Mitsubishi Fuso Canter 2010-2013, 16-10 PDF

GROUP INDEX
GENERAL .............................................. 00
MAINTENANCE SCHEDULE ................. 01
ENGINE................................................... 11
LUBRICATION ........................................ 12
FUEL AND ENGINE CONTROL............. 13
SERVICE MANUAL COMMON RAIL SYSTEM....................... 13E
COOLING................................................ 14
2012 Model INTAKE AND EXHAUST ........................ 15
FOREWORD EMISSION CONTROL ............................ 17
BlueTec® SYSTEM ................................ 17E
This Service Manual contains maintenance and repair
CLUTCH.................................................. 21
methods for the Mitsubishi Fuso Truck FE. FG Series.
Read this manual carefully as an aid in providing cor- TRANSMISSION <DUONICTM> ............. 22
rect, efficient maintenance. Please note that the infor- DUONICTM .............................................. 22E
mation and specifications contained within this manual
may change without notice. This is due to product
TRANSFER ............................................. 24
modifications and continued vehicle improvements PROPELLER SHAFT ............................. 25
that are made throughout the model years. Should you FRONT AXLE
encounter any discrepancy in the information provid- <FE> ..................................................... 26A
ed, please do not hesitate to contact your nearest Mi- <FG>..................................................... 26B
tsubishi Fuso Dealer or Mitsubishi Fuso Truck of
America, Inc. REAR AXLE............................................ 27
MARCH 2011 WHEEL AND TIRE ................................. 31
FRONT SUSPENSION ........................... 33
REAR SUSPENSION.............................. 34
BRAKE.................................................... 35
ANTI-LOCK BRAKE SYSTEM (ABS) .... 35E
PARKING BRAKE .................................. 36
STEERING .............................................. 37
BUMPER AND FRAME .......................... 41
CAB......................................................... 42
DOOR...................................................... 43
EXTERIOR .............................................. 51
INTERIOR ............................................... 52
ELECTRICAL.......................................... 54
HEATER, AIR-CONDITIONER
AND VENTILATION ................................ 55
FULL AUTOMATIC
AIR-CONDITIONER ................................ 55E
Group 00
General
Pub.No.00ELT0001-00
INDEX
EQUIPMENT TYPE CODES LIST ....................................................... 00-2
POWER TRAIN TABLE ....................................................................... 00-3
HOW TO READ THIS MANUAL.......................................................... 00-4
CHASSIS NUMBER, ENGINE NUMBER,

POWER TRAIN LABEL..................................................................... 00-12
VEHICLE IDENTIFICATION NUMBER ............................................. 00-13
PRECAUTIONS FOR MAINTENANCE OPERATION

1. Handling Precautions for Electric Circuits .................................. 00-19
2. Service Precautions for Alternators ............................................ 00-22
3. Intermittent Faults ....................................................................... 00-24
4. Precautions for Arc Welding ....................................................... 00-25
5. Cautions When Handling DEF ..................................................... 00-26
6. Precautions When Repainting ..................................................... 00-26
7. Precautions When Handling a Vehicle with DUONICTM System ... 00-26
8. Precautions on Cleaning When Servicing the Engine and
Transmission .............................................................................. 00-27
JACKING UP THE VEHICLE ............................................................ 00-30
DIAGNOSIS CODES
1. Diagnosis Codes ......................................................................... 00-34
2. Reading and Erasing the Diagnosis Code ................................... 00-40
TABLE OF STANDARD TIGHTENING TORQUES........................... 00-44
00-1
EQUIPMENT TYPE CODES LIST
Component Name plate marking Code description
Engine
4P10T5 4 P 1 0 T 5
Power version number

Turbocharged
Order of development within same series
Order of development among different series
Diesel engine
No. of cylinders (4)
Transmission
M038S6W M 038 S 6 W
Variation (W: With directly-mounted transfer)

Forward speeds
Type of mesh (S: Synchromesh)
Load carrying capacity of truck class (tonnage)
on which the clutch is primarily used
Initial letter of the transmission
Propeller shaft
P3 P 3

Initial letter of the propeller shaft
Front axle
F200T F 200 T
Vehicle type (T: Truck)

Initial letter of the front axle
Rear axle
R033T R 03 3 T
Vehicle type (T: Truck)

Initial letter of the rear axle
Reduction and differential
D033H D 03 3 H
Tooth profile (H: Hypoid gear)

Initial letter of the reduction & differential
00-2
POWER TRAIN TABLE 00
Reduction &
Vehicle model Engine Clutch Transmission Propeller shaft Rear axle
differential
FEC52CL3SUHD 4P10-T5 – M038S6 P3 R033T D033H
FEC52EL3SUHD 4P10-T5 – M038S6 P3 R033T D033H
FEC52GL3SUHD 4P10-T5 – M038S6 P3 R033T D033H
FEC72HL3SUHD 4P10-T5 – M038S6 P3 R035T D035H
FEC72KL3SUHD 4P10-T5 – M038S6 P3 R035T D035H
FEC72HL3WUHD 4P10-T5 – M038S6 P3 R035T D035H
FEC72KL3WUHD 4P10-T5 – M038S6 P3 R035T D035H
FEC92HL3SUHD 4P10-T5 – M038S6 P3 R035T D035H
FEC92KL3SUHD 4P10-T5 – M038S6 P3 R035T D035H
Front: P2 Front: D1H
FGB72EL3SUHD 4P10-T5 – M038S6W R035T
Rear: P3 Rear: D035H
00-3
HOW TO READ THIS MANUAL
This manual consists of the following parts:
• Specifications
• Structure and Operation
• Troubleshooting
• Circuits
• Electrical Equipment Installation Positions
• Inspection of Electrical Equipment
• On-vehicle Inspection and Adjustment
• Connector configuration chart
On-vehicle Inspection and Adjustment

• Procedures for inspection and adjustment of individual parts and assemblies as mounted on the vehicle are de-
scribed including specific items to check and adjust. Specified or otherwise, inspection should be performed for
looseness, play, backlash, crack, damage, etc.
Service procedures
• Procedures for servicing components and parts off the vehicle are described centering on key points in their re-
moval, installation, disassembly, reassembly, inspection, etc.
Inspection
• Check items subject to “acceptable/unacceptable” judgement on the basis of service standards are all given.
• Some routine visual checks and cleaning of some reused parts are not described but must always be included in
actual service work.
Caution
• This service manual contains important cautionary instructions and supplementary information under the following
four headings which identify the nature of the instructions and information:
DANGER Precautions that should be taken in handling potentially dangerous substances

such as battery fluid and coolant additives.
WARNING Precautionary instructions, which, if not observed, could result in serious injury or
death.
CAUTION Precautionary instructions, which, if not observed, could result in damage to or de-
struction of equipment or parts.
Suggestions or supplementary information for more efficient use of equipment or

NOTE better understanding.
Terms and Units

• Front and rear
The forward running direction of the vehicle is referred to as the front and the reverse running direction is referred
to as the rear.
• Left and right

Left hand side and right hand side, when facing the forward running direction of the vehicle, are respectively left
and right.
Standard value
• Standard value dimensions in designs indicating: the design dimensions of individual parts, the standard clear-
ance between two parts when assembled, and the standard value for an assembly part, as the case may be.
00-4
00
Limit
• When the value of a part exceeds this, it is no longer serviceable in respect of performance and strength and must
be replaced or repaired.
Tightening torque
• Values are directly specified for out-of-standard tightening torques for bolts and nuts.
• Where there is no specified figure for tightening torque, follow the table covering standard tightening torques.
(Values for standard tightening torques are based on thread size and material.)
• When the item is to be tightened in a wet state, “wet” is indicated. Where there is no indication, read it as dry.
Units
• Tightening torques and other parameters are given in SI* units with imperial unit and metric units added in brack-
ets { }.
*SI: Le Système International d’Unités
Example: 390 N·m {290 ft.lbs, 40 kgf·m}
Metric unit
Imperial unit
SI unit
Unit SI unit {imperial unit, metric unit} Conversion factor

Force N {lbs, kgf} 9.80665 N {2.2046 lbs, 1 kgf}
Moment of force N·m {ft.lbs, kgf·m} 9.80665 N·m {7.2329 ft.lbs, 1 kgf·m}
Positive pressure kPa {psi, kgf/cm2} 98.0665 kPa {14.22 psi, 1 kgf/cm2}
Pressure
Vacuum pressure kPa {in.Hg, mmHg} 0.133322 kPa {0.03937 in.Hg, 1 mmHg}
Volume J {BTU, kcal} 4186.05 J {3.96825BTU, 1 kcal}
Heat quantity W {BTU/h, kcal/h} 1.16279W {3.96825BTU/h, 1 kcal/h}
Example: 30 mm {1.18 in.}
Imperial unit
SI unit
Unit SI unit {imperial unit} Conversion factor

mm {in.} 1 mm {0.03937 in.}
Length m {ft.} 1 m {3.2808 ft.}
km {mile} 1 km {0.6214 mile}
kg {lb} 1 kg {2.2046 lb}
Mass
g {oz} 1 g {0.035274 oz}
Temperature
°C {°F} 1°C {(1°C × 1.8 + 32)°F}
(in degree Celsius)
km/h {mph} 1 km/h {0.6214 mph}
Velocity
m/s {ft/s} 1 m/s {3.281 ft/s}
L {qts}, L {gal} 1 L {1.05336 qts}, 1 L {0.2642 gal}
Volume
cm3 {cu.in.} 1 cm3 {0.061023 cu.in.}
Area m2 {in2}, m2 {ft2} 1 m2 {1.550 × 103 in2}, 1 m2 {1.076 × 10 ft2}
00-5
Illustrated Parts Breakdown and Service Procedures
Symbol Denotation Application Remarks
Specified values shown in table
Parts not tightened to standard torques
See Table of Standard Tightening Torques for
Tightening torque (standard torques specified where neces-
parts for which no tightening torques are speci-
sary for servicing)
fied.
Locating pin Parts to be positioned for installation
Non-reusable parts Parts not to be reused
Lubricant and/or Parts to be coated with lubricant or sealant Necessary lubricant and/or sealant, quantity re-
sealant for assembly or installation quired, etc. are specified in table.
Parts for which special tools are required for Tool name/shape and part number are shown in
Special tool
service operation table.
Parts associated with those removed/disas-
*a Associated part
sembled for servicing
00-6
00
00-7
How to Read Circuits (Electrical)
00-8
00
1.1 Index number: 100 to 999
• Index numbers are used as reference numbers for electrical circuits. Each electrical circuit has been assigned its
own index number.
1.2 Key number: A01 to Z99
• Key numbers indicate electrical equipment installation locations. The installation location of an electrical equip-
ment can be easily found using its key number shown in a circuit diagram.
All of the electrical equipment installation locations are listed in Gr54-10.
1.3 Part name
1.4 Connector type (type indication)
• A list of the connectors used is included in Gr54-14.
1.5 Connector terminal number
1.6 Major harness division

• Major harness divisions are shown.
1.7 Wiring variations between different specifications
• Variations in wiring/circuit between different vehicle specifications are clearly indicated as shown.
1.8 Circuit number, wire diameter, wire color
1.9 Code number: #001 to #999

• Code numbers are reference numbers to find individual electrical equipment inspection procedures. The inspec-
tion procedure for an electrical equipment can be found using its code number shown in a circuit diagram.
00-9
1.10Grounding point: [1] to [99]
• Locations where wires are grounded to the vehicle. All of the grounding points are listed in 130 .
1.11 Harness connection
• The arrow in the wiring diagram indicates where harnesses are connected, and NOT the flow of electricity.
Wire color
Wire color Base color + tracer
Black/ Black/ Black/ Black/
B Black BW BY BR Black/red BG BL
white yellow green blue
Brown/ Brown/ Brown/ Brown/ Brown/
Br Brown BrW BrB BrY BrR BrG
white black yellow red green
Green/ Green/ Green/ Green/ Green/ Green/
G Green GW GR GY GB GL GO
white red yellow black blue orange
Gr, GrL, Gray/ GrR, Gray/
Gray
Gy GyL blue GyR red
Blue/ Blue/ Blue/ Blue/ Blue/
L Blue LW LR Blue/red LY LB LO LG
white yellow black orange green
Light Light Light Light
Light
Lg LgR green/ LgY green/ LgB green/ LgW green/
green
red yellow black white
Orange/ Orange/ Orange/
O Orange OL OB OG
blue black green
Pink/ Pink/ Pink/ Pink/
P Pink PB PG PL PW
black green blue white
Pu Purple
Red/ Red/ Red/ Red/ Red/
R Red RW RB RY RG RL Red/blue RO
white black yellow green orange
Sb Sky blue
Violet/ Violet/ Violet/
V Violet VY VW VR Violet/red VG
yellow white green
White/ White/ White/ White/ White/
W White WR WB WL WG WO
red black blue green orange
Yellow/ Yellow/ Yellow/ Yellow/ Yellow/ Yellow/
YR YB YG YL YW YO
red black green blue white orange
Y Yellow
Yellow/ Yellow/
YP YV
pink violet
00-10
00
M E M O
00-11
CHASSIS NUMBER, ENGINE NUMBER, POWER TRAIN LABEL
• Chassis and engine numbers are assigned to each vehicle and engine respectively in the order of production.
These numbers are required at vehicle inspection for registration.
• Power train label located in the position illustrated indicates the

vehicle model, chassis number and information relevant to the
vehicle’s power train components.
00-12
VEHICLE IDENTIFICATION NUMBER 00
• The vehicle identification number is punch-marked on the plate,
which is attached in the position as illustrated.
The vehicle identification number consists of a 17-digit set of al-
phanumeric characters. Each digit represents the following
specifications.
J L 6 A R G 1 A C K
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12)
(1) Country J: Japan

(2), (3) Vehicle type L, 6: Incomplete vehicle
(4) Gross vehicle weight / Brake system
A: 10,001 to 14,000 lbs. / Hydraulic
B: 14,001 to 16,000 lbs. / Hydraulic
C: 16,001 to 19,500 lbs. / Hydraulic
(5) Line M: FEC52S
N: FEC72S
P: FEC72W
R: FEC92S
S: FGB72S
(6) Series (wheel base) D: 2.6 to 2.89 m (8.53 to 9.48 ft.)
E: 3.2 to 3.49 m (10.49 to 11.44 ft.)
G: 3.8 to 4.09 m (12.46 to 13.41 ft.)
H: 4.1 to 4.39 m (13.45 to 14.40 ft.)
K: 4.7 to 4.99 m (15.41 to 16.37 ft.)
(7) Cab/chassis type and make
1: Chassis cab for Mitsubishi Fuso
(8) Engine A: 2.998 L Diesel turbo charged and charge air cooled
(9) Check digit
(10) Model year A: 2012
(11) Plant K: Kawasaki
(12) Plant sequential number
00-13
DANGER
• This product contains or emits chemicals known to the State of California to cause cancer and birth de-
fects or other reproductive harm.
• Before performing service operations, inquire into the customer’s complaints and ascertain the condition by
checking the total distance traveled, the conditions under which the vehicle is operated, and other relevant factors
on the vehicle. And note the necessary information. This information will help you to service the vehicle efficiently.
• Check the location of the fault, and identify its cause. Based on
your findings, determine whether parts must be removed or dis-
assembled. Then, follow the service procedure given in this
manual.
• Perform service operations on a level surface. Before starting,

take the following preparatory steps:
• To prevent soiling and damage, place covers over the seats,
trim and floor in the cab and over the paintwork of the body.
• Prepare all the general and special tools necessary for the job.
WARNING
• Special tools must be used wherever specified in this man-
ual. Do not attempt to use other tools since they could
cause injuries and/or vehicle damage.
• After manually tilting the cab, be sure to engage the stopper with
the lock lever to secure the cab stay in a rigid state.
00-14
00
• Take extreme care when removing/installing heavy items such
as engine, transmission and axle. When lifting heavy items using
a cable etc., observe the following precautions.
• Identify the weight of the item being lifted. Use the cable that
is strong enough to support the weight.
• If lifting eyes are not provided on the item being lifted, tie a ca-
ble around the item taking into account the item’s center of
gravity.
• Do not allow anyone to pass or stay under a lifted item which

may possibly fall.
• Never work in shoes that have oily soles.

When working with a partner or in a group, use pre-arranged sig-
nals and pay constant attention to safety. Be careful not to touch
switches and levers unintentionally.
• Inspect for oil leakage etc. before washing the vehicle. If the or-
der is reversed, any oil leakage or fault that may exist could go
unnoticed during inspection.
00-15
• Prepare replacement parts ready for installation.
• Oil seals, packings, O-rings and other rubber parts, gaskets, and
split pins must be replaced with new ones after removal. Use
only genuine MITSUBISHI replacement parts.
• When disassembling parts, visually check them for wear, cracks,

damage, deformation, deterioration, rust, corrosion, defective ro-
tation, fatigue, clogging and any other possible defect.
• To facilitate correct reassembly of parts, make alignment marks

on them before disassembly and arrange disassembled parts
neatly. Make punch marks and other alignment marks where
they will not detract from parts’ functionality and appearance.
• After removing parts from the vehicle, cover the area to keep it
free of dust.
CAUTION
• Be careful not to mix up identical parts, similar parts and
parts that have left/right alignments.
• Keep new replacement parts and original (removed) parts
separately.
• Apply the specified oil or grease to U-seals, oil seals, dust seals
and bearings before reassembly.
• Always use the specified oils and greases when performing in-
spection or replacement. Immediately wipe away any excess oil
or grease with a rag.
00-16
00
• Wear safety goggles when using a grinder or welder. Wear
gloves when necessary, and watch out for sharp edges and oth-
er items that might wound your hands.
• Before working on the electrical system, disconnect the (–) bat-

tery cable to prevent short circuits.
CAUTION
• Make sure that the starter switch and lighting switches are
OFF before disconnecting or connecting battery cable.
(Semiconductor components may otherwise be damaged.)
• Be sure to place the starter switch into the LOCK or OFF po-
sition and wait for about 2 minutes before disconnecting
battery cables, harnesses or connectors. (This is because
the BlueTec® system is still in operation.)
• Disconnect the (–) battery cable, then insulate the (–) termi-
nal of the battery and (–) battery cable with insulating tape
or the like.
• If the (–) battery cable is not disconnected, battery voltage
will remain constantly applied to the B terminal, inviting
danger of electric shock.
CAUTION
• Make sure that the starter switch and lighting switches are OFF before disconnecting or connecting bat-
tery cable. (Semiconductor components may otherwise be damaged.)
• The BlueTec® system remains in operation for about 2 minutes after the starter switch is set to the LOCK
position. Before disconnecting battery cables, harnesses or connectors, be sure to wait for at least 2 min-
utes after turning the starter switch to the LOCK or OFF position.
• Connect the (+) and (–) battery cables correctly. If the polarity of the battery connections was reverse, the
power switch and SAM would be damaged, leading to a vehicle fire.
• Removal and installation of the battery cover

• Press the stopper A at the arrow to release the battery cover
from the stopper A.
• Draw the battery cover toward you to detach it from the stop-
pers B.
• To install the battery cover, follow the removal sequence in re-
verse. After installing, make sure that the battery cover is se-
curely attached.
00-17
• Removal and installation of battery
• Disconnect the battery cables at the battery terminals in the
following sequence.
• Disconnect the battery cable at the (–) terminal (1).
• Disconnect the battery cable at the (+) terminal (2).
• To connect battery cable, follow the disconnection sequence
in reverse. Press in the terminal of the battery cable all the
way to the bottom of the battery terminal post and tighten the
nut to secure the cable.
Tightening torque: 5 to 7 N·m {3.7 to 5.2 ft.lbs, 0.5 to 0.7
kgf·m}
• Remove the nuts holding the battery, then remove the battery
support.
• Remove the battery.
• To install the battery, follow the removal sequence in reverse. Af-
ter installing, make sure that the battery is securely held in place.
• Carefully handle sensors relays, and other items that are sensi-
tive to shock and heat. Do not remove or paint the cover of any
control unit.
• When separating connectors, grasp the connectors themselves

rather than the harnesses.
• To separate locking connectors, first push them in the direction
of the arrows. To reconnect locking connectors, push them to-
gether until they click.
00-18
00
• Before washing the vehicle, cover electrical parts to keep them
dry. (Use plastic sheets or equivalent.) Keep water away from
harness connectors and sensors and immediately wipe off any
water that gets on them.
• When applying a voltage to a part for inspection purposes,

check that the (+) and (–) cables are connected properly then
gradually increase the voltage from zero. Do not exceed the
specified voltage.
Remember that control units and sensors do not necessarily op-
erate on the battery voltage.
1. Handling Precautions for Electric Circuits

CAUTION
• Do not pierce wire insulation with test probes or alligator
clips when performing electrical inspections. Doing so can,
particularly with the chassis harness, hasten corrosion.
1.1 Inspection of harnesses

(1) Inspections with connectors fitted together
(1.1) Waterproof connectors
• Connect an inspection harness and connector A between the
connectors B of the circuit to be inspected. Perform the inspec-
tion by applying a test probe C to the connectors of the inspec-
tion harness. Do not insert the test probe C into the wire-entry
sides of the waterproof connectors since this would damage
their waterproof seals and lead to rust.
00-19
(1.2) Non-waterproof connectors
• Perform the inspection by inserting a test probe C into the wire-
entry sides of the connectors. An extra-narrow probe is required
for control unit connectors, which are smaller than other types of
connector. Do not force a regular-size probe into control unit
connectors since this would cause damage.
(2) Inspections with connectors separated

(2.1) Inspections on female terminals
• Perform the inspection by carefully inserting a test probe into the
terminals. Do not force the test probe into the terminals since
this could deform them and cause poor connections.
(2.2) Inspections on male terminals

• Perform the inspection by applying test probes directly to the
pins.
.
CAUTION
• Be careful not to short-circuit pins together with the test
probes. With control unit connectors, short-circuiting of
pins can cause damage to the control unit’s internal circuit-
ry.
• When using a multimeter to check continuity, do not allow the

test probes to touch the wrong terminals.
00-20
00
1.2 Inspection of connectors
(1) Visual inspection
• Check that the connectors are fitted together securely.
• Check whether wires have been separated from their terminals

due to pulling of the harness.
• Check that male and female terminals fit together tightly.
• Check for defective connections caused by loose terminals, by

rust on terminals, or by contamination of terminals by foreign
substances.
(2) Checking for loose terminals

• If connector terminal retainers become damaged, male and fe-
male terminals may not mate with each other when the connec-
tor bodies are fitted together. To check for such terminals, gently
pull each wire and see whether any terminals slip out of their
connector housings.
00-21
1.3 Inspections when a fuse blows
• Remove the fuse, then measure the resistance between ground
and the fuse’s load side.
Next, close the switch of each circuit connected to the fuse. If
the resistance measurement between any switch and ground is
zero, there is a short circuit between the switch and the load. If
the resistance measurement is not zero, the circuit is not cur-
rently short-circuited; the fuse probably blew due to a momen-
tary short circuit.
• The main causes of short circuits are as follows:

• Harnesses trapped between chassis parts
• Harness insulation damage due to friction or heat
• Moisture in connectors or circuitry
• Human error (accidental short-circuiting of components)
1.4 Inspection of chassis ground

• A special ground bolt is used to tighten a ground terminal. When
servicing the ground point, be sure to follow the procedures de-
scribed below:
• When reinstalling the ground bolt
Tighten the ground bolt to the specified torque.
• When relocating the ground point
A special ground bolt must be used. Spot-weld a nut to a
frame and tighten the ground bolt to the specified torque. Be
sure to apply touch-up paint to the welded point.
2. Service Precautions for Alternators

• When servicing alternators, observe the following precautions:
• Never reverse the polarity of battery connections.
If the polarity of the battery connections were to be reversed,
a large current would flow from the battery to the alternator,
damaging the diodes and regulator.
00-22
00
• Never disconnect the battery cables with the engine running.
Disconnection of the battery cables during engine operation
would cause a surge voltage, leading to deterioration of the di-
odes and regulator.
• Never perform inspections using a high-voltage multimeter.

The use of a high-voltage multimeter could damage the diodes
and regulator.
• Keep alternators dry.

Water on alternators can cause internal short circuits and dam-
age.
• Never operate an alternator with the B and L terminals short-cir-

cuited. Operation with the B and L terminals connected together
would damage the diode trio.
00-23
• Disconnect the battery cables before quick-charging the battery
with a quick charger.
Unless the battery cables are disconnected, quick-charging can
damage the diodes and regulator.
3. Intermittent Faults
• An intermittent fault typically occurs only under certain operating
conditions. Once these conditions have been identified, the
cause of the intermittent fault can be ascertained easily. First,
ask the customer about the vehicle operating conditions and
weather conditions under which the fault occurs. Also ask about
the frequency with which the fault occurs and about the fault
symptoms. Then, reproduce the fault based on this information.
In accordance with the conditions under which the fault occurs,
determine whether the fault is caused by vibration, heat or other
factors. if vibration is a possible factor, see if the fault can be re-
produced by performing the following checks on individual con-
nectors and other parts:
• Gently move connectors up and down and to left and right.
• Gently move wiring harnesses up and down and to left and
right.
• Gently wiggle sensors and other devices by hand.
• Gently wiggle wiring harnesses on suspension systems and
other moving parts.
• Connectors and other parts to be checked are those included or

given as likely fault locations in inspection procedures corre-
sponding to diagnosis codes and/or fault symptoms.
00-24
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4. Precautions for Arc Welding
• When arc welding is performed, current from the welder flows to ground via the vehicle’s metal parts. Unless ap-
propriate steps are taken, this current can damage control units, other electrical devices and wiring harnesses.
And any electrical device near the point on the vehicle to which the (–) cable of the welder is connected, might be
largely damaged.
• Current flows backward as shown below.

