Unit using 8 wires. These wires are
used to decode a switch matrix inside the GSECU.
Inside the gear selector lever there are a number of
switches. Some of the switches are normal and some are
hall-effect switches.
The Gear Selector Electronic Control Unit is located in the
center of the dash just rear of the VECU.
11
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12
D
Group 28 Troubleshooting
Troubleshooting
Engine ECU, Fault Tracing
The Premium Tech Tool (PTT) is the preferred tool for
performing diagnostic work. Contact your local dealer
for more information.
The control units on the information link communicate
according to the SAE J1587 standard. The standard
has been extended with Volvos own supplement
(PPID, PSID). The fault codes set by the control units
contain information that is described by the following
abbreviations.
MID Message Identification Description:
Identification of a control unit.
PID Parameter Identification Description:
Identification of a parameter (value).
PPID Proprietary Parameter Identification
Description Volvo:
Unique identification of a parameter
(value).
SID Subsystem Identification Description:
Identification of a component.
PSID Proprietary Subsystem Identification
Description Volvo:
Unique identification of a component.
FMI Failure Mode Identifier:
Identification of fault types.
FMI Table
FMI Display Text SAE Text
0 Value to high Data valid, but above the normal working range
1 Value too low Data valid, but below the normal working range
2 Incorrect data Intermittent or incorrect data
3 Electrical fault Abnormally high voltage or short circuit to higher voltage
4 Electrical fault Abnormally low voltage or short circuit to lower voltage
5 Electrical fault Abnormally low current or open circuit
6 Electrical fault Abnormally high current or short circuit to ground
7 Mechanical fault Incorrect response from a mechanical system
8 Mechanical or electrical fault Abnormal frequency
9 Communication fault Abnormal update rate
10 Mechanical or electrical fault Abnormally strong vibrations
11 Unknown fault Non-identifiable fault
12 Component fault Faulty unit or component
13 Incorrect calibration Calibration values outside limits
14 Unknown fault Special instructions
15 Unknown fault Reserved for future use
Note: When performing diagnostic test on intermittent
faults, gently wiggle the wires and connectors to help find
the intermittent faults.
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Group 28 Troubleshooting
Engine ECU, Fault Tracing
PID
MID 128 PID 26 Fan Speed Percent page 16
MID 128 PID 45 Preheater Relay page 16
MID 128 PID 81 Particulate Filter page 17
MID 128 PID 84 Vehicle Speed page 17
MID 128 PID 85 Cruise Control Status page 17
MID 128 PID 91 Accelerator Pedal Position page 18
MID 128 PID 94 Fuel Delivery Pressure page 18
MID 128 PID 97 Water in Fuel Indicator page 19
MID 128 PID 98 Engine Oil Level page 19
MID 128 PID 100 Engine Oil Pressure page 20
MID 128 PID 102 Intake Manifold Pressure page 21
MID 128 PID 103 Turbo Speed page 22
MID 128 PID 105 Intake Manifold Temperature page 23
MID 128 PID 108 Atmospheric Pressure page 24
MID 128 PID 110 Coolant Temperature page 25
MID 128 PID 111 Coolant Level page 26
MID 128 PID 153 Crankcase Pressure page 27
MID 128 PID 171 Ambient Temperature page 28
MID 128 PID 173 Exhaust Temperature page 28
MID 128 PID 175 Engine Oil Temperature page 29
MID 128 PID 354 Relative Humidity page 30
MID 128 PID 411 EGR Exhaust Back Pressure page 31
MID 128 PID 412 EGR Temperature page 32
PPID
MID 128 PPID 35 EGR Mass Flow page 33
MID 128 PPID 89 Variable Geometry Turbocharger Smart Remote Actuator Temperature page 33
MID 128 PPID 122 Engine Compression Brake page 34
MID 128 PPID 270 NOx Sensor page 35
MID 128 PPID 326 Soot Level page 36
MID 128 PPID 272 Air Pressure Compensation page 36
MID 128 PPID 328 Aftertreatment Injection Shutoff Valve page 37
MID 128 PPID 329 Aftertreatment Fuel Injector page 37
MID 128 PPID 330 DRV page 38
MID 128 PPID 337 Ash Level page 39
MID 128 PPID 387 Temperature Sensor, Catalytic Converter page 39
MID 128 PPID 436 Exhaust Gas Temperature Sensor 3 page 40
MID 128 PPID 437 Aftertreatment Injector Fuel Pressure Sensor page 41
14
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Group 28 Troubleshooting
PSID
MID 128 PSID 47 Particulate Trap Regeneration page 42
MID 128 PSID 98 Boost Air System page 42
MID 128 PSID 108 Aftertreatment Injection System page 43
MID 128 PSID 109 Engine Coolant Temperature Sensor page 44
SID
MID 128 SID 1/2/3/4/5/6 Unit Injector page 45
MID 128 SID 18 Drain Valve, Water Separator page 46
MID 128 SID 21 Engine Position Timing Sensor page 47
MID 128 SID 22 Engine Speed Sensor page 48
MID 128 SID 27 Variable Geometry Turbocharger page 49
MID 128 SID 33 Fan Control page 50
MID 128 SID 70 Preheater Element 1 page 50
MID 128 SID 71 Preheater Element 2 page 51
MID 128 SID 146 EGR Valve 1 page 51
MID 128 SID 211 5 Volt DC Supply page 52
MID 128 SID 230 Idle Validation Switch 1 page 52
MID 128 SID 232 5 Volt DC Supply to Sensor page 53
15
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Group 28 Troubleshooting
MID 128 PID 26 Fan Speed Percent
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
to high

Missing signal
from Fan Speed
Sensor

Short Circuit +,
Measuring line

Short Circuit -,
Measuring line

Open Circuit,
Measuring line

Open Circuit,
Ground line

Higher fuel
consumption

Will work as
on/off fan,
100%fan speed
if cooling is
needed

Cooling Fan Speed (CFS) sensor

failure

Faulty Cooling Fan Speed (CFS)

sensor harness
MID 128 PID 45 Preheater Relay
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
to high

Short Circuit +,
Measuring line

Preheat relay not

activated

White smoke for

cold start

Start problems in
cold climate

Preheat relay solenoid shorted

FMI 4

Voltage below
normal or shorted
low

Short Circuit -,
Measuring line

Induction air is
hot

Preheat relay
is impossible to
turn off

Faulty harness
FMI 5

Current below
normal or open
circuit

Open Circuit

Preheat relay not
activated

White smoke for

cold start

Start problems in
cold climate

Faulty Preheat relay

Faulty harness
16
D
Group 28 Troubleshooting
MID 128 PID 81 Particulate Filter
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational
range-most severe
level

Moderately high
pressure

Engine derate

Malfunction
indicator lamp
illuminated

Particulate Trap Pressure (PTP)

Sensor failure
FMI 2

Data erratic,
intermittent or
incorrect

Sensor is not
rational

Malfunction
indicator lamp
illuminated

Particulate Trap Pressure (PTP)

Sensor failure
FMI 3

Voltage above
normal or shorted
high

Short to battery
on the metering
side

Open in the
ground line

Malfunction
indicator lamp
illuminated

Particulate Trap Pressure (PTP)

Sensor failure

Faulty Particulate Trap Pressure

(PTP) Sensor connector

Faulty harness
FMI 5

Current below
normal or open

Open in 5 volt
supply line

Short to ground
in metering line

Open in metering
line

Malfunction
indicator lamp
illuminated

Particulate Trap Pressure (PTP)

Sensor failure

Faulty harness
FMI 12

Bad intelligent
device or
component

Particulate Trap
Pressure (PTP)
Sensor signal
high or low but
still within range

Engine derate

Diesel Particulate Filter (DPF) is
damaged, filled with soot or missing
MID 128 PID 84 Vehicle Speed
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

Missing signal
from VECU

Engine derate

J1708 vehicle speed message does
not exist, (VECU error)
MID 128 PID 85 Cruise Control Status
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

Missing (Cruise
Control) signal
from VECU

Cruise Control
does not work

No clutch info to EMS (J1939)

17
D
Group 28 Troubleshooting
MID 128 PID 91 Accelerator Pedal Position
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

Missing signal
from VECU

N/A

J1708 pedal information not
available
MID 128 PID 94 Fuel Delivery Pressure
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 1

Pressure critically
low

EMS module
detects a low fuel
pressure reading

Rough idle

Uneven running

Engine derate

A clogged fuel filter

Fuel leaking from a fuel line or fitting

Poor fuel pump pressure

Low fuel level

FMI 3

Voltage high/open

Low Fuel
Pressure (FP)
Sensor signal
line voltage

Engine derate

Malfunction
indicator lamp
illuminated

Damaged contacts in harness

Faulty Fuel Pressure (FP) sensor

Open circuit.
FMI 5

Current low/open

Low Fuel
Pressure (FP)
Sensor signal
line voltage

Engine derate

Malfunction
indicator lamp
illuminated

Damaged contacts in harness

Faulty Fuel Pressure (FP) sensor

FMI 7

Current low/open

Drop in fuel
pressure

Engine derate

Malfunction
indicator lamp
illuminated

Clogged fuel filter

Leaking fuel line or fitting

Poor fuel pump response

18
D
Group 28 Troubleshooting
MID 128 PID 97 Water in Fuel Indicator
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage high/open

N/A

Undetected
water in fuel
supply

Uneven running

Malfunction
indicator lamp
illuminated

Open circuit
FMI 4

Voltage low

N/A

Undetected
water in fuel
supply

Uneven running

Malfunction
indicator lamp
illuminated

Short to ground

Open circuit

Faulty sensor
MID 128 PID 98 Engine Oil Level
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 1

Data valid but

below normal
operational range

Moderately
below range

Critically below
range

N/A

Low oil level Leakage

Critically low oil level Leakage

FMI 4

Voltage below
normal or shorted
low

Short Circuit -
Positive side

Oil level can not

be measured

Engine Oil Level (EOL) sensor

failure

Faulty harness
FMI 5

Current below
normal or open
circuit

Short Circuit +,
Positive side

Open Circuit +,
Positive side

Open Circuit-
Negative side

Oil level can not

be measured

Engine Oil Level (EOL) sensor

failure

Faulty harness
19
D
Group 28 Troubleshooting
MID 128 PID 100 Engine Oil Pressure
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 1

Data valid but

below normal
operational range

Critically below
range

Engine derate

Low pressure

Oil leakage

Broken oil pump

Clogged oil system

FMI 3

Voltage below
normal or shorted
low

Short Circuit +,
Measuring line

Open Circuit,
Ground line

Oil pressure
shows 0 in the
cluster, engine is
running

Engine Oil Pressure (EOP) sensor

failure

Faulty harness
FMI 5

Current below
normal or open
circuit

Open Circuit +,
5V Supply line

Short Circuit -,
Measuring line

Open Circuit,
Measuring line

Oil pressure
shows 0 in the
cluster, engine is
running

Engine Oil Pressure (EOP) sensor

failure

Faulty harness
20
D
Group 28 Troubleshooting
MID 128 PID 102 Intake Manifold Pressure
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

Intake Manifold
Pressure Sensor
output is high

Intake Manifold
Pressure is
indicating an
unphysical value

Engine derate

Malfunction
indicator lamp
illuminated

Variable Geometry Turbo (VGT)

actuator stuck

Faulty Intake Manifold Pressure

Sensor harness

Intake Manifold Pressure Sensor

failure
FMI 1

Data valid but

below normal
operational range

Intake Manifold
Pressure Sensor
is indicating an
unphysical value

Engine derate

Malfunction
indicator lamp
illuminated

Intermittent fault in the Intake

Manifold Pressure Sensor harness

Faulty Boost Air Pressure connector

Intake Manifold Pressure Sensor

failure
FMI 2

Data erratic,
intermittent or
incorrect

Intake Manifold
Pressure Sensor
output is too high
or too low

Engine derate

Malfunction
indicator lamp
illuminated

Intermittent fault in the Intake

Manifold Pressure Sensor harness

Faulty Boost Air Pressure connector

Intake Manifold Pressure Sensor

failure
FMI 3

Voltage above
normal or shorted
to high source

A short to battery
in the metering
circuit

An open in
the ground
circuit of the
Intake Manifold
Pressure Sensor

Engine derate

Malfunction
indicator lamp
illuminated

Intermittent fault in the Intake

Manifold Pressure Sensor harness

Faulty Boost Air Pressure connector

Intake Manifold Pressure Sensor

failure
FMI 5

Current below
normal or open
circuit

A short to ground
in the harness

An open in the 5
volt supply circuit

An open in the
metering circuit

Engine derate

Malfunction
indicator lamp
illuminated

Intermittent fault in the Intake

Manifold Pressure Sensor harness

Faulty Boost Air Pressure connector

Intake Manifold Pressure Sensor

failure
FMI 11

Root cause not

known (Data
Incorrect)

