2007 Emissions Standard Fault Code Manual: JANUARY 2007 (New Issue)

A14
5V EGR 5V DIFF UP DN DPF ENGINE

REF SEN REF REF SEN STREAM STREAM SEN MANAGEMENT
SIG SIG GND SIG SIG SEN SIG SEN SIG SIG SYSTEM
(EMS) MODULE
7 21 11 7 19 A 44 43 47 B
0.75 0.75 0.75 0/75

EM22A1-1.0
Y/W P/W P BL/W
24 EM 34 EM 36 EM 29 EM
CDPF2:E EM24A1-1.0 EM34A1-1.0 EM36A1-1.0 EM29A1-1.0
CDPF2:F CDPF2:A CDPF2:B CDPF2:D
EM22A1-1.0 EM24A1-1.0 EM34A1-1.0 EM36A1-1.0 EM29A1-1.0
J K G F H
B191
DPF, TEMP, PRESS,
DIFF TEMP UP TEMP DN DPF (T3) NOX SENSOR
PRES STREAM STREAM TEMP ASSEMBLY
DPF CAT (T1) CAT (T2) SENSOR (MP8 ONLY)
SENSOR SENSOR SENSOR
E
EM26A2-1.0
CDPF2:C
EM26A2-1.0 ENGINE MANAGEMENT
SYSTEM (EMS) MODULE
0.75
BN/W
2
B166 A
EGR
DIFFERENTIAL B
PRESSURE SENSOR
(VENTURI)
1 3
0.75 0.75
GN/W BN
2007 EMISSIONS
STANDARD
FAULT CODE MANUAL

JANUARY 2007
(NEW ISSUE)
8-218
8-218.bk.fm Page i Monday, January 8, 2007 11:23 AM
2007
EMISSIONS STANDARDS
FAULT CODE MANUAL
1

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V-MAC IV Diagnostic Equipment
JANUARY 2007 MACK TRUCKS, INC 2007

NEW ISSUE 8-218
8-218.bk.fm Page ii Monday, January 8, 2007 11:23 AM
ATTENTION
The information in this manual is not all inclusive and cannot take into
account all unique situations. Note that some illustrations are typical and
may not reflect the exact arrangement of every component installed on a
specific chassis.
The information, specifications, and illustrations in this publication are

based on information that was current at the time of publication.
No part of this publication may be reproduced, stored in a retrieval

system, or be transmitted in any form by any means including (but not
limited to) electronic, mechanical, photocopying, recording, or otherwise
without prior written permission of Mack Trucks, Inc.
Page ii
8-218.bk.fm Page iii Monday, January 8, 2007 11:23 AM
TABLE OF CONTENTS
TABLE OF CONTENTS
Page iii
8-218.bk.fm Page iv Monday, January 8, 2007 11:23 AM
TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Advisory Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
V-MAC IV SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
SYSTEM CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Management System (EMS) Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Vehicle Electronic Control Unit (VECU) Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
MACK FAULT CODE IDENTIFICATION TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
MID 128 PID 81 PARTICULATE TRAP DIFFERENTIAL PRESSURE SENSOR . . . . . . . . . . . . 15
MID 128 PID 94 FUEL PRESSURE (FP) SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
MID 128 PID 97 WATER IN FUEL SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
MID 128 PID 102 BOOST AIR PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
MID 128 PID 103 TURBO SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
MID 128 PID 105 BOOST TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
MID 128 PID 108 AMBIENT PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
MID 128 PID 110 ENGINE COOLANT TEMPERATURE (ECT) SENSOR . . . . . . . . . . . . . . . . . 26
MID 128 PID 171 AMBIENT AIR TEMPERATURE STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
MID 128 PID 173 EXHAUST GAS TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
MID 128 PID 354 INTAKE AIR TEMPERATURE AND HUMIDITY SENSOR . . . . . . . . . . . . . . 31
MID 128 PID 411 EGR DIFFERENTIAL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
MID 128 PID 412 EGR TEMPERATURE AFTER COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
MID 128 PPID 35 EGR MASS FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
MID 128 PPID 89 VARIABLE GEOMETRY TURBOCHARGER SMART REMOTE
ACTUATOR TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
MID 128 PPID 326 SOOT LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
MID 128 PPID 328 AFTER TREATMENT INJECTION SHUT OFF VALVE . . . . . . . . . . . . . . . . 38
MID 128 PPID 329 AFTER TREATMENT FUEL INJECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
MID 128 PPID 387 EXHAUST GAS TEMPERATURE
SENSOR #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
MID 128 PPID 436 EXHAUST GAS TEMPERATURE
SENSOR #3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
MID 128 PPID 437 AFTER TREATMENT INJECTOR FUEL PRESSURE SENSOR . . . . . . . . 42
MID 128 PSID 98 BOOST AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
MID 128 PSID 109 ENGINE COOLANT TEMPERATURE (ECT) SENSOR . . . . . . . . . . . . . . . 44
MID 128 SID 1 FUEL INJECTOR UNIT #1-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
MID 128 SID 21 CAM SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
MID 128 SID 22 CRANK SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
MID 128 SID 27 VARIABLE GEOMETRY TURBOCHARGER ACTUATOR #1 . . . . . . . . . . . . . 51
MID 128 SID 33 COOLING FAN CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
MID 128 SID 146 EGR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
MID 128 SID 211 SENSOR SUPPLY VOLTAGE #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
MID 128 SID 230 BUFFERED IDLE VALIDATION SWITCH SIGNAL . . . . . . . . . . . . . . . . . . . . 58
MID 128 SID 232 SENSOR SUPPLY VOLTAGE #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
MID 144 PID 84 ROAD SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
MID 144 PID 91 PERCENT ACCELERATOR PEDAL POSITION . . . . . . . . . . . . . . . . . . . . . . . 61
MID 144 PPID 61 ENGINE RETARDER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
MID 144 PPID 69 BUFFERED IDLE VALIDATION SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Page iv
8-218.bk.fm Page v Monday, January 8, 2007 11:23 AM
TABLE OF CONTENTS
MID 144 PPID 70 OUTPUT SUPPLY #3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
MID 144 PPID 265 VEHICLE SPEED SENSOR SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
MID 144 PSID 2 IDLE VALIDATION SWITCH #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
MID 144 SID 230 IDLE VALIDATION SWITCH #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Page v
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NOTES
Page vi
8-218.bk.fm Page 1 Monday, January 8, 2007 11:23 AM
INTRODUCTION
INTRODUCTION
Page 1
INTRODUCTION
SAFETY INFORMATION
Advisory Labels
Cautionary signal words (Danger-Warning-Caution) may appear in various locations throughout this
manual. Information accented by one of these signal words must be observed to minimize the risk of
personal injury to service personnel, or the possibility of improper service methods which may damage
the vehicle or cause it to be unsafe. Additional Notes and Service Hints are used to emphasize areas of
procedural importance and provide suggestions for ease of repair. The following definitions indicate the
use of these advisory labels as they appear throughout the manual:
Activities associated with Danger indicate that death or serious personal

injury may result from failing to heed the advisory. Serious personal injury
may be equated to career-ending injury.
Activities associated with Warning indicate that personal injury may result
from failing to heed the advisory. In this case, personal injury is not equated to
career-ending injury, but results in possible change in quality of life.
Activities associated with Caution indicate that product damage may result from
failing to heed the advisory. Caution is not used for personal injury.
A procedure, practice, or condition that is essential to emphasize.
A helpful suggestion that will make it quicker and/or easier to perform a procedure,
while possibly reducing service cost.
Page 2
INTRODUCTION
ABOUT THIS MANUAL No part of this manual may be reproduced, stored
in a retrieval system, or be transmitted in any
This Manual is intended to provide the technician form without the prior written permission of Mack
with the information necessary to diagnose the Trucks, Inc.
V-MAC IV (Vehicle Management and Control)
System. Although every effort has been made to Please take the time to familiarize yourself with
ensure that all the information is as accurate as the contents of this manual before attempting to
possible, due to our product upgrades, some work on a vehicle. Make sure you completely
information may not be applicable to all vehicles. understand the instructions for performing a test
Not all vehicles are equally equipped, and care before beginning the test procedure. Do not
should be taken to determine exactly what attempt to save time by skipping steps or using
equipment is installed on the vehicle. procedures other than those listed in this manual.
Please pay particular attention to the Notes,

Cautions and Warnings which are placed
throughout the manual. These are intended to
call attention to specific procedures which must
be followed.
Page 3
NOTES
Page 4
DESCRIPTION AND OPERATION
Page 5

V-MAC IV SYSTEM OVERVIEW Additional data and diagnostic tests are available
when a diagnostic computer is connected to the
The V-MAC IV System uses three electronic Serial Communication Port.
control modules; the Engine Management
System (EMS) Module, Instrument Cluster The Vehicle Electronic Control Unit (VECU) is
Module (ICM) and the Vehicle Electronic Control mounted on a panel below the top dash access
Unit (VECU). Together, these modules operate panel in the center of the dash on conventional
and communicate through the J1939 high speed models. The VECU is a microprocessor based
serial data line to control a variety of engine and controller programmed to perform several
vehicle cab functions. The Engine Management functions, these include:
System (EMS) Module controls fuel timing and Driver Controls
delivery, fan operation, engine protection
functions, engine brake operation, the EGR valve, Vehicle and engine speed controls
and the turbocharger nozzle. The Vehicle Starter control
Electronic Control Unit (VECU) controls engine
speed, cruise control functions, accessory relay Cap Power
controls and idle shutdown functions. The Vehicle Idle controls
Electronic Control Unit also performs the trip
recorder functions. The Instrument Cluster Broadcasting data on the serial data lines
Module (ICM) primarily displays operational Trip data logging
parameters and communicates these to the other
ECU's. All have the capability to communicate Diagnostic fault logging and password
over the J1587 low speed data lines primarily for processing
programming, diagnostics and data reporting.
The VECU performs these functions by
In addition to their control functions, the modules monitoring the signals from sensors and
have on-board diagnostic capabilities. The switches, and data received over the serial data
on-board diagnostics are designed to detect lines from the other ECU's. The VECU directly
faults or abnormal conditions that are not within monitors the Throttle Position (TP) Sensor
normal operating parameters. When the system Vehicle Speed (MPH) Sensor (VSS).
detects a fault or abnormal condition, the fault will
be logged in one or both of the modules' memory, The VECU also monitors the position or state of a
and the vehicle operator will be advised that a number of switches to perform its control and
fault has occurred by illumination of the Electronic diagnostic functions. They are:
Malfunction Lamp (EML). The module will also A/C Pressure Switch
initiate the engine shutdown procedure if the
system determines that the fault will severely Air Suspension Height Control Switch
damage the engine. Clutch Switch
In some situations when a fault is detected, the Differential Lock Switch

system will enter the "limp home" mode. The limp DRL Override Switch
home mode allows continued vehicle operation
but the system may substitute a sensor or signal Engine Brake Switches
value that may result in poor performance. In Fan Override Switch
some instances, the system will continue to
function but engine power may be limited to Ignition Key Switch
protect the engine and vehicle. Fault codes PTO Switches (if equipped)
logged in the system memory can later be read,
to aid in diagnosing the faults, with a diagnostic Service and Park Brake Switches
computer or through the instrument cluster. When Shutdown Override Switch
diagnosing an intermittent code or condition, it is
necessary to use a diagnostic computer Speed Control Switches (Set/Decel,
connected to the Serial Communication Port. Resume/Accel)
5th Wheel Slide Switch
Page 6

The Engine Management System (EMS) Module The Vehicle Electronic Control Unit (VECU) and
is bolted to a fuel cooled mounting plate which is Engine Management System (EMS) Module are
on the left side of the engine on the air intake dependent on each other to perform their specific
manifold. The EMS is a microprocessor based control functions. In addition to switch and sensor
controller programmed to perform fuel injection data the broadcast of data between modules also
quantity and timing control, diagnostic fault includes various calculations and conclusions
logging, and to broadcast data to other modules. each module has developed, based on the input
The fuel quantity and injection timing to each information it has received.
cylinder is precisely controlled to obtain optimal
fuel economy and reduced exhaust emissions in
all driving situations. Sensors
The EMS controls the operation of the Electronic AMBIENT AIR TEMPERATURE SENSOR
Unit Injectors (EUIs), engine brake solenoid, EGR
valve, turbocharger nozzle position, and cooling The Ambient Air Temperature Sensor is used to
fan clutch based on input information it receives detect the outside air temperature. The sensor
over the serial data lines and from the following modifies a voltage signal from the ECM. The
sensors: modified signal returns to the ECM as the
ambient air temperature. The sensor uses a
Ambient Air Temperature Sensor thermistor that is sensitive to the change in
Ambient (Barometric) Pressure Sensor temperature. The electrical resistance of the
thermistor decreases as temperature increases.
Boost Air Pressure (BAP) Sensor
Camshaft Position (Engine Position) Sensor The Ambient Air Temperature Sensor is located
in the left front of the vehicle.
Cooling Fan Speed (CFS) Sensor
Crankshaft Position (Engine Speed) Sensor AMBIENT (BAROMETRIC) PRESSURE
Differential Pressure DPF Sensor SENSOR
EGR Differential Pressure Sensor The Ambient (Barometric) Pressure Sensor
contains a pressure sensitive diaphragm and an
EGR Temperature Sensor electrical amplifier. Mechanical pressure applied
Engine Coolant Level (ECL) Sensor to the diaphragm causes the diaphragm to deflect
and the amplifier to produce an electrical signal
Engine Coolant Temperature (ECT) Sensor proportional to the deflection.
Engine Oil Pressure (EOP) Sensor
The Ambient (Barometric) Pressure Sensor is
Engine Oil Level (EOL) Sensor built into the Engine Management System (EMS)
Engine Oil Temperature (EOT) Sensor Module.
Exhaust Temperature Sensor (DPF
Sensors) BOOST AIR PRESSURE (BAP) SENSOR
Fuel Pressure Sensor The Boost Air Pressure Sensor contains a
pressure sensitive diaphragm and an electrical
Intake Air Temperature And Humidity (IATH) amplifier. Mechanical pressure applied to the
Sensor diaphragm causes the diaphragm to deflect and
Intake Manifold (Boost) Temperature Sensor the amplifier to produce an electrical signal
proportional to the deflection.
Throttle Position (TP) Sensor
Turbo Speed Sensor The Boost Air Pressure Sensor is threaded into
the top and to the rear of the intake manifold on
Variable Turbine Geometry (VTG) Position the left side of the engine.
Sensor
Page 7