4.1 From battery (–) cable
To prevent damage to the battery and to electrical devices that are
connected directly to the battery, it is essential to disconnect the
battery’s (–) cable.
4.2 Procedure
• Turn the starter switch to the LOCK position.
• Disconnect the battery’s (–) cable.
• Cover all parts of the vehicle that may be damaged by welding
sparks.
• Connect the welder’s (–) cable to the vehicle as close as possi-
ble to the area being welded. Do not connect the welder’s (–) ca-
ble to the cab if the frame is being welded, and vice versa.
• Set the welding current in accordance with the part being weld-
ed.
00-25
5. Cautions When Handling DEF
• DEF is a colorless, transparent, odorless and harmless water solution (urea 32.5%, water 67.5%; freezing tem-
perature –11°C), so no problem will occur if you get it on your skin. However, some persons with delicate skin may
in very rare cases get a rash, so carry out the following procedure.
• If DEF gets into your eyes, immediately wash your eyes with a large amount of water, then see a physician to
receive treatment.
• If DEF gets on your skin, wash it off with water. If there is any change in your skin or it is painful, promptly see a
physician to receive treatment.
• Be sure to use DEF that conforms to ISO 22241 (International Organization for Standardization).
• Do not dilute the DEF nor mix the DEF with another reagent. This may cause a malfunction of the selective cata-
lytic reduction system.
• When starting the engine, make sure that there is sufficient amount of DEF in the urea tank.
If the urea tank is empty, the engine restart will be restricted by the engine restart inhibit control of the urea selec-
tive catalytic reduction system.
DEF: Diesel exhaust fluid

ISO: International organization for standardization
6. Precautions When Repainting

• When repainting, cover the following electronic control components with a masking material. If paint get on these
components, functional reliability could be deteriorated as a result of the poor connection of connectors, internal
circuit failure caused by heat build-up due to poor heat dissipation, erroneous sensor values due to clogged venti-
lation holes.
• Engine electronic control unit, DUONICTM electronic control unit, and other electronic control units
• Sensors
7. Precautions When Handling a Vehicle with DUONICTM System

7.1 Test driving
• When rotating only the rear wheels for a certain period of time with the front wheels held using a chassis dyna-
mometer, etc., set the DUONICTM drive mode to the manual mode (manual shift mode in the hold range).
At this time, the anti-lock brake system warning and DUONICTM warning are displayed and the DUONICTM elec-
tronic control unit will shift gears normally due to failure mode control, but there is no problem in test driving in the
manual mode.
NOTE
• Test driving cannot be performed in the drive range because normal shifting is not possible due to failure
mode control.
• Even if the test driving is normally completed, be sure to erase the diagnosis codes for the anti-lock brake system
and DUONICTM system. This is because the diagnosis codes generated at the time of failure remains recognized
by the electronic control unit as past diagnosis codes.
7.2 How to release shift lock

• If normal shifting is not possible because the electrical system is not properly connected or the battery has run
out, operate the shift lock release lever to make gear shifting possible as follows.
00-26
00
Operating procedure
• Remove the lower center panel. (See Gr52.)
• Push the shift lock release lever of the shift lever unit approxi-
mately 2 mm (0.079 in.) forward in the illustrated direction to un-
lock the shift lever, then perform gear shifting.
7.3 Towing
• Before towing the vehicle, be sure to remove the propeller shaft to prevent possible damage to the DUONICTM
system.
8. Precautions on Cleaning When Servicing the Engine and Transmission

When servicing the engine or transmission (DUONICTM), care needs to taken with the following to prevent failures
caused by dust and foreign objects.
Works that require care to prevent the entry of dust and foreign objects are marked with and indicated as “Work
that requires dust protection”.
8.1 Work area

• The working place needs to be well organized and kept clean.
• Do not work outdoors. Take dust prevention measures when working indoors. Do not place parts directly on the
floor. Put covers on parts to protect them from dust. Keep the over head doors closed unless necessary such as
when a vehicle comes in or goes out.
• When servicing components related to the hydraulic circuit of the transmission (DUONICTM), it is recommended
that the work be done in an enclosed environment with a cleanliness level equivalent to that of meeting rooms.
If these environmental requirements cannot be satisfied, establish a special procedure to protect the work area for
servicing these components from dust. (See Gr22.)
8.2 Clothing and protective wear

• Wear clean working clothes. Do not wear shoes smudged with oil or dirt when working.
• If oil gets on your clothes, immediately wipe it off.
• When a working glove or protective wear becomes dirty or ragged, immediately change it.
• Use of an apron is recommended. (For vehicles with DUONICTM system.)
• Do not use cotton work gloves. Use rubber or plastic gloves that cover the lower part of your arms. (For vehicles
with DUONICTM system.)
00-27
8.3 Tools
• Common tools, special tools and workbenches used for servicing should be cleaned with a cleaner and rags in
advance.
• Whenever a tool or workbench gets damaged or dirty during servicing, immediately clean or replace it.
• Do not use air tools on components related to the hydraulic circuit of the transmission (DUONICTM). (See Gr22.)
8.4 Washing and drying

• Thoroughly wash the outside of the engine before removing sub-assemblies from the engine.
• After that, remove and disassemble sub-assemblies, then wash each part. The detailed instructions on washing
and drying are given in the sections describing washing and inspection procedures and precautions in the engine
service manual. Carefully read these instructions to ensure the correct procedures are followed.
• Thoroughly wash the clutch housing before servicing components related to the hydraulic circuit of the transmis-
sion (DUONICTM).
• Use the specified cleaner when washing.
• After washing, dry with compressed air to make sure that foreign objects (such as broken bristles of a cleaning
brush) do not remain on parts.
8.5 Rust prevention and removal of rust-preventive agent (for engine)

• If parts are not used immediately after washing, apply the specified rust-preventive agent (such as engine oil).
• Remove rust-preventive agent when installing a part on the engine.
• When installing a new part to which rust-preventive agent has been applied (such as a crankcase), thoroughly
wash it to remove rust and rust-preventive agent. Pay special attention to the fuel and oil lines in particular. Follow
the procedure given in the engine service manual for the removal of rust-preventive agent.
8.6 New parts (MITSUBISHI genuine parts)

• Have new parts ready in advance.
• To prevent dust from attaching a new part, unpack immediately before the replacement work.
• Oil seals, packings, O-rings and other rubber parts, gaskets and split pins need to be replaced with new parts after
each disassembly. Use MITSUBISHI FUSO genuine parts for replacement.
• Since cleanliness assurance requirements are specified to each part and quality is assured for the delivered parts,
handle new parts with care so as not to allow the entry of foreign objects.
8.7 Reused parts

8.7.1 Precautions on removal
• Parts removed from engines as well as places where the parts have been removed (intake, exhaust, fuel, lubrica-
tion, coolant and other systems) need to be covered with clean paper, rag, plastic sheet, etc. secured with a clean
plastic tape if necessary, to prevent the entry of dust.
• Be sure to handle the transmission (DUONICTM) properly by carefully reading the instructions given in the chassis
service manual.
• Since it is not possible to visually check for dust that has entered pipes in particular, cover both ends of a pipe im-
mediately after washing it.
8.7.2 Handling reused parts

• Put removed parts in order for each engine to allow efficient inspection and installation.
• Parts with machined surfaces should not be put directly on the floor. Put these parts on an appropriate wood sur-
face so that the machined surfaces are not damaged.
• Also, other sub-assemblies removed should not be put directly on the floor. Put the sub-assemblies on a clean
surface.
• Be sure to handle the transmission (DUONICTM) properly by carefully reading the instructions given in the chassis
service manual.
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00
8.8 Installation
• Install parts by following the instructions given in the engine and chassis service manuals.
• To prevent the entry of dust and foreign objects during installation, thoroughly check that the parts to be installed
are clean and free of foreign objects before installation.
• Blow air into reused parts (piping in the intake and injection systems, etc.) again before installation.
8.9 Fuel
• Use the specified fuel. Use only clean fuel. Do not use contaminated fuel.
• Be sure to observe the following if fuel is stored on the service site.
• Cover the filler cap of the storage tank to prevent water contamination.
• Keep the tank clean. In particular, the filler cap and area around the filler port should be kept clean.
• Position the tank so that it is slightly inclined toward the bottom drain. This facilitates discharging of accumulat-
ed water and deposits. Drain off water at least once a month.
• Keep the tank as full as possible to minimize condensation.
• After filling the fuel storage tank, wait for a few hours before filling the equipment’s tank. This allows contamina-
tion to deposit.
8.10Oils
• Use MITSUBISHI genuine products for the engine oil, transmission gear oil and automatic transmission fluid. Use
only clean oils. Do not use contaminated oils.
• It is not recommended to reuse drained oil or automatic transmission fluid. If it is judged that drained oil or auto-
matic transmission fluid can be reused because it is within the replacement interval and is not excessively con-
taminated, be sure to observe the following.
• Store the drained oil or automatic transmission fluid in a clean, dedicated container. Do not use containers that
were used to store fuel or water.
• Make sure that the container is appropriately stored so as to prevent the entry of dust and foreign objects.
8.11 Coolant
• Use MITSUBISHI genuine products for the coolant. Use only clean coolant. Do not use contaminated coolant.
• It is not recommended to reuse drained coolant. If it is judged that coolant can be reused because it is within the
replacement interval and is not excessively contaminated, be sure to observe the following.
• Store the drained coolant in a clean, dedicated container. Do not use containers that were used to store fuel or
oil.
• Make sure that the container is appropriately stored so as to prevent the entry of dust and foreign objects.
8.12 Miscellaneous
• Thoroughly wash the vehicle before servicing. Do not service a dust covered vehicle.
• The garage air must be clean.
• Blow air onto white paper to check for the presence of water and/or oil in the air flow.
• If a problem is found, immediately check the compressor.
00-29
JACKING UP THE VEHICLE
<Front of Vehicle>
Jacking up procedure
1 Place chocks against the rear wheels.
2 Jack up the front of the vehicle with a bottle jack or garage jack.
3 If you use a bottle jack, set it at the jack-up point shown in the figure. If you use a garage jack, set it at the
center of the front axle.
4 Support the front of the vehicle frame on jack stands.
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00
WARNING
• Chock the wheels firmly to prevent the vehicle from rolling away.
• Do not attempt to remove the chocks until the operation is completed.
• It is extremely dangerous to support the vehicle with only bottle jack or garage jack. Be sure to addition-
ally support the front of the vehicle frame on jack stands.
• Never attempt to remove the bottle jack, garage jack, or jack stands until the operation is completed.
00-31
JACKING UP THE VEHICLE
<Rear of Vehicle>
Jacking up procedure
1 Place chocks against the rear wheels.
2 Jack up the rear of the vehicle using a bottle jack or garage jack as illustrated above.
3 Support the vehicle frame on jack stands on both sides.
WARNING
• Chock the wheels firmly to prevent the vehicle from rolling away.
• Do not attempt to remove the chocks until the operation is completed.
• It is extremely dangerous to support the vehicle with only bottle jack or garage jack. Be sure to addition-
ally support the vehicle frame on jack stands on both sides.
• Never attempt to remove the bottle jack, garage jack, or jack stands until the operation is completed.
00-32
00
M E M O
00-33
DIAGNOSIS CODES
1. Diagnosis Codes
• The diagnosis system consists of electronic control unit functions to detect failures of electrical components, com-
municate with diagnosis tools, and update various data.
• When an electronic control unit detects a failure, it stores the failure information as a diagnosis code (that de-
scribes a failure of the vehicle) and alerts the user by displaying a warning.
• By reading diagnosis codes and checking for problems accordingly (troubleshooting), failures in electronically
controlled systems can be efficiently identified and remedied.
• Diagnosis codes (fault codes) can be displayed in the following two methods:
• Using the FUSO Diagnostics. (See later section.)
• Using the multi-information display in the meter cluster. (See later section.)
1.1 Reference Gr list for diagnosis codes

Warning System Reference Gr
Common rail
13E
BlueTec® system
DUONICTM 22E
Anti-lock brake system 35E
Immobilizer 54
Meter cluster 54
Sensor and actuator module 54
– Fully automatic air conditioner 55E
1.2 Types of diagnosis codes

• There are two types of diagnosis codes: current codes and past codes
1.2.1 Current diagnosis code

• The current failures in the vehicle can be checked by reading the current diagnosis codes.
• When a current diagnosis code is generated, the warning (or indicator) from the failed system is displayed and its
electronic control unit initiates failure mode control such as stopping control or exercising backup control.
1.2.2 Past diagnosis code

• The past failures in the vehicle can be checked by reading the past diagnosis codes.
• When the indication changes from the current diagnosis codes to the past diagnosis codes, the warning (or indi-
cator) showing a failure goes off and the electronic control unit recovers from failure mode control to normal con-
trol. (The recovery timing varies depending on the diagnosis code.)
• If the failure has not been resolved, the electronic control unit will detect it again and generate a current diagnosis
code.
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00
1.3 Follow the flowchart below to inspect the system.
Collect information
• Obtain information on the failure of the vehicle and the driving
conditions where the failure occurred.
Check diagnosis codes

• Read diagnosis codes on the diagnosis tool or meter.
If code(s) exists If code(s) does not exist
Check if diagnosis codes are generated • Refer to the check list for individual symptoms
(available for certain systems only)
• Identify the failure by troubleshooting the related
mechanical components, checking electrical com-
ponents and harnesses and using diagnosis tools
or multimeter. Repair or replace the faulty compo-
nent.
Current codes generated Past codes generated
Perform inspection for each diagnosis code. • Perform inspection for the past codes.
• Deal with intermittent failures.
Is the failure identified?
YES NO
Repair or replace the faulty component. • Deal with intermittent failures.
Erase the diagnosis codes. (See later section.)
Inspection is complete if no code or failure occurs.
1.4 Precautions on troubleshooting

• Check the charging state and specific gravity of the battery before measuring voltage. If inspection is performed
with insufficient charging or specific gravity, accurate measurements may not be displayed.
• Be sure to place the starter switch to the LOCK or OFF position and wait for about 5 minutes before removing bat-
tery cables, harnesses or connectors. (This is because the BlueTec® system is still in operation.)
• When installing battery cables, harnesses or connectors, place the starter switch and lighting switch to the LOCK
or OFF position. Otherwise, electrical components could be damaged.
• When measuring with a multimeter, carefully handle the test bars so that the bars do not short-circuit between
connector pins or with the body. Otherwise, electronic control units’ internal circuits and electrical components
could be damaged.
• Since resistance values are affected by temperature, refer to the descriptions on temperature in this manual as a
guideline for pass/fail judgment. If temperature is not specified, normal temperature (10 to 35°C {50 to 95°F}) is
assumed.
00-35
DIAGNOSIS CODES
1.5 Inspecting the input and output signals at the electronic control unit connector
• This inspection is to confirm that signals from electronic control units and electrical components are correctly
transmitted to the harnesses and connectors on the vehicle side.
• This inspection includes the following checks:
• Measure the input voltage of switches and sensors and the
output voltage of relays to check for open circuit and short cir-
cuit to battery or ground by inserting the test bars from the
back side of the connector with the harness (on the electronic
control unit connector) on the vehicle side connected.
• Measure the resistance of temperature sensors, rotation sen-
sors and solenoids to check for open circuit by disconnecting
the electronic control unit connector and inserting the test
bars into the harness on the vehicle side.
• Check the operation of magnetic valves for open circuit and
valve failure by disconnecting the electronic control unit con-
nector and applying a voltage from the harness on the vehicle
side.
• Some electronic unit connectors are equipped with water- or
dust-proofing treatment and do not allow test probes to be in-
serted from the back side of the connectors.
1.6 Inspecting the electrical components

• This inspection is to check that electrical components are operating normally.
• This inspection includes the following checks:
• Check if electrical components actually operate.
• Check the internal circuits of electrical components for open
and short circuit.
• Check the characteristics of the output signals from electrical
components.
• Operation or signal characteristics checking is not easy on some
electrical components, for which only electrical checking for
open and short circuit is performed. As a result, there may be
cases where a mechanical failure exists in these components
even if they are electrically normal. Therefore, it is necessary to
make a pass/fail judgment on these electrical components by
checking the overall system operation and the related compo-
nents such as harnesses and connectors.
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00
1.7 Inspecting the harnesses
• This inspection is to check for faulty sections of harnesses and connectors.
1.7.1 Open circuit

• An open circuit means a harness is broken.
[Inspection example 1]
• Measure the resistance between components to confirm that
that there is continuity. Gently shake the harness up and down
while measuring.
• If the connectors to be measured are far apart from each other,
chassis ground may be used.
Standard value: Less than 5 Ω
• If the measurement is out of the standard value, there is an open
circuit in the harness or a poor connection of pins in the connec-
tor.
• Measure voltage from the back side of each connector. Gently
shake the harness up and down while measuring.
• If there is a voltage drop, there is an open circuit in the harness
in that section or a poor connection of pins in the connector.
• Connect a wire or equivalent to the component side and mea-
sure the resistance between adjacent harnesses. Gently shake
the harnesses up and down while measuring.
• If the measurement is out of the standard value shown above,
there is an open circuit in the harnesses or a poor connection of
pins in the connector.
1.7.2 Short circuit

• A short circuit means a harness is in contact with another har-
ness. A large current may occur if the power supply harness di-
rectly touches a grounding harness without going through a
load.
• A short circuit to power refers to a short circuit to the power sup-
ply line carrying the same voltage as the battery voltage. A short
circuit to ground refers to a short circuit to a grounding line.
[Inspection example]
• Check the following to confirm that there is no continuity. Gently
shake the harness up and down while measuring.
• Measure the resistance between the pins to be inspected.
• Measure the resistance between the pin to be inspected and
a power line. (short circuit to power)
• Measure the resistance between the pin to be inspected and
a grounding line or chassis ground. (short circuit to ground)
Standard value: More than 1 MΩ
• If the measurement is out of the standard value, there is a short
circuit in the harness or in the connector.
00-37
DIAGNOSIS CODES
1.8 Intermittent faults
• An intermittent fault typically occurs only under certain operating
conditions. Once these conditions have been identified, the
cause of the intermittent fault can be ascertained easily. First,
ask the customer about the vehicle operating conditions and
weather conditions under which the fault occurs. Also ask about
the frequency with which the fault occurs and about the fault
symptoms. Then, reproduce the fault based on this information.
In accordance with the conditions under which the fault occurs,
determine whether the fault is caused by vibration, heat or other
factors. if vibration is a possible factor, see if the fault can be re-
produced by performing the following checks on individual con-
nectors and other parts:
• Gently move connectors up and down and to left and right.
• Gently move wiring harnesses up and down and to left and
right.
• Gently wiggle sensors and other devices by hand.
• Gently wiggle wiring harnesses on suspension systems and
other moving parts.
• Connectors and other parts to be checked are those included or

given as likely fault locations in inspection procedures corre-
sponding to diagnosis codes and/or fault symptoms.
00-38
00
1.9 Diagnosis tool functions and available tests
1.9.1 Basic functions
• The basic functions of the diagnosis tools include the readout of diagnosis codes and control information from
electronic control units. Efficient troubleshooting can be made by using these functions. A writing function is also
provided to allow registering or changing information on electronic control units.
• If you perform a short test with the FUSO Diagnostics, the systems on the vehicle that support the FUSO Diag-
nostics are automatically determined and a list of the current diagnosis codes (fault codes) is displayed.
• Failures can be efficiently identified and removed by reading diagnosis codes and taking actions (troubleshooting)
accordingly.
(1) Reading diagnosis codes

• By reading diagnosis codes, failures in the vehicle can be efficiently identified and remedied.
(2) Reading service data (measured values)

• Service data shows the values and information used for control by an electronic control unit, allowing you to check
if the switches, sensors, harnesses or connectors that provide the information are operating normally.
• The following types of service data are available (which varies

depending on the electronic control unit):
• Input or calculated values from switches, sensors and other
electronic control units
• Output values to relays and actuators
• Vehicle specifications stored in the electronic control unit
• If backup values are displayed as service data, the electrical
component or harness associated with the service data is faulty.
• Since some systems store related service data when a diagno-
sis code is generated as freeze frame data, there may be cases
where the cause of a failure can be presumed without reproduc-
ing the failure.
(3) Performing the actuator test (control)

• By performing an actuator test, functions of an electrical component or electronic control unit can be easily acti-
vated to check if the component or unit is faulty or not. Since operation checks can be performed without driving
the vehicle, greater efficiency and safety of troubleshooting are assured.
• The following types of actuator tests are available (which varies

depending on the electronic control unit):
• Make an electrical component operate to determine and
check failures.
• Input pseudo signals to an electronic control unit (e.g. a signal
that tells the unit that a switch is set to ON regardless of the
actual position of the switch).
• In actuator tests, service data may be displayed as “Operating”
even if the electrical component is not operating normally.
Therefore, also check for operation sound, etc. to make sure.
• When an electronic control unit is exercising failure mode con-
trol, the unit may not activate the actuator even if an actuator
test is performed (depending on the electronic control unit and
failure conditions).
00-39
DIAGNOSIS CODES
(4) Registering, changing and resetting the specifications and parameters of electronic control units and
coding such as calibration
• It is possible to check the specifications and parameters stored in electronic control units, register, change, or re-
set the parameters or data upon replacement of related components, and update learned values.
2. Reading and Erasing the Diagnosis Code

2.1 Using the FUSO Diagnostics
Special tools
Mark Tool name and shape Part No. Application
FDS-R10-6 or
higher
Data transmission between FUSO
PC (FUSO
connect and PC
Diagnostics
version)
Data transmission between electronic

FUSO Connect MH064036
control unit and PC
Power supply to FUSO connect and

FUSO Diagnostics test
MH062998 communication with electronic control
harness
unit
(1) Connecting the FUSO Diagnostics

• Turn the starter switch to the LOCK position.
• Connect , , and LAN cable (cross cable; category
5 or higher).
• Connect the diagnostic connector to the connector.
00-40
00
• Even if the FUSO Diagnostics is not available, you can display or erase diagnosis codes by using the multi-infor-
mation display on the meter cluster as follows.
(1.1) Preparations for system inspec-
tion
• Stop the vehicle.
• Turn the starter switch ON.
• Press the SELECT, MODE and SET/
RES switches simultaneously.
• The multi-information display in the
meter cluster enters the diagnosis
mode.
(1.2) System (electronic control unit) selection mode

• Press the SELECT switch to select the system (electronic con-
trol unit) to be checked.
• Press the SET/RES switch to enter the function selection mode.
00-41
DIAGNOSIS CODES
(1.3) Function selection mode
• Press the SELECT switch to select the desired mode.
• Press the SET/RES switch to enter one of the following modes:
• Current diagnosis code display mode
• Past diagnosis code display mode
• Diagnosis code erase mode
• When the MODE switch is pressed, the system (electronic con-
trol unit) selection mode will be entered.
(1.4) Current and past diagnosis code display modes

• Generated diagnosis codes are displayed. When two or more di-
agnosis codes have been generated, they are displayed in turns
at 3-second intervals. If there is no diagnosis code, “NO DTC” is
displayed.
• If “ERROR” or “CANNOT RECEIVE” is displayed during commu-
nication, perform the operation again.
• When the MODE switch is pressed, the function selection mode
will be entered.
NOTE
• For the engine electronic control unit, check the diagnosis
code shown in the “RQ CONFIRMED” screen.
• For the engine electronic control unit, “RQ ACTIVE” is not a
diagnosis code indicating a failure.
00-42
00
(1.5) Diagnosis code erase mode
• If the SET/RES switch is pressed in the “ERASE YES” screen,
all diagnosis codes stored in the selected electronic control unit
will be erased and “ERASE COMPLETE” will be displayed.
• If “CANNOT ERASE” or “ERROR” screen is displayed, connect
the FUSO Diagnostics to check each system and take neces-
sary actions.
• When the MODE switch is pressed, the function selection mode
will be entered.
• When the SET/RES switch is pressed in the “ERASE NO”
screen, the function selection mode will be entered.
00-43
TABLE OF STANDARD TIGHTENING TORQUES
• Use specified bolts and nuts, tightening them to the torques specified in this section unless otherwise stated.
• Threaded portions and bearing surfaces should be dry.
• Where the property class differs between the nut and bolt (or stud bolt), use the tightening torque specified in the
table for the bolt.
Hexagon Headed Bolt, Stud Bolt (Unit: N·m {ft.lbs, kgf·m})

Strength 4T 7T 8T
Identification
symbol
Nominal
diameter (Stud) (Stud) (Stud)
2 to 3 4 to 6 5 to 7
M5 {1.5 to 2.2, 0.2 to 0.3} – {3.0 to 4.4, 0.4 to 0.6} – {3.7 to 5.2, 0.5 to 0.7} –
4 to 6 7 to 10 8 to 12
M6 {3.0 to 4.4, 0.4 to 0.6} – {5.2 to 7.4, 0.7 to 1.0} – {5.9 to 8.9, 0.8 to 1.2} –
9 to 13 16 to 24 19 to 28
M8 {6.6 to 9.6, 0.9 to 1.3} – {12 to 18, 1.7 to 2.5} – {14 to 21, 2.0 to 2.9} –
18 to 27 17 to 25 34 to 50 32 to 48 45 to 60 37 to 55
M10 {13 to 20, 1.8 to 2.7} {13 to 18, 1.8 to 2.6} {25 to 37, 3.5 to 5.1} {24 to 35, 3.3 to 4.9} {33 to 44, 4.5 to 6.0} {27 to 41, 3.8 to 5.7}
34 to 50 31 to 45 70 to 90 65 to 85 80 to 105 75 to 95
M12 {25 to 37, 3.4 to 5.1} {23 to 33, 3.1 to 4.6} {52 to 66, 7.0 to 9.5} {48 to 63, 6.5 to 8.5} {59 to 77, 8.5 to 11} {55 to 70, 7.5 to 10}
60 to 80 55 to 75 110 to 150 100 to 140 130 to 170 120 to 160
M14 {44 to 59, 6.0 to 8.0} {41 to 55, 5.5 to 7.5} {81 to 110, 11 to 15} {74 to 105, 11 to 14} {96 to 125, 13 to 17} {89 to 120, 12 to 16}
90 to 120 90 to 110 170 to 220 160 to 210 200 to 260 190 to 240
M16 {66 to 89, 9 to 12} {66 to 81, 9 to 11} {125 to 160, 17 to 23} {120 to 155, 16 to 21} {145 to 190, 20 to 27} {140 to 175, 19 to 25}
130 to 170 120 to 150 250 to 330 220 to 290 290 to 380 250 to 340
180 to 240 170 to 220 340 to 460 310 to 410 400 to 530 360 to 480
250 to 330 230 to 300 460 to 620 420 to 560 540 to 720 490 to 650
320 to 430 290 to 380 600 to 810 540 to 720 700 to 940 620 to 830
Hexagon Headed Flange Bolt (Unit: N·m {ft.lbs, kgf·m})