Intake Manifold
Pressure Sensor
output is too high
or low

Engine derate

Malfunction
indicator lamp
illuminated

Faulty Intake Manifold Pressure

Sensor harness

Inlet air leakage

Intake Manifold Pressure Sensor

failure
21
D
Group 28 Troubleshooting
MID 128 PID 103 Turbo Speed
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

Turbocharger
speed is at least
25% greater than
the target wheel
speed for the
measured boost

Engine derate

Malfunction
indicator lamp
illuminated

Miss detection

Faulty Turbo Speed Sensor harness

Faulty Turbo Speed Sensor

connector

Turbo Speed Sensor failure

FMI 1

Data valid but

below normal
operational range

Turbocharger
speed is at least
25% less than
the target wheel
speed for the
measured boost

Engine derate

Malfunction
indicator lamp
illuminated

Miss detection

Faulty Turbo Speed Sensor harness

Faulty Turbo Speed Sensor

connector

Turbo Speed Sensor failure

FMI 9

Abnormal update
rate (missing
sensor signal)

A fault is logged if
the Turbo Speed
Sensor signal is
lost

Engine derate

Malfunction
indicator lamp
illuminated

Communication fault in the metering

line of the Turbo Speed Sensor
circuit

Short to ground in the metering line

of the Turbo Speed Sensor circuit

An open in the metering line of the

Turbo Speed Sensor circuit
22
D
Group 28 Troubleshooting
MID 128 PID 105 Intake Manifold Temperature
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

The Intake
Manifold
Temperature
Sensor is
indicating an
unphysical value

Engine derate

Malfunction
indicator lamp
illuminated

Faulty Intake Manifold Temperature

Sensor or Engine Management
System (EMS) Module connector

Temperature Sensor harness

Malfunction Intake Manifold

Temperature Sensor
FMI 1

Data valid but

below normal
operational range

The Boost
Temperature
Sensor is
indicating an
unphysical value

Minor engine
derate

Malfunction
indicator lamp
illuminated

Faulty Intake Manifold Temperature

Sensor or Engine Management
System (EMS) Module connector

Break in the Intake Manifold

Temperature Sensor harness

Malfunction Intake Manifold

Temperature Sensor
FMI 2

Data erratic,
intermittent or
incorrect

The Intake
Manifold
Temperature
Sensor output is
too high or too
low

Engine derate

Malfunction
indicator lamp
illuminated

Faulty Intake Manifold Temperature

Sensor or Engine Management
System (EMS) Module connector

Break in the Intake Manifold

Temperature Sensor harness

Malfunction Intake Manifold

Temperature Sensor
FMI 4

Voltage below
normal or shorted
low

N/A

Difficult to start
in cold climates

Engine derate

Malfunction
indicator lamp
illuminated

Short circuit

Intermittent fault in the Intake

Manifold Temperature Sensor
harness

Faulty Intake Manifold Temperature

Sensor connector

Intake Manifold Temperature Sensor

failure
FMI 5

Current below
normal or open
circuit

A short to battery

An open in the 5
volt supply circuit

Difficult to start
in cold climates

Engine derate

Malfunction
indicator lamp
illuminated

A short circuit in the metering circuit

Intermittent fault in the Intake

Manifold Temperature Sensor
harness

Faulty Intake Manifold Temperature

Sensor connector

Intake Manifold Temperature Sensor

failure
FMI 10

Abnormal rate of
change

The Boost
Temperature
Senor output
is showing a
constant value

Engine derate

Malfunction
indicator lamp
illuminated

Faulty Intake Manifold Temperature

Sensor harness

Intake Manifold Temperature Sensor

failure
23
D
Group 28 Troubleshooting
MID 128 PID 108 Atmospheric Pressure
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent or
incorrect

Atmospheric
Pressure Sensor
output is too
high or too low
(abnormal value)

Minor engine
derate

Faulty Atmospheric Pressure Sensor

Faulty Engine Management System

(EMS) Module
FMI 3

Voltage above
normal or shorted
to high source

Short to battery
on the metering
side

N/A

Internal fault in the Engine
Management System (EMS) Module

Faulty Atmospheric Pressure Sensor

FMI 4

Voltage below
normal or shorted
to low source

A short to ground
on the metering
side

N/A

Internal fault in the Engine
Management System (EMS) Module

Faulty Atmospheric Pressure Sensor

24
D
Group 28 Troubleshooting
MID 128 PID 110 Coolant Temperature
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

The Engine
Coolant
Temperature
(ECT) Sensor
is indicating an
unphysical value

Malfunction
indicator lamp
illuminated

Extreme driving condition

Faulty coolant thermostat

Malfunctioning fan

Blocked radiator
FMI 2

Data erratic,
intermittent or
incorrect

The Engine
Coolant
Temperature
(ECT) Sensor
output is too high
or too low

May affect
driveability in
extreme cases

Malfunction
indicator lamp
illuminated

Faulty Engine Coolant Temperature

(ECT) Sensor or Engine
Management System (EMS)
Module connector

Break in Engine Coolant

Temperature (ECT) Sensor
harness

Malfunctioning Engine Coolant

Temperature (ECT) Sensor
FMI 4

Voltage below
normal or shorted
low

N/A

Difficult to start
in cold climates

Idle run
regulation is
deteriorated

Malfunction
indicator lamp
illuminated

Internal fault in the Engine Coolant

Temperature (ECT) Sensor harness

Faulty Engine Coolant Temperature

(ECT) Sensor connector

Faulty Engine Coolant Temperature

(ECT) Sensor
FMI 5

Current below
normal or open
circuit

N/A

Difficult to start
in cold climates

Idle run
regulation is
deteriorated

Malfunction
indicator lamp
illuminated

An open in the Engine Coolant

Temperature (ECT) Sensor circuit

An open in the Engine Coolant

Temperature (ECT) Sensor

Intermittent fault in the Engine

Coolant Temperature (ECT) Sensor

Faulty Engine Coolant Temperature

(ECT) Sensor connector

Faulty Engine Coolant Temperature

(ECT) Sensor
FMI 10

Abnormal rate of
change

The Engine
Coolant
Temperature
(ECT) Sensor
output is showing
a constant value

May affect
vehicle
driveability

Faulty Engine Coolant Temperature

(ECT) Sensor harness

Engine Coolant Temperature (ECT)

Sensor failure
25
D
Group 28 Troubleshooting
MID 128 PID 111 Coolant Level
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 1

Data valid but

below normal
operational range

Moderately
below range

Critically below
range

Short Circuit -,
Measuring line

Engine derate

Coolant level below range

Faulty harness

Engine shutdown
FMI 3

Voltage above
normal or shorted
to high source

Short Circuit +
Measuring line

Coolant level can

not be detected

Faulty harness
FMI 4

Voltage below
normal or shorted
low

Short Circuit -,
Measuring line

Coolant level can

not be detected

Faulty harness
FMI 5

Current below
normal or open
circuit

Open Circuit

Coolant level can
not be detected

Faulty harness
26
D
Group 28 Troubleshooting
MID 128 PID 153 Crankcase Pressure
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

Out of range,
max voltage,
illegal

Critically Above
Range

Forced idle

Engine shut
down

The non-filtered pressure difference

(between crankcase pressure and
ambient air pressure) is/was above
limit. (The fault code will remain
during the entire driving cycle
(unless reset)
FMI 1

Data valid but

below normal
operational range

Out of range, min

voltage, illegal

N/A

Crankcase Pressure Sensor out of
range
FMI 2

Data erratic,
intermittent or
incorrect

Plausibility

N/A

The crankcase pressure is showing
either too high or too low value
(abnormal value)
FMI 3

Voltage above
normal or shorted
to high source

Short Circuit +,
Measuring line

Open Circuit,
Ground line

N/A

Crankcase Pressure Sensor failure

Faulty harness
FMI 5

Current below
normal or open
circuit

Open Circuit +,
5V Supply Line

Short Circuit -,
Measuring line

Open Circuit,
Measuring line

N/A

Crankcase Pressure Sensor failure

Faulty harness
27
D
Group 28 Troubleshooting
MID 128 PID 171 Ambient Temperature
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal Update
Rate

This fault will

become active
when the Engine
Management
System (EMS)
Module detects
that the Ambient
Air Temperature
message from
the Instrument
Cluster Module
does not exist.

Malfunction
indicator lamp
illuminated

Faulty Ambient Air Temperature

Sensor harness
MID 128 PID 173 Exhaust Temperature
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range
most severe
level

Exhaust Gas
Temperature is
too high

Engine derate

Poor driveability

Faulty Exhaust Gas Temperature

(EGT) system

Faulty harness or connector

FMI 2

Data erratic,
intermittent or
incorrect

Sensor is not
rational

Poor driveability

Harness connected to incorrect
sensor

Sensor failure
FMI 4

Voltage below
normal or shorted
low

Short to ground
on the metering
side of the circuit

Poor driveability

Sensor failure

Faulty harness
FMI 5

Current below
normal or open
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

Poor driveability

Faulty harness

Sensor failure
FMI 10

Abnormal rate of
change

Sensor is stuck

Poor driveability

Sensor failure
28
D
Group 28 Troubleshooting
MID 128 PID 175 Engine Oil Temperature
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

Moderately
Above range

Critically Above
Range

Engine derate

Extreme driving conditions
FMI 2

Data erratic,
intermittent or
incorrect

Plausibility

In some cases
may have
an effect on
driveability

The oil temperature sensor output

is showing either too high or to low
value (abnormal value)
FMI 4

Voltage below
normal or shorted
low

Short Circuit -,
Measuring line

N/A

Engine Oil Temperature (EOT)
sensor failure

Faulty harness
FMI 5

Current below
normal or open
circuit

Short Circuit +,
Measuring line

Open Circuit

N/A

Engine Oil Temperature (EOT)
sensor failure

Faulty harness
29
D
Group 28 Troubleshooting
MID 128 PID 354 Relative Humidity
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
to high source

Short to battery
in the metering
circuit of
the Relative
Humidity Sensor

Open in the
ground circuit
of the Relative
Humidity Sensor

Turbocharger
noise

Malfunction
indicator lamp
illuminated

Faulty connector

Faulty Relative Humidity Sensor

harness

Faulty Relative Humidity Sensor

FMI 5

Current below
normal or open
circuit

Open in the
metering circuit
of the Relative
Humidity Sensor

Open in the 5
volt supply circuit
of the Relative
Humidity Sensor

Short to ground
in the metering
circuit of
the Relative
Humidity Sensor

Turbocharger
noise

Malfunction
indicator lamp
illuminated

Faulty connector

Faulty Relative Humidity Sensor

harness

Faulty Relative Humidity Sensor

30
D
Group 28 Troubleshooting
MID 128 PID 411 EGR Exhaust Back Pressure
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent or
incorrect

EGR differential
pressure sensor
output is too high
or too low

Uneven running

Engine derate

Faulty EGR Differential Pressure

Sensor connector

Faulty EGR Differential Pressure

Sensor harness

Faulty EGR Differential Pressure

Sensor

EGR leakage

Clogged EGR cooler

Clogged EGR venturi

FMI 3

Voltage above
normal or shorted
to high source

Short to battery
in metering line

Open in the
ground circuit

Engine responds
poorly

Engine derate

Faulty EGR Differential Pressure

Sensor connector

Faulty EGR Differential Pressure

Sensor harness

Faulty EGR Differential Pressure

Sensor
FMI 5

Current below
normal or open
circuit

Open in the 5 volt

supply line

Short to ground
in metering line

Open in the
metering line

Engine responds
poorly

Engine derate

Faulty EGR Differential Pressure

Sensor connector

Faulty EGR Differential Pressure

Sensor harness

Faulty EGR Differential Pressure

Sensor
31
D
Group 28 Troubleshooting
MID 128 PID 412 EGR Temperature
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range
most severe
level