CAMSHAFT POSITION (ENGINE POSITION) two ports. Measurement of the pressure before
SENSOR and after the DPF is used to calculate diesel filter
regeneration.
The Camshaft Position (Engine Position) Sensor
is located in the rear face of the timing gear cover
The Differential Pressure DPF Sensor is located
at the rear of the engine, near the bottom of the
on the side of the Diesel Particulate Filter (DPF).
valve cover. It uses magnetic induction to
generate a pulsed electrical signal. It senses the
passage of seven (7) timing bumps on the edge EGR DIFFERENTIAL PRESSURE SENSOR
of the camshaft dampener. Six of the holes
The EGR differential pressure sensor is used for
correspond to the phasing of the electronic unit
flow measurement of the Exhaust Gas
injectors, while the seventh hole indicates the top
Recirculation (EGR) valve. This sensor has two
dead center position.
pressure ports and senses the difference in
pressure between the two ports. Measurement of
COOLING FAN SPEED (CFS) SENSOR the pressure before and after the EGR valve is
used to calculate EGR flow.
On engines with an electronically controlled
viscous fan drive, the electronic fan drive contains
The EGR Differential Pressure Sensor is located
a Hall effect speed sensor. When the engine is
on the left side of the engine.
running, a series of vanes in the the fan drive
housing rotates past a magnet in the the fan drive
solenoid generating a pulsed voltage signal. The EGR TEMPERATURE SENSOR
Engine Management System (EMS) Module
The EGR temperature sensor detects exhaust
monitors the status if the air conditioning system
gas temperature for EGR system. The sensor
and signals from the Engine Coolant Temperature
modifies a voltage signal from the control unit.
(ECT) Sensor, the Engine Oil Temperature (EOT)
The modified signal returns to the control unit as
Sensor, and the Engine Speed/Timing
the exhaust temperature of the EGR system to
(RPM/TDC) Sensor and calculates the optimal
confirm EGR operation. The sensor uses a
cooling fan speed.
thermistor that is sensitive to the change in
temperature.
The Cooling Fan Speed Sensor is located in the
fan drive on the front of the engine.
The EGR Temperature Sensor is located near the
EGR valve.
CRANKSHAFT POSITION (ENGINE SPEED)
SENSOR
ENGINE COOLANT LEVEL (ECL) SENSOR
The Crankshaft Position (Engine Speed) Sensor
The Engine Coolant Level (ECL) Sensor is a
uses magnetic induction to generate a pulsed
switch. If engine coolant level falls below a
electrical signal. Notches are machined into the
calibrated point the contacts open and the the
edge of the flywheel. When one of the notches
driver will be notified of the low coolant level.
passes close to the sensor, electric pulses result.
The Engine Coolant Level (ECL) Sensor is
The Crankshaft Position (Engine Speed) Sensor
located in the upper radiator tank or in the cooling
also indicates when the crankshaft is at the top
system overflow tank.
dead center position. The sensor recognizes the
end of one of the group of 18 notches and aligns
that to the top dead center mark on the Engine ENGINE COOLANT TEMPERATURE (ECT)
Position (EP) Sensor. SENSOR
The Engine Coolant Temperature Sensor is
DIFFERENTIAL PRESSURE DPF SENSOR located in the thermostat body at the front of the
engine. The sensor will indicate a high coolant
The differential pressure sensor is used for flow
temperature caused by problems like radiator
measurement of the Diesel Particulate Filter
blockage, thermostat failure, heavy load, or high
(DPF). This sensor has two pressure ports and
ambient temperatures. This sensor is also used
senses the difference in pressure between the
for cold start enhancement and for fan clutch
engagement.
Page 8

ENGINE OIL PRESSURE (EOP) SENSOR FUEL PRESSURE SENSOR
The Engine Oil Pressure Sensor contains a The fuel pressure sensor contains a diaphragm
pressure sensitive diaphragm and a electrical that senses fuel pressure. A pressure change
amplifier. Mechanical pressure applied to the causes the diaphragm to flex, inducing a stress or
diaphragm causes the diaphragm to deflect and strain in the diaphragm. The resistor values in the
the amplifier to produce an electrical signal sensor change in proportion to the stress applied
proportional to the deflection. to the diaphragm and produces an electrical
output.
The Engine Oil Pressure Sensor is located on top
of the oil filter assembly. The sensor monitors The Fuel Pressure Sensor is located on top of the
engine oil pressure to warn of lubrication system fuel filter adapter.
failure.
INTAKE AIR TEMPERATURE AND HUMIDITY
ENGINE OIL LEVEL (EOL) SENSOR (IATH) SENSOR
The Engine Oil Level Sensor is located in the oil The Intake Air Temperature and Humidity (IATH)
pan. As the level varies the current required to Sensor contains a thermistor and a capacitive
maintain a heat dissipation rate varies. sensor. The resistance of the thermistor varies
inversely to temperature. The output of the
capacitive sensor increases as the humidity of
ENGINE OIL TEMPERATURE (EOT) SENSOR
the surrounding air increases. By monitoring the
The Engine Oil Temperature Sensor is a signals from both portions of the sensor, the
thermistor whose resistance varies inversely to Engine Management System (EMS) Module
temperature. The sensor has a negative calculates the temperature and humidity of the air
temperature coefficient, which means the sensor passing through the air filter housing.
resistance will decrease as the engine oil
temperature increases. The Intake Air Temperature and Humidity (IATH)
Sensor is located in the air intake tube just
The Engine Oil Temperature Sensor is located in downstream from the air filter canister.
the oil pan.
INTAKE MANIFOLD (BOOST) TEMPERATURE
EXHAUST TEMPERATURE SENSOR (DPF SENSOR
SENSORS)
The Intake Manifold (Boost) Temperature Sensor
The exhaust gas temperature sensor detects is a thermistor whose resistance varies inversely
exhaust gas temperature for DPF protection as to temperature. The sensor has a negative
well as DPF regeneration control. The sensor temperature coefficient, which means the sensor
modifies a voltage signal from the control unit. resistance will decrease as the inlet air
The modified signal returns to the control unit as temperature increases.
the exhaust temperature at that specific location
of the exhaust. The sensor uses a thermistor that The Intake Manifold (Boost) Temperature Sensor
is sensitive to the change in temperature. is located on the intake manifold. The sensor
signal is used to control engine timing to prevent
The Exhaust Temperature Sensor is located in the formation of white smoke during engine
the exhaust pipe, just downstream from the warm-up. Intake air temperature information is
turbocharger. also used to prevent misfire under light load
conditions.
Page 9

THROTTLE POSITION (TP) SENSOR TURBO SPEED SENSOR
The Throttle Position Sensor is a potentiometer The Turbo Speed Sensor uses magnetic
that is mechanically linked to the accelerator induction to generate a pulsed voltage signal.
pedal. A potentiometer is a variable resistor When the turbocharger vanes pass close to the
whose resistance will change as the pedal is sensor, a pulsed voltage signal is generated. The
pressed. As the resistance changes, the signal Engine Management System (EMS) Module uses
voltage of the sensor changes indicating the this signal in conjunction with the VTG position
accelerator pedal position. sensor signal to control the speed of the
turbocharger and therefore optimize the intake
The Throttle Position Sensor replaces the manifold pressure.
mechanical linkage for fuel control. The sensor is
located under the accelerator pedal. The drive by The Turbo Speed Sensor is mounted in the center
wire pedal is designed to provide a system that of the turbocharger.
feels similar to the standard type of accelerator
pedal and mechanical linkage. The sensor is
VARIABLE GEOMETRY TURBOCHARGER
designed to improve the driver's control by
SMART REMOTE ACTUATOR (VGT SRA)
reducing sensitivity to chassis motion. This
sensor provides the driver's fuel request input to The Variable Geometry Turbocharger Smart
the VECU. 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.
Page 10

SYSTEM CONNECTORS
1
%.').%-!.!'%-%.43934%-
%-3 -/$5,%
The V-MAC IV system utilizes many different
connector styles and sizes. The Engine
Management System (EMS) Module and the
Vehicle Electronic Control Unit (VECU) are some
of the largest connectors in the system. These !
connectors and control units are where the
majority of the V-MAC IV system testing is "
performed. This section illustrates the EMS
Module and Vehicle Electronic Control Unit
(VECU) connectors and includes charts with

connector terminal identification and functions.
The charts should not be used as a replacement
for the detailed tests that appear in this manual.
The charts are intended as an identification
reference for use when repairing a connector or
terminal.
Engine Management System (EMS)

Module
%-3-/$5,%#/..%#4/2!
(!2.%333)$%
The Engine Management System (EMS) Module
has two 62 pin connectors. To disconnect a
connector from the EMS Module, pull back on the
connector lock and gently pull the connector back
on its heel and away from the EMS Module. For
easy reference, the following illustration shows
each pin number as it appears on the connector.
Be sure that the connector is aligned as shown
below to avoid confusion when checking pin
numbers. The connector numbers and EMS
Module orientation are shown as a reference for

reconnecting the EMS Module to the engine
harness. %-3-/$5,%#/..%#4/2"
(!2.%333)$%
The programming of the Engine Management VA
System (EMS) Module should be performed Figure 1 EMS Connectors
using Vcads Pro.
Page 11

Vehicle Electronic Control Unit
2
(VECU) Connectors
The Vehicle Electronic Control Unit (VECU) has

two 30 pin connectors and one 5 pin connector.
Each pin is marked on the inside of the
connector. To disconnect a connector from the
VECU, press down on the tang of the harness
connector and gently pull the connector from the

VECU. Be sure that the connector is aligned as

shown below to avoid confusion when checking
pin numbers. The connector number and color
are shown as a reference for reconnecting the
VECU harness.

The programming of the Vehicle Electronic

Control Unit (VECU) should be performed using

Vcads Pro.

Figure 2 VECU Connectors
Page 12

TROUBLESHOOTING FMI (Failure Mode Identifier): Identification of
parameter value
The FMI specifically defines the fault.
MACK FAULT CODE
IDENTIFICATION TABLE Example: FMI 7 indicates that the
mechanical system is not responding or may
Definitions be out of adjustment.
PPID (Proprietary Parameter Identification

MID (Message Identification Description): Description): Volvo unique identification of
Identification of ECU parameter value
The MID identifies which ECU is
broadcasting the code. PSID (Proprietary Subsystem Identification
Description): Volvo unique identification of
Example: MID 128 indicates that the code is component
being broadcasted by the Engine
Management System (EMS) Module.
SID (Subsystem Identification Description):

Identification of component The above fault code structure allows the
technician to determine the exact cause of the
The SID describes the fault code. fault. Always use the entire fault code (all 3
Example: SID 1 represents a failure with the components) when fault tracing.
Fuel Injector Unit #1.
Emissions Fault Code Component/Function "FMI Codes"

MID 128 PID 81 Particulate Trap Differential Pressure 0, 2, 3, 5, 12
MID 128 PID 94 Fuel Pressure 1, 3, 5, 7
MID 128 PID 102 Boost Pressure 0, 2, 3, 5, 11
MID 128 PID 103 Turbo Speed 0, 1, 9
MID 128 PID 105 Boost Temperature 2, 4, 5, 10
MID 128 PID 108 Ambient Pressure 2, 3, 4
MID 128 PID 110 Coolant Temperature 0, 2, 4, 5, 10
MID 128 PID 153 Crankcase Pressure 0, 1, 2, 3, 5
MID 128 PID 171 Ambient Air Temperature 9
MID 128 PID 173 Exhaust Gas Temperature Sensor #1 0, 2, 4, 5, 10
MID 128 PID 354 Relative Air Humidity 3, 5
MID 128 PID 404 Compressor Discharge Temperature 0
MID 128 PID 411 EGR Differential Pressure 2, 3, 5
MID 128 PID 412 EGR Temperature After Cooler 0, 4, 5, 10
MID 128 PPID 35 EGR Mass Flow 0, 1
MID 128 PPID 89 VGT SRA Temperature 0
MID 128 PPID 122 Vehicle Compression Brake (VCB) 1, 3, 4, 5
MID 128 PPID 272 Air Temperature For Humidity Compensation 4, 5
MID 128 PPID 326 Soot Level 0, 11, 14
MID 128 PPID 328 After Treatment Injection Shut-off Valve 3, 4, 5, 7, 14
MID 128 PPID 329 After Treatment Fuel Injector 3, 4, 5, 7, 14
MID 128 PPID 387 Exhaust Gas Temperature Sensor #2 2, 4, 5, 10
MID 128 PPID 436 Exhaust Gas Temperature Sensor #3 0, 2, 4, 5, 10
Page 13