Strength 4T 7T 8T
Identification
symbol
Nominal
diameter
4 to 6 8 to 12 10 to 14
M6 {3.0 to 4.4, 0.4 to 0.6} – {5.9 to 8.9, 0.8 to 1.2} – {7.4 to 10, 1.0 to 1.4} –
10 to 15 19 to 28 22 to 33
M8 {7.4 to 11, 1.0 to 1.5} – {14 to 21, 2.0 to 2.9} – {16 to 24, 2.3 to 3.3} –
21 to 31 20 to 29 45 to 55 37 to 54 50 to 65 50 to 60
M10 {15 to 23, 2.1 to 3.1} {15 to 21, 2.0 to 3.0} {33 to 41, 4.5 to 5.5} {27 to 40, 3.8 to 5.6} {37 to 48, 5.0 to 6.5} {37 to 44, 5.0 to 6.5}
38 to 56 35 to 51 80 to 105 70 to 95 90 to 120 85 to 110
M12 {28 to 41, 3.8 to 5.5} {26 to 38, 3.5 to 5.2} {59 to 77, 8.0 to 10.5} {52 to 95, 7.5 to 9.5} {66 to 89, 9 to 12} {63 to 81, 8.5 to 11}
00-44
00
Hexagon Nuts (Unit: N·m {ft.lbs, kgf·m})
Strength 4T 6T
Identification
symbol
Nominal Standard screw Coarse screw

Standard screw thread Coarse screw thread
diameter thread thread
2 to 3 4 to 6
M5 {1.5 to 2.2, 0.2 to 0.3}
–
{3.0 to 4.4, 0.4 to 0.6}
–
4 to 6 7 to 10
M6 {3.0 to 4.4, 0.4 to 0.6}
–
{5.2 to 7.4, 0.7 to 1.0}
–
9 to 13 16 to 24
M8 {6.6 to 9.6, 0.9 to 1.3}
–
{12 to 18, 1.7 to 2.5}
–
18 to 27 17 to 25 34 to 50 32 to 48
M10 {13 to 20, 1.8 to 2.7} {13 to 18, 1.8 to 2.6} {25 to 37, 3.5 to 5.1} {24 to 35, 3.3 to 4.9}
34 to 50 31 to 45 70 to 90 65 to 85
M12 {25 to 37, 3.4 to 5.1} {23 to 33, 3.1 to 4.6} {52 to 66, 7.0 to 9.5} {48 to 63, 6.5 to 8.5}
60 to 80 55 to 75 110 to 150 100 to 140
M14 {44 to 59, 6.0 to 8.0} {41 to 55, 5.5 to 7.5} {81 to 110, 11 to 15} {74 to 105, 11 to 14}
90 to 120 90 to 110 170 to 220 160 to 210
M16 {66 to 89, 9 to 12} {66 to 81, 9 to 11} {125 to 160, 17 to 23} {120 to 155, 16 to 21}
130 to 170 120 to 150 250 to 330 220 to 290
180 to 240 170 to 220 340 to 460 310 to 410
250 to 330 230 to 300 460 to 620 420 to 560
320 to 430 290 to 380 600 to 810 540 to 720
Hexagon Flange Nuts (Unit: N·m {ft.lbs, kgf·m})

Strength 4T
Identification
symbol
Nominal Standard screw Coarse screw

diameter thread thread
4 to 6
M6 {3.0 to 4.4, 0.4 to 0.6} –
10 to 15
M8 {7.4 to 11, 1.0 to 1.5} –
21 to 31 20 to 29
M10 {15 to 23, 2.1 to 3.1} {15 to 21, 2.0 to 3.0}
38 to 56 35 to 51
M12 {28 to 41, 3.8 to 5.6} {26 to 38, 3.5 to 5.2}
00-45
TABLE OF STANDARD TIGHTENING TORQUES
Tightening Torque for General-Purpose Flare Nut (Unit: N·m {ft.lbs, kgf·m})
φ4.76 mm φ6.35 mm φ8 mm φ10 mm φ12 mm φ15 mm
Pipe diameter
{0.19 in.} {0.25 in.} {0.31 in.} {0.39 in.} {0.47 in.} {0.59 in.}
Tightening torque 17 {13, 1.7} 25 {18, 2.6} 39 {29, 4.0} 59 {44, 6.0} 88 {65, 9.0} 98 {72, 10}
Tightening Torque for General-Purpose Air Piping Nylon Tube (DIN Type)
(Unit: N·m {ft.lbs, kgf·m})
Nominal diameter 6 × 1 mm 10 × 1.25 mm 12 × 1.5 mm 15 × 1.5 mm
× wall thickness {0.24 × 0.039 in.} {0.39 × 0.049 in.} {0.47 × 0.059 in.} {0.59 × 0.059 in.}
+6 +4.4 +0.6 +10 +7.4 +1.0 +10 +7.4 +1.0 +5 +3.7 +0.5
Tightening torque 20 0 {15 0 2.0 0 } 34 0 {25 0 3.5 0 } 49 0 {36 0 5.0 0 } 54 0 {40 0 5.5 0 }
Tightening Torque for General-Purpose Air Piping Nylon Tube (SAE Type)
(Unit: N·m {ft.lbs, kgf·m})
Nominal diameter 1/4 in. 3/8 in. 1/2 in. 5/8 in.
+4 +3.0 +0.4 +5 +3.7 +0.5 +5 +3.7 +0.5 +5 +3.7 +0.5
Tightening torque 13 0 {9.6 0 1.3 0 } 29 0 {21 0 3.0 0 } 49 0 {36 0 5.0 0 } 64 0 {47 0 6.5 0 }
00-46
Group 01
Maintenance Schedule
Pub.No.00ELT0001-01
INDEX
HOW TO READ THE MAINTENANCE SCHEDULE TABLES ........... 01-2
MAINTENANCE SCHEDULE TABLES .............................................. 01-4
MAINTENANCE OPERATIONS ......................................................... 01-8
LUBRICATION TABLES ................................................................... 01-10
LUBRICATION .................................................................................. 01-12
01-1
HOW TO READ THE MAINTENANCE SCHEDULE TABLES
Example Table:
× ×
(1) This column contains the maintenance and inspection items.

(2) The periods between inspection and service are based on the assumption that the vehicle will be driven approx-
imately 60,000 kilometers (36,000 miles) per year.
Inspections which must be made are indicated by an “×” or by the appropriate period between servicing.
(3) This column provides a simplified explanation of the operational procedures involved for each inspection or
maintenance item.
(4) The Gr. No. refers to the “group number” in this Service Manual. For visual checks and simple inspections, see
the sections labelled “Working Procedures”.
01-2
01
M E M O
01-3
MAINTENANCE SCHEDULE TABLES
: Exhaust emission items.
: Noise control items.
Time of inspection and maintenance
Inspection interval
Pre-operational checks
4,000 km/2,500 miles

1st maintenance at
Every 250,000 km/

Every 10,000 km/
Every 20,000 km/
Every 30,000 km/
Every 40,000 km/
Every 50,000 km/
Every 90,000 km/

Reference
Item Working procedures
150,000 miles
Gr
12,000 miles
18,000 miles
24,000 miles
30,000 miles
54,000 miles
ENGINE 6,000 miles
Leakage of cool- Check the underneath of the vehi- Gr11, 12,
×
ant, fuel and oil cle for any sign of leakage. 13, 14
Engine Check the engine for smooth start- Gr11, 13,
×
conditions ing and quiet running. 15, 17, 54
Oil filter replace- Every 30,000 km/18,000 miles or
Replace oil filters. Gr12
ment 12 months
Fuel filter re- Every 30,000 km/18,000 miles or
Replace fuel filter. Gr13
placement 12 months
Check for leakage of fuel from the
Fuel line leak- Every 30,000 km/18,000 miles or fuel line.
Gr13
age and damage 12 months Check the pipe, hose and tube for
damage and loose installation.
Belts tension Every 30,000 km/18,000 miles or Inspect belts for crack, wear and
Gr14
and damage 12 months tension.
Every 120,000 km/72,000 miles or 24
V-belt replacement Replace V-belt Gr13
months
Check radiator and pressure cap
for sealing performance and
mounting condition.
Inspect hoses for looseness, dete-
Cooling system rioration, damage causing leak- Gr14
months
age.
Remove dust and foreign matter
deposit from radiator and inter-
cooler front.
Check that the coolant level is be-
Coolant level × tween the “FULL” and “LOW” Gr14
marks on the reservoir tank.
Coolant replace-
Every 24 months Replace coolant. Gr14
ment
Air cleaner el- Every 30,000 km/18,000 miles or
Replace air cleaner element. Gr15
ement replacement 12 months
Inspect the exhaust system for
Exhaust Every 30,000 km/18,000 miles or
damage, corrosion and loose con- Gr15
system 12 months
nection causing leakage.
Check the diesel particulate filter
for damage and exhaust gas
leaks.
Every 30,000 km/18,000 miles or
DPF Check for loose mounting bolts Gr15
12 months
and nuts.
Check the mounting brackets for
damage.
Check for leakage of Diesel Ex-
DEF line leakage Every 30,000 km/18,000 miles or 12 haust Fluid from the DEF line.
Gr17
and damage months Check the pipe, hose and tube for
damage and loose installation.
01-4
01
Inspection interval
4,000 km/2,500 miles

1st maintenance at
Every 250,000 km/

Every 10,000 km/
Every 20,000 km/
Every 30,000 km/
Every 40,000 km/
Every 50,000 km/
Every 90,000 km/

Reference
150,000 miles
Gr
12,000 miles
18,000 miles
24,000 miles
30,000 miles
54,000 miles
6,000 miles
Alternator tension- Every 240,000 km/144,000 miles or 60
Replace alternator and tensioner Gr14
er replacement months
Glow plug replace- Every 240,000 km/144,000 miles or 60
Replace glow plug Gr11
ment months
POWER TRAIN
Propeller shaft
flange torque and Every 30,000 km/18,000 miles or 12 Check flange yoke bolts for loose-
× Gr25
universal joint months ness and universal joint for play.
looseness
Check center bearing if trace of
Propeller shaft Every 60,000 km/36,000 miles or 24 grease flowing out is evident.
Gr25
center bearing months Check center bearing for wear,
damage and play.
FRONT AND REAR AXLE
Wheel hub Every 60,000 km/36,000 miles or 12
Check wheel hub bearing for play. Gr26, 27
bearing months
Wheel hub bear- When wheel hub bearing grease
ing hub seals re- is replaced, also replace the Gr26, 27
months
placement wheel hub bearing hub seals.
Measure inflation pressure with
×
tire gauge.
Check disc wheel for corrosion,
deformation and cracks.
Check tire tread and side wall for
cracks and damage. Gr31
Wheel and tire × Measure tire tread groove depth
months
to make sure it is deep enough.
Check tire tread for uneven wear,
stepped wear and other abnormal
wear.
Every 30,000 km/18,000 miles or 12 See later
Rotate all tires.
months section.
Tie rod ball joint Every 30,000 km/18,000 miles or 12 Check the ball joint dust boots for
Gr37
dust boots months cracks and wear.
Check wheel nuts for looseness.
Wheel nut loose- Every 30,000 km/18,000 miles or 12 Check at the first 50 to 100 km/30
× Gr31
ness months to 60 miles after changing a
wheel.
SUSPENSION SYSTEM
Suspension Check for broken springs and tilt
× Gr33, 34
springs of vehicle body toward either side.
Check U-bolt nuts for looseness.
Every 30,000 km/18,000 miles or 12 Check at the first 1‚000 km/600
U-bolts looseness × Gr33, 34
months miles after removing and retight-
ening U-bolt nuts.
BRAKING SYSTEM
Service brake ped- Check brake pedal play and
× Gr35
al stroke.
01-5
MAINTENANCE SCHEDULE TABLES
Inspection interval
4,000 km/2,500 miles

1st maintenance at
Every 250,000 km/

Every 10,000 km/
Every 20,000 km/
Every 30,000 km/
Every 40,000 km/
Every 50,000 km/
Every 90,000 km/

Reference
150,000 miles
Gr
12,000 miles
18,000 miles
24,000 miles
30,000 miles
54,000 miles
6,000 miles
Press the brake pedal and check
Brake performance × that the brakes work effectively Gr35
and evenly on all wheels.
Disc brake pad and Every 30,000 km/18,000 miles or 12 Check disc brake pad and disc for
Gr35
disc months damage and wear.
Every 30,000 km/18,000 miles or 12 Check lining for wear through in-
Brake lining
months spection hole.
Gr35
Every 30,000 km/18,000 miles or 12 Disassemble and check drum for
Brake drum
months wear, crack and damage.
Parking brake lever
× Check parking brake lever stroke. Gr36
stroke
Inspect brake lines and hoses
Looseness, play looseness, play and damage.
and damage of Inspect wheel cylinder and brake Gr35
months
brake system parts master cylinder for looseness,
play and damage.
STEERING SYSTEM
Turn steering wheel right and left
Steering wheel to measure play at steering wheel
× Gr37
play rim. Measure while engine is run-
ning.
Check that the steering wheel
does not vibrate or pull to one side
Steering wheel op- and that it is not unduly heavy.
× Gr37
eration Also make sure that the steering
wheel returns to its neutral posi-
tion smoothly.
Check steering system for loose-
ness, steering wheel play and op-
Steering system erating condition. Inspect for oil Gr37
months
leaks, booster and oil pump func-
tion.
Drag link ball joint Every 30,000 km/18,000 miles or 12 Check the dust cover for wear,
Gr37
dust cover months cracks and other damage.
CAB
Make sure that warm air blows
Defroster × Gr55
properly onto the windshield.
Seated in the driver’s seat, adjust
the angles for clear views of the
Rearview mirrors × Gr51
sides and rear. Make sure the mir-
rors are clean.
Check the license plate and re-
License plate and
× flectors for loose installation, dam- –
reflector condition
age, and dirt.
Push down the lock knob and veri-
fy that the door does not open
Door locks × Gr43
even when the inner handle is op-
erated.
01-6
01
Inspection interval
4,000 km/2,500 miles

1st maintenance at
Every 250,000 km/

Every 10,000 km/
Every 20,000 km/
Every 30,000 km/
Every 40,000 km/
Every 50,000 km/
Every 90,000 km/

Reference
150,000 miles
Gr
12,000 miles
18,000 miles
24,000 miles
30,000 miles
54,000 miles
6,000 miles
Confirm that the seat belt buckles
Seat belts × function correctly when fastening Gr52
and unfastening.
ELECTRICAL SYSTEM
Press the horn button to check
Horn operation × Gr54
that the horn is working properly.
Confirm that the windshield wash-
Windshield wash-
× er fluid level is above the bottom –
er fluid level
of the inspection window.
Windshield wiper Check the washer for proper fluid
and washer opera- × spray direction and the wipers for Gr51, 54
tion normal action.
Make sure that each lamp lights
Lighting system × up or flashes properly. Check Gr54
lamp lenses for dirt and damage.
Gauge, warning/in- Check that gauges, warning
dicator lamp opera- × lamps and indicators are working Gr54
tion properly.
Battery × Check the battery fluid level. Gr54
01-7
MAINTENANCE OPERATIONS
Tire rotation
Tires wear differently, according to the location where they are mounted. To make this wear uniform and prolong the
life of your tires, they should be rotated every 10,000 km (6,000 miles) in the rotation order shown below:
• When the tread patterns for all tires are identical:
• When the tread patterns are different for the front and rear tires:
CAUTION
• Always adjust air pressure after running-in new tires.
• When using tires of different tread patterns, use rib-type
patterns for the front tires and traction type patterns for the
rear tires.
• Avoid using both radial and biased tires on the same vehi-
cle.
01-8
01
M E M O
01-9
LUBRICATION TABLES
: Exhaust emission items.
Inspection interval
4,000 km/2,500 miles

1st maintenance at
Every 10,000 km/
Every 20,000 km/
Every 30,000 km/
Every 40,000 km/
Every 50,000 km/

Items Lubricant specifications Reference
Gr
12,000 miles
18,000 miles
24,000 miles
30,000 miles
6,000 miles
Engine oil level × Engine oil
API classification, CJ-4
Over 30°C {86°F} SAE 40
Every 30,000 km/18,000 miles or Over –15°C {5°F} SAE 15W-40 Gr12
Engine oil replacement Below 0°C {32°F} SAE 10W-30
12 months
ACEA C2
Over –15°C {5°F} SAE 15W-40
Engine oil
Vehicle operated continuously at high
speed
API classification CC
Transmission oil replacement Every 60,000 km/36,000 miles or SAE 30 or SAE 40 Gr22
24 months Gear oil
API classification
GL-3 SAE 80 (general)
GL-3 SAE 90 (warm region)
GL-4 SAE 90 (tropical region)
Every 60,000 km/36,000 miles or Automatic transmission fluid
Clutch control fluid replacement Gr22
24 months FUSO ATF SP3
Gear oil
Every 60,000 km/36,000 miles or API classification
Transfer gear oil replacement GL-3 SAE 80 (general) Gr24
<FG model only> 24 months GL-3 SAE 90 (warm region)
GL-4 SAE 90 (tropical region)
Gear oil
API classification GL-5
Below 40°C {104°F} SAE 90
Over 40°C {104°F} SAE 140 or
85W-140
Use SAE 140 or 85W-140 when operating
Rear axle housing gear oil Every 60,000 km/36,000 miles or vehicle at high load, such as continuous
replacement ascent on slopes and when the outside Gr27
24 months
temperature is 10°C {50°F} or more
<Limited slip differential only>
Limited slip differential oil
API classification
GL-5 SAE 90
Genuine Gear Oil Part No. 8149630EX
Gear oil
API classification GL-5
Below 40°C {104°F} SAE 90
Front axle housing gear oil Every 60,000 km/36,000 miles or Over 40°C {104°F} SAE 140 Gr26B
replacement <FG model only> 24 months Use SAE 140 when operating vehicle at
high load, such as continuous ascent on
slopes and when the outside temperature
is 10°C {50°F} or more
Hub bearing grease replace- Every 60,000 km/36,000 miles or Wheel bearing grease
ment 12 months [NLGI No. 2 (Li soap)] Gr26A, 27
Front axle birfield joint grease Wheel bearing grease

× Gr26B
replacement <FG model only> [NLGI No. 2 (Li soap)]
Front axle kingpin bearing Wheel bearing grease
grease replacement × Gr26B
<FG model only> [NLGI No. 2 (Li soap)]
Front axle steering knuckle

Wheel bearing grease
grease replacement × [NLGI No. 2 (Li soap)] Gr26B
<FG model only>
Brake reservoir tank fluid level × Brake fluid
Gr35
Brake fluid replacement Every 24 months <SAE J1703f or FMVSS No. 116 DOT3>
Power steering fluid Every 30,000 km/18,000 miles or Automatic transmission fluid
replacement 12 months <DEXRON II or DEXRON III type> Gr37
01-10
01
Inspection interval
4,000 km/2,500 miles

1st maintenance at
Every 10,000 km/
Every 20,000 km/
Every 30,000 km/
Every 40,000 km/
Every 50,000 km/

Items Lubricant specifications Reference
Gr
12,000 miles
18,000 miles
24,000 miles
30,000 miles
6,000 miles
Center Every 60,000 km/36,000 miles or
Bearing grease [NLGI No. 3 (Li soap)] Gr25
bearing 24 months
Universal Every 30,000 km/18,000 miles or
joint, ×
Lubrication of slip joint 12 months
propeller shaft Wheel bearing grease See later
Double [NLGI No. 2 (Li soap)] section.
Cardan joint ×
<FG model
only>
Lubrication of rear suspension Every 30,000 km/18,000 miles or See later
Chassis grease [NLGI No. 1 (Li soap)]
spring pin 12 months section.
Lubrication of kingpins Every 30,000 km/18,000 miles or Wheel bearing grease [NLGI No. 2 (Li See later
12 months soap)] section.
Every 30,000 km/18,000 miles or
Lubrication of door hinge 12 months Chassis grease [NLGI No. 1 (Li soap)] Gr43
Lubrication of anchor hook Every 30,000 km/18,000 miles or

Chassis grease [NLGI No. 1 (Li soap)] Gr42
<Except crew cab> 12 months
01-11
LUBRICATION
Greasing Various Areas of Chassis
Carefully clean away all dust and dirt from the grease nipples, and use the specified type of grease. The areas to be
greased are shown in the following illustration.
<FE>
1. Rear spring pin front (left and right, 2 points)
2. Rear spring pin rear (left and right, 4 points)
01-12
01
3. Kingpin bearing (left and right, 4 points)
4. Propeller shaft universal joint’s-all
5. Propeller shaft slip joint
01-13
LUBRICATION
<FG>
1. Rear spring pin front (left and right, 2 points)
2. Rear spring pin rear (left and right, 4 points)
01-14
01
3. Propeller shaft universal joint’s-all
4. Double Cardin joint, propeller shaft slip joint, propeller shaft uni-
versal joint
5. Propeller shaft slip joint
01-15
Group 11
Engine
Pub.No.00ELT0001-11
INDEX
SPECIFICATIONS ............................................................................... 11-2
STRUCTURE AND OPERATION

1. Engine Proper ............................................................................... 11-3
2. Timing System .............................................................................. 11-3
3. Main Bearing ................................................................................. 11-5
4. Connecting Rod, Piston ................................................................ 11-5
5. Rocker Arms, Tappets ................................................................... 11-8
TROUBLESHOOTING......................................................................... 11-9
ENGINE REMOVAL AND INSTALLATION

<TILT CAB> ..................................................................................... 11-10
<FIXED CAB> .................................................................................. 11-14
WORK FOR OVERHAULING ENGINE ............................................. 11-18
TIMING GEAR CASE ........................................................................ 11-48
TIMING GEAR, CHAIN ...................................................................... 11-54
OVERHEAD, CYLINDER HEAD ....................................................... 11-68
PISTON AND CONNECTING ROD ................................................... 11-88
FLYWHEEL........................................................................................ 11-98
CRANKSHAFT AND CRANKCASE ............................................... 11-102
11-1
SPECIFICATIONS
Item Specifications
Engine model 4P10T5
Type 4-cylinder, in-line, water-cooled, 4-cycle diesel engine
Combustion chamber Direct injection type
Valve mechanism Double overhead camshaft (DOHC)
Maximum output HP / rpm 120 / 2865 to 3400
Maximum torque ft.lbf / rpm 400 / 1300 to 2865
Bore × stroke mm {in.} φ95.8 × 104 {φ3.77 × 4.09}
Total displacement L {qts} 2.998 {3.2}
Compression ratio 17.5
11-2
STRUCTURE AND OPERATION 11
1. Engine Proper
2. Timing System
• The timing system is the type with a
twin camshaft in the head and four
valves per cylinder with hydraulic tap-
pets.
• The control is transmitted by two
chains.
• A double chain by 3/8” is set in mo-
tion by the driving shaft and sets the
control shafts in motion: oil pump/
vacuum pump - high pressure
pump.
• A single chain is set in motion by
the high pressure control shaft gear
and sets the camshafts in motion.
• The rocker arms, one for the valve,
are kept in contact with the corre-
sponding cam by an hydraulic tappet,
thus eliminating the need for regular
adjustments.
11-3
2.1 Timing system and auxiliary system diagram
• Replace both chains even if an abnor-
mality occurs in only one chain. When
replacing the chains, it is also neces-
sary to replace the oil pump/vacuum
unit gear, the drive gear, each skid
(upper, upper side, lower side, and
lower), the camshaft control gear and
the chain stretcher.
• Replace the chain stretcher with anti-
return device each time you disassem-
ble the timing system. Once the lock of
the main body opens and the piston is
thrust outward, the chain stretcher can
no longer be reinstalled in its original
position.
2.2 Hydraulic chain stretcher upper
11-4
11
3. Main Bearing
• Undersize main bearings are provid-
ed as spare parts.
• A thrust plate is installed on the central
half-bearing.
• The pilot hole in bulkhead of #5 posi-
tion is larger than the pilot holes in
bulkheads of #1 to #4 positions. (#1 to
#4 positions are the same size.)
4. Connecting Rod, Piston

• A replacement piston is supplied with
piston rings, the piston pin and the
snap ring.
11-5
4.1 Piston
• Etched on the top of the piston are the
following.
• The type of engine.
• Class selection and supplier.
• Piston mounting direction.
• Passed mark: “Test passed” sym-
bol.
11-6
11
4.2 Connecting rod
• Each connecting rod has its cap
marked with the following.
• A number indicating the weight
class of the connecting rod mount-
ed in production.
• A letter: O or X indicating the diam-
eter class of the big end mounted in
production.
11-7
5. Rocker Arms, Tappets
• The rocker arm assembly is com-
posed of the rocker arm, hydraulic tap-
pet, made integral with each other by
the clip.
5.1 Cross section of the hydraulic tappet