N/A

Malfunction
indicator lamp
illuminated

Extreme driving conditions

EGR cooler failure

FMI 4

Voltage below
normal or shorted
low

Short to ground
on the metering
side of the EGR
Sensor circuit

Engine responds
poorly

Engine power
will be derated
according to the
error torque map

Faulty EGR Temperature Sensor

connector

Faulty EGR Temperature Sensor

harness

Faulty EGR Temperature Sensor

FMI 5

Current below
normal or open
circuit

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

Engine responds
poorly

Engine derate

Faulty EGR Temperature Sensor

connector

Faulty EGR Temperature Sensor

harness

Faulty EGR Temperature Sensor

FMI 10

Abnormal rate of
change

EGR sensor
is showing a
constant value
that will not
change

Malfunction
indicator lamp
illuminated

Faulty EGR Temperature Sensor

connector

Faulty EGR Temperature Sensor

harness

EGR system leakage

32
D
Group 28 Troubleshooting
MID 128 PPID 35 EGR Mass Flow
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range
most severe
level

EGR flow is too

high

Poor driveability

Faulty EGR system

Faulty harness or connector

FMI 1

Data valid but

below normal
operational range
most severe
level

EGR flow is too

low

Poor driveability

Faulty EGR system

Clogged EGR cooler

Faulty harness or connector

MID 128 PPID 89 Variable Geometry Turbocharger Smart Remote
Actuator Temperature
Type of
fault
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause
FMI 0

Data valid but

above normal
operational
range-most severe
level

VGT SRA
temperature is
moderately too
high

Engine derate

Coolant system malfunction

Extreme driving conditions

Overheated VGT actuator

33
D
Group 28 Troubleshooting
MID 128 PPID 122 Engine Compression Brake
Type of
fault
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause
FMI 1

Data valid but

above normal
operational range

Below range

No Volvo
Compression
Brake (VCB)

Low engine oil temperature

FMI 3

Voltage above
normal or shorted
to high source

Short Circuit +

Volvo
Compression
Brake (VCB) can
not be turned on

Engine brake
function derated

Gear shift
performance
derated for
some automatic
transmission
boxes

Faulty Volvo Compression Brake

(VCB) actuator

Faulty harness
FMI 4

Voltage below
normal or shorted
low

Short Circuit -

Volvo
Compression
Brake (VCB) can
not be turned off

Engine stops
running

Engine
impossible to
restart

Faulty Volvo Compression Brake

(VCB) actuator

Faulty harness
FMI 5

Current below
normal or open
circuit

Open Circuit

Volvo
Compression
Brake (VCB) can
not be turned on

Engine brake
function derated

Gear shift
performance
derated for
some automatic
transmission
boxes

Faulty Volvo Compression Brake

(VCB) actuator

Faulty harness
34
D
Group 28 Troubleshooting
MID 128 PPID 270 NOx Sensor
MID 233 Fault code sent by MID 128 Engine
control unit.
Type of
fault
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause
FMI 2

Data erratic,
intermittent or
incorrect

Removed

Plausibility

Malfunction
indicator lamp
illuminated

NOx sensor removed (measures

surround air)

Exhaust system leakage

Air intake leakage

Faulty NOx sensor

FMI 3

Voltage above
normal or shorted
to high source

Short Circuit,
NOx signal

N/A

Faulty cabling between NOx sensor
and NOx sensor ECU

Faulty NOx sensor

FMI 5

Current below
normal or open
circuit

Open Circuit,
NOx signal

N/A

Faulty cabling between NOx sensor
and NOx sensor ECU

Faulty NOx sensor

FMI 9

Abnormal update
rate (missing
sensor signal

Abnormal update

N/A

Missing signal from NOx sensor
FMI 10

Abnormal rate of
change

Stuck

N/A

Exhaust system leakage

Air intake leakage

Faulty NOx sensor

FMI 12

Bad Intelligent
Device or
Component

Incorrect value

N/A

Faulty NOx sensor
FMI 13

Out of calibration

Range check

N/A

Faulty NOx sensor
FMI 14

Special
instructions

Missing signal
from sensor due
to battery voltage

N/A

Voltage to NOx sensor is too high
35
D
Group 28 Troubleshooting
MID 128 PPID 272 Air Pressure Compensation
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 4

Voltage below
normal or shorted
to low source

Short Circuit -

Possible turbo
noise

Faulty Intake Air Temperature and

Humidity (IATH) sensor

Faulty harness

Faulty Intake Air Temperature and

Humidity (IATH) sensor connector
FMI 5

Current below
normal or open
circuit

Short Circuit +

Open Circuit

Possible turbo
noise

Faulty Intake Air Temperature and

Humidity (IATH) sensor

Faulty harness

Faulty Intake Air Temperature and

Humidity (IATH) sensor connector
MID 128 PPID 326 Soot Level
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

Moderately high
soot load

Medium to high
engine derate

Diesel Particulate Filter (DPF)

clogged

After Treatment Fuel Injector

clogged

Regeneration disabled by driver or

other component
FMI 11

Critically high soot

load

Critically high
soot load

High engine
derate

Engine derate

Diesel Particulate Filter (DPF)

clogged

After Treatment Fuel Injector

clogged

Regeneration disabled by driver or

other component
36
D
Group 28 Troubleshooting
MID 128 PPID 328 Aftertreatment Injection Shutoff Valve
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
to high source

Circuit shorted to
battery

Malfunction
indicator lamp
illuminated

Faulty harness

Actuator failure
FMI 4

Voltage below
normal or shorted
low

Circuit shorted to
ground

Malfunction
indicator lamp
illuminated

Faulty harness

Actuator failure
FMI 5

Current below
normal or open
circuit

Open circuit

Malfunction
indicator lamp
illuminated

Faulty harness

Actuator failure
FMI 7

Mechanical system
not responding or
out of adjustment

After Treatment
Fuel Injector
stuck closed

Malfunction
indicator lamp
illuminated

Shut off valve stuck closed

FMI 14

Special
instructions

After Treatment
Fuel Injector
leaking

Malfunction
indicator lamp
illuminated

After Treatment Fuel Injector failure

MID 128 PPID 329 Aftertreatment Fuel Injector
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
to high source

Circuit shorted to
battery

Malfunction
indicator lamp
illuminated

Faulty harness

Injector failure
FMI 4

Voltage below
normal or shorted
low

Circuit shorted to
ground

Malfunction
indicator lamp
illuminated

Faulty harness

Injector failure
FMI 5

Current below
normal or open
circuit

Open circuit

Malfunction
indicator lamp
illuminated

Faulty harness

Injector failure
FMI 7

Mechanical system
not responding or
out of adjustment

After treatment
fuel injector
clogged

Malfunction
indicator lamp
illuminated

After Treatment Fuel Injector failure

FMI 14

Special
instructions

After Treatment
Fuel Injector
leaking

Malfunction
indicator lamp
illuminated

After Treatment Fuel Injector failure

37
D
Group 28 Troubleshooting
MID 128 PPID 330 DRV
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
to high source

Short circuit +

On/off valve cant
be activated

Regeneration
not possible

High engine
braking without
request

Driveability
affected

Faulty Discharge Recirculator Valve

(DRV) Solenoid

Faulty harness

Faulty Discharge Recirculator Valve

(DRV) Solenoid connector
FMI 4

Voltage below
normal or shorted
low

Short circuit-

Valve constantly
activated

Major engine
derate

Exhaust manifold
overheating

Engine shut
down

Faulty Discharge Recirculator Valve

(DRV) Solenoid

Faulty harness

Faulty Discharge Recirculator Valve

(DRV) Solenoid connector
FMI 5

Current below
normal or open
circuit

Open circuit

On/off valve cant
be activated

Regeneration
not possible

High engine
braking without
request

Driveability
affected

Faulty Discharge Recirculator Valve

(DRV) Solenoid

Faulty harness

Faulty Discharge Recirculator Valve

(DRV) Solenoid connector
FMI 7

Mechanical system
not responding or
out of adjustment

Mechanically
Stuck

On/off valve cant

be activated

Regeneration
not possible

High engine
braking without
request

Driveability
affected

Valve constantly
activated

Major engine
derate

Exhaust manifold
overheating

Engine shut
down

Leaking pipes

Faulty Discharge Recirculator Valve

(DRV) Solenoid
38
D
Group 28 Troubleshooting
MID 128 PPID 337 Ash Level
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

Ash level too high

Need service

Short intervals between filter
regenerations
MID 128 PPID 387 Temperature Sensor, Catalytic Converter
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent or
incorrect

Sensor is not
rational

Poor driveability

Harness connected to incorrect
sensor

Sensor failure
FMI 4

Voltage below
normal or shorted
low

Short to ground
on the metering
side of the circuit

Poor driveability

Faulty harness

Sensor failure
FMI 5

Current below
normal or open
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

Poor driveability

Faulty harness

Actuator failure
FMI 10

Abnormal rate of
change

Sensor is stuck

Poor driveability

Sensor failure
39
D
Group 28 Troubleshooting
MID 128 PPID 436 Exhaust Gas Temperature Sensor 3
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent or
incorrect

Sensor is not
rational

Poor driveability

Harness connected to incorrect
sensor

Sensor failure
FMI 4

Voltage below
normal or shorted
low

Short to ground
on the metering
side of the circuit

Poor driveability

Faulty harness

Sensor failure
FMI 5

Current below
normal or open
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

Poor driveability

Faulty harness

Actuator failure
FMI 10

Abnormal rate of
change

Sensor is stuck

Poor driveability

Sensor failure
40
D
Group 28 Troubleshooting
MID 128 PPID 437 Aftertreatment Injector Fuel Pressure Sensor
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent or
incorrect

Sensor is not
rational

N/A

Faulty shut off valve

Sensor failure
FMI 3

Voltage above
normal or shorted
to high source

Short to battery
on the metering
side

Open in the
ground line

N/A

Faulty harness

Sensor failure
FMI 5

Current below
normal or open
circuit

Open circuit in
the 5 volt supply

Short circuit to
ground in the
metering line

Open circuit in
the metering line

N/A

Faulty harness

Sensor Failure
FMI 10

Abnormal rate of
change

After treatment
injector fuel
pressure sensor
stuck

N/A

Sensor

Faulty shut off valve

Injector failure
41
D
Group 28 Troubleshooting
MID 128 PSID 47 Particulate Trap Regeneration
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

Plausability, too
high

Regeneration
not possible

Faulty After Treatment Injector

FMI 1

Data valid but

below normal
operational range

Plausability, too
low

Regeneration
not possible

Faulty After Treatment Injector

Faulty Diesel Particulate Filter (DPF)

catalyst
FMI 8

Abnormal
frequency, pulse
width or period

Regeneration
period too long

N/A

N/A
FMI 12

Bad Intelligent
Device or
Component

Regeneration
efficiency too low

N/A

Clogged After Treatment Injector

Diesel Particulate Filter (DPF)

catalyst damaged

Diesel Particulate Filter (DPF)

catalyst clogged
MID 128 PSID 98 Boost Air System
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range
most severe
level

Boost pressure
is too high

Turbocharger
surge

EGR system failure

Faulty turbocharger actuator

FMI 1

Data valid but

below normal
operational range
most severe
level

Boost pressure
is too low

Engine derate

Engine slow to
respond

Faulty Boost Air System hoses,

pipes, brackets, cooler, EGR system
components and turbo components
42
D
Group 28 Troubleshooting
MID 128 PSID 108 Aftertreatment Injection System
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 7

Mechanical system
not responding, or
out of adjustment

Mechanical
problem

Regeneration
not possible

Engine derate

Engine shut
down

Faulty After Treatment Injection (ATI)

system
43
D
Group 28 Troubleshooting
MID 128 PSID 109 Engine Coolant Temperature Sensor
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 7

Thermostat
blocked closed

This fault will

become active
when the Engine
Management
System (EMS)
Module detects
that the
Engine Coolant
Temperature
(ECT) Sensor
output is high but
still with in the
acceptable range
for the sensor.

The Coolant
Temperature
Sensor is
indicating a
high coolant
temperature.

Malfunction
indicator lamp
illuminated

Thermostat Blocked Closed

Faulty radiator fan

Clogged radiator
FMI 12

Thermostat
blocked open

This fault will

become active
when the Engine
Management
System (EMS)
Module detects
that the
Engine Coolant
Temperature
(ECT) Sensor
output is low but
still with in the
acceptable range
for the sensor.

Poor heat in cab

Malfunction
indicator lamp
illuminated

Thermostat Blocked Open

44
D
Group 28 Troubleshooting
MID 128 SID 1/2/3/4/5/6 Unit Injector
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage high/open

EMS module
detects a short
circuit to battery
on the low side
of the Spill Valve
(SV)/Needle
Control Valve
(NCV).