Emissions Fault Code Component/Function "FMI Codes"
MID 128 PPID 437 After Treatment Injector Fuel Pressure 3, 4, 5, 7, 14
MID 128 PSID 98 Boost Air System 0, 1
MID 128 PSID 109 Coolant Temperature 7, 12
MID 128 SID 1 Injector #1 3, 5, 7, 12, 14
MID 128 SID 2 Injector #2 3, 5, 7, 12, 14
MID 128 SID 3 Injector #3 3, 5, 7, 12, 14
MID 128 SID 4 Injector #4 3, 5, 7, 12, 14
MID 128 SID 5 Injector #5 3, 5, 7, 12, 14
MID 128 SID 6 Injector #6 3, 5, 7, 12, 14
MID 128 SID 21 Camshaft Speed Sensor 2, 3, 8
MID 128 SID 22 Crankshaft Speed Sensor 2, 3, 8
MID 128 SID 27 Variable Geometry Turbocharger Actuator #1 2, 4, 7, 9, 13
MID 128 SID 33 Cooling Fan Control 3, 4, 5
MID 128 SID 146 EGR Valve 1 3, 5, 7, 12
MID 128 SID 211 5V Supply 2 3, 4
MID 128 SID 230 Buffered IVS 3, 5
MID 128 SID 232 5V Supply 1 3, 4
MID 144 PID 72 Output Supply #1 3, 4
MID 144 PID 73 Output Supply #2 3, 4
MID 144 PID 84 (with Tachometer) Road Speed 2
MID 144 PID 84 Road Speed 2
MID 144 PID 91 Percent Accelerator Pedal Position 3, 4, 5, 6, 14
MID 144 PPID 61 Engine Retarder Switch 7
MID 144 PPID 69 Buffered Idle Validation Switch #1 output 3, 4
MID 144 PPID 70 Output Supply #3 4
MID 144 PPID 71 Output Supply #4 4
MID 144 PPID 265 Vehicle Speed Sensor supply 3, 4
MID 144 PSID 2 Idle Validation Switch #2 7
MID 144 SID 230 Idle Validation Switch #1 7
Page 14
MID 128-PID 81
MID 128-PID 81
MID 128 PID 81 Possible causes:

PARTICULATE TRAP Particulate Trap Pressure (PTP) Sensor
DIFFERENTIAL PRESSURE failure
SENSOR Reaction from Engine Management System
(EMS) Module:
MIL lamp illuminated
When performing electrical tests, wiggle the wires FMI 3
and connectors to find intermittent problems.
Voltage Above Normal, or Shorted To High
Failure Mode Identifier (FMI): 0 (Data Valid But Source
Above Normal Operational Range - Most Severe
Level), 2 (Data Erratic, Intermittent or Incorrect), 3 Conditions for fault code:
(Voltage Above Normal, or Shorted To High Short to battery on the metering side of the
Source), 5 (Current Below Normal or Open circuit
Circuit), 12 (Intelligent Device or Component)
Open circuit in the ground line
Parameter Identification (PPID): P81
Possible causes:
Message Identification (MID): 128 Particulate Trap Pressure (PTP) Sensor
failure
FMI 0
Faulty Particulate Trap Pressure (PTP)
Data Valid But Above Normal Operational Sensor connector
Range - Most Severe Level Faulty harness
Conditions for fault code: FMI 5

Moderately high pressure
Current Below Normal or Open Circuit
Possible causes:
Conditions for fault code:
Particulate Trap Pressure (PTP) Sensor
failure Open circuit in 5 volt supply line
Short to ground in metering line
Reaction from Engine Management System
(EMS) Module: Open circuit in the metering line
MIL lamp illuminated Possible causes:
Noticeable external symptoms: Particulate Trap Pressure (PTP) Sensor

failure
Powerloss
Faulty harness
Engine derate
FMI 2 (EMS) Module:
Data Erratic, Intermittent or Incorrect MIL lamp illuminated

Default value substituted
Sensor is not rational
Page 15
MID 128-PID 81
FMI 12
Bad Intelligent Device or Component

Particulate Trap Pressure (PTP) Sensor
signal high or low but still within range
Possible causes:
Diesel Particulate Filter (DPF) is damaged,
filled with soot or missing

(EMS) Module:
Noticeable external symptoms:

Reduced power
Page 16
MID 128-PID 94
MID 128-PID 94
MID 128 PID 94 FUEL Noticeable external symptoms:

PRESSURE (FP) SENSOR Rough idle
Uneven running
Poor engine power and acceleration
When performing electrical tests, wiggle wires
and connectors to find intermittent problems. FMI 3:
Voltage High/Open
Failure Mode Identifier (FMI): 1 (Pressure Conditions for fault code:
Critically Low), 3 (Voltage High/Open), 5 (Current
Low/Open), 7 (Mechanical System Not The Malfunction Indicator Lamp (MIL) will
Responding) illuminate when the Fuel Pressure (FP)
Sensor signal line voltage is low.
Parameter Identification (PID): P94
Possible causes:
Message Identification (MID): 128 Poor connector contacts in harness
Circuit Description: The Fuel Pressure (FP) Faulty Fuel Pressure (FP) Sensor
Sensor is used to detect low fuel pressure system Short to battery
failures. The sensor consists of a pressure
sensitive diaphragm and amplifier. Fuel pressure Reaction from EMS module:
causes the sensor's diaphragm to deflect and
produce an electrical signal proportional to the MIL lamp will illuminate
pressure. The diaphragm deflection signal is
amplified in the sensor. The sensor's signal is Noticeable external symptoms:
monitored by the Engine Management System Loss of power
(EMS) Module. The EMS Module will set a fault
code if the sensor signal is not within Uneven running
predetermined limits. MIL lamp illuminated
Location: The Fuel Pressure (FP) Sensor is FMI 5:
located on the right side of the engine near the
fuel filters. Current Low/Open
FMI 1: Conditions for fault code:

Pressure Critically Low The Malfunction Indicator Lamp (MIL) will
illuminate when the Fuel Pressure (FP)
Conditions for fault code: Sensor signal line voltage is low.
The EMS module detects a low fuel Possible causes:
pressure reading from the Fuel Pressure
(FP) Sensor. Poor connector contacts in harness
Faulty Fuel Pressure (FP) Sensor
Possible causes:
A clogged fuel filter. Reaction from EMS module:
Fuel leaking from a fuel line or fitting. MIL lamp will illuminate
Poor fuel pump pressure. Noticeable external symptoms:
Reaction from EMS module: Loss of power
Illuminate MIL if fault is present for 2 or more Uneven running
drive cycles MIL lamp illuminated
Page 17
MID 128-PID 94
FMI 7:
Current Low/Open

FMI 7 will set if the fuel pressure drops.
Possible causes:
A clogged fuel filter.
Fuel leaking from a fuel line or fitting.
Poor fuel pump pressure.
Reaction from EMS module:

MIL lamp will illuminate

Loss of power
Uneven running
Page 18
MID 128-PID 97
MID 128-PID 97
MID 128 PID 97 WATER IN FMI 3:

FUEL SENSOR Voltage High/Open
Possible causes:
Harness is shorted to battery
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems. Open circuit in the harness

Failure Mode Identifier (FMI): 3 (Voltage MIL lamp will illuminate
High/Open), 4 (Voltage Low)
Possible undetected water in the fuel supply.
Message Identification (MID): 128 This can cause the engine to stop.
Uneven running
Circuit Description: Voltage from the Engine
Management System (EMS) Module is applied to MIL lamp illuminated
the Water In Fuel (WIF) Sensor when the ignition
switch is in the ON position. If water is detected, FMI 4:
the WIF sensor will notify the driver to drain the Voltage Low
water from the bowl by illuminating a lamp on the
dash of the vehicle. Possible causes:
Location: The Water In Fuel (WIF) Sensor is Harness is shorted to ground
located in the transparent plastic bowl under the Open circuit in the harness
fuel filter. The fuel filter is located on the left side
of the engine. Reaction from EMS module:

Possible undetected water in the fuel supply.
This can cause the engine to stop.
Uneven running
Page 19
MID 128-PID 102

MID 128-PID 102
MID 128 PID 102 BOOST AIR Possible causes:

PRESSURE SENSOR Variable Geometry Turbo (VGT) actuator
stuck.
Wastegate stuck
When performing electrical tests, wiggle wires Faulty Boost Air Pressure Sensor harness
and connectors to find intermittent problems. Inlet air leakage
Boost Air Pressure Sensor failure
Failure Mode Identifier (FMI): 0 (Data Valid But
Above Normal Operational Range), 3 (Voltage Reaction from EMS module:
High/Open), 5 (Current Low/Open) MIL lamp will illuminate
Parameter Identification (PID): P102 Noticeable external symptoms:
Message Identification (MID): 128 Intermittent powerloss
Circuit Description: The Boost Air Pressure
Sensor is used to monitor the pressure of the air FMI 1:
in the intake system downstream from the
turbocharger. The sensor consists of a pressure Data Valid But Below Normal Operational
sensitive diaphragm/amplifier. Air pressure Range
causes the sensor's diaphragm to deflect and
produce an electrical signal proportional to the Conditions for fault code:
pressure. The diaphragm deflection signal is The Boost Air Pressure Sensor is indicating
amplified in the sensor. The sensor's signal is an unphysical value.
monitored by the EMS Module. The EMS Module
will set a fault code if the sensor signal is not Possible causes:
within predetermined limits, or the signal is not
rational. Intermittent fault in the Boost Air Pressure
Sensor harness
Location: The Boost Pressure Sensor is located Faulty Boost Air Pressure Sensor connector
in the air intake manifold.
FMI 0:
Data Valid But Above Normal Operational
Range MIL lamp will illuminate
Conditions for fault code: Noticeable external symptoms:

This fault will become active when the EMS Power loss
Module detects that the Boost Air Pressure MIL lamp illuminated
Sensor output is high.
The Boost Air Pressure Sensor is indicating
an unphysical value.
Page 20
MID 128-PID 102

FMI 2: FMI 5:
Data Erratic, Intermittent or Incorrect Current Below Normal or Open Circuit
Conditions for fault code: Conditions for fault code:

The Boost Air Pressure Sensor output is too A short to ground
high or too low.
An open in the 5 volt supply circuit
Possible causes: An open in the metering circuit
Intermittent fault in the Boost Air Pressure
Possible causes:
Sensor harness failure.
Faulty Boost Air Pressure Sensor connector
Sensor harness
Faulty Boost Air Pressure Sensor connector
Reaction from EMS module: Boost Air Pressure Sensor failure
Noticeable external symptoms: MIL lamp will illuminate
Power loss
Power loss
FMI 3: MIL lamp illuminated
Voltage Above Normal, or Shorted to High
FMI 11:
Source
Root Cause Not Known (Data Incorrect)
A short to battery in the metering circuit
The Boost Air Pressure Sensor output is too
An open in the ground circuit of the Boost Air
high or too low.
Pressure Sensor
Possible causes:
Possible causes:
Faulty Boost Air Pressure Sensor harness
Sensor harness Inlet air leakage
Faulty Boost Air Pressure Sensor connector Boost Air Pressure Sensor failure
Reaction from EMS module: MIL lamp will illuminate
Noticeable external symptoms: Power loss
Power loss MIL lamp illuminated
Page 21
MID 128-PID 103

MID 128-PID 103
MID 128 PID 103 TURBO FMI 1:

SPEED SENSOR Data Valid But Below Normal Operational
Range
Failure Mode Identifier (FMI): 0 (Data Valid but
Above Normal Operational Range), 1 (Data Valid Conditions for fault code:
but Below Normal Operational Range), 9 A fault is logged if the measured
(Abnormal Update Rate) turbocharger speed is at least 25% less than
the target wheel speed for the measured
Parameter Identification (PID): P103 boost.
Message Identification (MID): 128 Possible causes:
Circuit Description: The Turbo Speed Sensor is Miss detection
an inductive sensor. When the engine is running, Faulty Turbo Speed Sensor harness
the turbocharger shaft rotates past the Turbo
Speed Sensor tip and a pulsed voltage signal is Turbo Speed Sensor failure
generated. The Engine Management System Faulty Turbo Speed Sensor connector
(EMS) Module monitors the frequency of the
signal generated by the Turbo Speed Sensor to Reaction from EMS module:
calculate the turbo speed.
Location: The Turbo Speed Sensor is located on
the right side of the engine and mounted in the Noticeable external symptoms:
turbocharger. Intermittent powerloss
FMI 0: MIL lamp illuminated
Data Valid But Above Normal Operational FMI 9:
Range
Abnormal Update Rate (Missing Sensor
Conditions for fault code: Signal)
A fault is logged if the measured Conditions for fault code:
turbocharger speed is at least 25% greater
than the target wheel speed for the A fault is logged if the Turbo Speed Sensor
measured boost. signal is lost.
Possible causes: Possible causes:

Miss detection Short to battery in the measuring line of the
Turbo Speed Sensor circuit
Faulty Turbo Speed Sensor harness
Short to ground in the metering line of the
Faulty Turbo Speed Sensor connector Turbo Speed Sensor circuit
Turbo Speed Sensor failure An open in the metering line of the Turbo
Speed Sensor circuit
MIL lamp will illuminate Reaction from EMS module:
Intermittent powerloss Noticeable external symptoms:
MIL lamp illuminated Intermittent powerloss
Page 22
MID 128-PID 105

MID 128-PID 105
MID 128 PID 105 BOOST Noticeable external symptoms:

TEMPERATURE SENSOR Power loss
FMI 1:
and connectors to find intermittent problems. Data Valid But Below Normal Operational
Range
Failure Mode Identifier (FMI):0 (Data Valid But Conditions for fault code:
Above Normal Operational Range), 1 (Data Valid The Boost Temperature Sensor is indicating
But Below Normal Operational Range), 2 (Data an unphysical value.
Erratic, Intermittent or Incorrect), 4 (Voltage
Below Normal, or Shorted Low), 5 (Current Below Possible causes:
Normal or Open Circuit), 10 (Abnormal Rate of
Change) Faulty Boost Temperature Sensor or Engine
Management System (EMS) Module
Parameter Identification (PID): P105 connector.
Break in the Boost Temperature Sensor
Message Identification (MID): 128 harness
Circuit Description: The Boost Temperature Malfunctioning Boost Temperature Sensor
Sensor is used to monitor the temperature of the
air in the intake system downstream from the Reaction from Engine Management System
turbocharger. The sensor's signal is monitored by (EMS) Module:
the EMS Module. The EMS Module will set a fault MIL lamp will illuminate
code if the sensor signal is not within
predetermined limits, or the signal is not rational. Noticeable external symptoms:
Location: The Boost Temperature Sensor is Minor power loss
located in the air intake manifold. MIL lamp illuminated
FMI 0: FMI 2:
Data Valid But Above Normal Operational Data Erratic, Intermittent or Incorrect
Range
The Boost Temperature Sensor output is too
The Boost Temperature Sensor is indicating high or too low.
Possible causes:
Possible causes:
Faulty Boost Temperature Sensor or Engine
Faulty Boost Temperature Sensor or Engine Management System (EMS) Module
Management System (EMS) Module connector.
connector.
Break in the Boost Temperature Sensor
Break in the Boost Temperature Sensor harness
harness
Malfunctioning Boost Temperature Sensor
Malfunctioning Boost Temperature Sensor
Reaction from Engine Management System (EMS) Module:
(EMS) Module:
Page 23
MID 128-PID 105

Noticeable external symptoms: Reaction from Engine Management System
(EMS) Module:
Power loss
FMI 4:
Difficult to start in cold climates
Voltage Below Normal, or Shorted Low
Power loss
Possible causes:
A short to ground
FMI 10:
Intermittent fault in the Boost Temperature
Sensor harness Abnormal Rate of Change
Faulty Boost Temperature Sensor connector
Boost Temperature Sensor failure
The Boost Temperature Sensor output is
showing a constant value.
(EMS) Module:
Possible causes:
Faulty Boost Temperature Sensor harness
Noticeable external symptoms: Boost Temperature Sensor failure
Difficult to start in cold climates
Power loss (EMS) Module:
MIL lamp illuminated MIL lamp will illuminate
FMI 5: Noticeable external symptoms:

Current Below Normal or Open Circuit Power loss
A short to battery
An open in the 5 volt supply circuit
Possible causes:
A short to ground in the metering circuit
Intermittent fault in the Boost Temperature
Sensor harness
Faulty Boost Temperature Sensor connector
Boost Temperature Sensor failure
Page 24
MID 128-PID 108

MID 128-PID 108
MID 128 PID 108 AMBIENT FMI 3

PRESSURE SENSOR Voltage Above Normal, or Shorted to High
Source
Failure Mode Identifier (FMI): 2 (Data Erratic), 3
(Voltage Above Normal, or Shorted to High Conditions for fault code:
Source), 4 (Voltage Below Normal, or Shorted to
Low Source) Short to battery on the metering side
Parameter Identification (PID): P108 Possible causes:

Internal fault in Engine Management System
Message Identification (MID): 128 (EMS) Module
Location: The Ambient Pressure Sensor is Faulty Ambient Pressure sensor
located inside the Engine Management System
(EMS) Module. Reaction from Engine Management System
(EMS) Module:
The Ambient Pressure Sensor is shorted to Pressure is set to default value

another circuit. If the code is active, attempt to
clear the code from memory and check if the FMI 4
code resets. If PID 108 resets, replace the Engine
Management System (EMS) Module and retest Voltage Below Normal, or Shorted to Low Source
the system.
Short to ground on the metering side
FMI 2
Possible causes:
Data Erratic
Internal fault in Engine Management System
Conditions for fault code: (EMS) Module
Ambient air pressure is showing too high or Faulty Ambient Pressure sensor
too low a value (abnormal value)
Possible causes: (EMS) Module:
Faulty Ambient Pressure sensor MIL lamp illuminated
Faulty Engine Management System (EMS) Pressure is set to default value
Module

(EMS) Module:

Powerloss (minor)
Page 25
MID 128-PID 110

MID 128-PID 110
MID 128 PID 110 ENGINE Possible causes:

COOLANT TEMPERATURE Extreme driving conditions
(ECT) SENSOR Faulty coolant thermostat
Malfunctioning fan
Blocked radiator
and connectors to find intermittent problems. Reaction from Engine Management System
(EMS) Module:
Failure Mode Identifier (FMI): 0 (Data Valid But
Above Normal Operational Range), 2 (Data Illuminate red lamp when coolant
Erratic, Intermittent or Incorrect), 4 (Voltage temperature is critically high
Below Normal, or Shorted Low), 5 (Current Below
Illuminate yellow lamp when coolant
Normal or Open Circuit), 10 (Abnormal Rate of
temperature is moderately high
Change)
Message Identification (MID): 128
FMI 2:
Circuit Description: The Engine Coolant
Data Erratic, Intermittent or Incorrect
Temperature (ECT) Sensor is a thermistor. The
resistance of the ECT Sensor changes inversely
to the temperature of the engine coolant. When
the coolant is cold, the sensor resistance is high. The Engine Coolant Temperature (ECT)
As the temperature of the coolant increases, the Sensor output is too high or too low.
sensor resistance decreases. The Engine
Management System (EMS) Module monitors the Possible causes:
voltage drop across the ECT Sensor. The coolant
Faulty Engine Coolant Temperature (ECT)
temperature signal is used to calculate fuel
Sensor or Engine Management System
injection and to evaluate operating conditions of
(EMS) Module connector.
the engine coolant temperature. Examples of
conditions that may cause high coolant Break in the Engine Coolant Temperature
temperature are: thermostat failure, fan failure, (ECT) Sensor harness
heavy load, high ambient temperatures and
Malfunctioning Engine Coolant Temperature
radiator blockage.
(ECT) Sensor
Location: The Engine Coolant Temperature
(ECT) Sensor is located on the right front side of
(EMS) Module:
the engine.
FMI 0:
Range May affect vehicle driveability in some
extreme cases
The Boost Temperature Sensor is indicating
Page 26
MID 128-PID 110

FMI 4: Reaction from Engine Management System
(EMS) Module:
Voltage Below Normal, or Shorted Low
Possible causes:
Intermittent fault in the Engine Coolant
Temperature (ECT) Sensor harness Difficult to start in cold climates
Faulty Engine Coolant Temperature (ECT) Idle run regulation is deteriorated
Sensor connector
Engine Coolant Temperature (ECT) Sensor
failure FMI 10:
Abnormal Rate of Change
(EMS) Module:
The Engine Coolant Temperature (ECT)
Sensor output is showing a constant value.
Difficult to start in cold climates Possible causes:
Idle run regulation is deteriorated Faulty Engine Coolant Temperature (ECT)
Sensor harness
FMI 5: failure
(EMS) Module:
Possible causes:
An open in the Engine Coolant Temperature
(ECT) Sensor circuit
An open in the Engine Coolant Temperature
May affect vehicle driveability
(ECT) Sensor)
Intermittent fault in the Engine Coolant
Temperature (ECT) Sensor harness
Faulty Engine Coolant Temperature (ECT)
Sensor connector
failure
Page 27
MID 128-PID 171

MID 128-PID 171
MID 128 PID 171 AMBIENT Location:The Instrument Cluster Module (ICM)
is located near left side of the dash. The EMS
AIR TEMPERATURE STATUS module is located on the left side of the engine
block.
Normal Engine Coolant Temperature Sensor

When performing electrical tests, wiggle wires Parameters: The Ambient Air Temperature
and connectors to find intermittent problems. Status code will set when a fault is detected in the
Ambient Air Temperature Sensor, the
J1507/J1708 Data Lines or the Instrument
Failure Mode Identifier (FMI): 9 (Abnormal Cluster Module (ICM).
Update Rate)
FMI 9
Abnormal Update Rate
Circuit Description: The V-MAC IV system uses
the J1939 data lines is used to control functions This fault will become active when the
and communicates between the Vehicle Engine Management System (EMS) Module
Electronic Control Unit (VECU), Engine detects that the Ambient Air Temperature
Management System (EMS) Module, Instrument message from the Instrument Cluster
Cluster Module (ICM) and accessory systems, Module does not exist.
depending on vehicle model and option content.
The J1939 data lines consist of an expandable Possible causes:
data bus allowing the addition of accessory Faulty Ambient Air Temperature Sensor
control modules. The J1939 data lines are the harness
primary data bus. Data is prioritized and then
transmitted across the J1939 data lines to the Problem in the Instrument Cluster Module
appropriate control module. The V-MAC IV
system is designed to allow limp home engine Reaction from Engine Management System
operation with the loss of the J1939 data signal (EMS) Module:
as long as the J1587 data lines are still MIL lamp will illuminate
operational. The ambient air temperature signal is
sent to the Instrument Cluster Module (ICM). The Noticeable external symptoms:
ICM then transmits the ambient air temperature
data to the EMS Module via the J1939 data lines. MIL lamp illuminated
Page 28
MID 128-PID 173

MID 128-PID 173
MID 128 PID 173 EXHAUST Possible causes:

GAS TEMPERATURE Harness connected to incorrect sensor
Sensor failure

When performing electrical tests, wiggle the wires (EMS) Module:
Failure Mode Identifier (FMI): 0 (Data Valid But Noticeable external symptoms:
Above Normal Operational Range - Most Severe Poor driveability
Level), 2 (Data Erratic, Intermittent or Incorrect), 4
(Voltage Below Normal, or Shorted To Low FMI 4
Source), 5 (Current Below Normal or Open
Circuit), 10 (Abnormal Rate of Change) Voltage Below Normal, or Shorted To Low Source
Parameter Identification (PPID): P173 Conditions for fault code:
Message Identification (MID): 128 Short to ground on the metering side of the
circuit
FMI 0
Possible causes:
Data Valid But Above Normal Operational Faulty harness
Range - Most Severe Level
Sensor failure
Exhaust Gas Temperature is too high (EMS) Module:
Possible causes: MIL lamp illuminated
Faulty Exhaust Gas Temperature (EGT) Noticeable external symptoms:
system
Poor driveability
Faulty harness or connector
FMI 5
(EMS) Module: Current Below Normal or Open Circuit
Noticeable external symptoms: Short to battery on the metering side of the
Powerloss circuit
Poor driveability Open in the metering side of the circuit
Open in the ground side of the circuit
FMI 2
Possible causes:
Faulty harness
Conditions for fault code: Sensor failure
Page 29
MID 128-PID 173

(EMS) Module:

Poor driveability
FMI 10

Sensor is stuck
Possible causes:
Sensor failure

(EMS) Module:

Poor driveability
Page 30
MID 128-PID 354

MID 128-PID 354
MID 128 PID 354 INTAKE AIR Reaction from Engine Management System
(EMS) Module:
TEMPERATURE AND
HUMIDITY SENSOR MIL lamp will illuminate
Humidity value is set to 100 percent

When performing electrical tests, wiggle wires MIL lamp illuminated
Turbocharger noise
Failure Mode Identifier (FMI): 3 (Voltage Above FMI 5

Normal, or Shorted to High Source), 5 (Current
Below Normal or Open Circuit) Current Below Normal or Open Circuit
Parameter Identification (PID): P354 Conditions for fault code:

Open in the metering circuit of the Intake Air
Temperature and Humidity (IATH) Sensor
Circuit Description: The Intake Air Temperature Open in the 5 volt supply circuit of the Intake
and Humidity (IATH) Sensor contains two Air Temperature and Humidity (IATH) Sensor
thermistors, and the resistance of each thermistor
Short to ground in the metering circuit of the
varies inversely to temperature. By monitoring the
Intake Air Temperature and Humidity (IATH)
current flow through each thermistor, the Engine
Sensor
Management System (EMS) Module calculates
the temperature and humidity of the air entering
Possible causes:
the turbocharger.
Faulty connector
Location: The Intake Air Temperature and
Faulty Intake Air Temperature and Humidity
Humidity (IATH) Sensor is located in the air intake
(IATH) Sensor harness
tube.
FMI 3 (IATH) Sensor
Voltage Above Normal, or Shorted to High Reaction from Engine Management System
Source (EMS) Module:
Humidity value is set to 100 percent
Short to battery in the metering circuit of the
Intake Air Temperature and Humidity (IATH)
Sensor
Open in the ground circuit of the Intake Air
Temperature and Humidity (IATH) Sensor Turbocharger noise
Possible causes:
Faulty connector
(IATH) Sensor harness
(IATH) Sensor
Page 31
MID 128-PID 411

MID 128-PID 411
MID 128 PID 411 EGR Conditions for fault code:

DIFFERENTIAL PRESSURE Short to battery in metering line
Open in the ground circuit
Possible causes:
and connectors to find intermittent problems. Faulty EGR Differential Pressure Sensor
connector
Faulty EGR Differential Pressure Sensor
Failure Mode Identifier (FMI): 2 (Data Erratic, harness
Intermittent or Incorrect), 3 (Voltage Above
Normal, or Shorted To High Source), 5 (Current Faulty EGR Differential Pressure Sensor
Below Normal or Open Circuit)
Parameter Identification (PID): P411 (EMS) Module:
EGR Valve is closed
FMI 2
Data Erratic, Intermittent or Incorrect Engine responds poorly
Conditions for fault code: Engine derate
EGR differential pressure sensor output is FMI 5
too high or too low
Possible causes:
Faulty EGR Differential Pressure Sensor Conditions for fault code:
connector Open in the 5 volt supply line
Faulty EGR Differential Pressure Sensor Short to ground in metering line
harness
Open in the metering line
EGR leakage Possible causes:
Clogged EGR cooler Faulty EGR Differential Pressure Sensor
connector
Clogged EGR venturi
Reaction from Engine Management System harness
(EMS) Module: Faulty EGR Differential Pressure Sensor
Noticeable external symptoms: (EMS) Module:
Uneven running MIL lamp illuminated
Engine derate EGR Valve is closed
FMI 3 Noticeable external symptoms:

Engine responds poorly
Source Engine derate
Page 32
MID 128-PID 412

MID 128-PID 412
MID 128 PID 412 EGR Conditions for fault code:

TEMPERATURE AFTER Short to ground on the metering side of the
COOLER EGR Sensor circuit
Possible causes:
Faulty connector
When performing electrical tests, wiggle the wires Faulty harness
Faulty sensor
Failure Mode Identifier (FMI): 0 (Data Valid But Reaction from Engine Management System
Above Normal Operational Range - Most Severe (EMS) Module:
Level), 4 (Voltage Below Normal, or Shorted To
Low Source), 5 (Current Below Normal or Open
Circuit), 10 (Abnormal Rate of Change) Engine power will be derated according to
the error torque map
Location: The EGR temperature probe and Engine unresponsive
heater probe are located in the EGR tube
between the EGR cooler and the intake manifold. FMI 5
The EGR Sensor assembly is supplied from the
manufacturer as a single calibrated unit. The Current Below Normal or Open Circuit
components of the sensor are not to be replaced
individually. Conditions for fault code:
Short to battery in the metering side of the
FMI 0
EGR Sensor circuit
Data Valid But Above Normal Operational Open in the metering side of the EGR
Range - Most Severe Level Sensor circuit
Open circuit in the ground line of the EGR
Possible causes:
Sensor circuit
Extreme driving conditions
Possible causes:
EGR cooler failure
Faulty connector
Faulty harness
(EMS) Module:
Faulty sensor
Engine power will be derated according to Reaction from Engine Management System
the error torque map (EMS) Module:
MIL lamp illuminated Noticeable external symptoms:
FMI 4
Engine unresponsive
Voltage Below Normal, or Shorted To Low Source
Page 33
MID 128-PID 412

FMI 10

EGR Sensor is shows a constant value that
will not change.
Possible causes:
Faulty sensor
Faulty harness
EGR system leakage

(EMS) Module:

Page 34
MID 128-PPID 35
MID 128-PPID 35
MID 128 PPID 35 EGR MASS FMI 1

FLOW Data Valid But Below Normal Operational

and connectors to find intermittent problems. EGR flow is too low
Possible causes:
Failure Mode Identifier (FMI): 0 (Data Valid But Faulty EGR system
Level), 1 (Data Valid But Below Normal Clogged EGR cooler
Operational Range - Most Severe Level) Faulty harness or connector
Parameter Identification (PPID): P35 Reaction from Engine Management System
(EMS) Module:
Circuit Description:
FMI 0 Poor driveability

EGR flow is too high
Possible causes:
Faulty EGR system

(EMS) Module:

Poor driveability
Page 35
MID 128-PPID 89
MID 128-PPID 89
MID 128 PPID 89 VARIABLE FMI 0

GEOMETRY TURBOCHARGER Data Valid But Above Normal Operational
SMART REMOTE ACTUATOR Range - Most Severe Level
TEMPERATURE
VGT SRA temperature is moderately too
high
and connectors to find intermittent problems. Possible causes:
Coolant systems malfunctions
Failure Mode Identifier (FMI): 0 (Data Valid But Extreme driving conditions
Level) Overheated VGT actuator
Parameter Identification (PPID): P89 Reaction from Engine Management System

(EMS):
Message Identification (MID): 128 MIL lamp illuminated
Circuit Description: The Variable Geometry Noticeable external symptoms:

Turbocharger Smart Remote Actuator (VGT SRA)
is a self-contained component with motors, Engine derate (major)
sensors and a control unit. The VGT SRA uses a
movable nozzle to adjust the intake manifold
pressure for various operating conditions. Nozzle
movement is controlled by an actuator mounted
on the tubocharger. Information to and from the
VGT SRA is communicated over the J1939 serial
data lines. These data lines communicate with
the Engine Management System (EMS) Module.
Location: The Variable Geometry Turbocharger

Smart Remote Actuator (VGT SRA) is located on
the right side of the engine at the turbocharger.
Page 36
MID 128-PPID 326

MID 128-PPID 326
MID 128 PPID 326 SOOT FMI 11

LEVEL Critically high soot load
When performing electrical tests, wiggle the wires High soot level in Diesel Particulate Filter
and connectors to find intermittent problems. (DPF)
Possible causes:
Failure Mode Identifier (FMI): 0 (Data Valid But Diesel Particulate Filter (DPF) clogged
Level), 11 (Root Cause Not Known), 14 (Special Injector AFI clogged
Instructions)
Parameter Identification (PPID): P326 (EMS) Module:
Replace or clean Diesel Particulate Filter
FMI 0 (DPF)
Data Valid But Above Normal Operational Noticeable external symptoms:

Range - Most Severe Level Powerloss
Conditions for fault code: FMI 14
Moderately high soot load
Special Instructions
Possible causes:
Diesel Particulate Filter (DPF) clogged
Ash level too high
Injector AFI clogged
Possible causes:
(EMS) Module: Diesel Particulate Filter (DPF) needs service
MIL lamp illuminated Reaction from Engine Management System
Manual regeneration required (EMS) Module:
Engine derate, powerloss Noticeable external symptoms:
Powerloss
Manual regeneration needed
Page 37
MID 128-PPID 328

MID 128-PPID 328
MID 128 PPID 328 AFTER Reaction from Engine Management System
(EMS) Module:
TREATMENT INJECTION SHUT
OFF VALVE MIL lamp illuminated
FMI 5

and connectors to find intermittent problems. Conditions for fault code:
Open circuit
Failure Mode Identifier (FMI): 3 (Voltage Above
Normal, or Shorted To High Source), 4 (Voltage Possible causes:
Below Normal, or Shorted To Low Source), 5
Faulty harness
(Current Below Normal or Open Circuit), 7
(Mechanical System Not Responding or Out Of Actuator failure
Adjustment)
Parameter Identification (PPID): P328 (EMS) Module:
FMI 7
FMI 3
Mechanical System Not Responding or Out Of
Adjustment
Source
After Treatment Fuel Injector stuck closed
Circuit shorted to battery
Possible causes:
Possible causes:
Shut off valve stuck closed
Faulty harness
Actuator failure Reaction from Engine Management System
(EMS) Module:
(EMS) Module:
MIL lamp illuminated FMI 14
FMI 4 Mechanical System Not Responding or Out Of

Adjustment
After Treatment Fuel Injector leaking
Circuit shorted to ground
Possible causes:
Possible causes:
Sensor failure
Faulty harness
Actuator failure
(EMS) Module:
Page 38
MID 128-PPID 329

MID 128-PPID 329
MID 128 PPID 329 AFTER FMI 5

TREATMENT FUEL INJECTOR Current Below Normal or Open Circuit
When performing electrical tests, wiggle the wires Open circuit

Possible causes:
Faulty harness
Normal, or Shorted To High Source), 4 (Voltage Injector failure
Below Normal, or Shorted To Low Source), 5
(Current Below Normal or Open Circuit), 7 Reaction from Engine Management System
(Mechanical System Not Responding or Out Of (EMS) Module:
Adjustment), 14 (Mechanical System Not MIL lamp illuminated
Responding or Out Of Adjustment)
FMI 7
Message Identification (MID): 128 Adjustment
FMI 3 Conditions for fault code:
Voltage Above Normal, or Shorted To High After Treatment Fuel Injector clogged
Source
Possible causes:
Circuit shorted to battery
Possible causes: (EMS) Module:
Faulty harness MIL lamp illuminated
Injector failure FMI 14
Reaction from Engine Management System Mechanical System Not Responding or Out Of
(EMS) Module: Adjustment
FMI 4 After Treatment Fuel Injector leaking
Voltage Below Normal, or Shorted To Low Source Possible causes:
Circuit shorted to ground Reaction from Engine Management System
(EMS) Module:
Possible causes:
Faulty harness
Injector failure

(EMS) Module:
Page 39
MID 128-PPID 387

MID 128-PPID 387
MID 128 PPID 387 EXHAUST Reaction from Engine Management System
(EMS) Module:
GAS TEMPERATURE
SENSOR #2 MIL lamp illuminated

Poor driveability
and connectors to find intermittent problems. FMI 5

Failure Mode Identifier (FMI): 2 (Data Erratic,
Intermittent or Incorrect), 4 (Voltage Below Conditions for fault code:
Normal, or Shorted To Low Source), 5 (Current
Short to battery on the metering side of the
Below Normal or Open Circuit), 10 (Abnormal
circuit
Rate of Change)
Open in the metering side of the circuit
Possible causes:
FMI 2 Faulty harness
Sensor failure
(EMS) Module:
Possible causes:
Harness connected to incorrect sensor
Poor driveability
Sensor failure
FMI 10
(EMS) Module: Abnormal Rate of Change
Noticeable external symptoms: Sensor is stuck
Poor driveability
Possible causes:
FMI 4 Sensor failure
Voltage Below Normal, or Shorted To Low Source Reaction from Engine Management System
(EMS) Module:
Short to ground on the metering side of the
circuit Noticeable external symptoms:
Poor driveability
Possible causes:
Faulty harness
Sensor failure
Page 40
MID 128-PPID 436

MID 128-PPID 436
MID 128 PPID 436 EXHAUST Reaction from Engine Management System
(EMS) Module:
GAS TEMPERATURE
SENSOR #3 MIL lamp illuminated

Poor driveability
and connectors to find intermittent problems. FMI 5

Intermittent or Incorrect), 4 (Voltage Below Conditions for fault code:
Normal, or Shorted To Low Source), 5 (Current
Short to battery on the metering side of the
circuit
Rate of Change)
Open in the metering side of the circuit
Possible causes:
FMI 2 Faulty harness
Sensor failure
(EMS) Module:
Possible causes:
Harness connected to incorrect sensor
Poor driveability
Sensor failure
FMI 10
(EMS) Module: Abnormal Rate of Change
Noticeable external symptoms: Sensor is stuck
Poor driveability
Possible causes:
FMI 4 Sensor failure
Voltage Below Normal, or Shorted To Low Source Reaction from Engine Management System
(EMS) Module:
Short to ground on the metering side of the
circuit Noticeable external symptoms:
Poor driveability
Possible causes:
Faulty harness
Sensor failure
Page 41
MID 128-PPID 437

MID 128-PPID 437
MID 128 PPID 437 AFTER Possible causes:

TREATMENT INJECTOR FUEL Faulty harness
PRESSURE SENSOR Sensor failure

(EMS) Module:
When performing electrical tests, wiggle the wires MIL lamp illuminated
FMI 5
Normal, or Shorted To High Source), 5 (Current
Rate of Change) Open circuit in the 5 volt supply
Short circuit to ground in the metering line
Open circuit in the metering line
Possible causes:
FMI 2
Faulty harness
Data Erratic, Intermittent or Incorrect Sensor failure
Conditions for fault code: Reaction from Engine Management System

(EMS) Module:
Possible causes:
FMI 10
Faulty shut off valve
Sensor failure Abnormal Rate of Change
Reaction from Engine Management System Conditions for fault code:

(EMS) Module:
After Treatment Injector Fuel Pressure
MIL lamp illuminated Sensor stuck
FMI 3 Possible causes:

Sensor failure
Source Faulty shut off valve
Injector failure
Short circuit to battery on the metering side Reaction from Engine Management System
(EMS) Module:
Open circuit in the ground line
Page 42
MID 128-PSID 98
MID 128-PSID 98
MID 128 PSID 98 BOOST AIR FMI 1

SYSTEM Data Valid But Below Normal Operational
When performing electrical tests, wiggle the wires Boost pressure is too low
Possible causes:
Failure Mode Identifier (FMI): 0 (Data Valid But Faulty Boost Air System hoses, pipes,
Above Normal Operational Range - Most Severe brackets, cooler, EGR system components
Level), 1 (Data Valid But Below Normal and turbo components
Operational Range - Most Severe Level)
Parameter Identification (PSID): P98 (EMS) Module:
FMI 0
Powerloss
Data Valid But Above Normal Operational Engine slow to respond

Boost pressure is too high
Possible causes:
EGR system failure
Faulty turbocharger actuator

(EMS) Module:
Turbocharger surge
Page 43
MID 128-PSID 109

MID 128-PSID 109
MID 128 PSID 109 ENGINE Possible causes:

COOLANT TEMPERATURE Thermostat Blocked Closed
(ECT) SENSOR Faulty radiator fan
Clogged radiator

When performing electrical tests, wiggle the wires (EMS) Module:
Failure Mode Identifier (FMI): 7 (Thermostat Noticeable external symptoms:

Blocked Closed), 12 (Thermostat Blocked Open)
Parameter Identification (PSID): P109
FMI 12:
Message Identification (MID): 128 Thermostat Blocked Open
Circuit Description: The Engine Coolant Conditions for fault code:

Temperature (ECT) Sensor is a thermistor. The
This fault will become active when the
resistance of the ECT Sensor changes inversely
to the temperature of the engine coolant. When
detects that the Engine Coolant
the coolant is cold, the sensor resistance is high.
Temperature (ECT) Sensor output is low but
As the temperature of the coolant increases, the
still with in the acceptable range for the
sensor resistance decreases. The Engine
sensor.
Management System (EMS) Module monitors the
voltage drop across the ECT Sensor. The coolant
Possible causes:
temperature signal is used to calculate fuel
injection and to evaluate operating conditions of Thermostat Blocked Open
the engine coolant temperature. Examples of
conditions that may cause high coolant Reaction from Engine Management System
temperature are: thermostat failure, fan failure, (EMS) Module:
heavy load, high ambient temperatures and
radiator blockage.
Location: The Engine Coolant Temperature
(ECT) Sensor is located on the right front side of Poor heat in cab
the engine.
FMI 7:
Thermostat Blocked Closed

This fault will become active when the
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.
Page 44
MID 128-SID 1-6

MID 128-SID 1-6
MID 128 SID 1-6 FUEL Noticeable external symptoms:

INJECTOR UNIT #1-6 Loss of power
Uneven running
Failure Mode Identifier (FMI): 3 (Voltage
High/Open), 5 (Current Low/Open), 7 (Out of Running on 3 to 5 cylinders
Calibration), 12 (Failed Device), 14 (Special MIL lamp illuminated
Instruction)
FMI 5:
Parameter Identification (SID): S1, S2, S3, S4,
S5 & S6 Current Low/Open
Message Identification (MID): 128 Conditions for fault code:

EMS detects a short circuit to battery
Circuit Description: Fuel Injector Unit #s 1-6 positive, a short circuit to ground, or an open
operation is controlled by the Engine circuit on the high side of the SV/Needle
Management System (EMS) Module. This Control Valve (NCV) or a Short Circuit to
module provides supply voltage and output ground on the low side of the SV/NCV.
transistor drivers to control the ground circuits.
There are two solenoid circuits within the injector; Possible causes:
a Needle Control Valve (NCV) and a Spill Valve
(SV). Harness shorted or open
Faulty fuel injector solenoid
Location: The Fuel Injector Units are located
under the valve cover. Reaction from EMS module:
Code Setting Conditions: If the Engine Injector #1 is shut off
Management System (EMS) Module detects a Enter limp home mode
fault in the electrical circuit while attempting to
operate the Fuel Injector Unit, the Malfunction Noticeable external symptoms:
Indicator Lamp (MIL) will turn ON and code SID 1
will set. Loss of power
Uneven running
Additional Symptoms: Poor performance, low
power or no start. Running on 3 to 5 cylinders
FMI 3:
Voltage High/Open FMI 7:
Out of calibration
EMS module detects a short circuit to Conditions for fault code:
battery on the low side of the Spill Valve Cylinder balancing data is above the limit
(SV)/Needle Control Valve (NCV).
Possible causes:
Possible causes:
Clogged fuel injector(s)
Harness shorted to battery
Low fuel pressure
Reaction from EMS module: Poor Compression
Injector #1 is shut off
Enter limp home mode
Software compensation is stopped
EMS module will store freeze frame data
Page 45
MID 128-SID 1-6

Noticeable external symptoms: FMI 14:
Erratic engine idle speed Special Instruction

Failed Device (Low injector hold current) Fuel injector flow is too low or high. Cylinder
compression is low.
Possible causes:
Injector or harness resistance too high
Low injector flow
Possible causes:
High injector flow
Injector solenoid resistance out of
Poor compression
specification
Harness resistance too high Reaction from EMS module:
Uneven cylinder balancing
Turbocharger boost reduction Noticeable external symptoms:
Loss of power
Uneven running
Loss of power
Running on 3 to 5 cylinders
Uneven running
Page 46
MID 128-SID 21
MID 128-SID 21
MID 128 SID 21 CAM SPEED FMI 2

SENSOR Data Erratic, Intermittent or Incorrect
When performing electrical tests, wiggle the wires Phase Error - Incorrect correlation between
and connectors to find intermittent problems. CAM and Crank Sensor
Possible causes:
Failure Mode Identifier (FMI): 2 (Data Erratic, Faulty connector
Normal, or Shorted To High Source), or 8 Faulty CAM Sensor harness
(Abnormal Frequency or Pulse Width or Period) Faulty CAM Sensor
Parameter Identification (PID): S21 Reaction from Engine Management System
(EMS) Module:
Engine will be started using Crank Speed
Circuit Description: The CAM Speed Sensor is (Flywheel) signal
an inductive device. As the camshaft turns, the tip
of the CAM Speed Sensor senses the holes in Noticeable external symptoms:
the camshaft drive gear and sends a series of Increased fuel consumption
voltage pulses to the Engine Management
System (EMS) Module. The frequency of the FMI 3
pulses is translated into engine speed and
position by the EMS Module. The EMS Module Voltage Above Normal, or Shorted To High
uses this information along with the information Source
from Crank Speed Sensor to synchronize fuel
injection. Conditions for fault code:
Location: The CAM Speed Sensor is located on Missing Signal from CAM Sensor
top right rear of engine. Open in the CAM Sensor Circuit
Short to battery in the CAM Sensor Circuit
Short to ground in the CAM Sensor Circuit
Electrical problems can cause this fault to be
generated, and electrical diagnostics are Possible causes:
provided in this section. Mechanical problems
can also cause temporary or permanent speed Faulty CAM Sensor harness
signal errors. After all electrical possibilities have
been ruled out, check mechanical conditions that Reaction from Engine Management System
could cause vibration or signal errors. Such (EMS) Module:
conditions include but are not limited to: Engine will be started using Crank Speed
Faulty Engine Vibration Damper (Flywheel) signal
Contaminated sensor tips Noticeable external symptoms:

Contaminated Cam Gear face Increased engine start time
Excessive Camshaft end play Loss of engine power
Improperly adjusted sensor
Improperly balanced engine components
Faulty engine timing cover.
Page 47
MID 128-SID 21
FMI 8
Abnormal Frequency or Pulse Width or Period

Noisy Signal from CAM Sensor
Open in the CAM Sensor Circuit
Possible causes:
Faulty CAM Sensor harness
Faulty CAM Sensor mounting

(EMS) Module:
(Flywheel) signal

Increased engine start time
Loss of engine power
Page 48
MID 128-SID 22
MID 128-SID 22
MID 128 SID 22 CRANK

SPEED SENSOR
Electrical problems can cause this fault to be
generated, and electrical diagnostics are
provided in this section. Mechanical problems
When performing electrical tests, wiggle the wires can also cause temporary or permanent speed
and connectors to find intermittent problems. signal errors. After all electrical possibilities have
been ruled out, check mechanical conditions that
could cause vibration or signal errors. Such
Failure Mode Identifier (FMI): 2 (Data Erratic, conditions include but are not limited to:
Normal, or Shorted To High Source), or 8 Faulty Engine Vibration Damper
(Abnormal Frequency or Pulse Width or Period) Contaminated sensor tips
Parameter Identification (PID): S22 Missing or chipped gear teeth

Improperly installed Flywheel Ring Gear
Incorrect Flywheel
Circuit Description: The Crank Speed Sensor is Contaminated Flywheel Ring Gear
an inductive sensor that will generate a variable
voltage signal when the sensor's magnetic field is Improperly adjusted sensor
excited. The Crank Speed Sensor is installed Excessive driveshaft backlash
near the flywheel. When the engine is running the
flywheel's teeth rotate past the sensor's tip and Improperly balanced engine components.
voltage pulses are generated. The Engine
Management System (EMS Module) monitors the
frequency of the signal generated by the Crank
Speed Sensor and calculates the engine RPM.
The air gap between the sensor tip and the FMI 3 will only be seen as active with the engine
flywheel teeth can influence the sensor's output OFF. In all cases the SID 22 FMI will change to 2
signal and should be checked if SID 22 is set or is when the engine is started.
setting intermittently.
Location: The Crank Speed Sensor is located on FMI 2

the left side of the engine on the flywheel Data Erratic, Intermittent or Incorrect
housing.
Intermittent or weak signal
Possible causes:
Faulty connector
Faulty Crank Sensor harness
Faulty Crank Sensor

(EMS) Module:
signal
Page 49
MID 128-SID 22
Noticeable external symptoms: FMI 8
Increased fuel consumption
Abnormal Frequency or Pulse Width or Period
Imprecise engine timing
High fuel consumption
Erratic or intermittent signal from Crank
Sensor
Power loss
Open in the Crank Sensor Circuit
Smoke
Possible causes:
FMI 3
Voltage Above Normal, or Shorted To High Faulty Crank Sensor mounting
Source
Conditions for fault code: (EMS) Module:
Missing Signal from Crank Sensor Engine will be started using Crank Speed
(Flywheel) signal
Open in the Crank Sensor Circuit
Short to battery in the Crank Sensor Circuit Noticeable external symptoms:
Short to ground in the Crank Sensor Circuit Increased fuel consumption
Imprecise engine timing
Possible causes:
High fuel consumption
Faulty Crank Sensor mounting
Power loss
Smoke
(EMS) Module:
Engine will be started using CAM Speed
signal

Increased engine start time
Vehicle may be in limp home mode
Loss of engine power
Page 50
MID 128-SID 27
MID 128-SID 27
MID 128 SID 27 VARIABLE Reaction from Engine Management System

(EMS):
GEOMETRY TURBOCHARGER
ACTUATOR #1 MIL lamp illuminated

Low boost
When performing electrical tests, wiggle the wires Low power
Nozzle opens
Smoke from engine
Intermittent or Incorrect), 4 (Voltage Below
FMI 4
Normal, or Shorted To Low Source), 7
(Mechanical System Not Responding or Out Of
Adjustment), 9 (Abnormal Update Rate), 13 (Out
of Calibration)
Parameter Identification (SID): S27 Short to ground
Message Identification (MID): 128 Possible causes:

Faulty SRA VGT connector
Circuit Description: The Variable Geometry
Turbocharger Smart Remote Actuator (VGT SRA) Faulty SRA VGT harness
is a self-contained component with motors,
Low battery voltage
sensors and a control unit. The VGT SRA uses a
movable nozzle to adjust the intake manifold
pressure for various operating conditions. Nozzle
(EMS):
movement is controlled by an actuator mounted
on the tubocharger. Battery voltage is supplied to MIL lamp illuminated
the VGT SRA and the unit is grounded by means
of the engine block. Information to and from the Noticeable external symptoms:
VGT SRA is communicated over the J1939 serial
Nozzle will open resulting in low power and
data lines.
low boost
Location: The Variable Geometry Turbocharger SRA will continue to attempt and maintain
Smart Remote Actuator (VGT SRA) is located on target nozzle position
the right side of the engine at the turbocharger.
FMI 7
FMI 2
Data Erratic, Intermittent or Incorrect Adjustment

Smart remote actuator has not seen a valid Mechanical problem with the VGT SRA
command on CAN2
Possible causes:
Incorrect data
Actuator motor effort is temporarily limited to
Possible causes: prevent overheating
Disturbance on CAN2 data lines Restrictions detected when running learn
sequence
SRA is slow to follow commands
SRA position is not tracking command
Page 51
MID 128-SID 27
Reaction from Engine Management System Reaction from Engine Management System
(EMS): (EMS):
MIL lamp illuminated MIL lamp illuminated
Noticeable external symptoms: Noticeable external symptoms:

Low boost and smoke Engine derated (major)
Possible engine derate EGR valve closed
Power loss in some cases when actuator
FMI 13
motor has been disabled
Out of Calibration
FMI 9
Abnormal Update Rate
Failed self-calibration
Possible causes:
Data from the SRA has been missing for
2-seconds Smart remote actuator
Possible causes: Reaction from Engine Management System

(EMS):
Data line harness
No supply to VGT actuator
VGT actuator
VGT SRA connector
Page 52
MID 128-SID 33
MID 128-SID 33
MID 128 SID 33 COOLING

FAN CONTROL
If code SID 33 sets with FMI 4, there may be
additional active codes. If this is the case, follow
the diagnostic procedures for the other codes
When performing electrical tests, wiggle the wires first, then check to make sure code SID 33 is no
and connectors to find intermittent problems. longer active.
Failure Mode Identifier (FMI): 3 (Voltage Above Additional Symptoms: Higher than normal
Normal, or Shorted To High Source), 4 (Voltage coolant temperatures, poor air conditioning
Below Normal, or Shorted To Low Source), performance or lower than normal coolant
5 (Current Below Normal or Open Circuit) temperatures may be experienced.
Parameter Identification (PID): S33
Message Identification (MID): 128 If a customer complains that the fan clutch does
not disengage and code SID 33 has not been
Circuit Description (On/Off Fan): The Fan logged in the EMS Module, the problem may be
Clutch Solenoid controls the operation of the due to a mechanical failure in the chassis air
cooling fan by using a solenoid. The Fan Clutch system.
Solenoid is supplied battery voltage and is
grounded by the Engine Management System
(EMS) Module. When the EMS System Module
determines fan operation is needed, based on
coolant temperature, intake air temperature or The fan can engage without warning. Hands,
A/C load, the EMS Module will de-energize the arms and personal items can easily be
Fan Clutch Solenoid allowing the fan clutch to entangled in the belts or fan blades. Keep
engage. arms, hair, clothing, jewelry, etc. clear from
the fan and belts when the engine is running.
Circuit Description (Electronic Viscous Fan):
The Electronic Fan Drive contains a solenoid that
controls the flow of fluid between reservoirs in the FMI 3:
fan drive housing and cover. The EMS Module Voltage Above Normal, or Shorted To High
provides power to the solenoid and controls Source
solenoid operation to optimize fan speed, based
on coolant temperature, intake air temperature Conditions for fault code:
and A/C load.
Short to positive in the Cooling Fan control
Location: The On/Off Fan Clutch Solenoid is circuit
located on the lower left side of the radiator
shroud. The Electronic Fan Drive is bolted to the Possible causes:
drive pulley on the front of the engine. Broken Cooling Fan Actuator
Code Setting Conditions: When the Engine Faulty Cooling Fan Actuator harness or
Management System (EMS) Module detects connector
there is a short to voltage in the cooling fan Engine Management System (EMS) Module
control circuit, FMI 3 will set and the fan will driver output failure
operate continuously. When there is a short to
ground, FMI 4 will set and the fan will not operate. Reaction from Engine Management System
If there is an open circuit, FMI 5 will be set and (EMS) Module:
the fan will operate continuously.
Fan runs at full speed
Increased fuel consumption
Page 53
MID 128-SID 33
Noticeable external symptoms: FMI 5:
MIL lamp illuminated Current Below Normal or Open Circuit