• A = 32.44 mm ± 0.3 mm {1.28 in. ±
0.012 in.}, end of stroke
• B = 31.30 mm {1.23 in.}, working posi-
tion
• C = 29.75 mm ± 0.25 mm {1.17 in. ±
0.0098 in.}, start of stroke
11-8
TROUBLESHOOTING 11
Symptoms
Electronic control unit diagnosis lamp

Abnormal engine noise
Reference Gr
Low power output

Possible causes
Rocker arm broken/out of place O O
Rocker arm roll worn O O
Hydraulic tappet leakage O O
Cylinder head and valve
Hydraulic tappet blocked O O
mechanism
Worn valve and valve seat; carbon deposits O O
Defective cylinder head gasket O O
Weakened valve spring O O
Defective timing chain-related parts O O
Incorrect tension on chain branches O O
Timing sprockets/skids
Poor lubrication of timing gears and idler shaft O
Camshaft Worn camshaft O O
Worn/damaged piston ring groove(s) O O
Pistons and connecting rods Worn/damaged piston ring(s) O O
Worn piston pin and connecting rod small end O
Excessive end play in crankshaft O
Incorrectly fitted crankshaft O
Crankshaft Worn/damaged crankshaft pins and connecting rod
O
bearings
Worn/damaged crankshaft journals and main bear-
O
ings
Defective supply pump O O O
Defective high pressure pump O O O
Fuel system Faulty fuel spray from injector O O Gr13
Inappropriate fuel injection timing O O O
Air trapped in fuel system components O O
Malfunctioning cooling system O O
Cooling system Gr14
Loose/damaged V-belts O O
Clogged air cleaner O
Intake and exhaust system Gr15
Clogged muffler O
Defective/incorrectly fitted alternator and other auxiliaries O Gr14
Incorrect oil viscosity O Gr12
Improper fuel O Gr13
Incorrectly fitted piping and hoses O
Malfunctioning turbocharger O O Gr15
11-9
ENGINE REMOVAL AND INSTALLATION <TILT CAB>
Removal sequence
1 Engine 3 Engine mounting support cross member
2 Cushion rubber 4 Engine mounting support bracket
Installation sequence
Follow the removal sequence in reverse.
CAUTION
• When lifting the engine, make sure that the engine does not strike the cab and the rear body.
• Only use hoisting equipment appropriate for the engine weight (approximately 350 kg {770 lb}).
Tightening torque (Unit: N·m {ft.lbs, kgf·m})

Mark Parts to be tightened Tightening torque Remarks
Two wheel drive 76.5 {56, 7.8}
Nut (cushion rubber installation) –
Four wheel drive 115 {85, 12}
Bolt (engine mounting support bracket installation) 58.7 {43, 6.0} –
11-10
11
Removal procedure
Work before removal
• Remove the transmission. (See Gr22.)
• Drain off the cooling water. (See Gr14.)
• Remove the wiring, pipes and related parts in the vicinity of the
engine.
• Remove the rear mounting bridge. (See Gr42.)
Removal: Engine
• Connect the wires to the chain block and onto the three hangers
on the engine and lift the engine with a crane until they are tight.
• Support the transmission with a transmission jack.
• Check that all wiring and piping have been disconnected from
the engine.
• Remove the bolts shown in the drawing from the bottom of the
vehicle and separate the engine from the engine mounting sup-
port cross member.
11-11
ENGINE REMOVAL AND INSTALLATION <TILT CAB>
• Adjust the lifting angle of the engine as necessary in this step.
Once the engine has cleared the rear of the cab, turn the engine
90 degrees clockwise so as to prevent it from hitting the frame
and cab, then lower it to the right side of the vehicle.
Inspection procedure
Inspection: Cushion rubber
• Check the entire periphery of the cushion rubber for cracks,
breakage, oil stains or any other defect.
• Replace the cushion rubber if it is defective.
Installation procedure
Installation: Cushion rubber
• Install the stopper and the shell cover on the cushion rubber,
and then install them on the engine.
Installation: Engine
• While finely adjusting the hoisting angle of the engine, install the
engine taking care that it does not strike the frame or the cab.
• Install the engine on the engine mounting support cross mem-
ber.
• Remove the wire and chain block from the engine hanger (3
points).
11-12
11
Work after installation
• Install the transmission. (See Gr22.)
• Reinstall the wiring, pipes and related parts in the vicinity of the
engine.
• Reinstall the rear mounting bridge. (See Gr42.)
• Replenish cooling water. (See Gr14.)
11-13
ENGINE REMOVAL AND INSTALLATION <FIXED CAB>
Removal sequence
1 Engine 3 Engine mounting support cross member
2 Cushion rubber 4 Engine mounting support bracket
CAUTION
• When removing and installing the engine, make sure that the engine does not strike the cab and the rear
body.
• Secure the engine with the engine jack before removing each part.
11-14
11
Nut (cushion rubber installation) 76.5 {56, 7.8} –
Bolt (engine mounting support cross member installation) 106 {78, 11} –
Removal procedure
Work before removal
• Jack up the vehicle. (See Gr00.)
• Remove the transmission. (See Gr22.)
• Remove the front axle. (See Gr26.)
• Drain off the cooling water. (See Gr14.)
• Remove the wiring, pipes and related parts in the vicinity of the
engine.
Removal: Engine
• Support the engine with an engine jack.
• Check that all wiring and piping are completely disconnected
from the engine.
• For the rigid leaf type, separate the engine from different parts,
while adjusting its lift amount (jack-up height), and remove the
engine mounting support bracket from the engine compartment.
11-15
ENGINE REMOVAL AND INSTALLATION <FIXED CAB>
• While keeping the engine level, fully lower the engine.
• Lift the vehicle with a jack and move the engine forward.
• Check the entire periphery of the cushion rubber for cracks,
breakage, oil stains or any other defect.
• Replace the cushion rubber if it is defective.
• Support the engine with the engine lifter.
• While maintaining the engine horizontal, move the cushion rub-
ber to the bottom of the frame, and then slowly raise the engine.
• While adjusting the lift of the engine (jacked-up height), install
the nuts and bolts.
• Remove the engine lifter.
11-16
11
• Install the transmission. (See Gr22.)
• Install the front axle. (See Gr26.)
• Install the wiring, pipes and related parts in the vicinity of the en-
gine.
• Jack down the vehicle. (See Gr00.)
• Replenish the cooling water. (See Gr14.)
11-17
WORK FOR OVERHAULING ENGINE
– Bolt (oil return pipe mounting) 10 {7.4, 1} –
Bolt (oil cooler mounting)
Bolt (connection pipe mounting)
Bolt (high pressure pipe bracket mounting)
Bolt (mixing pipe mounting)
Bolt (pulley mounting)
Bolt (water pump mounting) M8
Bolt (alternator bracket mounting) M8
Bolt (water pipe mounting)
Nut (air inlet pipe mounting)
– Bolt (oil level gauge mounting) 25 {18, 2.5} –
Bolt (exhaust gas recirculation unit mounting)
Bolt (intake manifold mounting)
Bolt (thermostat mounting)
Bolt (automatic tensioner mounting)
Bolt (air duct mounting)
Bolt (oil return hose mounting)
Bolt (air conditioner compressor mounting)
Bolt (exhaust manifold and turbocharger mounting)
Bolt (bracket mounting)
Bolt (alternator mounting)
– Bolt (idle pulley mounting) 40 {29, 4} –
Water temperature sensor
Bolt (water pump mounting) M10
– Bolt (alternator bracket mounting) M10 50 {37, 5} –
Bolt (engine support mounting)
Nut (pipe mounting)
Nut (exhaust gas recirculation valve mounting)
– 30 {22, 3.1} –
Connector (support bracket mounting)
Connector (oil pipe mounting)
– Automatic cooling fan coupling 90 to 112 {66 to 83, 9.2 to 11} –
– Bolt (common rail mounting) 28 {21, 2.8} –
– Bolt (injector bracket mounting) 32 {24, 3.2} –
Injector
25 ± 2 {18 ± 1.9, 2.5 ± 0.2}
side
– Union (fuel pipe mounting) –
Common
19 ± 2 {14 ± 1.9, 1.9 ± 0.2}
rail side
– Union (high pressure fuel pipe mounting) 19 ± 2 {14 ± 1.9, 1.9 ± 0.2} –
– Oil filter 25 to 30 {18 to 22, 2.5 to 3.1} –
– Air pulling out plug 1.5 ± 0.6 {1.1 ± 0.4, 0.15 ± 0.06} –
– Vacuum pipe 35 {25, 3.6} –
Lubricant and/or sealant

Mark Points of application Specified lubricant and/or sealant Quantity
O-ring Engine oil
– As required
Bracket bolt (turbocharger mounting) Loctite 242
11-18
11
Special tools
Engine rotary stand Securing engine (to be used in combi-

MH063991 nation)
bracket
PRECAUTIONS ON USE
1. Drill holes in right and left rails of
for securing .
2. Since these tools are not stable,
secure them using anchor bolts.
3. Never rotate engine when oil is re-
maining inside. (Otherwise oil en-
ters the combustion chamber,
Rotary stand MH063960 which will necessitate an over-
haul.)
Head, flare nut wrench

(width across flats: 18 MH063983
mm {0.71 in.})
Removal and installation of injection

pipe and fuel pipe

mm {0.75 in.})
Removal and installation of injection

Socket wrench MH064203 pipe and fuel pipe
<Four wheel drive>
Coupling fan attachment MH064219 Removal and installation of pulley
Injector extractor MH063990 Removal and installation of injector
11-19
Removal procedure
: This work requires protection against dust.
• If fine dust enters the high pressure fuel pump, engine perfor-
mance will significantly be affected. Be sure to cover the open-
ings after removing parts such as pipes.
Removal: Engine cable, duct, starter

• To be able to fit the for the to the crankcase, it is nec-
essary to carry out some preliminary operations as described
below.
• Remove the engine cable together with the duct, disconnecting
the electrical connections from the following parts.
• Blow-by pressure sensors.
• EBS (Exhaust Brake System) valve.
• Glow plugs.
• Injectors.
• EGR (Exhaust Gas Recirculation) cooler outlet temperature
sensor.
• EGR (Exhaust Gas Recirculation) actuator.
• Pressure sensor.
• VGT (Variable Geometry Turbocharger) actuator.
11-20
11
• Pressure regulation valve.
• Boost pressure and temperature sensor.
• Water temperature sensor.
• Camshaft timing sensor.
• Engine speed sensor.
• Oil pressure sensor.
• Remove the starter motor.
NOTE
• Block the turbocharger air/exhaust gas inlets and outlets to
prevent the entry of foreign material.
Working from the left-hand side

• Remove the pipe for checking the oil level. Unscrew and remove
the screw fastening the pipe to the intake manifold; unscrew and
remove the screws fastening the pipe to the oil pan.
• Remove the engine support.
Working from the right-hand side

• Remove the turbocharger protector.
• Remove the oil return pipe from the turbocharger.
• Remove the fixing screws and remove the engine support.
• Fit the to the crankcase and use these to secure the en-
gine to the .
• Drain the oil from the engine by removing the plug from the oil
pan.
Removal: Vacuum pipe

• Remove the eyebolt, and remove the vacuum pipe.
11-21
Removal: Oil filter case, oil filter element
• Loosen the oil filter case (by approx. 2.5 turns).
• Remove the air bleeder plug.
• Remove the oil filter case.
• Remove the oil filter element and O-ring.
Removal: Air inlet pipe

• Remove the nuts and detach the air inlet pipe.
Removal: Mixing pipe

• Remove the mixing pipe.
Removal: Connection pipe

• Remove the two nuts; disconnect the pipe from the intake mani-
fold.
11-22
11
• Remove the clamps from the connection pipe.
Removal: Gasket, stud bolt

• Remove the gasket.
• Remove the stud bolts.
Removal: Water pipe

• Remove the water pipe from the oil cooler.
Removal: Thermostat, water temperature sensors

• Remove the thermostat and the water temperature sensor.
11-23
Removal: Fuel return pipe
• Remove the clamp fastening the fuel return pipe to the common
rail.
• Open the quick release union and remove the fuel return pipe for
fuel return from the common rail.
Removal: Boost pressure and temperature sensor

• Remove the boost pressure and temperature sensor from the in-
take manifold.
Removal: High pressure fuel pipe
• Loosen the bolts of the pipe retaining bracket and remove the
high pressure fuel pipe.
Removal: Low pressure pipe
• Remove the connectors on the injector side and the common rail
side of the fuel pipe.
• Remove the common rail from the engine overhead.
11-24
11
Removal: Bracket
• Remove the bracket.
Removal: Low pressure fuel return pipe
• To remove the low pressure fuel return pipe from the injectors it
is necessary to open the quick couplers.
• To open the quick couplers press on the side tabs and raise the
central body as shown in the figure.
Removal: Intake manifold

• Remove the intake manifold together with the gasket.
Removal: Fuel pipe, common rail
• Remove the injector side connectors using <Four wheel

drive>.
• Remove the common rail side connectors using .
• Unscrew and remove the bolts. Detach the common rail from the
engine overhead.
11-25
Removal: Injector bracket
• Remove the injector bracket.
Removal: Injector
• Remove the injector from the engine overhead using .

(There is no gasket as the injector employs a direct sealing
structure.)
Removal: Oil cooler

• Remove the screws and detach the oil cooler with its gasket.
CAUTION
• Do not remove the four bolts inside the oil filter support. If
you remove these bolts, the heat exchanger in the oil cooler
will become loose, which will mix oil and water, posing a
danger.
• The crankcase does not have a drain plug for draining off the
cooling water, so when you remove the crankcase the cooling
water will flow out. In this case, rotate the engine until all of the
cooling water remaining in the engine flows out.
11-26
11
Removal: Automatic cooling fan coupling, belt
• Install on the pulley, loosen the nut, and then remove the
automatic cooling fan coupling.
CAUTION
• The automatic cooling fan coupling has left hand thread.
• Using a wrench, by turning the automatic tensioner in the direc-

tion of the arrow so as to slacken the belt.
• Insert a screwdriver, or the like, into the hole in the automatic
tensioner, and lock the automatic tensioner in the “Stop” posi-
tion.
• Remove the belt.

• Remove the screwdriver that you inserted, from the automatic
tensioner.
Removal: Air conditioner compressor

• Remove the air conditioner compressor.
11-27
Removal: Alternator, idler pulley, automatic tensioner
• Loosen bolt C, and remove the idler pulley.
• Loosen bolt D, and remove the automatic tensioner.
• Remove through bolt A fixing the alternator.
• Remove bolt B, and then remove the alternator.
Removal: Support
• Remove the alternator support from the crankcase.
Removal: Water pipe

• Free the clamp on the water outlet pipe, and remove the water
pipe.
• Remove the eyebolt together with the copper gasket.
Removal: Breather pipe

• Remove the breather pipe from the cover.
11-28
11
Removal: Hose
• Free the clamp, separate it from the position where it was fixing
the hose, then move it in the direction of the arrow and remove
the hose.
Removal: Oil return hose

• Disconnect the oil return hose from the turbocharger.
Removal: Oil return hose

• Disconnect the oil return hose.
Removal: Oil pipe

• Remove the oil pipe.
Removal: Exhaust pipe, coolant inlet pipe, coolant outlet

pipe, EBS (Exhaust Brake System) valve, bracket
• Open the clamp and move it away form the position locking the
coolant inlet pipe to the union on the EBS (Exhaust Brake Sys-
tem) valve.
• Remove the coolant inlet pipe from the EBS valve.
• Open the clamp and move it away from the position locking the
coolant outlet pipe to the union on the EBS valve. Remove the
coolant outlet pipe from the EBS valve.
11-29
• Undo the screw, loosen the clamp and detach the exhaust pipe
from the EBS valve.
• Undo the screw, loosen the clamp and remove the EBS valve
from the turbocharger.
Removal: Turbocharger coupler, air duct

• Unfasten the clamp and remove the turbocharger coupler.
• Remove the air duct after unfastening the clamp.
Removal: Bracket
• Remove the bracket that secures the turbocharger in place.
Removal: Turbocharger
• Remove the turbocharger from the exhaust manifold.
11-30
11
Removal: Connection Pipe

• Remove the clamp.
• Remove the connection pipe and gasket from the exhaust gas
recirculation unit.
Removal: Hose
• Open the clamps and move them away from the position locking
the pipe to the water outlet pipe and EGR (Exhaust Gas Recir-
culation) unit.
• Remove the pipe.
Removal: Hose
• Remove the retaining clamps.
• Remove the hose from EGR (Exhaust Gas Recirculation) and
from the cover.
11-31
Removal: EGR (Exhaust Gas Recirculation) valve pipe

• Remove the two fixing bolts.
• Detach the pipe from the exhaust manifold, taking care to re-
move the gaskets.
Removal: EGR (Exhaust Gas Recirculation) unit

• Remove the EGR (Exhaust Gas Recirculation) unit.
Removal: Water pipe, supporting bracket

• Remove the water pipe together with the supporting bracket.
Removal: Hose
• Remove the hose.
11-32
11
Removal: Pulley
• Hold the pulley using , then remove the pulley from the wa-
ter pump.
Removal: Water pump

• Remove the water pump, and remove the gasket.
• The crankcase does not have a drain plug for draining off the
cooling water, so when you remove the crankcase the cooling
water will flow out. In this case, rotate the engine until all of the
cooling water remaining in the engine flows out.
• For further removal procedures, see later sections.

• Timing gear case
• Over head, cylinder head
• Pistons, connecting rod
• Flywheel
• Timing gears, chain
• For further installation procedures, see later sections.
• Timing gear case
• Over head, cylinder head
• Pistons, connecting rod
• Flywheel
• Timing gears, chain
Installation: Water pump

• Install the water pump with a new gasket.
• Install the screws and tighten them to the prescribed torque.
• Bolts M10 × 1.5 × 55 mm torque 50 N·m {37 ft.lbs, 51 kgf·m}.
• Bolts M8 × 1.25 × 45 mm torque 25 N·m {18 ft.lbs, 2.5 kgf·m}.
11-33
Installation: Pulley
• Install the pulley on the water pump, hold the pulley using ,
and then install the bolts to a torque of 25 N·m {18 ft.lbs, 2.5
kgf·m}.
Installation: Hose
• Install the hose.
Installation: Water pipe

• Install the water pipe.
• Install the fixing screws and tighten it to a torque of 25 N·m {18
ft.lbs, 2.5 kgf·m}.
Installation: EGR (Exhaust Gas Recirculation) unit

• Install the EGR unit on the overhead and tighten the fixing
screws to a tightening torque of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
11-34
11
Installation: EGR (Exhaust Gas Recirculation) valve pipe
• Install the pipe with a new gasket to exhaust manifold.
• Tighten the two bolts.
• Tighten the two nuts to a torque of 30 N·m {22 ft.lbs, 3.1 kgf·m}.
Installation: Cross adapter, hose

• Connect the hose with the heat exchanger and the cover.
• Retain it with the new clamps.
Installation: Hose
• Connect the hose between the water pipe and the EGR (Ex-
haust Gas Recirculation) unit.
• Fasten the hose to the adapters using the clamps.
Installation: Connection pipe

• Install the exhaust gas recirculation connection pipe and gasket
on the exhaust gas recirculation unit.
• Install the clamp as shown.
• Tighten the clamp bolt.
11-35
Installation: Turbocharger, exhaust manifold
• Install the turbocharger unit with a new gasket onto the exhaust
manifold complete with pipes and waste gate.
• Screw down the two lower bolts securing the turbocharger as-
sembly to the exhaust manifold and tighten them to the pre-
scribed torque of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
• Fit the cooling pipe on the turbocharger.
Installation: Bracket
• Install the bracket.
• Install the screws and tighten it to a torque of 25 N·m {18 ft.lbs,
2.5 kgf·m}.
Installation: Turbocharger coupler, air duct

• Install the turbocharger coupler and air duct to the turbocharger.
11-36
11
• Install the air duct.
• Install the screws and tighten it to a torque of 25 N·m {18 ft.lbs,
2.5 kgf·m}.
Installation: Exhaust pipe, coolant inlet pipe, coolant outlet

• Reinstall the EBS valve on the turbine outlet; place the clamp
and tighten the screw.
• Install the exhaust pipe on the EBS valve.
• Install the clamp and position it so that the screw doesn’t inter-
fere with the operation of the valve.
• Insert the coolant inlet pipe for EBS valve in the union. Tighten
the clamp to the stop position.
• Insert the coolant outlet pipe for EBS valve in the union. Tighten
Installation: Oil pipe

• Connect the oil pipe to the turbocharger and the cylinder head,
and tighten the pipe unions to the prescribed torque: 30 N·m {22
Installation: Oil return hose

• Install the oil return pipe on the turbocharger.
• Install the fixing bolts and tighten it to a torque of 10 N·m {7.4
• Install the coolant inlet pipe on the turbocharger.
• Install without fully tightening the union.
11-37
Installation: Oil return hose
• Connect the oil return hose to the turbocharger.
Installation: Pipe
• Install the hose with the clamp.
Installation: Breather pipe

• Install the breather pipe on the cover using a new clamp.

• Install the water outlet pipe on the crankcase using a new clamp.
• Install the eyebolt together with a new gasket.
11-38
11
Installation: Alternator bracket
• Install the alternator bracket on the crankcase.
• Install the bolts and tighten them to the prescribed torque.
• Bolts A M10 × 1.25 torque 50 N·m {37 ft.lbs, 5.1 kgf·m}.
• Bolts B M8 × 1.25 torque 25 N·m {18 ft.lbs, 2.5 kgf·m}.
Installation: Alternator, idler pulley, automatic tensioner

• Install the alternator on the bracket, and tighten bolts A and B to
a torque of 40 N·m {29 ft.lbs, 4.0 kgf·m}.
• Install the automatic tensioner, and tighten bolt D to a torque of
25 N·m {18 ft.lbs, 2.5 kgf·m}.
• Install the idler pulley, and tighten bolt C to a torque of 40 N·m
{29 ft.lbs, 4.0 kgf·m}.
Installation: Air conditioner compressor

• Install the air conditioner compressor on the support.
• Install and tighten the bolts to a torque of 25 N·m {1.8 ft.lbs, 2.5
kgf·m}.
Installation: Belt, automatic cooling fan coupling

• Insert a screwdriver, or the like, into the hole in the automatic
tensioner, and lock the automatic tensioner in the “Stop” posi-
tion.
• Install the belt.
11-39
• After operating the automatic tensioner in the direction of the ar-
row using a wrench, remove the driver.
• Install on the fan pulley.

• Holding , tighten the automatic cooling fan coupling to a
torque of 90 to 112 N·m {66 to 83 ft.lbs, 9.2 to 11 kgf·m}.
• If it is difficult to check the tightening torque of the automatic

cooling fan coupling, set a torque wrench at the while re-
taining the automatic cooling fan coupling with a wrench, turn
the wrench so as to fix the fan pulley, and check the tightening
torque.
• In this case, the value of the tightening torque must take into ac-
count of the 230 mm {9.06 in.} length of the .
Installation: Oil cooler

• Install the oil cooler together with a new gasket on the crank-
case, and install it using a torque of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
11-40
11
• Install a new dust guard on the injector.

• Install the injector on the engine overhead, and temporarily in-
stall the injector bracket. (The injector is of a direct sealing type,
so it does not use a gasket.)
• After installing the fuel pipe and the common line, tighten the in-
jector bracket to a torque of 32 N·m {24 ft.lbs, 3.2 kgf·m}.
Installation: Common rail, fuel pipe
• Install the common rail on the engine overhead.

• Tighten the bolt to a torque of 28 N·m {21 ft.lbs, 2.8 kgf·m}.
• Connect the new fuel pipes to the injectors and the common rail.
• Install the injector side connectors using . <Four wheel
drive>
• Connector on the injector torque 25 ± 2 N·m {18.0 ± 1.5 ft.lbs,
2.5 ± 0.2 kgf·m}
• Install the common rail side connectors using .
• Connector on the common rail torque 19 ± 2 N·m {14.0 ± 1.5
ft.lbs, 1.9 ± 0.2 kgf·m}
Installation: Intake manifold

• Install the intake manifold with a new gasket.
• Tighten the screws to the prescribed torque: 25 N·m {18 ft.lbs,
2.5 kgf·m}.
Installation: Low pressure fuel return pipe
• Install the injectors low pressure fuel return pipe.

• Push down the center body of the quick coupler in the direction
of the arrow.
11-41
• Fit the bracket.
• Tighten the screw to a torque of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
Installation: Low pressure pipe
• Clamp the quick coupling and the clamp of the low pressure fuel
pipe to the high pressure fuel pump, and install the low pressure
fuel pipe.
• Fix the low pressure fuel pipe to the clip.
Installation: High pressure fuel pipe
• Install a new high pressure fuel pipe.

• Screw the bracket to the intake manifold using the bolt. Tighten
the bolt to a torque of 25 N·m {18.0 ft.lbs, 2.5 kgf·m}.
• Screw the connector in the high pressure fuel pump and tighten
it to a torque of 19 ± 2 N·m {14.0 ± 1.5 ft.lbs, 1.9 ± 0.2 kgf·m} us-
ing .
• Screw the connector in the common rail and tighten it to a torque
of 19 ± 2 N·m {14.0 ± 1.5 ft.lbs, 1.9 ± 0.2 kgf·m} using .
Installation: Boost pressure and temperature sensor

• Install the boost pressure and temperature sensor on the intake
manifold.
11-42
11
Installation: Fuel return pipe
• Install the fuel return pipe.