Loss of power

Uneven running

Running on 3 to
5 cylinders

Malfunction
indicator lamp
illuminated

Open circuit
FMI 5

Current below
normal or open
circuit

EMS detects a
short circuit to
battery positive,
a short circuit
to ground, or an
open circuit on
the high side of
the SV/Needle
Control Valve
(NCV) or a Short
Circuit to ground
on the low side of
the SV/NCV.

Loss of power

Uneven running

Running on 3 to
5 cylinders

Malfunction
indicator lamp
illuminated

Harness shorted or open

Faulty fuel injector solenoid

FMI 7

Mechanical system
not responding

Cylinder
balancing data is
above the limit

Erratic engine
idle speed

Clogged fuel injector(s)

Low fuel pressure

Poor Compression

Improper valve adjustment

FMI 12

Failed Device
(Low injector hold
current)

Injector or
harness
resistance too
high

Loss of power

Uneven running

Malfunction
indicator lamp
illuminated

Injector solenoid resistance out of

specification

Harness resistance too high

FMI 14

Special
instructions

Fuel injector flow

is too low or high.

Cylinder
compression
is low.

Loss of power

Uneven running

Malfunction
indicator lamp
illuminated

Low injector flow

High injector flow

Poor compression
45
D
Group 28 Troubleshooting
MID 128 SID 18 Drain Valve, Water Separator
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
to high source

Short Circuit +
Measuring line

Valve constantly
shut

Faulty Water In Fuel (WIF) Solenoid

Valve

Broken wire
FMI 4

Voltage below
normal or shorted
low

Short Circuit -,
Measuring line

High fuel
consumption due
to fuel leakage

Faulty Water In Fuel (WIF) Solenoid

Valve

Broken wire
FMI 5

Current below
normal or open
circuit

Open Circuit

Valve constantly
shut

Faulty Water In Fuel (WIF) Solenoid

Valve

Broken wire
46
D
Group 28 Troubleshooting
MID 128 SID 21 Engine Position Timing Sensor
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent or
incorrect

Phase Error
- Incorrect
correlation
between CAM
and Crank
Sensor

Increased fuel
consumption

Faulty connector

Faulty Engine Position Timing

Sensor harness

Faulty Engine Position Timing

Sensor

Improper air gap

FMI 3

Voltage above
normal, or shorted
to high source

Missing Signal
from Engine
Position Timing
Sensor

Open in the
Engine Position
Timing Sensor
Circuit

Short to battery
in the Engine
Position Timing
Sensor Circuit

Short to ground
in the Engine
Position Timing
Sensor Circuit

Increased
engine start time

Loss of engine
power

Faulty Engine Position Timing

Sensor harness
FMI 8

Abnormal
frequency, pulse
width or period

Noisy Signal
from Engine
Position Timing
Sensor

Open in the
Engine Position
Timing Sensor
Circuit

Increased
engine start time

Loss of engine
power

Faulty Engine Position Timing

Sensor harness

Faulty Engine Position Timing

Sensor mounting
47
D
Group 28 Troubleshooting
MID 128 SID 22 Engine Speed Sensor
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent or
incorrect

Intermittent or
weak signal

Increased fuel
consumption

Imprecise engine
timing

Increased fuel
consumption

Uneven cylinder
balancing

Power loss

Smoke

Faulty connector

Faulty Engine Speed Sensor

harness

Faulty Engine Speed Sensor

Improper air gap

FMI 3

Voltage above
normal, or shorted
to high source

Missing Signal
from Engine
Speed Sensor

Open in the
Engine Speed
Sensor Circuit

Short to battery
in the Engine
Speed Sensor
Circuit

Short to ground
in the Engine
Position Timing
Sensor Circuit

Increased
engine start time

Vehicle may be in
limp home mode

Loss of engine
power

Faulty Engine Speed Sensor

harness

Faulty Crank Sensor mounting

FMI 8

Abnormal
frequency, pulse
width or period

Erratic or
intermittent
signal from
Engine Speed
Sensor

Open in the
Engine Speed
Sensor

Increased fuel
consumption

Imprecise engine
timing

Increased fuel
consumption

Uneven cylinder
balancing

Power loss

Smoke

Faulty Engine Speed Sensor

harness

Faulty Engine Speed Sensor

mounting
48
D
Group 28 Troubleshooting
MID 128 SID 27 Variable Geometry Turbocharger
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent or
incorrect

Smart remote
actuator has
not seen a valid
command on
CAN2

Incorrect data

Low boost

Low power

Nozzle opens

Smoke from
engine

Disturbance on CAN2 data lines

FMI 4

Voltage below
normal, or shorted
to low source

Short to ground

Nozzle will open
resulting in low
power and low
boost

SRA will
continue to
attempt and
maintain target
nozzle position

Faulty SRA VGT connector

Faulty SRA VGT harness

Low battery voltage

FMI 7

Mechanical system
not responding or
out of adjustment

Mechanical
problem with
the VGT SRA

Low boost and

smoke

Possible engine
derate

Power loss in
some cases
when actuator
motor has been
disabled

Actuator motor effort is temporarily

limited to prevent overheating

Restrictions detected when running

learn sequence

SRA is slow to follow commands

SRA position is not tracking

command
FMI 9

Abnormal update
rate

Data from the

SRA has been
missing for
2-seconds

Engine derated
(major)

EGR valve
closed

Data line harness

No supply to VGT actuator

VGT actuator

VGT SRA connector

FMI 13

Out of calibration

Failed self-
calibration

N/A

Smart remote actuator
49
D
Group 28 Troubleshooting
MID 128 SID 33 Fan Control
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal, or shorted
To high source

Short to positive
in the Cooling
Fan control
circuit

Malfunction
indicator lamp
illuminated

Broken Cooling Fan Actuator

Faulty Cooling Fan Actuator harness

or connector
FMI 4

Voltage below
normal, or shorted
to low source

Short to ground
in the Cooling
Fan control
circuit

Output voltage
is 1/3 the supply
voltage

Malfunction
indicator lamp
illuminated

Broken Cooling Fan Actuator

Faulty Cooling Fan Actuator harness

or connector
FMI 5

Current below
normal or open
circuit

Open in the
Cooling Fan
control circuit

Malfunction
indicator lamp
illuminated

Broken Cooling Fan Actuator

Faulty Cooling Fan Actuator harness

or connector
MID 128 SID 70 Preheater Element 1
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
to high source

Short Circuit +,
Measuring line

Fuse for shorting

wire blown

Faulty Preheat Relay

Short in high side of Preheat Sense

1 circuit
FMI 4

Voltage below
normal or shorted
low

Short Circuit -,
Measuring line

Shorting wire
may break

Preheat relay problem

Sense 1, Short Circuit -, Measuring

line
FMI 5

Current below
normal or open
circuit

Open Circuit

May get start
problems in cold
climate

Faulty Heating element

Broken wire
50
D
Group 28 Troubleshooting
MID 128 SID 71 Preheater Element 2
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
to high source

Short Circuit +,
Measuring line

Fuse for shorting

wire blown

Faulty Preheat Relay

Short in high side of Preheat Sense

2circuit
FMI 4

Voltage below
normal or shorted
low

Short Circuit -,
Measuring line

Shorting wire
may break

Preheat relay problem

Sense 2, Short Circuit -, Measuring

line
FMI 5

Current below
normal or open
circuit

Open Circuit

May get start
problems in cold
climate

Faulty Heating element

Broken wire
MID 128 SID 146 EGR Valve 1
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal, or shorted
To high source

Stuck EGR
Control Valve

EGR Control
Valve circuit
shorted to
positive

EGR Control
Valve circuit
shorted to
ground

Malfunction
indicator lamp
illuminated

Engine derate

Faulty EGR Control Valve actuator

EGR Control Valve harness

FMI 5

Current below
normal or open
circuit

Open EGR
Control Valve
Circuit

Malfunction
indicator lamp
illuminated

Engine derate

Faulty EGR Control Valve actuator

EGR Control Valve harness

FMI 7

Mechanical
System Not
Responding or
Out Of Adjustment

EGR Valve stuck

closed

Engine derate

Faulty EGR Valve
FMI 12

Bad Intelligent
Device or
Component

EGR Valve stuck

open

Engine derate

Faulty EGR Valve
51
D
Group 28 Troubleshooting
MID 128 SID 211 5 Volt DC Supply
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal, or shorted
To high source

N/A

Strange
information
displayed on
cluster

Poor driveability

5 volt reference circuit shorted to

positive

Faulty harness or connector

Faulty sensor power supply

MID 128 PIDs 94, 100 and 153 may

also be set
FMI 4

Voltage Below
Normal, or Shorted
To Low Source

N/A

Strange
information
displayed on
cluster

Poor driveability

5 volt reference circuit shorted to

ground

Faulty harness or connector

Faulty sensor power supply

MID 128 PIDs 94, 100 and 153 may

also be set
MID 128 SID 230 Idle Validation Switch 1
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal, or shorted
to high source

IVS signal
shorted to
voltage

No IVS limp
home function
for pedal position

Faulty connector

Faulty VECU

Short to voltage in signal circuit

harness
FMI 5

Current Below
Normal or Open
Circuit

IVS signal
shorted to
ground or open

No IVS limp
home function
for pedal position

Faulty connector

Faulty VECU

Short to ground or open in signal

circuit harness
52
D
Group 28 Troubleshooting
MID 128 SID 232 5 Volt DC Supply to Sensor
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal, or shorted
to high source