Voltage Below Normal, or Shorted To Low Open in the Cooling Fan control circuit
Source
Possible causes:
Broken Cooling Fan Actuator
Short to ground in the Cooling Fan control
Faulty Cooling Fan Actuator harness or
circuit
connector
Output voltage is 1/3 the supply voltage
driver output failure
Possible causes:
Broken Cooling Fan Actuator Reaction from Engine Management System
(EMS) Module:
Faulty Cooling Fan Actuator harness or
connector Fan runs at full speed
Engine Management System (EMS) Module Increased fuel consumption
(EMS) Module:
Fan always deactivated
Engine may be overheated

Page 54
MID 128-SID 146

MID 128-SID 146
MID 128 SID 146 EGR Noticeable external symptoms:

CONTROL VALVE Powerloss

Below Normal or Open Circuit), 7 (Mechanical Current Below Normal or Open Circuit
System Not Responding or Out Of Adjustment),
12 (Bad Intelligent Device or Component) Conditions for fault code:
Open EGR Control Valve Circuit
Parameter Identification (PID): S146
Possible causes:
Faulty EGR Control Valve actuator
Circuit Description: The EGR Valve operation is EGR Control Valve harness
controlled by the Engine Management System
(EMS) Module using output transistor drivers that Engine Management System (EMS) Module
provide the power and ground circuits. driver output failure
Location: The EGR Control Valve is located on Reaction from Engine Management System
the right rear side of the engine. (EMS) Module:

If the Engine Management System (EMS) Module
detects a short circuit to ground in the EGR Powerloss
Control Valve high side drive circuit, the EMS
Module will turn OFF the high side driver and the FMI 7
driver will remain OFF until the key is cycled.
Adjustment
FMI 3
Voltage Above Normal, or Shorted To High EGR Valve stuck closed
Source
Possible causes:
Faulty EGR Valve
Stuck EGR Control Valve
EGR Control Valve circuit shorted to positive Reaction from Engine Management System
(EMS) Module:
EGR Control Valve circuit shorted to ground
Possible causes:
Faulty EGR Control Valve actuator
Powerloss
EGR Control Valve harness
Engine Management System (EMS) Module FMI 12
Bad Intelligent Device or Component
(EMS) Module: Conditions for fault code:
MIL lamp illuminated EGR Valve stuck open
Page 55
MID 128-SID 146

Possible causes:
Faulty EGR Valve

(EMS) Module:

Powerloss
Page 56
MID 128-SID 211

MID 128-SID 211
MID 128 SID 211 SENSOR Reaction from Engine Management System
(EMS) Module:
SUPPLY VOLTAGE #2

When performing electrical tests, wiggle the wires Strange information displayed on cluster
Poor driveability

Normal, or Shorted To High Source), 4 (Voltage
Below Normal, or Shorted To Low Source) Voltage Below Normal, or Shorted To Low Source
Parameter Identification (PID): S211 Possible causes:

5 volt reference circuit shorted to ground
Circuit Description: This fault code is used to Faulty sensor power supply
detect a short circuit in the 5 volt supply to the
Fuel Pressure Sensor, Crankcase Pressure MID 128 PID's 27, 94, 100, 153 and 362
Sensor and the Oil Pressure Sensor. may also be set
Location: Internal to the Engine Management Reaction from Engine Management System
System (EMS) Module. (EMS) Module:
FMI 3
Source Strange information displayed on cluster
Poor driveability
Possible causes:
5 volt reference circuit shorted to positive
Faulty sensor power supply
MID 128 PID's 27, 94, 100, 153 and 362
may also be set
Page 57
MID 128-SID 230

MID 128-SID 230
MID 128 SID 230 BUFFERED Possible causes:

IDLE VALIDATION SWITCH Faulty connector
SIGNAL Faulty VECU
Short to voltage in signal circuit harness
Reaction from Vehicle Electronic Control Unit

When performing electrical tests, wiggle the wires (VECU):
Failure Mode Identifier (FMI): 3 (Voltage Above Noticeable external symptoms:

No IVS limp home function for pedal position
Below Normal or Open Circuit)
FMI 5
Parameter Identification (SID): S230
Circuit Description: The Idle Validation Switch
(IVS) updates the Vehicle Electronic Control Unit IVS buffered signal shorted to ground or
(VECU) with the idle status. At idle, the Idle open
Validation Switch (IVS) is open and no voltage is
applied to the Idle Validation Switch (IVS) signal Possible causes:
input. At approximately 5% - 100% pedal position
Faulty connector
the Idle Validation Switch (IVS) closes.
Faulty VECU
Location: The Engine Management System
Short to ground or open in signal circuit
(EMS) Module is located on the left side of the
harness
engine block and the Vehicle Electronic Control
Unit (VECU) is located behind the center of the
dash.
(VECU):
FMI 3 MIL lamp illuminated
Voltage Above Normal, or Shorted To High Noticeable external symptoms:

Source
No IVS limp home function for pedal position
IVS buffered signal shorted to voltage
Page 58
MID 128-SID 232

MID 128-SID 232
MID 128 SID 232 SENSOR Reaction from Engine Management System
(EMS) Module:
SUPPLY VOLTAGE #1

When performing electrical tests, wiggle the wires Strange information displayed on cluster
Poor driveability

Below Normal, or Shorted To Low Source) Voltage Below Normal, or Shorted To Low Source
Parameter Identification (PID): S232 Possible causes:

5 volt reference circuit shorted to ground
Circuit Description: This fault code is used to Faulty sensor power supply
detect a short circuit in the 5 volt supply to the
Electronic Fan Controller, Boost Pressure Sensor MID 128 PID's 26, 102, 132, 164 and 411
and Intake Air Temperature and Humidity Sensor. may also be set
Location: Internal to the Engine Management Reaction from Engine Management System
System (EMS) Module. (EMS) Module:
FMI 3
Source Strange information displayed on cluster
Poor driveability
Possible causes:
5 volt reference circuit shorted to positive
Faulty sensor power supply
MID 128 PID's 26, 102, 132, 164 and 411
may also be set
Page 59
MID 144-PID 84
MID 144-PID 84
MID 144 PID 84 ROAD Possible causes:

SPEED ABS Harness
ABS Sensor
Failure Mode Identifier (FMI): 2 (Data Erratic),
14 (Special Instructions) Tachometer
Tachometer harness
Message Identification (MID): 144 (VECU):
Circuit Description: The Vehicle Speed Sensor N/A
(VSS) is an inductive sensor. When the vehicle is
moving, the transmission output shaft Noticeable external symptoms:
speedometer gear teeth rotate past the VSS tip N/A
and a pulsed signal voltage is generated. The
Vehicle Electronic Control Unit (VECU) monitors FMI 14
the frequency of the signal generated by the VSS,
to calculate the road speed. The air gap between Special Instructions
the sensor and the toothed gear influences the
VSS signal output and should be checked if Conditions for fault code:
erratic or inaccurate speedometer readings are
reported. Intermittent faulty data
Speed signal from tachometer was updated
Location: The Vehicle Speed Sensor (VSS) is incorrectly
located in the rear of transmission, near the
output shaft. Possible causes:
FMI 2 Faulty information from tachometer
J1939 dataline link
Tachometer harness
Intermittent faulty data (VECU):
Speed signal from speedometer and ABS N/A
differs too much
Speed signal from tachometer and ABS Noticeable external symptoms:
differs too much N/A
Page 60
MID 144-PID 91
MID 144-PID 91
MID 144 PID 91 PERCENT Noticeable external symptoms:

ACCELERATOR PEDAL Engine will not supply requested fuel to
POSITION engine
FMI 4

and connectors to find intermittent problems. Conditions for fault code:
Abnormally low voltage
Normal, or Shorted To High Source), 4 (Voltage Possible causes:
Below Normal, or Shorted To Low Source),
APP harness shorted low
5 (Current Below Normal or Open Circuit),
6 (Current Above Normal or Grounded Circuit), Faulty APP sensor
14 (Special Instructions)
Parameter Identification (PID): P91 (VECU):
Yellow lamp is illuminated
Circuit Description: The Accelerator Pedal
Position (APP) Sensor is a potentiometer that is Engine will not supply requested fuel to
mechanically linked to the accelerator pedal. engine
When the accelerator pedal is depressed during
normal operation, the Accelerator Pedal Position FMI 5
(APP) Sensor signal voltage to the Vehicle
Electronic Control Unit (VECU) increases. The Current Below Normal or Open Circuit
Vehicle Electronic Control Unit (VECU) monitors
the Accelerator Pedal Position (APP) Sensor Conditions for fault code:
signal voltage and uses the signal to calculate
Abnormally low current
engine fuel requirements.
Input is not correct compared to IVS 1 &
Location: The Accelerator Pedal Position (APP) IVS 2
Sensor is part of the Accelerator Pedal Assembly.
Possible causes:
FMI 3
Faulty APP sensor
Source
(VECU):
Conditions for fault code: Yellow lamp is illuminated
Abnormally high voltage
Possible causes: Engine will not supply requested fuel
increase
APP harness shorted high
Faulty APP sensor

(VECU):
Page 61
MID 144-PID 91
FMI 6 FMI 14
Current Above Normal or Grounded Circuit Special Instructions

Abnormally high current Supply error from PPID 72
Input is not correct compared to IVS 1 & Supply error
IVS 2
Possible causes:
Possible causes:
Faulty APP sensor harness
Faulty APP sensor
Reaction from Vehicle Electronic Control Unit (VECU):
(VECU):
Engine will not supply requested fuel
Engine will not supply requested fuel increase
increase
Page 62
MID 144-PPID 61
MID 144-PPID 61
MID 144 PPID 61 ENGINE FMI 7

RETARDER SWITCH Mechanical System Not Responding or Out Of
Adjustment

and connectors to find intermittent problems. SET+ and SET- signal received at the same
time
Failure Mode Identifier (FMI): 7 (Mechanical Possible causes:

System Not Responding or Out Of Adjustment) Engine retarder switch harness
Parameter Identification (PPID): P61 Engine retarder switch
Message Identification (MID): 144 Reaction from Vehicle Electronic Control Unit
(VECU):
Circuit Description: The engine retarder switch Yellow lamp is illuminated
sends a battery voltage signal to the Vehicle
Electronic Control Unit (VECU) depending on the Noticeable external symptoms:
position of the switch. The VECU activates the
engine brake system to assist in slowing the Engine retarder brake will not activate
vehicle.
Location: The engine brake selector switch is

located on the dashboard of the vehicle.
Page 63
MID 144-PPID 69
MID 144-PPID 69
MID 144 PPID 69 BUFFERED FMI 3

IDLE VALIDATION SWITCH Voltage Above Normal, or Shorted To High
Source

and connectors to find intermittent problems. Abnormally high voltage or short to higher
voltage
Failure Mode Identifier (FMI): 3 (Voltage Above Possible causes:

Normal, or Shorted To High Source), 4 (Voltage Signal shorted high
Below Normal, or Shorted To Low Source)
Parameter Identification (PPID): P69 (VECU):
Message Identification (MID): 144 Yellow lamp is illuminated
Circuit Description: The Idle Validation Switch Noticeable external symptoms:

(IVS) updates the Vehicle Electronic Control Unit N/A
(VECU) with the idle status. At idle, the Idle
Validation Switch (IVS) is open and no voltage is FMI 4
applied. At approximately 5% - 100% pedal
position the Idle Validation Switch (IVS) closes. Voltage Below Normal, or Shorted To Low Source
Location: The Idle Validation Switch is integral to Conditions for fault code:
the Accelerator Pedal Position (APP) Sensor. The
Accelerator Pedal Position (APP) Sensor is part Abnormally low voltage or short to ground
of the accelerator pedal assembly.
Possible causes:
Signal shorted low

(VECU):

N/A
Page 64
MID 144-PPID 70
MID 144-PPID 70
MID 144 PPID 70 OUTPUT FMI 4

SUPPLY #3 Voltage Below Normal, or Shorted To Low Source
Possible causes:
When performing electrical tests, wiggle the wires Faulty connector

and connectors to find intermittent problems. Faulty harness
Supply voltage shorted low
Failure Mode Identifier (FMI): 4 (Voltage Below
Normal, or Shorted To Low Source) Reaction from Vehicle Electronic Control Unit
(VECU):
Parameter Identification (PPID): P70 Yellow lamp is illuminated
Message Identification (MID): 144 Noticeable external symptoms:
Circuit Description: The Idle Validation Switch N/A
(IVS) updates the Vehicle Electronic Control Unit
Validation Switch (IVS) is open and no voltage is
applied to the Idle Validation Switch (IVS) signal
input. At approximately 5% - 100% pedal position
the Idle Validation Switch (IVS) closes.
Location: The Idle Validation Switch is integral to

the Accelerator Pedal Position (APP) Sensor.
Normal Idle Validation Switch Parameters: The