• Fasten the fuel return pipe to the common rail by means of a
clamp.
• Connect the fuel return pipe with the quick coupling to the high
pressure pump return pipe.
Installation: Thermostat, water temperature sensors

• Install a new gasket between the thermostat and the cylinder
head, and install the thermostat on the cylinder head using a
torque of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
• Install the water temperature sensor on the thermostat using a

• Apply engine oil to a new O-ring.
• Install the water pipe on the oil cooler using a torque of 25 N·m
{18 ft.lbs, 2.5 kgf·m}.

• Install a new gasket.
11-43
• Install the connection pipe using a clamp.
• Install the connection pipe on the intake manifold using a torque

of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
Installation: Mixing pipe

• Install a new gasket on the mixing pipe, and install the mixing
pipe on the intake manifold using a torque of 25 N·m {18 ft.lbs,
2.5 kgf·m}.
Installation: Air inlet pipe

• Install the air inlet pipe together with a new gasket on the intake
manifold, using a torque of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
11-44
11
Installation: Oil filter case, oil filter element
• Apply engine oil to a new O-ring, and install the O-ring on the oil
filter case.
• Use the O-ring and air bleeder plug that are provided with the
new oil filter element.
• Install the oil filter element with the hole facing downward.
• Install a new air bleeder plug on the oil filter case using a torque
of 1.5 ± 0.6 N·m {1.1 ± 0.4 ft.lbs, 0.15 ± 0.06 kgf·m}.
CAUTION
• Do not overtighten the air bleeder plug. Otherwise, the air
bleeder plug will be damaged.
• Install the oil filter case on the oil filter support using a torque of
25 to 30 N·m {18 to 22 ft.lbs, 2.5 to 30 kgf·m}.
Installation: Vacuum pipe

• Install the vacuum pipe using a torque of 35 N·m {25 ft.lbs, 3.6
kgf·m}.

Removal: Rotary stand
• Install the suspension hook on the engine hanger, then fix the
engine hanger to the hoist, and lower the engine from the .
Remove the .
Working by the engine right side

• Connect the oil return hose to the turbocharger.
• Install the engine support using a torque of 50 N·m {37 ft.lbs, 5.1
kgf·m}.
11-45
Working on the left side of the engine
• Install the engine support using a torque of 50 N·m {37 ft.lbs, 5.1
kgf·m}.
• Install the oil level gauge guide on the intake manifold and the oil
pan using a torque of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
Installation: Engine cable

• Install the engine assembly with the engine cable connecting the
electrical connectors.
• Blow-by pressure sensors.
• EBS (Exhaust Brake System) valve.
• Glow plugs.
• Injectors.
• EGR (Exhaust Gas Recirculation) cooler outlet temperature
sensor.
• EGR (Exhaust Gas Recirculation) actuator.
• Pressure sensor.
• Pressure regulation.
• Boost pressure and temperature sensor.
• VGT (Variable Geometry Turbocharger) actuator.
• Water temperature sensor.
• Camshaft timing sensor.
• Engine speed sensor.
• Oil pressure sensor.
11-46
11
M E M O
11-47
TIMING GEAR CASE
Removal sequence
1 Breather hose 11 Gasket
2 Cover 12 Camshaft timing sensor (See Gr54.)
3 O-ring 13 Oil filter cap
4 Seal ring 14 O-ring
5 Snap ring 15 Cover
6 Air cleaner (centrifugal filter) 16 Gasket
7 Damper pulley
8 Front oil seal
*a: Crankshaft
9 Plug : Non-reusable parts
10 Distribution cover
Follow the disassembly sequence in reverse.
11-48
11
Bolt (cover mounting)
Nut (cover mounting) 10 {7.4, 1.0} –
Bolt (camshaft timing sensor mounting)
Bolt (distribution cover mounting)
25 {18, 2.5} –
Plug
Bolt (damper pulley mounting) 350 {260, 35} –

Crankshaft tip and front oil seal installer Engine oil As required
Special tools
Retainer, flywheel MH064205 Stop the rotation of the flywheel
Seal ring remover MH063989 Removal of front oil seal
Stop the rotation of the engine

Shaft, cranking MH063969
<Timing locating tool>
Installer, front seal MH063962 Installation of front oil seal
Handle MH063979 Centering of cover
11-49
TIMING GEAR CASE
Removal procedure
Removal: Air cleaner (centrifugal filter)
• Remove the nuts and the cover. Take off the snap ring. Pull out
the air cleaner.
NOTE
• The centrifugal filter and the seal ring of the cover must be
changed at every removal.
Removal: Damper pulley

• Using , block rotation of the engine flywheel, through the
starter opening.
• Take out the bolt and remove the damper pulley.
Removal: Distribution cover, front oil seal

• Screw in the to the rear of the crankshaft, and set the .
• Remove the front oil seal from the distribution cover.
• Check the installation direction of the front oil seal.
• Remove the gasket remaining on the crankshaft.
• Remove the distributor cover.
11-50
11
Removal: Camshaft timing sensor, cover
• Take out the bolt and remove the camshaft timing sensor.
• Remove the bolts and nuts; remove the cover.
Installation: Cover, camshaft timing sensor
• Install a new gasket on the cover. Fit the gasket in the housing
for the cover with the “knife edge” facing the engine.
• Align the three references (A, B and C) on the gasket with the
seats in the cover.
• Tighten the nuts and bolts in the sequence (1) to (9) indicated in
the drawing, and install the cover on the overhead cover using a
torque of 10 N·m {7.4 ft.lbs, 10 kgf·m}.
• Install the camshaft timing sensor on the cover using a torque of
10 N·m {7.4 ft.lbs, 1.0 kgf·m}.
CAUTION
• When installing the camshaft timing sensor, take care that
the O-ring does not break.
Installation: Distribution cover, front oil seal

• Install a new gasket on the distribution cover.
• Temporarily fix the distribution cover.
11-51
TIMING GEAR CASE
• Clean the mounting face of the front oil seal of the distribution
cover.
• Apply engine oil to the inner side of the new front oil seal and
also to the crankshaft.
• Carefully install the front oil seal on the -B.
• Place the -B over the -A, and tighten the nut until the
front oil seal is completely installed on the cover.
• Install the in the housing of the air cleaner in order to cen-

ter the cover.
• Turn the handle of the , and confirm that the rotates
freely.
• Remove the plug.
• Using the , confirm that the engine timing remains un-
changed.
• While checking the rotation of the , tighten the cover gradu-
ally, and finally tighten it to the specified torque of 25 N·m {18
• Remove the , and .
• Install the plug using a torque of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
Installation: Damper pulley and air cleaner

• Install the damper pulley and temporarily tighten it.
• Install on the new air cleaner with a snap ring.

• Install a new seal ring and O-ring on the cover.
• Install the cover on the distribution cover.
• Tighten the nut to a torque of 10 N·m {7.4 ft.lbs, 1.0 kgf·m}.
11-52
11
Installation: Damper pulley
• Prevent the flywheel from rotating using through the starter
opening.
• Install the damper pulley.

• Tighten the bolt to a torque of 350 N·m {260 ft.lbs, 35 kgf·m}.
11-53
TIMING GEAR, CHAIN
Removal sequence
1 Lock plug 14 Upper mobile skid 28 High pressure fuel pump
2 Spacer 15 Lower mobile skid support
3 Power steering oil pump 16 Camshaft control gear 29 O-ring
(See Gr37.) (exhaust) 30 O-ring
4 Coupling 17 Camshaft control gear (intake) 31 Oil pump/vacuum unit gear
5 Spacer 18 Single chain 32 Power steering oil pump
6 High pressure fuel pump 19 Lock plug control shaft
(See Gr13.) 20 Upper side skid 33 Locating pin
7 O-ring 21 Lower side skid 34 Power steering oil pump
8 Oil pump/vacuum unit 22 Lower skid support
(See Gr12 and Gr35.) 23 Drive gear 35 O-ring
9 Gasket 24 High pressure fuel pump gear 36 Gasket
10 Oil pump coupling 25 Double chain
11 Upper chain stretcher 26 High pressure fuel pump : Non-reusable parts
12 Lower chain stretcher control shaft
13 Mobile skid shaft 27 Locating pin
11-54
11
• If fine dust enters the high pressure fuel pump, engine performance will significantly be affected. Be sure to cover
the openings after removing parts such as pipes.
NOTE
• Both chains and related parts must be replaced as a kit.
• A chain stretcher with self-locking mechanism needs to be replaced whenever it has been removed. The
chain stretcher also needs to be replaced if the piston is inadvertently removed from the chain stretcher.
• Once the pump housing is unlocked and the piston protrudes, the chain stretcher cannot be assembled
as before.
36 35 34 33 32 30 29 28 27 26 31 25 24 23 22 21 20
19 18 17 16 15 14 13 12 11 7 6 5 10 9 8 4 3 2 1

Nut (high pressure fuel pump support mounting)
Nut (power steering oil pump support mounting)
Bolt (lower side skid mounting)
Bolt (lower skid mounting) 25 {18, 2.5} –
Lock plug
Bolt (high pressure fuel pump mounting)
Bolt (oil pump/vacuum unit)
Mobile skid shaft
40 {30, 4.0} –
Bolt (power steering oil pump mounting)
Lower chain stretcher
50 {37, 5.0} –
Upper chain stretcher
Bolt (oil pump/vacuum unit gear mounting) 130 {96, 13} –
Bolt (camshaft control gear mounting) 110 {81, 11} –
Bolt (drive gear mounting) 135 {100, 13.5} –
Bolt (upper side skid mounting)
10 {7.4, 1.0} –
Bolt (high pressure fuel pump mounting)

O-ring Engine oil As required
11-55
TIMING GEAR, CHAIN
Special tools
Stop the rotation of the engine

Cranking shaft MH063969
<Timing locating tool>
Stop the rotation of the hydraulic pow-

Power steering installer MH063965
er steering pump control shaft
Camshaft guide MH063968 Installation of overhead
Removal procedure
Removal: Power steering oil pump
• Remove the bolts with the spacers and detach the power steer-
ing oil pump.
Removal: High pressure fuel pump
• Set the engine to top dead center at the #1 cylinder.

• Loosen bolt A, and then remove it.
• Loosen bolt B, and remove it together with the spacer.
• Remove the high pressure fuel pump from the high pressure fuel
pump support.
• Check the direction of the coupling installed on the high pres-
sure fuel pump.
11-56
11
Removal: Oil pump/vacuum unit
• Remove the oil pump/vacuum unit.
• Remove the oil pump coupling.
Removal: Mobile skid shaft, mobile skid

• Remove the chain stretcher: upper and lower.
• Remove the mobile skid shaft and disassemble the mobile skid:
lower and upper.
Removal: Camshaft control gear and single chain

• Install on the camshaft slot through the overhead screw
hole into the cam slot.
• Remove bolts A and B, and then remove the camshaft control
gear (exhaust), camshaft control gear (intake) and single chain.
(The single chain has no preferred mounting orientation (front/
back).)
Removal: Lock plug, upper side skid

• Remove the rubber cap, the screws and the upper side skid.
11-57
TIMING GEAR, CHAIN
Removal: Lower side skid, lower skid
• Remove the bolts and the lower side skid.
• Remove the bolts and the lower skid.
Removal: Drive gear, high pressure fuel pump gear, double

chain
• Insert an appropriate wrench (T90 Torx bit socket) into the high
pressure fuel pump control shaft to prevent the shaft from rotat-
ing.
• Remove the screw and the single chain drive gear from the high
pressure fuel pump control shaft.
• Remove the high pressure fuel pump gear double chain and the
double chain from the high pressure fuel pump control shaft.
(The double chain has no preferred mounting orientation (front/
back).)
11-58
11
Removal: High pressure fuel pump control shaft, support
• Remove the high pressure fuel pump control shaft.
• Remove the nuts and the support.
Removal: Oil pump/vacuum unit gear

• Stop the rotation of the power steering oil pump control shaft by
inserting in the shaft and fastening the on the support
by means of the bolts.
• Remove the bolt and the gear from the hydraulic power steering
pump control shaft.
Removal: Power steering oil pump control shaft, support

• Remove the hydraulic power steering pump control shaft.
• Remove the nuts and the support.
11-59
TIMING GEAR, CHAIN
Installation: Cranking shaft
• Using the , rotate the crankshaft and install it by inserting it
into the crankshaft hole from the cylinder lock hole.
• When rotating the crankshaft, be careful that it does not interfere
with the valve.
• Stop rotating the engine when it is in a condition that enables the
subsequent parts to be installed on it.
Installation: Support, power steering oil pump control shaft

• Lubricate the O-ring with engine oil and install it on the support.
• Take care not to damage the O-ring.
• Install a new gasket and the power steering oil pump support,
screw in the nuts, and then tighten them to a torque of 25 N·m
{18 ft.lbs, 2.5 kgf·m}.
• Install the positioning pin on the power steering oil pump control
shaft.
• Install the power steering oil pump control shaft on the inside of
the power steering oil pump support.
• Stop the hydraulic power steering pump control shaft rotation of

the hydraulic power steering pump by inserting in the latter the
and fastening the on the support by means of the
bolts.
11-60
11
Installation: High pressure fuel pump support, high pres-
sure fuel pump control shaft
• Lubricate the new O-rings with engine oil and install them on the
support.
• There is a housing for the locating pin in the through hole in the
high pressure fuel pump gear.
• The through hole in the high pressure fuel pump gear has a ref-
erence point which needs to be kept in a vertical position when
timing the pump.
• There is a housing for the locating pin in the high pressure fuel
pump control shaft.
• The position of the housing for the locating pin in the shaft has
been determined so as to ensure the timing between the pump
and crankshaft.
• Install the support and the nuts and tighten them to the pre-
scribed torque (25 N·m {18 ft.lbs, 2.5 kgf·m}).
• Install the high pressure fuel pump control shaft of the high pres-
sure fuel pump.
Installation: Oil pump/vacuum unit gear

• Install the oil pump/vacuum unit gear on the power steering oil
pump control shaft.
11-61
TIMING GEAR, CHAIN
• Remove the bolt, and then remove the .
Installation: Drive gears, double chain

• As far as possible, install the high pressure fuel pump control
shaft with the locating pin facing directly upward.
• Position the high pressure fuel pump gear so that the chamfered
side is facing the drive gear, and install the double chain on the
high pressure fuel pump gear.
• Align the high pressure fuel pump gear with the locating pin of
the high pressure fuel pump control shaft, and then install it on
the control shaft.
• After installing the fuel pump gear, press C of the double chain,
and confirm that the chain is taut at sections A and B, and also
that the locating pin of the high pressure fuel pump gear is facing
directly upward.
• Clean the contacting faces of the drive gear and the high pres-
sure fuel pump gear.
• Install the drive gear on the high pressure fuel pump control
shaft, and temporarily tighten the bolt (to the extent that the drive
gear can be easily rotated by hand).
11-62
11
Installation: Lower side skid, lower skid
• Inspect the condition of each skid, and replace any worn skids.
• Install the lower skid, then screw in the bolt and tighten it to a
• Install the lower side skid, and tighten the bolt to a torque of 25
N·m {18 ft.lbs, 2.5 kgf·m}.
Installation: Upper side skid

• Install the upper side skid, and tighten the bolt to a torque of 10
N·m {7.4 ft.lbs, 1.0 kgf·m}.
• Tighten the bolt at the rear of the lock plug to a torque of 10 N·m
{7.4 ft.lbs, 1.0 kgf·m}, then tighten the new lock plug to a torque
of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
Installation: Single chain, gear

• Install the camshaft control gears (intake and exhaust) with the
stamped side of the gear facing the camshaft side.
• Install the camshaft control gear (intake) with the slot on the gear
at the position shown in the illustration, and then temporarily
tighten the bolt.
• Install the single chain on the drive gear and the camshaft con-
troller gear (intake).
• Use the largest of the three dowel pin insertion holes in the cam-
shaft control gear (exhaust).
• Place the single chain on the camshaft control gear (exhaust),
and temporarily tighten the gear mounting bolt (to the extent that
the drive gear can be easily rotated by hand).
• Then, check to see if the single chain between the exhaust and
intake camshaft control gears can be tensioned by removing the
play of the dowel pins in the insertion holes.
11-63
TIMING GEAR, CHAIN
Installation: Lower mobile skid, upper mobile skid
• Check the condition of the lower and upper mobile skids. If the
skids are worn, replace them.
• Install the lower and upper mobile skids, and install the mobile
skid shaft on the crankshaft.
• Tighten the mobile skid shaft to a torque of 40 N·m {30 ft.lbs, 4.0
kgf·m}.
Installation: Lower chain stretcher

• Install the lower chain stretcher, and tighten it to a torque of 50
Installation: Upper chain stretcher

• A chain stretcher with self-locking mechanism needs to be re-
placed whenever it has been removed. The chain stretcher also
needs to be replaced if the piston is inadvertently removed from
the chain stretcher.
• Install the upper chain stretcher, and tighten it to a torque of 50
• Insert an appropriate screwdriver through the opening in the
overhead and push the fin of the upper mobile skid until the pis-
ton of the upper stretcher reaches its stroke end.
• Check that tension is given to the chain when the piston is dis-
placed from the seat.
• Then, confirm that chains A, B and C are taut. (Tighten each
gear when the chains are taut.)
Installation: Camshaft control gear (intake)

• Tighten the temporarily installed camshaft control gear (intake)
to a torque of 110 N·m {81 ft.lbs, 11 kgf·m}.
11-64
11
Installation: Camshaft control gear (exhaust)
• Tighten the temporarily installed camshaft control gear (exhaust)
to a torque of 110 N·m {81 ft.lbs, 11 kgf·m}.
• After installation, confirm that the part of the chain between the
exhaust and intake sides is taut.
• Insert an appropriate wrench (T90 Torx bit socket) into the high
pressure fuel pump control shaft to prevent the shaft from rotat-
ing.
Installation: Drive gear

• Confirm that the part of the single chain between the drive gear
and the camshaft control gear is taut, then tighten the drive gear
to a torque of 135 N·m {100 ft.lbs, 14 kgf·m}, and remove the
.
Installation: High pressure fuel pump
• The relative positions of the control shaft and pump axis are de-
termined by the flange installed on the pump.
• The high pressure pump needs to be installed in a balanced po-
sition (bottom dead center), which is obtained by rotating the
control shaft.
• Bosch provides a new high pressure pump in a stable and bal-
anced position (bottom dead center) with the flange installed on
the pump. Check that the pump shaft is unloaded (no tension).
11-65
TIMING GEAR, CHAIN
• Apply engine oil to the O-ring, and then install the O-ring on the
high pressure fuel pump.
• Be careful not to damage the O-ring when installing it.
• Install the pump so that the control shaft teeth are engaged with
the coupling.
• Rotate the high pressure fuel pump (with the shaft and gear
locked) to align the bolt holes in the high pressure fuel pump
support and high pressure fuel pump.
• Fully tighten mounting bolt A on the high pressure fuel pump

support.
• Tighten two sets of bolt B and spacer.
Installation: Oil pump/vacuum unit

• Install the oil pump coupling on the inner side of the oil pump/
vacuum unit gear.
• Insert a new gasket, and install the oil pump/vacuum unit.
• Screw in the bolts of the oil pump/vacuum unit, and confirm that
the unit is installed correctly. Tighten the bolts to a torque of 25
• Remove the .
11-66
11
Installation: Power steering oil pump
• Apply engine oil to the O-ring, install the O-ring on the power
steering oil pump, and then tighten the bolts of the power steer-
ing oil pump to a torque of 40 N·m {30 ft.lbs, 4.0 kgf·m}.
11-67
OVERHEAD, CYLINDER HEAD
Removal sequence
1 Injector bracket
2 Injector
3 Dust guard
4 Overhead (See later section.)
5 Rocker arm and hydraulic tappet
6 Gasket
7 Glow plug
8 Cylinder head (See later section.)
9 Cylinder head gasket
*a: Lock plug

: Locating pin
: Non-reusable parts
This work requires protection

:
against dust.
• If fine dust enters the high pressure

fuel pump, engine performance will
significantly be affected. Be sure to
cover the openings after removing
parts such as pipes.
11-68
11
Service standards (Unit: mm {in.})
Location Maintenance item Standard value Limit Remedy
32.44 ± 0.3
End of stroke – Replace
Hydraulic tappet {1.28 ± 0.012}
Rocker arm and length 29.75 ± 0.25
5 Start of stroke – Replace
hydraulic tappet {0.471 to 0.472}
11.988 to 12.000
Outer diameter of hydraulic tappet – Replace
{0.471 to 0.472}
Clearance between rocker arm and hydraulic tappet 0.016 to 0.046
5, 8 – Replace
and seats on cylinder head {0.00063 to 0.0018}
Inner diameter of seats on cylinder head for hydraulic 12.016 to 12.034
8 – Replace
tappet {0.473 to 0.474}
Tightening torques (Unit: N·m {ft.lbs, kgf·m})

Bolt (overhead mounting)
25 {18, 2.5} –
Bolt (cylinder head mounting) M8
Bolt (cylinder head mounting) M12 65 {48, 6.5} + 90° + 60° –
Bolt (cylinder head mounting) M15 130 {96, 13} + 90° + 90° –
Bolt (injector bracket mounting) 32 {24, 3.3} –
Glow plug 8 to 10 {5.9 to 7.4, 0.8 to 1.0} –

Rocker arm and hydraulic tappet Engine oil As required
Special tools
Guide, camshaft MH063968 Installation of overhead
Glow plug wrench MH064216 Removal and installation of glow plug
Percussion puller MH063990 Removal of injector
11-69
Removal procedure
Removal: Injector
• Using the , remove the injector from the engine overhead.

(The injector is of a direct sealing type, so it does not use a gas-
ket.)
Removal: Glow plug

• Using the , remove the glow plug from the cylinder head.
11-70
11
Removal: Overhead
• Remove the bolts and detach the overhead from the cylinder
head.
Removal: Rocker arm and hydraulic tappet

• Remove the rocker arm and the hydraulic tappets.
NOTE
• Tappets must be marked for position if they are going to be
reused.
Removal: Cylinder head

• Remove the screws and remove the cylinder head.
Removal: Cylinder head gasket

• Remove the cylinder head gasket.
• Check the protrusion of the pistons as described under the rele-
vant heading to check the possibility of facing the crankcase if it
has deformed.
11-71
Inspection: Rocker arm and hydraulic tappet
• The sliding surface of the tappets must have no scoring/dents;
replace them if they do.
(2) Hydraulic tappet length

• Measure the each length of hydraulic tappet for the end and start
of stroke.
A = 32.44 ± 0.3 mm {1.28 ± 0.012 in.}, end of stroke
B = 31.30 mm {1.23 in.}, working position: reference
C = 29.75 ± 0.25 mm {1.17 ± 0.0098 in.}, start of stroke
• If the measurement is not within the standard valve range, re-

place the hydraulic tappet.
(3) Outer diameter of hydraulic tappet

• If the measurement is not within the standard valve range, re-
place the hydraulic tappet.
Inspection: Inner diameter of seats on cylinder head for hy-

draulic tappet
• If the measurement is not within the standard value range, re-
place the cylinder head.
Installation: Cylinder head gasket
• Check that the mating surfaces of the cylinder head and crank-
case are clean.
• Keep the cylinder head gasket clean.
• Place the cylinder head gasket of the cylinder head with the
thickness given in section “Check piston protrusion”, with the
“TOP” sign facing the head.
NOTE
• It is essential to keep the cylinder head gasket sealed in its
package until just before assembly.
11-72
11
Inspection: Cylinder head
• Mount the cylinder head.
• Apply engine oil to the threads of the cylinder head bolts and in-
stall the bolts, and then tighten them in three phases as follows
in the order shown in the drawing.
• Diagram of the tightening sequence for the cylinder head fixing
bolts.
• 1st phase: pre-tightening with torque wrench
• Bolts 1-2-3-4-5-6 to a torque of 130 N·m {96 ft.lbs, 13
kgf·m}.
• Bolts 7-8-9-10 to a torque of 65 N·m {48 ft.lbs, 6.6 kgf·m}.
• 2nd phase: angle closing
• Bolts 1-2-3-4-5-6 90°.
• Bolts 7-8-9-10 90°.
• 3rd phase: angle closing
• Bolts 1-2-3-4-5-6 90°.
• Bolts 7-8-9-10 60°.
• Bolts A, to a torque of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
Installation: Rocker arm and hydraulic tappet, overhead

• Make a fixture jig A as shown in the illustration.
• Thoroughly clean the hydraulic tappets, lubricate them and fit
them in the cylinder head, positioning the rocker arms on the
valves correctly.
• Install the gasket.
• Insert the two jigs into the injector seats for subsequent center-
ing of the overhead on the cylinder head.
• Position the camshafts so that the can be inserted in the

camshaft slots through the overhead threaded holes.
11-73
• Mount the overhead together with the for the timing and
tighten the fixing bolts to the prescribed torque: 25 N·m {18 ft.lbs,
2.5 kgf·m}.
• Take out the jig A.
Installation: Glow plug

• Using the , install the glow plug on the cylinder head using
a torque of 8 to 10 N·m {5.9 to 7.4 ft.lbs, 0.8 to 1.0 kgf·m}.
Installation: Injector

• Install the injector on the overhead.
• Install the injector bracket.
• Install the bolt without tightening it.
• After installing the fuel pipes to the injector and to the common
rail, tighten the injector bracket mounting bolt to the prescribed
torque: 32 N·m {24 ft.lbs, 3.3 kgf·m}.
11-74
11
Overhead
Disassembly sequence
1 Cover 6 Camshaft (intake)
2 Upper skid 7 Lock plug
3 Stud 8 Overhead
4 Shoulder plate
5 Camshaft (exhaust) : Non-reusable parts
Assembly sequence
8 3 7 1 6 5 2 4