N/A

Strange
information
displayed on
cluster

Poor driveability

Poor driveability

Faulty harness or connector

Faulty sensor power supply

MID 128 PIDs 26, 102 and 411 may

also be set
FMI 4

Voltage below
normal or shorted
to low source

N/A

Strange
information
displayed on
cluster

Poor driveability

5 volt reference circuit shorted to

ground

Faulty harness or connector

Faulty sensor power supply

MID 128 PIDs 26, 102 and 411 may

also be set
53
D
Group 28 Troubleshooting
Transmission Control Unit, Fault Tracing
The Premium Tech Tool (PTT) is the preferred tool for
performing diagnostic work. Contact your local dealer
for more information.
The control units on the information link communicate
according to the SAE J1587 standard. The standard
has been extended with Volvos own supplement
(PPID, PSID). The fault codes set by the control units
contain information that is described by the following
abbreviations.
MID Message Identification Description:
Identification of a control unit.
PID Parameter Identification Description:
Identification of a parameter (value).
PPID Proprietary Parameter Identification
Description Volvo:
Unique identification of a parameter
(value).
SID Subsystem Identification Description:
Identification of a component.
PSID Proprietary Subsystem Identification
Description Volvo:
Unique identification of a component.
FMI Failure Mode Identifier:
Identification of fault types.
FMI Table
FMI Display Text SAE Text
0 Too high value Data valid, but above the normal work range
1 Too low value Data valid, but below the normal work range
2 Incorrect data Data erratic, Intermittent or incorrect
3 Electrical fault Voltage above normal or shorted high
4 Electrical fault Voltage below normal or shorted low
5 Electrical fault Current below normal or open circuit
6 Electrical fault Current above normal or grounded circuit
7 Mechanical fault Mechanical system not responding properly
8 Mechanical or electrical fault Abnormal frequency, pulse width or period
9 Communication fault Abnormal update rate
10 Mechanical or electrical fault Abnormal rate of change
11 Unknown fault Failure mode not identifiable
12 Component fault Bad intelligent device or component
13 Incorrect calibration Out of calibration
14 Unknown fault Special instructions
15 Unknown fault Reserved for future assignment by SAE Data Formal Subcommittee
Note: When performing diagnostic test on intermittent
faults, gently wiggle the wires and connectors to help find
the intermittent faults.
54
D
Group 28 Troubleshooting
MID 130 Control Unit, Fault Tracing
PID
MID 130 PID 31 Range Cylinder, Position page 57
MID 130 PID 32 Split Cylinder, Position page 58
MID 130 PID 33 Clutch Cylinder, Position page 59
MID 130 PID 36 Clutch Wear, Status page 61
MID 130 PID 37 Air Pressure, Transmission page 61
MID 130 PID 65 Brake Switch page 62
MID 130 PID 158 Control Unit, Battery Voltage page 62
MID 130 PID 160 Main Shaft, Rotation Speed page 63
MID 130 PID 161 Input Shaft, Rotation Speed page 67
MID 130 PID 177 Oil Temperature, Transmission page 70
PPID
MID 130 PPID 10 Gear Selector Cylinder 1, Position page 71
MID 130 PPID 11 Gear Selector Cylinder 2, Position page 72
MID 130 PPID 50 Clutch, Pre-load page 73
MID 130 PPID 51 Clutch Disc, Pull Position page 74
MID 130 PPID 54 ECU +5V Output page 74
MID 130 PPID 55 ECU, Temperature page 75
MID 130 PPID 140 Inclination Angle page 75
55
D
Group 28 Troubleshooting
PSID
MID 130 PSID 1 PWM Valve, Quick Engagement page 76
MID 130 PSID 2 PWM Valve, Slow Engagement page 77
MID 130 PSID 3 PWM Valve, Quick Disconnection page 78
MID 130 PSID 4 PWM Valve, Slow Disconnection page 79
MID 130 PSID 5 Ground, Quick PWM Valves page 80
MID 130 PSID 6 Ground, Slow PWM Valves page 81
MID 130 PSID 12 Solenoid Valve, Gear Selector Cylinder 1, Inner page 82
MID 130 PSID 13 Solenoid Valve, Gear Selector Cylinder 1, Outer page 83
MID 130 PSID 14 Solenoid Valve, Gear Selector Cylinder 2, Inner page 84
MID 130 PSID 15 Solenoid Valve, Gear Selector Cylinder 2, Outer page 85
MID 130 PSID 20 Solenoid Valve, Power Take-off 1 page 86
MID 130 PSID 21 Solenoid Valve, Power Take-off 2 page 87
MID 130 PSID 22 Solenoid Valve, Brake, Counter Shaft page 88
MID 130 PSID 23 Split Engagement System page 89
MID 130 PSID 24 Range Engagement System page 91
MID 130 PSID 25 Gears 1/R Engagement System page 92
MID 130 PSID 26 Gears 2/3 Engagement System page 94
MID 130 PSID 27 Clutch System page 96
MID 130 PSID 28 Transmission Brake page 98
MID 130 PSID 200 Communication Interference, Data Link, Engine Control Unit page 98
MID 130 PSID 201 Communication Interference, Data Link, Vehicle Control Unit page 99
MID 130 PSID 204 Communication Interference, Data Link, Brake Control Unit page 100
MID 130 PSID 207 Communication Interference, Data Link, Gear Selector Control Unit page 100
MID 130 PSID 210 J1939 Data Link Interruption, Lighting ECU page 101
MID 130 PSID 211 J1939 Data Link Interruption, Adaptive Cruise Control ECU page 101
MID 130 PSID 232 Powertrain CAN page 102
MID 130 PSID 254 DIEE Signal page 102
SID
MID 130 SID 35 Solenoid Valve, High Range page 103
MID 130 SID 36 Solenoid Valve, Low Range page 104
MID 130 SID 37 Solenoid Valve, High Split page 105
MID 130 SID 38 Solenoid Valve, Low Split page 106
MID 130 SID 231 J1939 Control Link page 107
MID 130 SID 240 Program Memory page 107
MID 130 SID 250 J1708 Information Link page 108
MID 130 SID 253 Calibration Memory EEPROM page 108
56
D
Group 28 Troubleshooting
MID 130 PID 31 Range Cylinder, Position
Type of
fault:
FMI
Description:
Fault Condition: Possible Symptoms: Possible Cause:
FMI 3

Voltage
above
normal, or
shorted to
high source

Status from
ASIC is short
circuit to U-BATT

Slow gear changes

Yellow lamp is sent

N/A
FMI 5

Current
below
normal or
open circuit

Status from
ASIC is open
circuit

Yellow lamp is sent

Slow gear changes

N/A
FMI 6

Current
above
normal or
grounded
circuit

Status from
ASIC is short
circuit to ground

Yellow lamp is sent

Slow gear changes

N/A
FMI 13

Calibration
value out of
range

The checksum
in NVRAM is not
correct or, the
sensor has not
been calibrated.

Yellow lamp is sent

Cranking is inhibited

Engine cannot start

N/A
57
D
Group 28 Troubleshooting
MID 130 PID 32 Split Cylinder, Position
Type of
fault:
FMI
Description:
Fault Condition: Possible Symptoms: Possible Cause:
FMI 3

Voltage
above
normal, or
shorted to
high source

Status from
ASIC is short
circuit to U-BATT

Slow gear changes

Yellow lamp is sent

N/A
FMI 5

Current
below
normal or
open circuit

Status from
ASIC is open
circuit

Yellow lamp is sent

Slow gear changes

N/A
FMI 6

Current
above
normal or
grounded
circuit

Status from
ASIC is short
circuit to ground

Yellow lamp is sent

Slow gear changes

N/A
FMI 13

Calibration
value out of
range

The checksum
in NVRAM is not
correct or, the
sensor has not
been calibrated.

Yellow lamp is sent

Cranking is inhibited

Engine cannot start

N/A
58
D
Group 28 Troubleshooting
MID 130 PID 33 Clutch Cylinder, Position
Type of
fault:
FMI
Description:
Fault Condition: Possible Symptoms: Possible Cause:
FMI 2

Data erratic,
intermittent,
or incorrect

The difference
between clutch
positions
indicated by
the sensor signal
(SEPoC) and
the inverted
sensor signal
(SEPoCINV)
is to large and
both signals are
within normal
range

Yellow lamp is sent

Slow clutch
performance

Rough shifting at
start and at slow
speed

Slow gear changes

N/A
FMI 3

Voltage
above
normal, or
shorted to
high source

Sensor signal is
short circuit to
UBATT or sensor
supply when: at
least one of the
sensor signals
is above normal
range

Yellow lamp is sent

Slow clutch
performance

Rough shifting at
start and at slow
speed

Slow gear changes

N/A
FMI 5

Current
below
normal or
open circuit

Open circuit
on any of the
sensor signals is
detected when:
one of the sensor
signals is within
normal range
and the other
sensor signal is
below normal
range

Open circuit
on ground
is detected
when both the
sensor signals
are within the
normal range
and the sum
of the sensor
signals is above
a specific value

Yellow lamp is sent

Slow clutch
performance

Rough shifting at
start and at slow
speed

Slow gear changes

N/A
59
D
Group 28 Troubleshooting
Type of
fault:
FMI
Description:
Fault Condition: Possible Symptoms: Possible Cause:
FMI 12

Faulty
device or
component
Both sensor signals
are below normal
when:

Status of the
sensor ASIC is
internal fault on
the sensor or

Short circuit to
ground on any
of the sensor
signals or

Open circuit on
supply or

Short circuit
between the two
sensor signals

Yellow lamp is sent

Slow clutch
performance

Rough shifting at
start and at slow
speed

Slow gear changes

N/A
FMI 13

Calibration
value out of
range

The checksum
in NVRAM is not
correct or, the
sensor has not
been calibrated.

Yellow lamp is sent

Cranking is inhibited

Engine cannot start

N/A
60
D
Group 28 Troubleshooting
MID 130 PID 36 Clutch Wear, Status
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

The clutch wear

is more than
or equal to
"SERVICE DUE
POSITION"

Yellow lamp is
sent

If active for a
long period of
time the clutch
may completely
wear out and fail

N/A
MID 130 PID 37 Air Pressure, Transmission
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

Sensor signal is
in normal range

Pressure is
above 145 PSI
(10.0 bar)

Yellow lamp is
sent

Slow clutch
performance

N/A
FMI 1

Data valid but

below operational
range

Sensor signal is
in normal range

Pressure is
below 72.5 PSI
(5.0 bar)

Yellow lamp is
sent

The symbol for

compressed air,
transmission is
sent

Gear changes
may be absent

Slow clutch
performance

N/A
FMI 3

Voltage above
normal or shorted
high

The sensor
signal is above
normal range

Yellow lamp is
sent

N/A
FMI 5

Current below
normal or open
circuit

The sensor
signal is below
normal range

Yellow lamp is
sent

N/A
61
D
Group 28 Troubleshooting
MID 130 PID 65 Brake Switch
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 14

Special
Instructions

The gear lever

is moved from
neutral or
FOLD position
without prior
application of the
service brake

White lamp is
sent together
with pop up
message

The transmission
will not engage
the selected gear
(stays in neutral)

N/A
MID 130 PID 158 Control Unit, Battery Voltage
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

12 Volt System:
Voltage is above
19V

Yellow lamp is
sent

N/A
FMI 1

Data valid but

below operational
range

12 Volt System:
Voltage is below
9 V and the
engine has been
running for 5 s

Yellow lamp is
sent

Reduced
transmission
performance

N/A
62
D
Group 28 Troubleshooting
MID 130 PID 160 Main Shaft, Rotation Speed
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 1

Data valid but

below operational
range

The sensor
signal is within
normal range
and,

The main shaft

speed differs
from both the
value of the
countershaft
speed and the
vehicle speed
received from the
VECU
The following
conditions must
be fulfilled for a
time of 2.0 s in
order to activate:

A gear (not
neutral) is
engaged in the
transmission

The value of the

input shaft speed
calculated from
the main shaft
speed sensor
(SESM) is more
than 300 rpm

The value of the

input shaft speed
calculated from
the counter shaft
speed sensor
(SESC) is more
than 300 rpm

Yellow lamp is
sent

Slow gear
changes

Rough gear
changes

N/A
63
D
Group 28 Troubleshooting
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 1 (Continued)

The values of the

input shaft speed
calculated from
the main shaft
speed sensor
(SESM) and the
counter shaft
speed sensor
(SESC) differ
more than 50
rpm

The values of the

input shaft speed
calculated from
the main shaft
speed sensor
(SESM) and the
vehicle speed
received from
the VECU differ
more than 30
rpm

The values of the

input shaft speed
calculated from
the counter shaft
speed sensor
(SESC) and the
vehicle speed
received from the
VECU differ less
than 30 rpm
64
D
Group 28 Troubleshooting
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent, or
incorrect

The sensor
indicates wrong
direction
The following
conditions must
be fulfilled for a
time of 2,0 s in
order to activate:

The input
shaft speed
calculated from
the countershaft
speed sensor
(SECS) is above
300 rpm and the
clutch is engaged
or

The input
shaft speed
calculated from
the countershaft
speed sensor
(SECS) is above
600 rpm and the
clutch position is
more engaged
than the slip point
and the engine
speed is received
from the engine
ECU and above
600 rpm

A forward gear is
engaged in the
transmission
and the
mainshaft speed
sensor (SESM)
indicates reverse
movement or

A reverse gear is
engaged and the
mainshaft speed
sensor (SESM)
indicates forward
movement

There is no other
active fault on
the sensor for the
main shaft speed
(SEMS)

Yellow lamp is
sent

Slow gear
changes

N/A
65
D
Group 28 Troubleshooting
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

Signal or supply
voltage is above
normal range

Yellow lamp is
sent

Slow gear
changes

Rough gear
changes

N/A
FMI 4

Voltage below
normal or shorted
low

Signal and
supply voltage
is below normal
range

Yellow lamp is
sent

Slow gear
changes

Rough gear
changes

N/A
FMI 5

Current below
normal or open
circuit

Signal voltage
is below normal
range

Supply voltage
is in the normal
range

Yellow lamp is
sent

Slow gear
changes

Rough gear
changes

N/A
66
D
Group 28 Troubleshooting
MID 130 PID 161 Input Shaft, Rotation Speed
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 1

Data valid but

below operational
range

The sensor
signal is within
normal range
and,

The counter shaft

speed differs
from both the
main shaft speed
(SESM) and the
vehicle speed
received from the
VECU when the
counter shaft is
rotating
The following
conditions must
be fulfilled for a
time of 2.0 s in
order to activate:

A gear (not
neutral) is
engaged in the
transmission

The value of the

input shaft speed
calculated from
the main shaft
speed sensor
(SESM) is more
than 300 rpm

The value of the

input shaft speed
calculated from
the counter shaft
speed sensor
(SESC) is more
than 300 rpm

Yellow lamp is
sent

Slow gear
changes

Transmission
brake up-shifts
cannot be used

Engagement
point not
functioning
properly

Starting gear can

only be engaged
when the vehicle
is stationary
or when the
vehicle speed is
high enough to
synchronize the
transmission with
the engine

N/A
67
D
Group 28 Troubleshooting
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 1 (Continued)

The values of the

input shaft speed
calculated from
the counter shaft
speed sensor
(SESC) and the
main shaft speed
sensor (SESM)
differ more than
50 rpm

The values of the

input shaft speed
calculated from
the counter shaft
speed sensor
(SESC) and the
vehicle speed
received from
the VECU differ
more than 30
rpm

The values of the

input shaft speed
calculated from
the main shaft
speed sensor
(SESM) and the
vehicle speed
received from the
VECU differ less
than 30 rpm
68
D
Group 28 Troubleshooting
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 4