IVS should pass 12 volts through the switch when
the throttle is off the idle position.
Page 65
MID 144-PPID 71
MID 144-PPID 71

SUPPLY #4 Voltage Below Normal, or Shorted To Low Source
Possible causes:
When performing electrical tests, wiggle the wires Faulty connector

and connectors to find intermittent problems. Faulty harness
Supply voltage shorted low
Failure Mode Identifier (FMI): 4 (Voltage Below
Normal, or Shorted To Low Source) Reaction from Vehicle Electronic Control Unit
(VECU):
Parameter Identification (PPID): P71 Yellow lamp is illuminated
Message Identification (MID): 144 Noticeable external symptoms:
Circuit Description: The Vehicle Electronic Engine won't supply the requested fuel
Control Unit (VECU) monitors the switched increase
voltage through the SET/RESUME, SPEED
CONTROL and ENGINE BRAKE SELECTOR
switch.
Location: The SET/RESUME switch, SPEED

CONTROL switch and ENGINE BRAKE
SELECTOR switch are located on the dash of the
vehicle.
Normal Set/Resume Switch, Speed Control

Switch and Engine Brake Selector Switch
Parameters: The switches should pass battery
voltage through the switch when the switch is
closed.
Page 66
MID 144-PPID 72
MID 144-PPID 72

SUPPLY #1 Voltage Above Normal, or Shorted To High
Source

and connectors to find intermittent problems. Abnormally high voltage
Possible causes:
Failure Mode Identifier (FMI): 3 (Voltage Above APP harness shorted high
Below Normal, or Shorted To Low Source) Faulty VECU
Parameter Identification (PPID): P72 Reaction from Vehicle Electronic Control Unit
(VECU):
Message Identification (MID): 144 Yellow lamp is illuminated
Circuit Description: The Accelerator Pedal Noticeable external symptoms:
Position (APP) Sensor is a potentiometer that is
mechanically linked to the accelerator pedal. Engine will not supply requested fuel to
When the accelerator pedal is depressed during engine
normal operation, the Accelerator Pedal Position Engine brake retarder is disabled
(APP) Sensor signal voltage to the Vehicle
Electronic Control Unit (VECU) increases. The FMI 4
the Accelerator Pedal Position (APP) Sensor Voltage Below Normal, or Shorted To Low Source
signal voltage and uses the signal to calculate
engine fuel requirements. Conditions for fault code:
Location: The Accelerator Pedal Position (APP) Abnormally low voltage
Sensor is part of the Accelerator Pedal Assembly.
Possible causes:
APP harness shorted low
Faulty VECU

(VECU):

Engine will not supply requested fuel to
engine
Engine brake retarder is disabled
Page 67
MID 144-PPID 73
MID 144-PPID 73
MID 144 PPID 73 OUTPUT Reaction from Vehicle Electronic Control Unit
(VECU):
SUPPLY #2

When performing electrical tests, wiggle wires Engine will not supply requested fuel to
and connectors to find intermittent problems. engine
Normal, or Shorted To High Source), 4 (Voltage FMI 4
Message Identification (MID): 144 Abnormally low voltage
Circuit Description: N/A Possible causes:
Location: N/A APP harness shorted low
Faulty VECU
Normal APP Sensor Parameters: N/A
FMI 3 (VECU):
Voltage Above Normal, or Shorted To High Yellow lamp is illuminated
Source
Conditions for fault code: Engine will not supply requested fuel to
Abnormally high voltage engine
Possible causes:
APP harness shorted high
Faulty VECU
Page 68
MID 144-PPID 265

MID 144-PPID 265
MID 144 PPID 265 VEHICLE Possible causes:

SPEED SENSOR SUPPLY VSS harness shorted high
Faulty VSS

When performing electrical tests, wiggle wires (VECU):
Failure Mode Identifier (FMI): 3 (Voltage Above Noticeable external symptoms:

Normal, or Shorted To High Source), 4 (Voltage N/A
FMI 4
Circuit Description: The Vehicle Speed Sensor
(VSS) is an inductive sensor. When the vehicle is Abnormally low voltage
moving, the transmission output shaft
speedometer gear teeth rotate past the VSS tip Possible causes:
and a pulsed signal voltage is generated. The VSS harness shorted low
the frequency of the signal generated by the VSS, Faulty VSS
to calculate the road speed. The air gap between
the sensor and the toothed gear influences the Reaction from Vehicle Electronic Control Unit
VSS signal output and should be checked if (VECU):
erratic or inaccurate speedometer readings are Yellow lamp is illuminated
reported.
Location: The Vehicle Speed Sensor (VSS) is
located in the rear of transmission, near the N/A
output shaft.
FMI 3

Source

Abnormally high voltage
Page 69
MID 144-PSID 2
MID 144-PSID 2
MID 144 PSID 2 IDLE FMI 7

VALIDATION SWITCH #2 Mechanical System Not Responding or Out Of
Adjustment

and connectors to find intermittent problems. Faulty reading from IVS #2
Possible causes:
Failure Mode Identifier (FMI): 7 (Mechanical Idle Validation Switch (IVS)
System Not Responding or Out Of Adjustment)
IVS connector
Parameter Identification (PSID): P2 IVS harness
(VECU):
(IVS) updates the Vehicle Electronic Control Unit Yellow lamp is illuminated
Validation Switch (IVS) is open and no voltage is Noticeable external symptoms:
applied to the Idle Validation Switch (IVS) signal. Engine will not supply requested fuel to
At approximately 5% - 100% pedal position the engine
Idle Validation Switch (IVS) closes.

Accelerator Pedal Position (APP) Sensor is part
Page 70
MID 144-SID 230

MID 144-SID 230
MID 144 SID 230 IDLE FMI 7

VALIDATION SWITCH #1 Mechanical System Not Responding or Out Of
Adjustment

and connectors to find intermittent problems. Faulty reading from IVS #1
Possible causes:
Failure Mode Identifier (FMI): 7 (Mechanical Idle Validation Switch (IVS)
System Not Responding or Out Of Adjustment)
IVS connector
Parameter Identification (SID): S230 IVS harness
(VECU):
(IVS) updates the Vehicle Electronic Control Unit Yellow lamp is illuminated
Validation Switch (IVS) is open and no voltage is Noticeable external symptoms:
applied to the Idle Validation Switch (IVS). At Engine will not supply requested fuel to
approximately 5% - 100% pedal position the Idle engine
Validation Switch (IVS) closes.

Accelerator Pedal Position (APP) Sensor is part
Page 71
NOTES
Page 72
INDEX
INDEX
Page 73
INDEX
A MID 128 SID 27 VARIABLE GEOMETRY
TURBOCHARGER ACTUATOR #1 . . . . . . . . . . 51
ABOUT THIS MANUAL. . . . . . . . . . . . . . . . . . . . . . . 3
MID 128 SID 33 COOLING FAN CONTROL. . . . 53
ADVISORY LABELS . . . . . . . . . . . . . . . . . . . . . . . . . 2
MID 128 SID 146 EGR CONTROL VALVE . . . . . 55
E MID 128 SID 211 SENSOR SUPPLY
VOLTAGE #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
ENGINE MANAGEMENT SYSTEM (EMS)
MID 128 SID 230 BUFFERED IDLE VALIDATION
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
SWITCH SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . 58
M MID 128 SID 232 SENSOR SUPPLY
VOLTAGE #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
MACK FAULT CODE IDENTIFICATION TABLE . . 13 MID 144 PID 84 ROAD SPEED. . . . . . . . . . . . . . 60
MID 128 PID 81 PARTICULATE TRAP MID 144 PID 91 PERCENT ACCELERATOR
DIFFERENTIAL PRESSURE SENSOR . . . . . . 15 PEDAL POSITION . . . . . . . . . . . . . . . . . . . . . . . 61
MID 128 PID 94 FUEL PRESSURE (FP) MID 144 PPID 61 ENGINE RETARDER
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
MID 128 PID 97 WATER IN FUEL SENSOR . . . 19
MID 144 PPID 69 BUFFERED IDLE VALIDATION
MID 128 PID 102 BOOST AIR PRESSURE
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
MID 144 PPID 70 OUTPUT SUPPLY #3. . . . . . . 65
MID 128 PID 103 TURBO SPEED SENSOR . . . 22
MID 128 PID 105 BOOST TEMPERATURE
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
MID 128 PID 108 AMBIENT PRESSURE
MID 144 PPID 265 VEHICLE SPEED SENSOR
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
MID 128 PID 110 ENGINE COOLANT
MID 144 PSID 2 IDLE VALIDATION
TEMPERATURE (ECT) SENSOR. . . . . . . . . . . 26
SWITCH #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
MID 128 PID 171 AMBIENT AIR TEMPERATURE
MID 144 SID 230 IDLE VALIDATION
STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
SWITCH #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
MID 128 PID 173 EXHAUST GAS
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . 29 S
MID 128 PID 354 INTAKE AIR TEMPERATURE
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . 2
AND HUMIDITY SENSOR. . . . . . . . . . . . . . . . . 31
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
MID 128 PID 411 EGR DIFFERENTIAL
SYSTEM CONNECTORS . . . . . . . . . . . . . . . . . . . . 11
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
MID 128 PID 412 EGR TEMPERATURE AFTER T
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . 13
MID 128 PPID 35 EGR MASS FLOW . . . . . . . . 35
MID 128 PPID 89 VARIABLE GEOMETRY
TURBOCHARGER SMART REMOTE ACTUATOR
V
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . 36 VEHICLE ELECTRONIC CONTROL UNIT (VECU)
MID 128 PPID 326 SOOT LEVEL . . . . . . . . . . . 37 CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . 12
MID 128 PPID 328 AFTER TREATMENT V-MAC IV SYSTEM OVERVIEW . . . . . . . . . . . . . . . . 6
INJECTION SHUT OFF VALVE . . . . . . . . . . . . 38
MID 128 PPID 329 AFTER TREATMENT FUEL
INJECTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
MID 128 PPID 387 EXHAUST GAS
TEMPERATURE SENSOR #2 . . . . . . . . . . . . . 40
MID 128 PPID 436 EXHAUST GAS
TEMPERATURE SENSOR #3 . . . . . . . . . . . . . 41
MID 128 PPID 437 AFTER TREATMENT
INJECTOR FUEL PRESSURE SENSOR . . . . . 42
MID 128 PSID 98 BOOST AIR SYSTEM . . . . . . 43
MID 128 PSID 109 ENGINE COOLANT
TEMPERATURE (ECT) SENSOR. . . . . . . . . . . 44
MID 128 SID 1 FUEL INJECTOR UNIT #1. . . . . 45
MID 128 SID 21 CAM SPEED SENSOR . . . . . . 47
MID 128 SID 22 CRANK SPEED SENSOR . . . . 49
Page 74

2007 EMISSIONS
STANDARD
FAULT CODE MANUAL
PRINTED IN U.S.A.
8-218
MACK TRUCKS, INC. 2007

2007 Emissions Standard Fault Code Manual: JANUARY 2007 (New Issue)

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A14

5V EGR 5V DIFF UP DN DPF ENGINE

0.75 0.75 0.75 0/75

CDPF2:E EM24A1-1.0 EM34A1-1.0 EM36A1-1.0 EM29A1-1.0

CDPF2:F CDPF2:A CDPF2:B CDPF2:D

EM22A1-1.0 EM24A1-1.0 EM34A1-1.0 EM36A1-1.0 EM29A1-1.0

   

V-MAC IV Diagnostic Equipment

JANUARY 2007 MACK TRUCKS, INC 2007

The information, specifications, and illustrations in this publication are

No part of this publication may be reproduced, stored in a retrieval

Activities associated with Danger indicate that death or serious personal

A procedure, practice, or condition that is essential to emphasize.

Please pay particular attention to the Notes,

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

In some situations when a fault is detected, the Differential Lock Switch

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

Engine Management System (EMS)

DESCRIPTION AND OPERATION

The Vehicle Electronic Control Unit (VECU) has

The programming of the Vehicle Electronic   

Control Unit (VECU) should be performed using

  

  

Figure 2 VECU Connectors

DESCRIPTION AND OPERATION

PPID (Proprietary Parameter Identification

SID (Subsystem Identification Description):

Emissions Fault Code Component/Function "FMI Codes"

DESCRIPTION AND OPERATION

MID 128 PID 81 Possible causes:

Conditions for fault code: FMI 5

MIL lamp illuminated Possible causes:

Noticeable external symptoms: Particulate Trap Pressure (PTP) Sensor

Data Erratic, Intermittent or Incorrect MIL lamp illuminated

Bad Intelligent Device or Component

Conditions for fault code:

Reaction from Engine Management System

Noticeable external symptoms:

MID 128 PID 94 FUEL Noticeable external symptoms:

FMI 1: Conditions for fault code:

Conditions for fault code:

Reaction from EMS module:

Noticeable external symptoms:

MID 128 PID 97 WATER IN FMI 3:

Reaction from EMS module:

Noticeable external symptoms:

MID 128-PID 102

MID 128 PID 102 BOOST AIR Possible causes:

Conditions for fault code: Noticeable external symptoms:

MID 128-PID 102

Conditions for fault code: Conditions for fault code:

MID 128-PID 103

MID 128 PID 103 TURBO FMI 1:

Possible causes: Possible causes:

MID 128-PID 105

MID 128 PID 105 BOOST Noticeable external symptoms:

The programming of the Vehicle Electronic