0.04
Journal alignment – Replace
{0.0016}
48.925 to 48.950
No.1 –
{1.926 to 1.927}
Outer diameter of 46.925 to 46.950
5, 6 Camshaft No.2 – Replace
supporting pin {1.848 to 1.849}
35.925 to 35.950
No.3 –
{1.414 to 1.415}
Useful cam lobe Exhaust 3.622 {0.14} –
Replace
height Intake 4.328 {0.17} –
0.032 to 0.087
5, 6, 8 Camshaft pin-to-overhead supporting seat clearance – Replace
{0.0013 to 0.0034}
11-75
48.988 to 49.012
No.1 –
{1.929 to 1.930}
Inner diameter of camshaft pin seats 46.988 to 47.012
8 No.2 – Replace
in overhead {1.850 to 1.851}
35.988 to 36.012
No.3 –
{1.417 to 1.418}

Bolt (cover mounting)
Nut (upper skid mounting) 10 {7.4, 1.0} –
Bolt (shoulder plate mounting)

Support pin of the camshaft Engine oil As required
Removal procedure
• Remove the nuts and the upper skid. Remove the bolts and the
shoulder plate.
• Tilt the overhead and take care not to damage the seats, then
remove the camshafts from the overhead.
11-76
11
Inspection: Camshaft and overhead
(1) Camshaft pin-to-overhead supporting seat clearance
• The surfaces of the shaft supporting pins and of the cams must
be finely honed; if there is any sign of wear or scoring, replace
the shaft.
• Using a micrometer, measure the diameter of the pins of the
camshaft and, using a bore meter, measure the diameter of the
supporting seats in the overhead.
• The difference between these two measurements gives the ex-
isting clearance.
The nominal assembly clearance is 0.032 to 0.087 mm {0.0013
to 0.0034 in.}.
(2) Camshaft useful cam lobe height and bend
• Place the shaft on the V-blocks and use a dial gauge fitted on
the central support to check that the bend does not exceed 0.04
mm {0.0016 in.}; otherwise, change the shaft.
• Check also the useful camshaft lobe height: it must correspond
to the standard value; if different values are detected, change
the shaft.
11-77
• See the following “MAIN DATA, CAMSHAFT PINS AND SEATS”.
Installation: Camshaft
• Apply engine oil to the support pins of the intake camshaft and
exhaust camshafts, and install the camshaft on the overhead.
• During this work, do not change over the mounting positions of
the shafts.
The intake camshaft can be identified by the number of dowel
pins on the front face. (intake: 2 dowel pins, exhaust: 1 dowel
pin) Be careful not to damage the support seat of the overhead
shaft.
• Install the upper skid using a tightening torque of 10 N·m {7.4

• Install a new shoulder plate using a torque of 10 N·m {7.4 ft.lbs,
10 kgf·m}.
11-78
11
Cylinder head
1 Cotters
2 Retainer
3 Spring
4 Stem seal
5 Valve guide
6 Intake valve
7 Exhaust valve
8 Connector
9 Stud
10 Lock plug
11 Gasket
12 Taper plug (diam: 1/2”)
17 Valve seat
18 Cylinder head
Assembly sequence
Follow the disassembly sequence in re-
verse.
–0.10 to +0.20
Injector – Reface
{–0.0039 to +0.0079}
– Protrusion
3.77 ± 0.30
Glow plug – Reface
{0.15 ± 0.012}
Free spring 55.05 {2.17} – Replace
3 Valve spring height Load of N320 ± 16 45 {1.77} – Replace
Load of N657 ± 30 35 {1.38} – Replace
6.023 to 6.038
Inside diameter – Reface or replace
{0.237 to 0.238}
5 Valve guide
10.028 to 10.039
Outside diameter – Reface or replace
{0.394 to 0.395}
0.023 to 0.053
Clearance between Intake – Inspect
{0.00091 to 0.0023}
5, 6, 7 valve stem and valve
guide 0.033 to 0.063
Exhaust – Replace
{0.0013 to 0.0025}
Interference between valve guide and seats on cylinder 0.028 to 0.059
5, 18 – Replace
head {0.0011 to 0.0023}
5.985 to 6.000
Stem outside diameter – Replace
6 Intake valve {0.235 to 0.236}
Seat angle 60° ± 7’ – Reface
0.475 to 0.5250
Valve recessing (intake and exhaust) – Inspect
{0.019 to 0.021}
6, 7
0.03
Valve centering error – Replace
{0.0012}
11-79
5.975 to 5.990
Stem outside diameter – Replace
7 Exhaust valve {0.235 to 0.236}
Seat angle 60° ± 7’ – Reface
34.595 to 34.610
Valve seats Outside diameter – Replace
17 {1.362 to 1.363}
(intake and exhaust)
Angle 59.5 ± 0.5° – Replace
0.08 to 0.12
17, 18 Interference between valve seat and cylinder head – Replace
{0.0031 to 0.0047}
0.20
Deformation of mating surface –
{0.0079}
Cylinder head Reface or replace
112 ± 0.1 111.8
Thickness from top to bottom
{4.41 ± 0.0039} {4.40}
18
Inside diameter of seat on cylinder head for valve seat 34.490 to 34.515
– Replace
(intake and exhaust) {1.358 to 1.359}
9.980 to 10.000
Inside diameter of valve guide seat – Replace
{0.392 to 0.394}

Rubber cap 25 {18, 2.5} –

Valve guide
Engine oil As required
Stem of intake valve and exhaust valve
Special tools
Lifter, valve MH063966 Tool for removing and refitting valves
Injector support seat cut-

MH064257 Cleaning of injector seat surface
ter
Measurement for piston protrusion,

Base, dial gauge MH063971
etc.
11-80
11
Removal procedure
Removal: Valve
• Install part of onto the cylinder head and secure it with the
screws.
• Install part of onto part, screw down the nut so that on com-
pressing the springs it is possible to remove the cotters.
Then take out the plates and the springs.
• Using suitable pliers, remove the stem seal.
• Repeat these operations on the remaining valves.
• Turn the cylinder head over.
Inspection: Cylinder head deformation of mating surface
• The mating surface of the head with the cylinder block is
checked using a rule and a feeler gauge.
• The deformation found on the entire length of the cylinder head
must be no greater than 0.2 mm {0.0079 in.}.
• The nominal thickness A of the cylinder head is 112 ± 0.1 mm
{4.41 ± 0.0039 in.}; the maximum permissible removal of metal
must not exceed a thickness of 0.2 mm {0.0079 in.}.
• After regrinding, check the valve recessing and if necessary re-
grind the valve seats to make the prescribed valve recessing.
Inspection: Intake valve, exhaust valve

• Remove the carbon deposits on the valves with a wire brush.
Check that the valves show no signs of seizure, cracking or
burning.
(2) Stem outside diameter
• Replace the valve stem if the measured value is not within the
standard value range.
(3) Valve seat angle
• Replace the valve seat if the measured value is not within the
standard value range.
Inspection: Valve spring

(1) Free length
Standard value: 55.05 mm {2.17 in.}
• If the measurement is out of the standard value, replace the
valve spring.
(2) Installed load (installed length)
Standard value: 45 mm {1.77 in.} 320 ± 16 N {72 ± 3.6 lbs, 32.6 ±
1.6 kgf}
: 35 mm {1.38 in.} 657 ± 30 N {145 ± 6.7 lbs, 67.0
± 3.1 kgf}
• If the measurement is out of the standard value, correct the
valve.
11-81
Inspection: Valve guide inner diameter
• Measure the valve guide inner diameter using a small hole diam-
eter gauge.
Standard value: 6.023 to 6.038 mm {0.237 to 0.238 in.}
valve guide.
Inspection: Clearance between valve stem and valve guide

and centering valves
• The checks are made using with a magnetic base, posi-
tioned as illustrated.
• The assembly clearance is 0.033 to 0.063 mm {0.0013 to 0.0025
in.}.
Rotate the valve, check that the centering error is no greater
than 0.03 mm {0.0012 in.}.
• If measurement is not within the standard value range or ex-
ceeds the limit, replace the defective parts.
Replacement of valve guide

[Removal]
• Make the fixture jig A as shown in the illustration.
• Remove the valve guides with the drift jig A.
[Installation]
• Measure the diameter of the valve guide seat inside in the cylin-
der head.
Standard value of valve guides–Seats
Valve guide seat insideφ 9.980 to 10.000 mm

{0.393 to 0.394 in.}
Valve guide outsideφ 10.028 mm to 10.039 mm
{0.394 to 0.395 in.}
11-82
11
• If the measurement is not within the standard value, select an
oversized valve guide from the table below.
• Recondition the valve guide mounting hole to the diameter cor-
responding to the diameter of the selected oversized valve
guide.
Unit: mm {in.}
Available oversize 0.05 {0.002} 0.1 {0.0039} 0.25 {0.0098}
Valve guide outside 10.078 to 10.089 10.128 to 10.139 10.278 to 10.289
diameter {0.396 to 0.397} {0.398 to 0.399} {0.404 to 0.405}
• Make the fixture jig B as shown in the illustration.

• Warm up the cylinder head to 80 to 100°C {176 to 212°F} and,
by means of beater jig A fitted with element jig B, fit the new
valve guides previously lubricated with engine oil. Driving force
4.2 to 12 kN {945 to 2700 lbs, 430 to 1250 kgf}.
• Measurement to be made after driving in the valve guides.
• If the above mentioned tools are not available, fit the valve
guides by positioning them in the cylinder head according to the
value shown in figure.
11-83
Refacing the valve guide
• Make the fixture jig C as shown in the illustration.
• After driving in the valve guides, regrind them with the smoother
jig C.
(1) 15 mm {0.59 in.}
(2) 10 mm {0.39 in.}
(3) 25 mm {0.98 in.}
(4) 10 mm {0.39 in.}
(5) 30 mm {1.18 in.}
(6) 140 mm {5.51 in.}
(7) 10 mm {0.39 in.}
(8) φ5.9 ± 0.05 mm {0.23 ± 0.0020 in.}
(9) φ5.5 mm {0.22 in.}
+0 +0
(10) 6.03 +0.005 mm {0.24 +0.00020 in.}
(11) φ5.5 mm {0.22 in.}
(12) φ5.95 mm {0.24 in.}
Inspection: Valve seat (when replaced with a new part)

(1) Outer diameter
valve seat.
(2) Angle
Standard value: 59.5 ± 0.5°
valve seat.
Inspection: Valve seat
INTAKE VALVE EXHAUST VALVE
11-84
11
• Check the valve seats. On finding any slight scoring or burns, re-
grind them with an appropriate tool according to the angles giv-
en in figure.
• Having to replace them, with the same tool and taking care not
to affect the cylinder head, remove as much material from the
valve seats as possible until, with a punch, it is possible to ex-
tract them from the cylinder head.
• Heat the cylinder head to 80 to 100°C {176 to 212°F} and, using
a suitable drift, fit in it the new valve seats, previously chilled in
liquid nitrogen.
• Using a specific tool, regrind the valve seats according to the an-
gles given in figure.
• Mount the valves, block the seat of the electro-injectors and
glow plugs; using a suitable tool, check the seal of the valves/
seats.
Clearance between valve seat and cylinder head

• If the measurement is out of the standard value, replace defec-
tive parts.
Inspection: Injector support seat

• Check the injector support seat for carbon deposits.
• If carbon deposits are present, clean the injector support seat
using .
CAUTION
• Never grind the aluminum surface of the injector support
seat.
Inspection: Valve recessing, protrusion of injector and glow

plug
• Using dial gauge and relevant base , check that, from the
plane of the cylinder head, the valve recessing and the protru-
sion of the injector and of the glow plug have the prescribed val-
ue.
• Valve recessing: 0.475 to 0.5250 mm {0.019 to 0.021 in.}
• Injector protrusion: –0.10 to +0.20 mm {–0.0039 to 0.0079 in.}
• Glow plug protrusion: 3.77 ± 0.30 mm {0.15 ± 0.012 in.}
• If the measurement is not within the standard value range, re-
place the defective parts.
11-85
Installation: Valve
• Make a fixture jig D as shown in the illustration.
• Lubricate the stem of the valves and insert them into the associ-
ated valve guides according to the position marked during re-
moval. Using jig D, mount the stem seals on the valve guides.
NOTE
• The intake valves are different from the exhaust ones for a
dimple ( ) in the center of the valve head.
• Position the springs and plates on the cylinder head.

• Install the part of onto the cylinder head and secure it with
the screws.
• Install the part of onto part, screw down the nut so that by
compressing the springs it is possible to insert the retaining cot-
ters; then unscrew the nut checking that the cotters have settled
in correctly.
• Repeat these operations on the remaining valves.
11-86
11
M E M O
11-87
PISTON AND CONNECTING ROD
Removal sequences
1 Connecting rod cap
2 Lower connecting rod bearing
3 Upper connecting rod bearing
4 Snap pin
5 Piston pin
6 Connecting rod
7 1st ring
8 2nd ring
9 Oil ring
10 Piston
*a: Crankcase
*b:: Crankshaft
Non-reusable parts
verse.

1.882 to 1.892
1 Upper rod half bearing thickness – Replace
{0.0741 to 0.0745}
1, 2, 3, 0.035 to 0.083
Bearing shells to crankpins clearance – Replace
6, b
* {0.0014 to 0.0033}
67.833 to 67.848
1, 6 Connecting rod bearing seat – Replace
{2.670 to 2.671}
1.878 to 1.888
3 Lower rod half bearing thickness – Replace
{0.073 to 0.074}
35.990 to 35.996
5 Piston pin outside diameter – Replace
{1.416 to 1.417}
0.014 to 0.030
5, 6 Piston pin to connecting rod bushing clearance – Replace
{0.00055 to 0.0012}
0.07 to 0.019
5, 10 Piston pin to pin clearance – Replace
{0.0028 to 0.00075}
11-88
11
1st ring
2.068 to 2.097
(measured at 1.5 {0.059} – Replace
{0.081 to 0.083}
from external diameter)
Piston ring thickness 1.970 to 1.990
2nd ring – Replace
{0.077 to 0.078}
2.470 to 2.495
Oil ring – Replace
7 to 9 {0.097 to 0.098}
0.20 to 0.35
1st ring – Replace
{0.0079 to 0.014}
Piston ring end opening in 0.60 to 0.80
cylinder liner {0.024 to 0.031}
0.30 to 0.60
{0.012 to 0.024}
0.103 to 0.162
1st ring – Replace
{0.0041 to 0.064}
Piston ring to slots clear- 0.060 to 0.100
7 to 10 2nd ring – Replace
ance {0.0024 to 0.0039}
0.045 to 0.090
{0.0018 to 0.0035}
1st ring
2.200 to 2.230
(measured on φ92.8 – Replace
{0.087 to 0.088}
{φ3.65})
Piston ring slots width 2.050 to 2.070
{0.0807 to 0.0815}
2.540 to 2.560
10 {0.100 to 0.101}
95.705 to 95.715
Piston outside diameter Class A – Replace
{3.7679 to 3.7683}
(measured at 10 {0.39}
from bottom of piston) 95.715 to 95.725
Class B – Replace
{3.7683 to 3.7687}
36.003 to 36.009
Pistons seat diameter for pin – Replace
{1.4174 to 1.4177}
0.3 to 0.6
*
10, a Piston protrusion from crankcase
{0.012 to 0.024}
– Replace

Screw (connecting rod cap mounting) 50 {37, 5.1} + 70° –

Piston pin outside surface
Piston outside surface
Piston ring Engine oil As required
Cylinder liner of the crankcase
Connecting rod bearing inside surface
11-89
Special tools
Dial gauge base for various measure-

Base, dial gauge MH063971
ments
Piston clamp
(60 to 125 mm MH063992 Installation of piston to cylinder liner
{2.36 to 4.92 in.})
Removal procedure
Removal: Piston and connecting rod
• Before removing the piston, remove carbon deposits from the in-
side of the cylinder so as to prevent the piston walls from be-
coming damaged.
• Set the piston and connecting rod assembly to the bottom dead
center.
• Loosen the connecting rod cap, and rotate the engine in the ver-
tical position.
• Remove the connecting rod cap and the lower connecting rod
bearing.
CAUTION
• After removing the connecting rod cap, be sure to place the
connecting rod cap and the connecting rod bearing with
their sides facing downward. If you place them with the end
face downward, the connecting rod bearing assembly will
be damaged. If damage occurs, it will be necessary to re-
place the connecting rod assembly.
• Withdraw the piston and the connecting rod assembly from the
top of the crankcase.
• Next, install the connecting rod cap and the lower connecting
rod bearing on the connecting rod. During this work, confirm that
there is no foreign matter on the mating faces.
CAUTION
• After removing a piston and its connecting rod assembly,
install the connecting rod cap and the bearing on the same
connecting rod before removing a different connecting rod
cap. During this work, ensure that no clearance occurs be-
tween the mating face to prevent these faces from being
damaged.
11-90
11
• Because it is necessary to re-install all of the component parts in
their original locations, make a note of the cylinder number and
the front and rear directions of the engine on each connecting
rod and the connecting rod cap before removing these parts. Al-
so, after removing a connecting rod cap, make a mark using a
scriber on the notch of the bearing shell to identify top and bot-
tom, and also indicate the cylinder number.
• Push the connecting rod bearing from the side, and remove the
bearing from the connecting rod.
• Hold the piston with the top facing downward, and place the pis-
ton on a table.
• Using snap ring pliers, remove the snap ring from the piston.
• Slide the piston pin and remove it, then remove the connecting
rod from the piston.
• Using piston ring pliers, remove the 1st ring and 2nd ring from
the piston.
• Remove the oil ring by hand, and then pull out the joint core wire
and remove the oil expander spring remaining on the piston
side.
• Remove the carbon in the area shown in the drawing from the
removed pistons using a carbon scraper and steel scrubbing
brush.
11-91
Inspection: Piston and connecting rod
• Check the pistons. They must show no signs of seizure, scoring,
cracking or excessive wear; replace them if they do.
Inspection: Clearance between piston pin and connecting

rod bushing
bushing.
Inspection: Piston pin

• Lubricate the pin and its seat on the hubs of the piston with en-
gine oil. The pin must go into the piston by lightly pressing with
the fingers and must not drop out by gravity.
• If the pin drops out by gravity, replace the defective part.
11-92
11
• Clearance between piston pin and piston
• If the measurement is out of the standard value, replace de-
fective parts.
Inspection: Connecting rod and bearing

Standard value: A = 36.010 to 36.020 mm {1.417 to 1.418 in.}
Standard value :B = 67.833 to 67.848 mm {2.670 to 2.671 in.}
Standard value :C = 35.990 to 35.996 mm {1.416 to 1.417 in.}
Standard value :D = 1.882 to 1.892 mm {0.074 to 0.0745 in.}
Standard value :E = 1.878 to 1.888 mm {0.073 to 0.074 in.}
tive parts.
• Tighten the connecting rod cap bolt to a torque of 50 N·m {37
ft.lbs, 5.0 kgf·m} when measuring dimension B.
• Each connecting rod has its cap marked with the followings.
• A number indicating the weight class of the connecting rod
mounted in production.
• A letter: O or X indicating the diameter class of the big end
mounted in production.
• In addition, it could be stamped with the number of the cylinder
in which it is fitted.
In the event of replacement it is therefore necessary to number
the new connecting rod with the same number as the one re-
placed.
• The numbering must be done on the opposite side to the bear-
ing shell retaining slots.
The connecting rods are supplied as spare parts with the diame-
ter of the big end 67.833 to 67.848 mm {2.670 to 2.671 in.}
marked with the letter O and the weight class marked with the
number 33.
• It is not permissible to remove material.
• Connecting rods assembled on one engine must be of the same
class and the same supplier.
• Check that the bushing in the small end has not come loose and
shows no sign of seizure or scoring. If it does, replace the com-
plete connecting rod.
11-93
Inspection: Clearance (oil clearance) between connecting
rod bearing (big end) and crankshaft
• Tighten the connecting rod cap bolt to a torque of 50 N·m {37
ft.lbs, 5.0 kgf·m} when measuring the clearance.
• For the measuring method and standard value of the crankshaft,
see CRANKSHAFT AND CRANKCASE.
• Measure the inner diameter of the bearing and the outer diame-
ter of the crankshaft pin to determine the oil clearance.
tive parts.
Inspection: Piston ring

2.068 to 2.097 mm
*Thickness
{0.081 to 0.083 in.}
1st ring
0.20 to 0.35 mm
Clearance
{0.0079 to 0.014 in.}
1.970 to 1.990 mm
Thickness
Standard {0.077 to 0.078 in.}
2nd ring
value 0.060 to 0.80 mm
Clearance
{0.024 to 0.031 in.}
2.470 to 2.495 mm
Thickness
{0.097 to 0.098 in.}
Oil ring
0.30 to 0.60 mm
Clearance
{0.012 to 0.024 in.}
• * Measure the 1st ring in the position shown in the drawing.
• If the measurement is out of the standard value, replace the pis-
ton ring.
Inspection: Piston ring end gap

• Using the piston head, insert the piston ring into the crankcase
cylinder while keeping the ring level. The piston ring should be
inserted to the lower part where cylinder wear is small.
• Measure the piston ring end gap while taking care not to allow
the ring to move.
*1st ring 0.103 to 0.162 mm {0.0041 to 0.0064 in.}
Standard
2nd ring 0.060 to 0.100 mm {0.0024 to 0.0039 in.}
value
Oil ring 0.045 to 0.090 mm {0.0018 to 0.0035 in.}
• If any of the measurements is out of the standard value, replace
the piston rings as a set.
11-94
11
Inspection: Piston ring groove width
• Remove carbon in the piston ring grooves before taking mea-
surements.
• Take measurements at all around the piston ring groove circum-
ferences.
*1st ring 2.200 to 2.230 mm {0.087 to 0.088 in.}
Standard
2nd ring 2.050 to 2.070 mm {0.0807 to 0.0815 in.}
value
Oil ring 2.540 to 2.560 mm {0.100 to 0.101 in.}
• * Measure the 1st ring in the position shown in the drawing.
ton.
Inspection: Piston
CLASS A 95.705 to 95.715 mm {3.7679 to 3.7683 in.}
Standard
CLASS B 95.715 to 95.725 mm {3.7683 to 3.7687 in.}
value
C 36.003 to 36.009 mm {1.4174 to 1.4177 in.}
ton.
Installation: Piston and connecting rod
• Apply engine oil to the piston rings and oil ring.
• Install the piston rings and oil ring so that the ring gaps are sep-
arated 120 degrees with each other.
• The oil ring gap and expander spring gap should be separated
180 degrees.
• Apply engine oil to the connecting rod and piston pin.

• Position the connecting rod on the piston, insert the piston pin
and secure it with the snap rings.
11-95
Installation: Piston and connecting rod
• Connect the piston to the connecting rod together with its cap so
that the piston assembly reference, position of the connecting
rod and of the cap are observed as shown in the figure.
• Lubricate the pistons well, including the piston rings and the in-
side of the cylinder block.
With the aid of , fit the connecting rod – piston assembly in
the cylinder block, checking that:
• The number of each connecting rod corresponds to the cap
mating number.
• The openings of the piston rings are staggered 120° apart.
• The pistons are all of the same weight.
• The symbol punched on the top of the pistons faces the en-
gine flywheel, or the recess in the skirt of the pistons tallies
with the oil spray nozzles.
• If connecting rod bearings are reused, you need to fit them back
in exactly the same sequence and position found on disassem-
bly.
11-96
11
• Install the connecting rod caps with the associated bearing
shells.
• The connecting rod cap fixing bolts must always be replaced for
permanent assembly.
• Tighten the bolts in two steps.

Step 1: With a torque wrench, to a torque of 50 N·m {37 ft.lbs,
5.1 kgf·m}.
Step 2: Closing to an angle of 70°
• Manually check the connecting rod end play to ensure that the
connecting rods slide axially on the pins of the crankshaft.

Inspection: Piston and connecting rod
• Compare the protrusion of piston at its top dead center with the
cylinder block top surface using .
• Measure the piston protrusion at the top dead center for all pis-
tons.
• The difference between the minimum and maximum protrusions
of the four pistons must be 0.15 mm {0.0059 in.}.
11-97
FLYWHEEL
1 Flywheel 4 Flywheel housing
2 Ring gear
3 Bearing : Locating pin
Assembly sequence
Tightening torques (Unit: N·m {ft.lbs, kgf·m})

Bolt (flywheel housing mounting) 30 {22, 3.0} + 90° –
11-98
11
Special tools
Flywheel, retainer MH064205 Block rotation of the flywheel
Removal procedure
Removal: Engine flywheel
• Set on the starter mount of the flywheel housing to prevent
the flywheel from rotating.
• Loosen the bolts to remove the flywheel housing and flywheel.
• After removing the flywheel, check the inside of the flywheel
housing for contamination. Clean the inside if it is dirty.
Inspection: Engine flywheel
(1) Visual check
• Check the clutch disc mating surface, if there are too many
scratches, change the engine flywheel.
Replacing the ring gear

[Removal]
• Heat the ring gear evenly to a temperature of 200°C {392°F} us-
ing a gas burner or the like and remove it from the flywheel.
WARNING
• Never touch heated areas to avoid burns.
11-99
FLYWHEEL
[Installation]
• Heat the ring gear evenly to a temperature of 200°C {392°F} us-
ing a gas burner or the like.
WARNING
• Fit the ring gear with the side having non-chamfered teeth edges
side facing the flywheel.
(2) Bearing
• Replace the bearing if damage, wear or poor rotation is ob-
served.
Installation: Bearing
• Install the bearing by setting the jig in the position shown in the
drawing.
Installation: Engine flywheel

• Set on the starter mount of the flywheel housing to prevent
the flywheel from rotating.
• Install the flywheel housing.
• Tighten the bolts fixing the flywheel in two steps.