Voltage below
normal or shorted
low

The sensor
signal is below
normal range

Yellow lamp is
sent

Slow gear
changes

Transmission
brake up-shifts
cannot be used

Engagement
point not
functioning
properly

Starting gear can

only be engaged
when the vehicle
is stationary
or when the
vehicle speed is
high enough to
synchronize the
transmission with
the engine

N/A
FMI 5

Current below
normal or open
circuit

The sensor
signal is above
normal range

Yellow lamp is
sent

Slow gear
changes

Transmission
brake up-shifts
cannot be used

Engagement
point not
functioning
properly

Starting gear can

only be engaged
when the vehicle
is stationary
or when the
vehicle speed is
high enough to
synchronize the
transmission with
the engine

N/A
69
D
Group 28 Troubleshooting
MID 130 PID 177 Oil Temperature, Transmission
Note: FMI 0 has three levels of severity, low, medium and
high. All times are reset when the key is switched off.
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0
(Low)

Data valid but
above normal
operational range

The sensor
signal is in
normal range

Temperature is
above 100 C
(212 F) during
18000 s

Yellow lamp is
sent

Symbol for high

transmission oil
temperature is lit

N/A
FMI 0
(Medium)

Data valid but
above normal
operational range

The sensor
signal is in
normal range

Temperature is
above 120 C
(248 F) during
600 s

Yellow lamp is
sent

Symbol for high

transmission oil
temperature is lit

N/A
FMI 0
(High)

Data valid but
above normal
operational range

The sensor
signal is in
normal range

Temperature is
above 140 C
(284 F) during
30 s

Red lamp is sent

Symbol for high

transmission oil
temperature is lit

N/A
FMI 4

Voltage below
normal or shorted
low

The sensor
signal is below
normal range

Yellow lamp is
sent

N/A
FMI 5

Current below
normal or open
circuit

The sensor
signal is above
normal range

Yellow lamp is
sent

N/A
70
D
Group 28 Troubleshooting
MID 130 PPID 10 Gear Selector Cylinder 1, Position
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

Status from ASIC

is short circuit to
U-BATT

Yellow lamp is
sent

Slow gear
changes

N/A
FMI 5

Current below
normal or open
circuit

Status from ASIC

is open circuit

Yellow lamp is
sent

Slow gear
changes

N/A
FMI 6

Current above
normal or
grounded circuit

Status from ASIC

is short circuit to
ground

Yellow lamp is
sent

Slow gear
changes

N/A
FMI 13

Calibration value
out of range

The checksum
in NVRAM is not
correct or

The sensor
has not been
calibrated

Yellow lamp is
sent

Cranking is
inhibited

Engine cannot
start

N/A
71
D
Group 28 Troubleshooting
MID 130 PPID 11 Gear Selector Cylinder 2, Position
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

Status from ASIC

is short circuit to
U-BATT

Yellow lamp is
sent

Slow gear
changes

N/A
FMI 5

Current below
normal or open
circuit

Status from ASIC

is open circuit

Yellow lamp is
sent

Slow gear
changes

N/A
FMI 6

Current above
normal or
grounded circuit

Status from ASIC

is short circuit to
ground

Yellow lamp is
sent

Slow gear
changes

N/A
FMI 13

Calibration value
out of range

The checksum
in NVRAM is not
correct or

The sensor
has not been
calibrated

Yellow lamp is
sent

Cranking is
inhibited

Engine cannot
start

N/A
72
D
Group 28 Troubleshooting
MID 130 PPID 50 Clutch, Pre-load
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

The calculated
stored energy is
above 200 kJ

The energy
calculation is
time based
for VTNA and
physical for
others

Yellow lamp is
sent

The clutch is
overheated

The clutch is
slowly engaged

N/A
FMI 11

Clutch
protection active
(unidentifiable
error)

Clutch slip
more than 8.0
s with vehicle
movement less
than 0.8 m (e.g.
hill holding event)

Yellow lamp is
sent

There has been

unnecessary
clutch slip

The clutch is
slowly engaged

N/A
FMI 14

Special
instructions

Attempt to start
in high range in
manual position

White lamp is
sent

Not possible to
start

N/A
73
D
Group 28 Troubleshooting
MID 130 PPID 51 Clutch Disc, Pull Position
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 13

Calibration value
out of range

The checksum
in NVRAM is not
correct

The slip point

has not been
calibrated

Yellow lamp is
sent

It is not possible
to drive the
vehicle

N/A
MID 130 PPID 54 ECU +5V Output
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

Voltage is above
normal range

Yellow lamp is
sent

Slow clutch
performance

Uneven shifting
at start and at
slow speed

Slow gear
changes

N/A
FMI 1

Data valid but

below operational
range

Voltage is below
normal range

Yellow lamp is
sent

Slow clutch
performance

Uneven shifting
at start and at
slow speed

Slow gear
changes

N/A
74
D
Group 28 Troubleshooting
MID 130 PPID 55 ECU, Temperature
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Data valid but

above normal
operational range

Temperature is
above 125 C
(257 F)

Yellow lamp is
sent

N/A
MID 130 PPID 140 Inclination Angle
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent, or
incorrect

The sensor
signal is above
or below normal
range

The vehicle has

been standing
still for a specific
time

Yellow lamp is
sent

The start gear

may be wrong

Gear selection
performance
might be reduced

Downhill
and uphill
gear change
performance
may be reduced

N/A
75
D
Group 28 Troubleshooting
MID 130 PSID 1 PWM Valve, Quick Engagement
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT
and

There is no active
fault code for
short circuit to
U-BATT on VAF-

Yellow lamp is
sent

Erratic clutch
performance

Slow clutch
performance

Slow gear
changes

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

Erratic clutch
performance

Slow clutch
performance

Slow gear
changes

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

Erratic clutch
performance

Slow clutch
performance

Slow gear
changes

N/A
76
D
Group 28 Troubleshooting
MID 130 PSID 2 PWM Valve, Slow Engagement
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT
and

There is no active
fault code for
short circuit to
U-BATT on VAS-

Yellow lamp is
sent

Erratic clutch
performance

Uneven shifting
at start and at
slow speed

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

Erratic clutch
performance

Uneven shifting
at start and at
slow speed

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

Erratic clutch
performance

Uneven shifting
at start and at
slow speed

N/A
77
D
Group 28 Troubleshooting
MID 130 PSID 3 PWM Valve, Quick Disconnection
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT
and

There is no active
fault code for
short circuit to
U-BATT on VAF-

Yellow lamp is
sent

Erratic clutch
performance

Slow clutch
performance

Slow gear
changes

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

Erratic clutch
performance

Slow clutch
performance

Slow gear
changes

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

Erratic clutch
performance

Slow clutch
performance

Slow gear
changes

N/A
78
D
Group 28 Troubleshooting
MID 130 PSID 4 PWM Valve, Slow Disconnection
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT
and

There is no active
fault code for
short circuit to
U-BATT on VAS-

Yellow lamp is
sent

Erratic clutch
performance

Uneven shifting
at start and at
slow speed

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

Erratic clutch
performance

Slow clutch
performance

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

Erratic clutch
performance

Slow clutch
performance

N/A
79
D
Group 28 Troubleshooting
MID 130 PSID 5 Ground, Quick PWM Valves
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The low-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

Erratic clutch
performance

Slow clutch
performance

Slow gear
changes

N/A
FMI 6

Current above
normal or
grounded circuit

The low-side
drive is short
circuit to ground
and

There is no active
fault code for
short circuit to
ground on VAFE
or VAFD

Yellow lamp is
sent

Erratic clutch
performance

Slow clutch
performance

Slow gear
changes

N/A
80
D
Group 28 Troubleshooting
MID 130 PSID 6 Ground, Slow PWM Valves
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The low-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

Erratic clutch
performance

Uneven shifting
at start and at
slow speed

N/A
FMI 6

Current above
normal or
grounded circuit

The low-side
drive is short
circuit to ground
and

There is no active
fault code for
short circuit to
ground on VASE
or VASD

Yellow lamp is
sent

Erratic clutch
performance

Uneven shifting
at start and at
slow speed

N/A
81
D
Group 28 Troubleshooting
MID 130 PSID 12 Solenoid Valve, Gear Selector Cylinder 1, Inner
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

The valve is
activated

Incorrect gear
selection

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

The valve cannot

be activated

Incorrect gear
selection

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

The valve cannot

be activated

Incorrect gear
selection

N/A
82
D
Group 28 Troubleshooting
MID 130 PSID 13 Solenoid Valve, Gear Selector Cylinder 1, Outer
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

The valve is
activated

Incorrect gear
selection

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

The valve cannot

be activated

Incorrect gear
selection

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

The valve cannot

be activated

Incorrect gear
selection

N/A
83
D
Group 28 Troubleshooting
MID 130 PSID 14 Solenoid Valve, Gear Selector Cylinder 2, Inner
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

The valve is
activated

Incorrect gear
selection

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

The valve cannot

be activated

Incorrect gear
selection

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

The valve cannot

be activated

Incorrect gear
selection

N/A
84
D
Group 28 Troubleshooting
MID 130 PSID 15 Solenoid Valve, Gear Selector Cylinder 2, Outer
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

The valve cannot

be activated

Incorrect gear
selection

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

The valve cannot

be activated

Incorrect gear
selection

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

The valve cannot

be activated

Incorrect gear
selection

N/A
85
D
Group 28 Troubleshooting
MID 130 PSID 20 Solenoid Valve, Power Take-off 1
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

The valve is
activated

The PTO cannot

be deactivated

Rough gear
changes

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

The valve cannot

be activated

The PTO does

not work

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

The valve cannot

be activated

The PTO does

not work

N/A
86
D
Group 28 Troubleshooting
MID 130 PSID 21 Solenoid Valve, Power Take-off 2
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

The valve is
activated

The PTO cannot

be deactivated

Rough gear
changes

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

The valve cannot

be activated

The PTO does

not work

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

The valve cannot

be activated

The PTO does

not work

N/A
87
D
Group 28 Troubleshooting
MID 130 PSID 22 Solenoid Valve, Brake, Counter Shaft
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT

Red lamp is sent

The valve and

the brake are
activated

The transmission
will be damaged
if the vehicle
drives

The propshaft
has to be
removed to move
the vehicle

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

The valve cannot

be activated

Slow gear
changes

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

The valve cannot

be activated

Slow gear
changes

N/A
88
D
Group 28 Troubleshooting
MID 130 PSID 23 Split Engagement System
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Unintentional
disengagement
of indirect split

Low split jumps

out

The split cylinder

valves are
inactive

Yellow lamp is
sent

Loss of torque

N/A
FMI 1

Unintentional
disengagement
of direct split

High split jumps

out

The split cylinder

valves are
inactive

Yellow lamp is
sent

Loss of torque

N/A
FMI 2

Unintentional
disengagement
of neutral split

The split cylinder

position leaves
the neutral
position

The split cylinder

valves are
inactive

Yellow lamp is
sent

N/A
FMI 7

Blocked
engagement of
neutral split

The neutral split

gear cannot
engage

Yellow lamp is
sent

Eco roll not

available

N/A
89
D
Group 28 Troubleshooting
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 11

Blocked
engagement of
indirect split

The indirect split

gear can not
engage

Yellow lamp is
sent

Loss of torque

Incorrect gear
selection

Slow gear
changes

N/A
FMI 12

Blocked
engagement of
direct split

The direct split

gear can not
engage

Yellow lamp is
sent

Loss of torque

Incorrect gear
selection

Slow gear
changes

N/A
90
D
Group 28 Troubleshooting
MID 130 PSID 24 Range Engagement System
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Unintentional
disengagement
of low range

The range
cylinder leaves
the low range
position

The range
cylinder valves
are inactive

Yellow lamp is
sent

Loss of torque

N/A
FMI 1

Unintentional
disengagement
of high range

The range
cylinder leaves
the high range
position

The range
cylinder valves
are inactive

Yellow lamp is
sent

Loss of torque

N/A
FMI 11

Blocked
engagement of
low range

The low range

gear can not
engage

Yellow lamp is
sent

Loss of torque

Incorrect gear
selection

N/A
FMI 12

Blocked
engagement of
high range

The high range

gear can not
engage

Yellow lamp is
sent

Loss of torque

Incorrect gear
selection

N/A
91
D
Group 28 Troubleshooting
MID 130 PSID 25 Gears 1/R Engagement System
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Unintentional
disengagement
of first gear

The 1/R cylinder

leaves the 1:st
position

The 1:st cylinder

valves are
inactive

Yellow lamp is
sent

Loss of torque

N/A
FMI 1

Unintentional
disengagement
of reverse gear

The 1/R gear

leaves the
reverse position

The 1/R cylinder

valves are
inactive

Yellow lamp is
sent

Loss of torque

N/A
FMI 2

Unintentional
disengagement
of neutral

The 1/R cylinder

leaves the
neutral position

The 1/R cylinder

valves are
inactive

Yellow lamp is
sent

N/A
FMI 7

Blocked
engagement of
neutral

Not possible to
engage neutral

Yellow lamp is
sent

Slow gear
changes

N/A
92
D
Group 28 Troubleshooting
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 11

Blocked
engagement of
first gear

The 1:st gear can

not engage and,

There is no active
fault code on the
SEPo1R and,

There is no active
fault code for low
air pressure and,

There is no active
fault code on any
of the 1:st and
reverse gear
cylinder valves

Yellow lamp is
sent

Loss of torque

Incorrect gear
selection

The 1:st gears

will not be
selected by the
system for a
short while after
five successful
gearshifts a new
attempt to use
1:st gear may be
made

N/A
FMI 12

Blocked
engagement of
reverse gear

The reverse gear

cannot engage

Yellow lamp is
sent

The R gear can

not engage, but
the system will
try to engage it as
log as the gear
lever is in the
reverse position

N/A
93
D
Group 28 Troubleshooting
MID 130 PSID 26 Gears 2/3 Engagement System
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Unintentional
disengagement
of second gear

The 2/3 cylinder

position indicates
that the 2/3 gear
leaves the 2:nd
position

The cylinder
valves are
inactive

Yellow lamp is
sent

Loss of torque

N/A
FMI 1

Unintentional
disengagement
of third gear

The 2/3 cylinder

leaves the 3:rd
position

The 3:rd cylinder

valves are
inactive

Yellow lamp is
sent

Loss of torque

N/A
FMI 2

Unintentional
disengagement
of neutral

The split cylinder

position leaves
the neutral
position

The split cylinder

valves are
inactive

Yellow lamp is
sent

N/A
FMI 7

Blocked
engagement of
neutral

The neutral gear

(2:nd and 3:rd
gear cylinder)
cannot engage

Yellow lamp is
sent

Slow gear
changes

N/A
94
D
Group 28 Troubleshooting
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 11

Blocked
engagement of
second gear

The 2:nd gear

can not engage

Yellow lamp is
sent

Loss of torque

Incorrect gear
selection

The 2:nd gear

will not be
selected by the
system for a
short while after
five successful
gearshifts a new
attempt to use
2:nd gear may be
made

N/A
FMI 12

Blocked
engagement of
third gear

The 3:rd gear

cannot engage

Yellow lamp is
sent

Loss of torque

Incorrect gear
selection

The 3:rd gear

will not be
selected by the
system for a
short while after
five successful
gearshifts a new
attempt to use
3:rd gear may be
made

N/A
95
D
Group 28 Troubleshooting
MID 130 PSID 27 Clutch System
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 0

Unintentional
disengagement
of the clutch

The clutch
disengages
when not
commanded
and,

There is no active
fault code on the
SEPoC and,

There is no active
fault code for low
air pressure and,

There is no active
fault code on any
of the clutch
cylinder valves
and,

The PCB
temperature is
above a specific
limit

Yellow lamp is
sent

Slow gear
changes

Slow clutch
performance

N/A
FMI 1

Unintentional
engagement of
the clutch

The clutch
engages when
not commanded
and,

There is no active
fault code on the
SEPoC and

There is no active
fault code for low
air pressure and

There is no active
fault code on any
of the clutch
cylinder valves
and,

The PCB
temperature is
above a specific
limit

Yellow lamp is
sent

Slow gear
changes

Erratic clutch
performance

N/A
96
D
Group 28 Troubleshooting
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 7

Mechanical system
not responding or
out of adjustment

The clutch
does not dis-
engage/engage
properly when
commanded
and,

There is no active
fault code on the
SEPoC and,

There is no active
fault code for low
air pressure and,

There is no active
fault code on any
of the clutch
cylinder valves
and,

The PCB
temperature is
above 10 C
(50 F)

Yellow lamp is
sent

Slow gear
changes

Erratic clutch
performance

N/A
FMI 11

Clutch drag

The clutch
transfers too
much torque in
the disengaged
position

Yellow lamp is
sent

The vehicle tends

to creep on flat
ground at idle

The clutch wear

is high

N/A
FMI 12

Unintentional
clutch slip

The clutch
cannot transfer
a specific torque
without slipping

Yellow lamp is
sent

The engine
torque is reduced
so that the
clutch does not
continue to slip

N/A
97
D
Group 28 Troubleshooting
MID 130 PSID 28 Transmission Brake
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 7

Mechanical system
not responding or
out of adjustment

The transmission
brake does not
brake when the
valve is activated

Yellow lamp is
sent

Slow gear
changes at
standstill

N/A
MID 130 PSID 200 Communication Interference, Data Link, Engine
Control Unit
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

Message missing
on J1939 from
the following
control unit:
Engine Control
Unit (EECU)

Yellow lamp is
sent

If there is
no POWER-
TRAIN_CAN,
automatic gear
selection en-
ters backup
mode with gear
changes only at
certain vehicle
speeds

If there is
no POWER-
TRAIN_CAN and
if the engine
does not receive
messages from
the TECU, the
gear changes
will be slow

N/A
98
D
Group 28 Troubleshooting
MID 130 PSID 201 Communication Interference, Data Link, Vehicle
Control Unit
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 8

Abnormal
frequency, pulse
width, or period

Signal from
vehicle control
unit indicates
fault in the
accelerator pedal
position or the
brake pedal
switch

Yellow lamp is
sent

If pedal position
undefined,
automatic
gear selection
enters backup
mode with gear
changes only at
certain vehicle
speeds

Uneven shifting
at start and at
slow speed

If service brake
undefined,
automatic
gear selection
enters backup
mode with gear
changes only at
certain vehicle
speeds

N/A
FMI 9

Abnormal update
rate

Message missing
on J1939 from
the following
control unit:
Engine Control
Unit (EECU)

Yellow lamp is
sent

Automatic
gear selection
enters backup
mode with gear
changes only at
certain vehicle
speeds

Rough shifting at
start and at slow
speed

N/A
99
D
Group 28 Troubleshooting
MID 130 PSID 204 Communication Interference, Data Link, Brake
Control Unit
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 8

Abnormal
frequency, pulse
width, or period

This FMI shall be

set if the wheel
speeds from the
BECU (MID 136)
are not correct.

Yellow lamp is
sent

Slow gear
changes

N/A
FMI 9

Abnormal update
rate

This FMI shall

be set if the
message from
the BECU (MID
136) is not
received

Yellow lamp is
sent

Slow gear
changes

N/A
MID 130 PSID 207 Communication Interference, Data Link, Gear
Selector Control Unit
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

This FMI shall

be set if the
message from
the GSECU
(MID 223) is
not received

Yellow lamp is
sent

Slow response
on manual gear
changes and
slow response
when buttons on
the gearlever are
pressed.

N/A
100
D
Group 28 Troubleshooting
MID 130 PSID 210 J1939 Data Link Interruption, Lighting ECU
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

This FMI shall

be set if the
message from
the LCM (MID
216) is not
received

Yellow lamp is
sent

The start gear

might be wrong

Automatic
gear selection
performance
might be reduced
a certain time
after start

Automatic gear
selection perfor-
mance might be
reduced a cer-
tain time after a
trailer has been
connected/dis-
connected

N/A
MID 130 PSID 211 J1939 Data Link Interruption, Adaptive Cruise
Control ECU
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

This FMI shall

be set if the
message from
the ACC (MID
219) is not
received and,

ACC is installed

Yellow lamp is
sent

The retarder
ACC function
does not work

N/A
101
D
Group 28 Troubleshooting
MID 130 PSID 232 Powertrain CAN
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
Note: This fault code is valid for vehicles where a POWERTRAIN_CAN link exists between the TECU and the engine
FMI 2

Data erratic,
intermittent, or
incorrect

CAN
communication
does not work

Yellow lamp is
sent

Slow gear shifts

N/A
FMI 9

Abnormal update
rate

Message missing
on J1939 from
the following
control unit:
Engine Control
Unit (EECU)

Yellow lamp is
sent

Slow gear shifts

N/A
MID 130 PSID 254 DIEE Signal
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The voltage level

for the DIEE pin
is high

Yellow lamp is
sent

Cranking is
inhibited

Engine cannot
start

All
communication
with the control
unit is disabled
except for
programming
of MSW

N/A
102
D
Group 28 Troubleshooting
MID 130 SID 35 Solenoid Valve, High Range
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

The valve is
activated

Low range gears

are missing

Incorrect gear
selection

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

The valve cannot

be activated

High range gears

are missing

Incorrect gear
selection

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

The valve cannot

be activated

Range gears are

missing

Incorrect gear
selection

N/A
103
D
Group 28 Troubleshooting
MID 130 SID 36 Solenoid Valve, Low Range
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

The valve is
activated

High range gears

are missing

Incorrect gear
selection

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

The valve cannot

be activated

Low range gears

are missing

Incorrect gear
selection

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

The valve cannot

be activated

Range gears are

missing

Incorrect gear
selection

N/A
104
D
Group 28 Troubleshooting
MID 130 SID 37 Solenoid Valve, High Split
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

The valve is
activated

Indirect and
neutral split
gears are
missing

Incorrect gear
selection

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

The valve cannot

be activated

Splitter gears are

missing

Incorrect gear
selection

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

The valve cannot

be activated

Splitter gears are

missing

Incorrect gear
selection

N/A
105
D
Group 28 Troubleshooting
MID 130 SID 38 Solenoid Valve, Low Split
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal or shorted
high

The high-side
drive is short
circuit to U-BATT

Yellow lamp is
sent

The valve is
activated

Direct and
neutral split
gears are
missing

Incorrect gear
selection

N/A
FMI 5

Current below
normal or open
circuit

The high-side
drive is open
circuit

Yellow lamp is
sent

The valve cannot

be activated

Splitter gears are

missing

Incorrect gear
selection

N/A
FMI 6

Current above
normal or
grounded circuit

The high-side
drive is short
circuit to ground

Yellow lamp is
sent

The valve cannot

be activated

Splitter gears are

missing

Incorrect gear
selection

N/A
106
D
Group 28 Troubleshooting
MID 130 SID 231 J1939 Control Link
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent, or
incorrect

CAN
communication
does not work

Yellow lamp is
sent

Slow gear shifts

N/A
MID 130 SID 240 Program Memory
Note: The boot program only sets this fault code during
power-up. The boot program does not save any fault
codes.
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent, or
incorrect

Faulty data in
program memory

Yellow lamp is
sent

Cranking is
inhibited

Engine cannot
start

N/A
107
D
Group 28 Troubleshooting
MID 130 SID 250 J1708 Information Link
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

Signal from MID

128 PID 190, PID
85, PPID 212 is
not received
within 30s

Yellow lamp is
sent

Slow gear shifts

Fault codes
cannot be read

On-vehicle
tests cannot be
performed

N/A
MID 130 SID 253 Calibration Memory EEPROM
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 13