3.1 kgf·m}.
Step 2: Closing to an angle of 90°.
11-100
11
M E M O
11-101
CRANKSHAFT AND CRANKCASE
Removal sequence
1 Lower crankcase
2 Lower main bearing
3 Rear oil seal
4 Crankshaft
5 Phonic wheel
6 Timing control gear
7 Upper main bearing
8 Central half-bearing
9 Eyebolt
10 Oil jet
11 Taper plug (diam = 1/8”)
12 Engine speed sensor
13 Taper plug (M14 × 1.5)
14 Seal gasket
16 Lock plug (φ25 mm {0.98 in.})
23 Upper crankcase
: Locating pin
Follow the removal sequence in reverse,
except the following sequence.
4 2 1 3

0.010 to 0.210
– Crankshaft end play – Rectify or replace
{0.00039 to 0.083}
80.588 to 80.614
No. 1, 2, 3, 4 –
Inside diameter of main bearing {3.1727 to 3.1738}
Replace
housing 87.588 to 87.614
1, 23 No. 5 –
{3.4483 to 3.4494}
27.290 to 27.340
Main bearing housing width for shoulder – Replace
{1.074 to 1.076}
2.165 to 2.174
Main bearing shell thickness
{0.0852 to 0.0855}
2, 7 – Replace
0.032 to 0.102
Bearing shells to main journals clearance
{0.0013 to 0.0040}
32.500 to 32.550
4 Main journal width for shoulder – Replace
{1.280 to 1.281}
11-102
11
Eyebolt (oil jet mounting) 25 {18, 2.5} –
Bolt (phonic wheel mounting) 10 ± 1 {7.4 ± 0.1, 1.0 ± 0.1} –
Bolt (crankcase base mounting) 50 {37, 5.0} + 60° + 60° –
Bolt (crankcase base mounting) 26 {19, 2.6} –
Bolt (engine speed sensor mounting) 10 {7.4, 0.1} –

Crankcase mounting surface of crankcase base Loctite 510 As required
Lock plug Loctite 263 As required
Rear shank of the crankshaft Engine oil As required
Special tools
Rear oil seal installer MH063963 Installation of rear oil seal
Bearing shells to main journals clearance is 0.032 to 0.102 mm

{0.0013 to 0.0040 in.}.
Work before disassembly

Crankshaft end play
• With the crankshaft installed, check the following item.
• The end play is checked by setting a dial gauge with a magnetic
base on the crankshaft as shown in the figure. The normal as-
sembly clearance is 0.010 to 0.210 mm {0.00039 to 0.0083 in.}.
• If you find the clearance to be greater than as required, replace
the central half-bearing shells carrying the thrust bearings and
repeat the clearance check between the crankshaft pins and the
main bearing shells. Bearing shells to main journals clearance is
0.032 to 0.102 mm {0.0013 to 0.0040 in.}.
• If the end play of the crankshaft does not come within the pre-
scribed values, it is necessary to grind the crankshaft and ac-
cordingly change the main bearing shells.
NOTE
• The central half-bearing has half thrust washers integrated
in it, so it performs the function of a thrust bearing. It is
supplied as a spare part only with the normal shoulder
thickness.
11-103
Removal procedure
Removal: Lower crankcase
• Remove the bolts and take off the crankcase.
Removal: Lower main bearing

• If the lower main bearing is reused, make a note of its assembly
position since it needs to be installed in the original position be-
fore removal.
Removal: Crankshaft, upper main bearing, central half-bear-

ing
• With the aid of a hoist and a rope, remove the crankshaft.
• Note the assembly position of the top main bearing shells since,
if they are reused, they will need to be fitted in the position found
during removal.
• The central half-bearing is fitted with shoulder half-rings.
Removal: Oil jet

• Take out the eyebolts and remove the oil jets.
11-104
11
Main bearing thickness
main bearing.
Inspection: Timing control gear

• On finding the timing control gear teeth damaged or worn, re-
move them from the crankshaft using a suitable extractor.
Replacement of timing control gear

[Installation]
• The new gear is fitted onto the crankshaft by heating it to a tem-
perature of 180°C {356°F}.
WARNING
• On completing assembly and after the gear has cooled, it must

withstand a torque of 150 N·m {110 ft.lbs, 15 kgf·m} without slip-
ping.
Inspection: Crankshaft
• When inspecting the main journals and crankpins, if any signs of
seizure or scoring are found, or if they are found to be exces-
sively out of round, it is necessary to regrind the pins. Before
grinding the pins, measure the shaft pins with a micrometer to
establish to what diameter it is necessary to decrease the pins.
NOTE
• It is advisable to enter the measurements in a table.
11-105
• The main journals and crankpins must always be ground to the

same undersize class.
• The undersizing performed, on the main journals or crankpins,
must be marked by punching on the side of crank arm number.
1.
• For undersized crankpins, letter M.
• For undersized main journals, letter B.
• For undersized crankpins and main journals, letter MB.
• The undersize classes are: 0.254 to 0.508 mm {0.0100 to 0.020
in.}.
11-106
11
[Correction]
• When correcting, keep the following dimension.
MAIN CRANKSHAFT TOLERANCES
TOLERANCES TOLERANCE CHARACTERISTIC GRAPHIC SYMBOL

Circularity
SHAPE
Cylindricality
Parallelism
ORIENTATION
Perpendicularity
POSITION Concentricity or coaxiality
Circular oscillation
OSCILLATION
Total oscillation
CLASS OF IMPORTANCE ATTRIBUTED TO PRODUCT CHARACTERISTICS GRAPHIC SYMBOL

CRITICAL
IMPORTANT
SECONDARY
NOTE
• The checks on the tolerances indicated in the figures must
be made after grinding the crankshaft pins.
• Symmetry between main journals and crankpins

• After grinding, keep to the following.
• Round off the edges of deburring the holes for lubrication of
the main journals and crankpins.
11-107
11-108
11
NOTE
• Since, during the 0.254 and 0.508 mm {0.0100 to 0.020 in.}
under sizing on the diameter of the crankpins and main
journals, the rolled portion of the side races of the pins may
get involved, it is necessary to turn the races keeping to the
data given in the figure and to do the rolling keeping to the
following instructions.
• Rolling force:
• 1st main journal: 925 ± 25 daN.
• 2nd - 3rd - 4th - 5th main journal: 1850 ± 50 daN.
• Crankpin: 1850 ± 50 daN.
• Rolling turns: 3 approach, 12 effective, 3 out.
• Rolling speed: 56 rpm.
• Reduction of the connecting rod pin slot diameter after rolling:
0.15 to 0.30 mm {0.0059 to 0.012 in.}*.
• Reduction of the journal slots after rolling: 0.15 to 0.30 mm
{0.0059 to 0.012 in.}*.
* Measured with calibrated rollers φ2.5 mm {0.098 in.}.
Inspection: Crankcase
(1) Visual inspection of crankcase
• Once the engine removal is complete, carefully clean the crank-
case.
• For the crankcase transportation use the suitable rings.
• Carefully check that the crankcase has no cracks in it.
• Check the state of the plugs. If they are rusty or there is any
doubt about their seal, replace them. When fitting the caps into
place, apply Loctite 270 sealant to the same.
(2) Inner diameter of crankcase

• Install the lower crankcase on the upper crankcase, and then
tighten the crankcase bolts to a torque of 50 N·m {37 ft.lbs, 5.1
kgf·m}.
• Measure the inner diameter of the crankcase.
Standard value
No.1, 2, 3, 4: 80.588 to 80.614 mm {3.1727 to 3.1738 in.}
No.5: 87.588 to 87.614 mm {3.4483 to 3.4494 in.}
tive parts.
(3) Main bearing width of crankcase

• If the measurement out of the standard value, replace the crank-
case.
11-109
(4) Cylinder bore
[Inspection]
• Examine the surfaces of the cylinder bores; they must show no
sign of meshing, scoring, out of roundness of the bores, taper or
excessive wear.
• The inside diameter of the cylinder bores is checked, to ascer-
tain the extent of out of roundness of the bores, taper and wear,
using the bore meter fitted with a dial gauge previously reset on
the ring gauge of the diameter of the cylinder bore or on a mi-
crometer.
• The measurements must be made for each single cylinder at
three different heights up the liner and on two planes at right an-
gles to each other: one parallel to the longitudinal axis of the en-
gine (B) and the perpendicular (A); the greatest wear is
generally found on this last plane with the first measurement.
• On finding out of roundness of the bores, taper or wear, go
ahead and bore/grind and finish the face of the cylinder bores.
The refacing of the cylinder liners should be done in relation to
the diameter of the pistons supplied as spare parts oversized by
0.4 mm {0.016 in.} of the nominal value and to the prescribed as-
sembly clearance.
11-110
11
[Correction]
• When correcting, keep the following
dimension.
* Surface roughness parameters:
• Permissible surface porosity for ma-
chined cylinder
• R1 = 4 to 10 µm
• Rz = 3 to 8 µm
• Ra = 0.25 to 0.6 µm
• W1 1.5 µm
ZONE B1
• Area of greatest mechanical stress,
segment/liner contact: No.2 non-con-
+
+ tinuous porosities are permissible
+
- max. 0.5 × 0.5.
+ +
ZONE B2
• Surface involved in segment rubbing:
No.2 non-continuous porosities are
permissible max. 1 × 0.8.
(5) Cylinder head mating surface

• See that the head mating surface, on the crankcase, has no de-
formation.
• This check can be made, after taking out the locating pin, with a
surface plate spread with carbon black or with a calibrated rule
and a feeler gauge. After ascertaining the areas of deformation,
level the bearing surface with a grinding machine.
NOTE
• The crankcase can only be surfaced after making sure that,
on completing the work, the piston protrudes from the cyl-
inder liner by no more than the prescribed value.
11-111
Installation: Lock plug
• Clean the lock plug mounting surface on the upper crankcase.
• Apply sealant to the lock plug. (Loctite 263)
• Install the lock plug on the upper crankcase.
Installation: Oil jet

• Replace the eyebolt with a new one.
• Fit on the oil jet and tighten the eyebolt to the prescribed torque
25 N·m {18 ft.lbs, 2.5 kgf·m}.
Installation: Main bearing, central half-bearing

• The main bearings are supplied as spare parts undersized on
the inside diameter by 0.254 to 0.508 mm {0.0100 to 0.020 in.}.
• If the main bearings are reused, they need to be fitted back on in
the same sequence and position found upon disassembly.
• Thoroughly clean the top main bearing shells and position them
in the crankcase.
NOTE
• The central half-bearing is fitted with thrust washers.
NOTE
• Do not do any altering of the bearings.
Installation: Phonic wheel

• Install the phonic wheel.
• Install the bolts and tighten them to the prescribed torque: 10 ± 1
N m {7.4 ± 0.1 ft.lbs, 1.0 ± 0.1 kgf m}.
11-112
11
Installation: Crankshaft
• Install the crankshaft.
Installation: Main bearing shell

• Thoroughly clean the bottom main bearing shells and mount
them in the lower crankcase.
Installation: Crankcase base

• Thoroughly clean the crankcase/crankcase base mating sur-
face.
• Apply, on base, sealant Loctite 510 as indicated in the scheme.
The sealant must be applied evenly.
NOTE
• Mount the crankcase base within 10 minutes of applying the
sealant.
11-113
• Mount the lower crankcase and tighten the fixing screws in three
stages, following the sequence shown in the figure.
5.1 kgf·m}.
Step 2: Tighten to an angle of 60°.
Step 3: Tighten to an angle of 60°.
• Then tighten the outer bolts to a torque of 26 N·m {19 ft.lbs, 2.7
kgf·m}.
Installation: Rear oil seal

• Clean the mating surface of the rear oil seal.
• Apply engine oil to the rear of the crankshaft.
• Install part of -A on the rear of the crankshaft, secure it with
the bolt and install a new rear oil seal over it.
Place -A over -B, screw in the nut and install the rear
oil seal on the seat of the upper crankcase.
11-114
Group 12
Lubrication
Pub.No.00ELT0001-12
INDEX
SPECIFICATIONS ............................................................................... 12-2

1. Lubrication System ....................................................................... 12-3
2. Oil Pump/Vacuum Unit .................................................................. 12-4
3. Oil Filter ........................................................................................ 12-6
4. Oil Cooler ...................................................................................... 12-6
ON-VEHICLE INSPECTION AND ADJUSTMENT

1. Oil Filter Replacement ................................................................... 12-8
2. Engine Oil Replacement .............................................................. 12-10
3. Inspection of Engine Oil Level..................................................... 12-12
4. Inspection of Engine Oil Leaks .................................................... 12-12
5. Oil Pressure Measurement .......................................................... 12-13
OIL PAN, OIL STRAINER.................................................................. 12-14
OIL PUMP/VACUUM UNIT ................................................................ 12-17
OIL FILTER, OIL COOLER................................................................ 12-18
12-1
SPECIFICATIONS
Item Specifications
Method of lubrication Forced lubrication by oil pump
Oil filter Element filter paper type
Oil cooler Shell and plate type (multiple-plate type)
Classification Viscosity API classification CJ-4 or ACEA C2
Below 0°C (32°F) 10W-30
API CJ-4 Above –15°C (5°F) 15W-40
Engine oil
Above 30°C (86°F) 40
ACEA C2 Below 0°C (32°F) SW-30
Quantity L {qts} 6.2 {6.5}
Regulator valve opening pressure kPa {psi, kgf/cm2} 440 {64, 4.5}
12-2
1. Lubrication System
• The engine is lubricated by forced circulation performed by the following parts.

• A gear oil pump with built-in vacuum pump.
• A pressure relief valve integrated in the oil pump.
• An oil cooler made up of five elements.
• A double filtration oil filter with built-in safety valve.
• Engine oil is drawn up from the sump by the oil pump via the oil strainer and delivered under pressure to the oil
cooler where it is cooled.
• The oil continues through the oil filter and goes to lubricate the relevant parts through ducts or pipes.
• At the end of the lubrication cycle, the oil returns to the oil pan by gravity. The oil filter can be bypassed by the
safety valve built into it if it gets clogged.
In addition, the lubricating oil feeds the chain hydraulic tightening devices for the control of the auxiliary elements
and the timing system and the hydraulic tappet.
12-3
2. Oil Pump/Vacuum Unit
• The vacuum pump, with radial blades,
is also incorporated in the oil pump. It
is driven directly by the oil pump.
2.1 Cross section of the oil pump/vacuum unit
12-4
12
2.2 Oil pressure adjusting valve
Pressure at opening start: 440 kPa {64
psi, 4.5 kgf/cm2}
(1) Oil pressure adjusting valve

closed
• If in pipe the oil pressure is below 440
kPa {64 psi, 4.5 kgf/cm2}, the valve
closes the holes.
(2) Oil pressure adjusting valve

open
• If in oil return pipe the oil pressure is
equal or above 440 kPa {64 psi, 4.5
kgf/cm2}, the valve, as a result of the
pressure itself, wins through the spring
reaction and goes down, thus opening
communication between the delivery
pipe and the suction pipe, through
draining holes, and therefore the pres-
sure drops.
When the pressure falls below 440
kPa {64 psi, 4.5 kgf/cm2}, the spring
takes the valve to the initial position of
closed valve.
12-5
3. Oil Filter
• Oil filter with built in by-pass valve –
differential opening pressure 250 ± 20
kPa {36 ± 2.9 psi, 2.5 ± 0.2 kgf/cm2}.
4. Oil Cooler
12-6
TROUBLESHOOTING 12
Symptoms
Excessive oil consumption (oil leakage)

Engine is difficult to start
Reference Gr
Low oil pressure

Overheating
Possible causes
Incorrectly mounted element O O O
Defective gasket O O O
Clogged element O O
Oil cooler
Damaged element O O O
Weakened bypass valve spring O
Weakened regulator valve spring O
Malfunctioning oil pump O O
Oil pump/ Interference between oil pump gear and oil pump
O O
vacuum unit case and/or cover
Weakened relief valve spring O
Incorrect installation O
Oil filter Clogged element O O
Defective gasket O O
Incorrectly mounted and/or clogged oil strainer O O
Defective crankshaft front oil seal O
Defective crankshaft rear oil seal O
Incorrectly mounted timing chain/sprockets O O
Gr11
Defective piston cooling oil O O
Oil working its way up into combustion chamber(s) through piston rings O
Oil working its way down into combustion chamber(s) through valves O
Oil viscosity too high O
Poor oil quality O
Deterioration of oil O
Fuel mixed with oil O
12-7
1. Oil Filter Replacement
WARNING
• If engine oil is spilled, wipe it off carefully. Spilled oil may cause a fire.
• Be careful when handling hot engine oil, which may cause a burn.
CAUTION
• Use the specified type of engine oil. Otherwise, the diesel particulate filter may be prematurely clogged.
• Do not allow engine oil to adhere to the belt. Otherwise, the belt may become slippery, resulting in de-
graded cooling performance.

– Oil filter support 25 to 30 {18 to 22, 2.5 to 3.0} –
– Air bleeder plug 1.5 ± 0.6 {1.1 ± 0.4, 0.2 ± 0.1} –

– O-ring Engine oil As required
Removal: Oil filter element

• Warm up the engine if it is cold.
Let the engine oil temperature rise to about 40°C {104°F}. (Run
the engine at idle for about 20 min. to increase the engine oil
temperature from about 0°C to 40°C {0°F to 104°F}.) Without
warming up the engine, the engine oil will come out when the oil
filter case is removed.
• Loosen the oil filter case. (Approx. 2.5 rotations.)
• Remove the air bleeder plug from the oil filter case. Wait for at
least 5 minutes to drain the engine oil in the oil filter case.
Wrap up the oil filter case with a shop towel when removing it so
that oil will not spill out.
CAUTION
• After removing the oil filter case, be careful not to allow for-
eign objects to enter the oil filter case or oil filter support.
• Remove the O-ring from the oil filter case.

• Remove the oil filter element from the oil filter support.
• Clean the oil filter case, oil filter support surface that contacts the
O-ring, and the O-ring groove on the filter case with a shop tow-
el.
12-8
12
Installation: Oil filter element
• Apply a thin coat of engine oil to a new O-ring and install the O-
ring on the oil filter case.
CAUTION
• Use the O-ring and air bleeder plug that came with a new oil
filter element.
• Install an oil filter element with its hole located on the bottom
side.
• Install a new air bleeder plug on the oil filter case, then install the
oil filter case on the oil filter support.
• After installing the oil filter case, check that there is no gap be-
tween the contact surfaces of the oil filter case and oil filter sup-
port.
• Following the procedure given in the section “Starting the engine

after parking for a long period” (See later section.), start the en-
gine and warm it up until the needle of the water temperature
gauge begins to move.
• Stop the engine. After at least 10 minutes, check the engine oil
level. (See later section.)
• Start the engine and check that oil is not leaking. (See later sec-
tion.)
• If any abnormality is found, reinstall the oil filter.
• Stop the engine and check the engine oil level. (See later sec-
tion.)
• Add engine oil if the oil level is too low.
• When the engine oil has been replaced, reset the inspection/ser-
vice memory of the multi-information system. (See Chapter 6
“Multi-information system” in the Owner’s Manual.)
12-9
2. Engine Oil Replacement
WARNING
• If engine oil is spilled, wipe it off carefully. Spilled oil may cause a fire.
• Be careful when handling hot engine oil, which may cause a burn.
CAUTION
• Use the specified type of engine oil. Otherwise, the diesel particulate filter may be prematurely clogged.
• Do not allow engine oil to adhere to the belt. Otherwise, the belt may become slippery, resulting in de-
graded cooling performance.
• Make sure to reset the engine electronic control unit every time after refilling. Because the engine control
unit calculates the engine oil life.

– Drain plug (oil pan) 20 {15, 2.0} –

Approx. 6.2 L
– Oil pan Engine oil
{6.5 qts}
Draining: Engine oil

warming up the engine, you may not drain the engine oil from
the oil filter.
• Remove the filler cap.
CAUTION
• After removing the filler cap, be careful not to allow foreign
objects to enter the engine case.
• Remove the drain plug to drain the engine oil.
Refilling: Engine oil

• Install a new gasket on the drain plug, and then install the drain
plug.
• Add new oil through the oil filler.
CAUTION
• Use a jug when adding engine oil through the oil filler to
prevent the oil from spilling on the belt or other compo-
nents.
• If the oil has spilled on the belt, quickly wipe it off with a
shop towel.
12-10
12
• Follow the procedure below to crank the engine, and then start
the engine to warm it up until the needle of the water tempera-
ture gauge begins to move.
[Starting the engine after parking for a long period]

If the vehicle has not been used for more than 1 week, or when the
engine oil or oil filter element has been replaced, follow the proce-
dure below to crank the engine, then start the engine.
• Start the engine in the ordinary way. You don’t have to wait for
the indicator lamp to go off.
• Place the starter switch in the “START” position without pressing
the accelerator pedal and crank the engine for about 15 sec-
onds.
• If the engine has started, release the starter key and leave the
accelerator pedal unpressed for about 15 seconds.
level.
• Start the engine and check that oil is not leaking.
• Add the engine oil if the oil level is too low.
Resetting the engine electronic control unit

<Resetting with Multi-Use Tester>
• Connect the Multi-Use Tester to the vehicle.
• Use the “Electronic control unit reset” button in the menu to reset
the engine oil parameter in the engine electronic control unit.
<Resetting without Multi-Use Tester>

• Turn the starter switch to the “ON” position. Do not start the en-
gine.
• Fully press and hold the accelerator pedal for more than 20 sec-
onds.
• With the accelerator held in that position, press the brake pedal
6 times.
• If the electronic control unit resetting is not performed, the en-

gine electronic control unit will keep counting the melting amount
in the engine oil even after the engine oil has been replaced,
causing a diagnosis code to be generated and a warning lamp
(red) to light up. (See Gr13E.)
12-11
3. Inspection of Engine Oil Level
• Inspection should be performed in a level place.
• Warm up the engine until the needle of the water temperature
gauge reaches close to the center of the gauge.
• Stop the engine. After at least 10 minutes, measure the engine
oil level.
• If the measured oil level is higher than upper side of the hole, it
indicates an increase in the oil amount due to such reason that
some of the injected fuel has mixed into the engine oil during
DPF regeneration. Replace the engine oil.
CAUTION
• If the oil level is higher than the upper side of the hole, qual-
ity of the engine oil is reduced, which could lead to an en-
gine failure or a sudden increase in the engine speed.
• If the measured oil level is too low, add oil to a level within the
specified oil level range for filling.
• If it is found the engine oil decreases too quickly in daily checks
although the measured oil level was inside the normal oil level
range, perform an inspection to check for the following causes.
• Seizure between the piston ring and piston
• Too much clearance between the piston and crankcase cylin-
der
4. Inspection of Engine Oil Leaks

• Warm up the engine until the needle of the water temperature
gauge reaches close to the center of the gauge.
• Visually check each part of the engine (oil pan, oil filter, cylinder
head gasket, etc.) for oil leaks. If oil is leaking, replace the faulty
component.
12-12
12
5. Oil Pressure Measurement
Service standards
100 kPa
Oil pressure (oil tempera- No-load minimum speed –
{15 psi, 1.0 kgf/cm2}
– ture at 100 ± 5°C {212 ± Inspect
9°F}) 450 kPa
No-load maximum speed –
{65 psi, 4.6 kgf/cm2}

Sealant
– Oil pressure switch 25 {18, 2.5}
With cold engine
• Remove the oil pressure switch.
• Using an adapter, connect an oil pressure gauge to the oil pres-

sure switch mounting hole.
• Warm up the engine until the oil temperature reaches 100 ± 5°C
{212 ± 9°F}.
• Measure the oil pressure while running the engine at a minimum
speed and then at maximum speed, both under no load.
• If the measurements are below the specified limits, overhaul the
lubrication system.
• Tighten the engine oil pressure switch to the specified torque.
CAUTION
• Reinstall the oil pressure switch only when the engine is
cold.
12-13
OIL PAN, OIL STRAINER
Removal sequence
1 Oil drain plug 5 Gasket
2 O-ring
3 Oil pan : Non-reusable parts
4 Oil strainer

Oil drain plug 20 {15, 2.0} –
Bolt (oil pan mounting) 25 {18, 2.5} –
Screw (oil strainer mounting) 10 {7.4, 1.0} –
12-14
12
Removal procedure
Removal: Oil pan
• Take out the bolts and remove the oil pan.
Removal: Oil strainer

• Unscrew and remove the fixing screws.
• Detach the oil strainer from the oil pan.
Installation: Oil strainer
• Mount the suction strainer together with the pipe.
• Screw down the fixing screws and tighten them to the prescribed
torque 10 N·m {7.4 ft.lbs, 1.0 kgf·m}.
Installation: Oil pan

• Position the gasket on the engine block.
12-15
OIL PAN, OIL STRAINER
• Fit the oil pan and tighten the fixing bolts to a torque of 25 N·m
{18 ft.lbs, 2.5 kgf·m}.
• Tighten the oil drain plug to a torque of 20 N·m {15 ft.lbs, 20
kgf·m}.
12-16
OIL PUMP/VACUUM UNIT 12
Removal sequence
1 Oil pump/vacuum unit
2 Gasket
3 Coupling

Bolt (oil pump/vacuum unit mounting) 25 {18, 2.5} –
Removal procedure
Removal: Oil pump/vacuum unit
• Remove the bolt and then remove the oil pump/vacuum unit.
• Remove the coupling.
Installation: Oil pump/vacuum unit
• Position the coupling in the gear.
• Fit the oil pump/vacuum unit placing a new gasket in between.
• Screw in the bolts placing the oil pump/vacuum unit assembly in
the end of travel position and check it is correctly fitted on the
coupling.
• Tighten the bolts to the recommended torque 25 N·m {18 ft.lbs,
2.5 kgf·m}.
12-17
OIL FILTER, OIL COOLER
1 Air bleeder plug 7 Gasket
2 Oil filter case 8 Oil cooler
3 O-ring 9 Gasket
4 Oil filter element
5 Oil pressure switch : Non-reusable parts
6 Oil filter support
Assembly sequence
WARNING
• Wipe up any spilled engine oil, as it can cause fires.
• To avoid any risk of burns, take care not to touch the engine oil when the engine is hot.
CAUTION
• Make sure not to put any engine oil on the belt when working on the oil filter. Belts soiled with oil may
easily slip, resulting in deteriorated performance of the cooling system.
• Be sure to attach the gasket in the right direction shown in the figure. Otherwise, the oil holes will be cov-
ered.
• Do not reuse oil filters by washing them.
12-18
12
Bolt (oil filter support mounting)
25 {18, 2.5} –
Oil pressure sensor
Oil filter case 25 to 30 {18 to 22, 2.5 to 3.0} –
Air bleeder plug 1.5 ± 0.6 {1.1 ± 0.4, 0.2 ± 0.1} –

Removal procedure
Removal: Oil filter element
warming up the engine, the engine oil will come out when the oil
filter case is removed.
• Loosen the oil filter case. (Approx. 2.5 rotations.)
• Remove the air bleeder plug from the oil filter case. Wait for at
least 5 minutes to drain the engine oil in the oil filter case.
Wrap up the oil filter case with a rag when removing it so that oil
will not spill out.
CAUTION
• After removing the oil filter case, be careful not to allow for-
eign objects to enter the oil filter case.
• Remove the O-ring from the oil filter case.