Calibration value
out of range

Flash checksum
dataset error

Program code
missing

Yellow lamp is
sent

Cranking is
inhibited

Engine cannot
start

N/A
108
D
Group 28 Troubleshooting
Vehicle Control Unit, Fault Tracing
The Premium Tech Tool (PTT) is the preferred tool for
performing diagnostic work. Contact your local dealer
for more information.
The control units on the information link communicate
according to the SAE J1587 standard. The standard
has been extended with Volvos own supplement
(PPID, PSID). The fault codes set by the control units
contain information that is described by the following
abbreviations.
MID Message Identification Description:
Identification of a control unit.
PID Parameter Identification Description:
Identification of a parameter (value).
PPID Proprietary Parameter Identification
Description Volvo:
Unique identification of a parameter
(value).
SID Subsystem Identification Description:
Identification of a component.
PSID Proprietary Subsystem Identification
Description Volvo:
Unique identification of a component.
FMI Failure Mode Identifier:
Identification of fault types.
FMI Table
FMI Display Text SAE Text
0 Value to high Data valid, but above the normal working range
1 Value too low Data valid, but below the normal working range
2 Incorrect data Intermittent or incorrect data
3 Electrical fault Abnormally high voltage or short circuit to higher voltage
4 Electrical fault Abnormally low voltage or short circuit to lower voltage
5 Electrical fault Abnormally low current or open circuit
6 Electrical fault Abnormally high current or short circuit to ground
7 Mechanical fault Incorrect response from a mechanical system
8 Mechanical or electrical fault Abnormal frequency
9 Communication fault Abnormal update rate
10 Mechanical or electrical fault Abnormally strong vibrations
11 Unknown fault Non-identifiable fault
12 Component fault Faulty unit or component
13 Incorrect calibration Calibration values outside limits
14 Unknown fault Special instructions
15 Unknown fault Reserved for future use
Note: When performing diagnostic test on intermittent
faults, gently wiggle the wires and connectors to help find
the intermittent faults.
109
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Group 28 Troubleshooting
MID 144 Control Unit, Fault Codes
PID
MID 144 PID 84 Vehicle Speed page 111
MID 144 PID 91 Accelerator Pedal Position (Percentage) page 112
PPID
MID 144 PPID 61 Engine Brake Switch page 113
MID 144 PPID 69 Buffered Idle Validation Switch page 113
MID 144 PPID 70 Pedal Switches, Supply page 113
MID 144 PPID 71 Cruise Control and Engine Brake, Switch Supply page 114
MID 144 PPID 72 Accelerator Pedal and Engine Brake, Sensors Supply page 114
MID 144 PPID 73 Second Accelerator Pedal, Supply Sensors page 115
MID 144 PPID 265 Vehicle Speed Sensor Supply page 115
PSID
MID 144 PSID 2 Idle Validation Switch 2 page 116
SID
MID 144 SID 230 Idle Validation Switch 1 page 116
110
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Group 28 Troubleshooting
MID 144 PID 84 Vehicle Speed
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data Erratic,
Intermittent or
Incorrect

Intermittent faulty
data

Speed
signal from
speedometer
and ABS differs
too much

Speed signal
from VSS and
ABS differs too
much

N/A

VSS Harness

VSS Sensor

VECU

VECU harness
FMI 14

Special
instructions

Intermittent faulty
data

Speed signal
from VSS
was updated
incorrectly

N/A

Faulty information from tachometer

J1587 data link

Wiring harness
111
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Group 28 Troubleshooting
MID 144 PID 91 Accelerator Pedal Position (Percentage)
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal, or shorted
to high source

Abnormally high
voltage

Engine will not

supply requested
fuel to engine

APP harness shorted high

Faulty APP sensor

FMI 4

Voltage below
normal, or shorted
to low source

Abnormally low
voltage

Engine will not

supply requested
fuel to engine

APP harness shorted low

Faulty APP sensor

FMI 5

Current below
normal or open
circuit

Abnormally low
current

Input is
not correct
compared to
IVS 1 & IVS 2

Engine will not

supply requested
fuel increase

Faulty APP sensor

FMI 6

Current above
normal or
grounded circuit

Abnormally high
current

Input is
not correct
compared to
IVS 1 & IVS 2

Engine will not

supply requested
fuel increase

Faulty APP sensor

FMI 14

Special
Instructions

Supply error from

PPID 72

Supply error

Engine will not

supply requested
fuel increase

Faulty APP sensor harness

112
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Group 28 Troubleshooting
MID 144 PPID 61 Engine Brake Switch
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 7

Mechanical system
not responding or
out of adjustment

SET+ and SET-

signal received
at the same time

Engine retarder
brake will not
activate

Engine retarder switch harness

Engine retarder switch

MID 144 PPID 69 Buffered Idle Validation Switch
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal, or shorted
to high source

Abnormally high
voltage or short
to higher voltage

N/A

Signal shorted high
FMI 4

Voltage below
normal, or shorted
to low source

Abnormally low
voltage or short
to ground

N/A

Signal shorted low
MID 144 PPID 70 Pedal Switches, Supply
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 4

Voltage below
normal, or shorted
to low source

N/A

N/A

Faulty connector

Faulty harness

Supply voltage shorted low

113
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Group 28 Troubleshooting
MID 144 PPID 71 Cruise Control and Engine Brake, Switch Supply
FMI 4

Voltage below
normal or shorted
to low source

N/A

Engine will not
supply requested
fuel increase

Faulty connector

Faulty harness

Supply voltage shorted low

MID 144 PPID 72 Accelerator Pedal and Engine Brake, Sensors
Supply
FMI 3

Voltage above
normal or shorted
to high source

Abnormally high
voltage

Requested fuel
not supplied to
engine

Engine brake
retarder is
disabled

APP harness shorted high

FMI 4

Voltage below
normal or shorted
to low source

Abnormally low
voltage

Requested fuel
not supplied to
engine

Engine brake
retarder is
disabled

APP harness shorted low

114
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Group 28 Troubleshooting
MID 144 PPID 73 Second Accelerator Pedal, Supply Sensors
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal, or shorted
to high source

Abnormally high
voltage

Engine will not

supply requested
fuel to engine

Engine brake
retarder is
disabled

APP harness shorted high

FMI 4

Voltage below
normal, or shorted
to low source

Abnormally low
voltage

Engine will not

supply requested
fuel to engine

Engine brake
retarder is
disabled

APP harness shorted low

MID 144 PPID 265 Vehicle Speed Sensor Supply
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 3

Voltage above
normal, or shorted
to high source

Abnormally high
voltage

N/A

VSS harness shorted high

Faulty VSS
FMI 4

Voltage below
normal, or shorted
to low source

Abnormally low
voltage

N/A

VSS harness shorted low

Faulty VSS
115
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Group 28 Troubleshooting
MID 144 PSID 2 Idle Validation Switch 2
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 7

Mechanical system
not responding or
out of adjustment

Faulty reading
from IVS #2

Engine will not

supply requested
fuel to engine

Idle Validation Switch (IVS)

IVS connector

IVS harness
MID 144 SID 230 Idle Validation Switch 1
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 7

Mechanical system
not responding or
out of adjustment

Faulty reading
from IVS #1

Engine will not

supply requested
fuel to engine

Idle Validation Switch (IVS)

IVS connector

IVS harness
116
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Group 28 Troubleshooting
Gear Selector Control Unit, Fault Tracing
The Premium Tech Tool (PTT) is the preferred tool for
performing diagnostic work. Contact your local dealer
for more information.
The control units on the information link communicate
according to the SAE J1587 standard. The standard
has been extended with Volvos own supplement
(PPID, PSID). The fault codes set by the control units
contain information that is described by the following
abbreviations.
MID Message Identification Description:
Identification of a control unit.
PID Parameter Identification Description:
Identification of a parameter (value).
PPID Proprietary Parameter Identification
Description Volvo:
Unique identification of a parameter
(value).
SID Subsystem Identification Description:
Identification of a component.
PSID Proprietary Subsystem Identification
Description Volvo:
Unique identification of a component.
FMI Failure Mode Identifier:
Identification of fault types.
FMI Table
FMI Display Text SAE Text
0 Too high value Data valid, but above the normal work range
1 Too low value Data valid, but below the normal work range
2 Incorrect data Data erratic, Intermittent or incorrect
3 Electrical fault Voltage above normal or shorted high
4 Electrical fault Voltage below normal or shorted low
5 Electrical fault Current below normal or open circuit
6 Electrical fault Current above normal or grounded circuit
7 Mechanical fault Mechanical system not responding properly
8 Mechanical or electrical fault Abnormal frequency, pulse width or period
9 Communication fault Abnormal update rate
10 Mechanical or electrical fault Abnormal rate of change
11 Unknown fault Failure mode not identifiable
12 Component fault Bad intelligent device or component
13 Incorrect calibration Out of calibration
14 Unknown fault Special instructions
15 Unknown fault Reserved for future assignment by SAE Data Formal Subcommittee
Note: When performing diagnostic test on intermittent
faults, gently wiggle the wires and connectors to help find
the intermittent faults.
117
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Group 28 Troubleshooting
MID 223 Control Unit, Fault Tracing
PSID
MID 223 PSID 9 Gear Selector, Position page 119
MID 223 PSID 36 Relay Power Supply page 120
MID 223 PSID 42 Signals, Key page 121
MID 223 PSID 200 Communication Interference, Data Link, Engine Control Unit page 122
MID 223 PSID 201 Communication Interference, Data Link, Vehicle Control Unit page 122
MID 223 PSID 205 Communication Interference, Data Link, Transmission Control Unit page 123
MID 223 PSID 214 No Data From BBM page 123
SID
MID 223 SID 231 J1939 Control Link page 124
MID 223 SID 240 Program Memory page 125
MID 223 SID 250 J1708 Information Link page 125
MID 223 SID 253 Calibration Memory EEPROM page 126
MID 223 SID 254 Hardware Fault page 126
118
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Group 28 Troubleshooting
MID 223 PSID 9 Gear Selector, Position
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 12

Faulty device or
component

The sensor
signals do not
correspond with
valid value

Yellow lamp is
sent

Some or all stalk

actions are not
working

It is not possible
to select gear

N/A
119
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Group 28 Troubleshooting
MID 223 PSID 36 Relay Power Supply
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 7

Mechanical system
not responding
properly

The relay does

not release

Yellow lamp is
sent

Fault displayed
after ignition OFF

Risk of battery
discharge if main
circuit breaker
is not opened
when vehicle is
not used

N/A
FMI 12

Faulty device or
component

0 voltage at Pin 1

It is not possible
to drive the
vehicle

N/A
120
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Group 28 Troubleshooting
MID 223 PSID 42 Signals, Key
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent, or
incorrect

Inconsistency
between
hard-wired
ignition signal
and ignition
signal read on
network

Yellow lamp is
sent

Transmission
supplied and
Optidriver fully
functional until
main circuit
breaker is
opened

Risk of battery
discharge if main
circuit breaker
not opened when
vehicle not used

Transmission
not supplied
and vehicle
immobilized
after main circuit
breaker has been
cycled

N/A
121
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Group 28 Troubleshooting
MID 223 PSID 200 Communication Interference, Data Link, Engine
Control Unit
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

Message missing
on J1939 from
the following
control unit:
Engine Control
Unit (EECU)

Yellow lamp is
sent

Downhill help
disabled

N/A
MID 223 PSID 201 Communication Interference, Data Link, Vehicle
Control Unit
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

Message missing
on J1939 from
the following
control unit:
Vehicle Control
Unit (VECU)

Yellow lamp is
sent

Temporary
manual mode
disabled

Downhill help
disabled

Return to drive
disabled

N/A
122
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Group 28 Troubleshooting
MID 223 PSID 205 Communication Interference, Data Link,
Transmission Control Unit
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

Message missing
on J1939 from
the following
control unit:
Transmission
Control Unit
(TECU)

Yellow lamp is
sent

No memorization
during 1.5 sec of
direction change
requests when
vehicle is moving

Temporary
manual mode
disabled

N/A
MID 223 PSID 214 No Data From BBM
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

Message missing
on J1939 from
the following
control unit:
Bodybuilder

Yellow lamp is
sent

N/A
123
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Group 28 Troubleshooting
MID 223 SID 231 J1939 Control Link
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent, or
incorrect

CAN
communication
does not work

Yellow lamp is
sent

Gear lever
commands
slower (J1587)

No memorization
during 1.5 sec of
direction change
requests when
vehicle is moving

Temporary
manual mode
disabled

Downhill help
disabled

Return to drive
disabled

N/A
124
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Group 28 Troubleshooting
MID 223 SID 240 Program Memory
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent, or
incorrect

Fault data in
program memory

The control unit is

not programmed

Yellow lamp is
sent

GSECU: No
function except
supply the relay

Unable to shift
out of neutral
position

N/A
MID 223 SID 250 J1708 Information Link
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 9

Abnormal update
rate

The information
link SAE
J1587/J1708
is not working

Yellow lamp is
sent

A control unit is being programmed

125
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Group 28 Troubleshooting
MID 223 SID 253 Calibration Memory EEPROM
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 2

Data erratic,
intermittent, or
incorrect

Fault in main
software

Yellow lamp is
sent

Use of default
values of
parameters

The control unit is not programmed

MID 223 SID 254 Hardware Fault
Type of
fault:
FMI Description: Fault Condition: Possible
Symptoms:
Possible Cause:
FMI 12

Faulty device or
component

Internal fault in
control unit

Yellow lamp is
sent

It is not possible
to drive the
vehicle

Gear selector control unit (GSECU)

126
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127
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Volvo Trucks North America, Inc.
P.O. Box 26115, Greensboro, NC 27402-6115
Volvo Trucks Canada, Ltd.
5600A Cancross Court, Mississauga, Ontario L5R 3E9
http://www.volvotrucks.volvo.com
PV776-20180137 () 6.2007 "Volvo Trucks North America, a division of Volvo Group North America Inc.", 2007