• Remove the oil filter element from the oil filter support.
• Clean the oil filter case, oil filter support surface that contacts the
O-ring, and the O-ring groove on the filter case with a rag.
Removal: Oil cooler and oil cooler support

• Remove the oil cooler support together with the oil cooler and
gasket.
12-19
OIL FILTER, OIL COOLER
Installation: Oil cooler support and oil cooler
• Install the oil cooler together with a new gasket on the crank-
case.
• Coat the oil pressure switch with sealant and install it.
Installation: Oil filter element

• Apply a thin coat of engine oil to a new O-ring and install the O-
ring on the oil filter case.
CAUTION
• Use the O-ring and air bleeder plug that came with a new oil
filter element.
• Install an oil filter element with its hole located on the bottom
side.
• Install a new air bleeder plug on the oil filter case, and then in-
stall the oil filter case on the oil filter support.
CAUTION
• Use care not to tighten the air bleeder plug to a torque more
than the specified. Otherwise, the air bleeder plug can be
damaged.
• Following the procedure given in the section “Starting the engine

after parking for a long period,” start the engine and warm it up
until the needle of the water temperature gauge begins to move.
level.
• Start the engine and check that oil is not leaking.
• If any abnormality is found, reinstall the oil filter.
• Stop the engine and check the engine oil level.
• Add engine oil if the oil level is too low.
12-20
Group 13
Fuel and Engine Control
Pub.No.00ELT0001-13
INDEX
SPECIFICATIONS ............................................................................... 13-3

1. High Pressure Electronic Injection System ................................... 13-4
TROUBLESHOOTING....................................................................... 13-12

1. Inspecting and Adjusting No-load Minimum and
Maximum Speeds ........................................................................ 13-14
2. Air-bleeding of Fuel System ........................................................ 13-15
3. Fuel Filter Replacement .............................................................. 13-15
4. Fuel Hose Replacement .............................................................. 13-18
FUEL TANK, FUEL PUMP

<FE> ................................................................................................ 13-20
<FG> ............................................................................................... 13-22
FUEL FILTER..................................................................................... 13-24
ACCELERATOR PEDAL................................................................... 13-28
HIGH PRESSURE FUEL PUMP........................................................ 13-30
COMMON RAIL, INJECTOR ............................................................. 13-34
13-1
Fuels
• In cold regions, use diesel fuel with properties appropriate for the temperature predominant in the area.
• Use of a type of fuel other than the type indicated above will result in poor engine performance and could lead to
serious damage to the engine. This also causes the warning lamp (red) to flash, which may result in limited en-
gine power output or poor starting ability.
If the warning lamp (red) flashes, have the vehicle inspected at an authorized dealer or distributor as soon as pos-
sible.
WARNING
• Never use a mixture of diesel fuel with gasoline or alcohol or any fuel other than proper diesel fuel. Using
other fuel could cause a fire or an explosion. If you accidentally use gasoline or alcohol when refueling
the vehicle, remove all of it from the fuel system.
• The engine must be stopped when refueling. Never fail to put out your cigarette before refueling if you are
smoking.
CAUTION
• Never use an alternative fuel or a mixture of diesel fuel and kerosene. Such fuel has inferior lubricating
properties. Using it would cause a malfunction.
• Never add any antifreezing agent or other additive to the fuel, as a damaged fuel injection system could
result.
NOTE
• If the vehicle runs out of fuel, air will enter the fuel system. Once air enters the system, you cannot start
the engine even after refueling. The air must be bled out of the fuel system before the engine can be start-
ed. To bleed the fuel system, hold the starter switch in the “ON” position for 30 seconds and then return it
to the “ACC” position. Fuel will then flow into the fuel system while forcing the air out. Now you can start
the engine. There may be some instances where it takes 30 to 60 seconds to start the engine.
13-2
SPECIFICATIONS 13
Item Specifications
Manufacturer Bosch
Supply pump type CP4.1
High pressure fuel Control method Electronic
pump
Pressure regulator Rated voltage V 12
Max. common rail pressure
200 {28980, 2040}
MPa {psi, kgf/cm2}
Manufacturer Bosch
Common rail Common rail pressure sensor supply
5
voltage V
Manufacturer Bosch
Injectors Injector type Piezo
Control method Electrical
Engine electronic Manufacturer Bosch
control unit Rated voltage V 12
13-3
1. High Pressure Electronic Injection System
1.1 Over view
• The main characteristics of high pressure electronic injection system are:
• High injection pressures available;
• Pressures can be modulated irrespective of the speed of rotation and engine load;
• Capacity to operate at very high speeds;
• Injection control precision (injection duration and advance);
• Lower consumption;
• Lower emissions.
13-4
13
• The main functions of the system are basically as follows:
• Checking fuel temperature;
• Checking engine coolant temperature;
• Checking amount of fuel injected;
• Checking idling speed;
• Fuel cut-off when the accelerator pedal is released;
• Checking cylinder balancing when idling;
• Checking smokiness at exhaust on acceleration;
• Checking exhaust gas recirculation (E.G.R.);
• Checking top speed limit;
• Checking glow plugs;
• Checking activation of air-conditioning system (if any);
• Checking auxiliary fuel pump;
• Checking position of cylinders;
• Checking main and pilot injection advance;
• Checking closed cycle of injection pressure;
• Checking turbocharging pressure;
• Self-diagnosis;
• Immobilizer electronic control unit;
• Maximum torque limitation.
• The information the engine electronic control unit processes to regulate the amount of fuel to be injected compris-
es:
• Engine speed;
• Coolant temperature;
• Turbocharging pressure;
• Air temperature;
• Intake air quantity;
• Battery voltage;
• Fuel pressure;
• Position of throttle pedal.
13-5
1.2 Functional diagram of hydraulic system
Pressures within the circuit:
a. 0.44 MPa {64 psi, 4.49 kgf/cm2} (relative) p 0.58 MPa {84 psi, 5.91 kgf/cm2} (relative)
b. 0.44 MPa {64 psi, 4.49 kgf/cm2} (absolute) p 0.6 MPa {87 psi, 6.12 kgf/cm2} (absolute)
c. p 0.2 MPa {29 psi, 2.04 kgf/cm2} (absolute)
d. p 1.0 MPa {145 psi, 10.20 kgf/cm2}
13-6
13
• In this injection system, the pressure regulator, located upstream from the high pressure fuel pump, governs the
flow of fuel needed in the low-pressure system. Afterwards, the high pressure fuel pump correctly supplies the
common rail.
• This solution, pressurizing solely the necessary fuel, improves the energy efficiency and limits heating the fuel in
the system.
• The pressure regulator valve fitted on the high pressure fuel pump has the function of keeping the pressure, at the
pressure regulator inlet, constant at; irrespective of the efficiency of the fuel filter and of the system upstream. The
action of the relief valve causes an increase in the flow of fuel in the high pressure fuel pump cooling circuit.
• The high pressure fuel pump continually keeps the fuel at the working pressure, irrespective of the timing and the
cylinder that is to receive the injection and accumulates it in a duct common to all the injectors.
• At the injector inlet, there is therefore always fuel at the injection pressure calculated by the electronic control unit.
• When the piezoelectric actuator of the injector is energized by the electronic control unit, fuel flows in from the
common rail and is injected into the cylinder.
• The hydraulic system is consists of a low-pressure fuel recirculation circuit and a high pressure circuit.
• The high pressure circuit is made up of the following pipes:
• pipe connecting the high pressure fuel pump outlet to the common rail;
• common rail;
• pipes feeding the injectors from the common rail.
• The low-pressure circuit is made up of the following pipes:
• fuel intake pipe from the tank to the filter;
• pipe assembly made up of the following:
• feed pipe from the fuel filter to the high pressure fuel pump;
• fuel return pipe from the high pressure fuel pump to the tank;
• fuel exhaust pipe from the injectors to the fuel return pipe to the tank.
• Because of the high performance of this hydraulic system, for reasons of safety it is necessary to:
avoid connecting high pressure fuel pipe fittings without fully tightening the fittings;
never disconnect the high pressure fuel pipes with the engine running (NEVER try bleeding, which is both point-
less and dangerous).
• The integrity of the low-pressure circuit is also essential for the system to work properly; it is therefore necessary
to avoid all manipulation and modifications and act only in the event of leakage.
13-7
1.3 High pressure fuel pump
• A radial piston mechanical pump (CP 4.1) driven by distribution drive chain is used to produce a high level of op-
erating pressure.
• The operating pressure is controlled in the following ways.
• Electronically via a solenoid fixed to the pump body and controlled by the engine electronic control unit;
• Via a pressure regulating valve mounted on the common rail.
• Fuel is supplied by the transfer pump located inside the high-pressure fuel pump body. The transfer pump is
equipped with a pressure regulator that is controlled by the electronic control unit to meter the amount of fuel sent
to the high-pressure fuel pump.
13-8
13
1.4 Common rail
• The common rail is affixed to the cylin-
der head on the intake side.
• By its volume, it dampens fuel pres-
sure oscillations caused by:
• High pressure fuel pump operation
• Injector opening.
• The following are installed on common
rail:
• A pressure sensor to measure the
pressure of the fuel present inside
the common rail. The fuel pressure
sensor can affect the accuracy of
the injector minimum flow correc-
tion, as the minimum flow depends
on both the injection times and the
actual pressure of the common rail.
• A pressure regulator to control the
operating pressure.
• Small valves (throttle valves) or con-
trol bushes, have been installed on the
fuel delivery couplings, which control
the fuel pressure waves generated by
the high pressure fuel pump.
• Their function is to protect the injectors
by reducing their wear over time.
1.5 Injectors
• The injectors are located on the cylin-
der head and receive the fuel under
pressure from the common rail. They
operate both the high pressure fuel
supply and recirculation under atmo-
spheric pressure of the excess fuel
that has not been injected.
• The following are installed on the in-
jector head:
• A central access pipe for fuel under
high pressure;
• A lateral pipe for the recirculation of
fuel under low pressure with built-in
throttle;
• The site for the electric connector
that receives commands from the
engine electronic control unit.
• The engine electronic control unit con-
trols the piezoelectric actuator inside
the injector.
• The piezoelectric actuator, due to re-
duced switching times, enables a very
fast reaction to the commands sent
from the electronic control unit, mak-
ing injection capacity more flexible and
increasing the number of injections
per cycle.
13-9
1.6 Fuel filter
• Fuel filter is made up of a filtering cartridge with water separator, inside which an electronic unit is housed. Water
accumulation capacity is equal to 140 cm3 {8.5 cu.in.}. The electronic unit includes water separator sensor and
fuel temperature sensor.
(1) Water presence sensor

Water presence sensor detects water present in the filter starting from 110 cm3 {6.7 cu.in.} volume present. Water
presence sensor provides values of:
• low voltage in presence of water: higher than 11.8 V
• high voltage in absence of water: lower than 3.9 V
Characteristics
12 V nominal voltage (8 V minimum – 16 V maximum)
(2) Fuel temperature sensor

Temperature range: –40 to +130°C {–104 to 266°F}
(3) Heater
Nominal voltage: 12 V
Maximum allowed voltage: 30 V
Nominal power: 250 W
13-10
13
1.7 Fuel pump
13-11
TROUBLESHOOTING
Symptoms
Engine does not reach maximum speed

Engine stalls soon after starting
Engine output is insufficient
Engine output is unstable
Fuel supply is insufficient

Engine is idling unstably

Reference Gr
Engine does not stop
Engine warning lamp

Engine will not start
Engine knocks
Possible causes
Electronic control fuel system faulty O
Defective feed pump O O O O O O
Defective sealing overpressure valve
O O O O O O
Feed supply pump feed pump
Open or short circuit failure, poor con-
O O O O O O
tact of supply pump
Defective high pressure fuel pump O O O O O
High pressure fuel Open circuit pressure regulator O O O O O
pump
Poor contact on pressure regulator
O O O O O
connectors
Open or short circuit failure, poor con-
O O O O O O
Incorrect injector tact of injector magnetic valve
fuel injection Defective injector, defective injector
O O O O O O O O
magnetic valve, defective nozzle
Clogged fuel filter O O O O O
No fuel in fuel tank O
Clogged fuel pipe and/or leaky pipe joints O O
Air or water in fuel system O O O O
Use of low quality fuel O O O
Open or short circuit failure, poor contact of common rail
O O O O O O
pressure sensor, defective sensor
Pressure regulating valve in the rail blocked in open posi-
O O O O
tion
Pressure regulating valve in the rail poor contact O O O
Fuel leakage from high pressure joint O O O O O
Poorly adjusted accelerator pedal O O O
Engine control
Defective accelerator position sensor O O O
Cracked fuel pipe and/or hose O O O O
• Engine electronic control unit enables power limitation power if common rail pressure is out some defined ranges.
13-12
13
Symptoms
Engine does not reach maximum speed

Engine maximum speed is too high
Engine stalls soon after starting

Engine output is unstable
Warning lamp illuminates

Engine is idling unstably

Reference Gr
Engine does not stop
Engine warning lamp

Engine will not start
Possible causes
Oil viscosity unsuitable O O
Defective cylinder head gasket O O
Wear of and/or carbon deposits on valve and valve seat O O O
Distorted valve springs O O
Gr11
Worn or damaged piston rings O O O O O
Worn or damaged piston ring groove O O O O
Worn piston and/or cylinder liner O O O O O
Poorly functioning cooling system O O
Defective starter switch O O
Gr54
Defective glow plug O
Open-circuited, short-circuited or poorly connected engine
O O O O O
speed sensor and/or camshaft timing sensor
Open-circuited, short-circuited or poorly connected air
O O O O O
temperature and pressure sensor
Open-circuited, short-circuited or poorly connected water
O O O
temperature sensor
Blown fuse O O O O O Gr54
13-13
1. Inspecting and Adjusting No-load Minimum and Maximum Speeds
Service standards
– No-load minimum speed (idle speed) 650 rpm – Inspect
– No-load maximum speed 4200 ± 50 rpm – Inspect
[Preparation]
• Prepare the vehicle for inspection and adjustment as described
below.
• Connect a tachometer or FUSO diagnostics. (Confirm this with
the service data “Coolant Temperature” in FUSO diagnostics.)
• Warm-up the engine until the engine coolant temperature rises
to 84 to 94°C {176 to 201°F}. (Confirm this with the service data
“Coolant Temperature” in FUSO diagnostics.)
• Turn off all the lights and auxiliary equipment.
• Put the transmission into neutral.
• Turn the steering wheel to the neutral position.
• Set the rev counter.
[Inspection]
(1) No-load minimum speed
• Measure the engine speed when the accelerator pedal is not de-
pressed.
• If the measurement deviates from the standard range, check the
accelerator pedal position sensor for malfunction. (See
“ACCELERATOR PEDAL”.)
• If no abnormality is found in the accelerator pedal position sen-
sor, check for fuel system diagnosis codes and inspect the fuel
system.
(2) No-load maximum speed

• Make sure the pedal’s stopper comes in contact with the stopper
rubber when the pedal is depressed a full stroke.
• Press the accelerator pedal all the way.
• Measure the engine speed when the accelerator lever is in con-
tact with the accelerator pedal stopper.
• If the measurement deviates from the standard range, check the
accelerator pedal position sensor for malfunction. (See
“ACCELERATOR PEDAL”.)
• If no abnormality is found in the accelerator pedal position sen-
sor, check the fuel system diagnosis codes and inspect the fuel
system.
13-14
13
2. Air-bleeding of Fuel System
• If the vehicle runs out of fuel, air will enter the fuel system. Once air enters the system, you cannot start the engine
even after refueling. The air must be bled out of the fuel system before the engine can be started. To bleed the
fuel system, hold the starter switch in the “ON” position for 30 seconds and then return it to the “ACC” position.
Fuel will then flow into the fuel system while forcing the air out. Now you can start the engine. There may be some
instances where it takes 30 to 60 seconds to start the engine.
3. Fuel Filter Replacement
WARNING
• The fuel is highly flammable. Keep it away from flames and other sources of heat.
• Carefully wipe up spilled fuel. Otherwise, it could cause a fire.

– Drain plug of filter case 1.5 ± 0.5 {1.1 ± 0.4, 0.15 ± 0.05} –

– O-ring Engine oil As required
Special tools
Filter wrench MH064193 Removal and installation of filter case
[Removal]
• Place a container below the fuel filter to catch fuel.
• Disconnect the fuel tube and turn the fuel filter drain plug in the
illustrated direction with pliers or equivalent to loosen it. The fuel
in the fuel filter will drain.
• After the fuel is drained, tighten the drain plug to the specified
torque.
13-15
• Unlock the sensor connector by pulling its bottom toward you,
then pull the connector straight upward to remove it.
• Pull up the sensor connector’s lock knob, then slide the upper
half of the connector (in the direction of the arrow) to remove the
connector.
• Remove the filter case using .
• Remove the fuel filter by pulling it straight upward.
CAUTION
• Always keep the filter parallel with the filter case when re-
moving and installing it. The sensor will be damaged if the
filter is tilted during its installation or removal.
• Remove the O-ring from the filter case.
13-16
13
[Installation]
• Replace the fuel filter and O-ring with new ones.
• O-ring used should be the one supplied with a new fuel filter.
• Coat the O-ring with a thin film of and install it on the filter
case.
• Insert the fuel filter into the filter case straight downward.
CAUTION
• Use of an unsuitable fuel filter causes engine trouble. Al-
ways use a genuine fuel filter.
• Take care not to allow foreign particles to enter the fuel filter
and fuel tube. Otherwise, injection failure or other trouble
could occur.
• Turn the filter case using until it stops and check that the
projection on the filter case is in contact with the filter head.
CAUTION
• When installing the filter case, always make sure that the
protrusion on it is in close contact with the filter head.
• Leaky or damaged filter case will result if it is turned insuffi-
ciently or excessively during the installation.
Installation: Sensor connector

• To install the sensor connector, follow the removal procedure in
reverse. (See “ Removal: Sensor connector”.)

• Bleed air out of the fuel system after installing the filter case.
(See Air-bleeding of Fuel System.)
• Start the engine and confirm that fuel does not leak.
• If fuel leaks, remove and reinstall the fuel filter from the begin-
ning.
• After replacement of the fuel filter, reset the maintenance record
in the multi-information system. (See Chapter 6 “Multi-informa-
tion system” of Owner’s Manual.)
13-17
4. Fuel Hose Replacement
Special tools
Fuel tube release tool MH064211 Removal of fuel tube
Removal procedure
Removal: Fuel tube
• Disconnect the fuel tube at the connection to the engine using
.
• The connector has different diameters depending on whether it
is outgoing to, or incoming from, the engine. Use of the
correct size according to the connector type.
13-18
13
• Unlock the connector by pushing it in the direction of the arrow
using inserted from the connector’s back side, then re-
move the fuel tube.
• Perform the same steps for the lower side. Depending on the ve-
hicle specifications, the steps should be performed with the rear
lid opened.
13-19
FUEL TANK, FUEL PUMP <FE>
Removal sequence
1 Drain plug 8 Fuel pump bracket 15 Fuel lever sensor
2 Fuel pump cover 9 Return hose 16 Gasket
3 Fuel tube 10 Air vent tube 17 Fuel tank
4 Suction hose 11 End filler
5
6
Connector
Fuel pump
12
13
Fuel hose
Fuel pipe
*a:: Harness connector
Non-reusable parts
7 Rubber 14 Fuel hose
DANGER
• Do not allow any flames or sources of heat near the fuel tank and fuel pump, as it may explode.
WARNING
• Fuel is highly flammable. Keep it away from flames and sources of heat.
• To avoid risk of fire, wipe up any spilled fuel.
CAUTION
• Install the air vent tube without deformation or slack because it causes difficult fuel refueling.
13-20
13
Drain plug 29.4 ± 4.9 {22 ± 3.6, 3.0 ± 0.5) –
Clamp 3.9 ± 1.0 {2.9 ± 0.7, 0.4 ± 0.1) –
1.0 to 2.5 {0.7 to 1.8,
Screw (fuel level sensor mounting) –
0.1 to 0.25}
Installation: End filler
• Install the end filler so that the installing positions of the end filler
mouth and the check valve are as illustrated.
Installation: Rubber
• Install the rubber with its joint downward and the end in contact
with the bead on the fuel pump.
Installation: Fuel pump

• Install the fuel pump so that its bead is located relative to the fuel
pump bracket in the dimension indicated in the illustration.
13-21
FUEL TANK, FUEL PUMP <FG>
Removal sequence
1 Drain plug 7 Rubber 13 Fuel tank bracket
2 Fuel pump cover 8 Fuel pump bracket
3
4
Fuel tube
Suction hose
9
10
Return hose
Fuel level sensor
*a:: Harness connector
Non-reusable parts
5 Connector 11 Fuel tank band
6 Fuel pump 12 Fuel tank
DANGER
• Do not allow any flames or sources of heat near the fuel tank, as it may explode.
WARNING
• Fuel is highly flammable. Keep it away from flames and sources of heat.
• To avoid risk of fire, wipe up any spilled fuel.

Drain plug 49 to 88.2 {36 to 65, 5.0 to 9.0} –
Screw (fuel level sensor mounting) 0.98 to 1.47 {0.72 to 10.8, 0.1 to 0.15} –
Bolt (fuel tank bracket mounting) 90 to 110 {66 to 81, 9.2 to 11.0} –
Nut (fuel tank band mounting) 9 to 14 {6.6 to 10.0, 0.9 to 1.4} –
13-22
13
Installation: Rubber
• Install the rubber with its joint downward and the end in contact
with the bead on the fuel pump.
Installation: Fuel pump

• Install the fuel pump so that its bead is located relative to the fuel
pump bracket in the dimension indicated in the illustration.
13-23
FUEL FILTER
1 Fuel tube 6 Fuel filter
2 Fuel tube 7 Fuel head
3 Sensor connector
4 Filter case : Non-reusable parts
5 O-ring
WARNING
• The fuel is highly flammable. Keep it away from flames and other sources of heat.
• Carefully wipe up spilled fuel. Otherwise, it could cause a fire.
CAUTION
• When disconnecting the fuel tube, put a shop towel to the connector. Fuel spouts out for a moment.
Assembly sequence

Drain plug of filter case 1.5 ± 0.5 {1.1 ± 0.4, 0.15 ± 0.05} –

13-24
13
Special tools
Filter wrench MH064193 Removal and installation of filter case
Work before removal

Removal: Fuel filter
• Disconnect the fuel tube and turn the fuel filter drain plug in the
illustrated direction with pliers or the like to loosen it. The fuel in
the fuel filter will be drained. (The drain plug is not detached.)
• After the fuel is drained, tighten the drain plug to the specified
torque.
CAUTION
• If the fuel is drained before the fuel tube is disconnected,
the fuel in the fuel tank will flow out. Be sure to disconnect
the fuel tube first.
Removal procedure
Removal: Sensor connector
• Unlock the sensor connector by pulling its bottom toward you,
then pull the connector straight upward to remove it.
• Pull up the sensor connector’s lock knob, then slide the upper
half of the connector (in the direction of the arrow) to remove the
connector.
13-25
FUEL FILTER
Removal: Filter case
• Remove the filter case using .
Removal: Fuel filter

• Remove the fuel filter by pulling it straight upward.
CAUTION
• Remove the O-ring from the filter case.
Installation: Fuel filter
• Replace the fuel filter and O-ring with a new one.
• O-ring used should be the one supplied with a new fuel filter.
• Coat the O-ring with a thin film of oil and install it on the filter
case.
• Insert the fuel filter into the filter case straight downward.
CAUTION
• Use of an unsuitable fuel filter causes engine trouble. Al-
ways use a genuine fuel filter.
• Take care not to allow foreign particles to enter the fuel filter
and fuel tube. Otherwise, injection failure or other trouble
could occur.
Installation: Filter case

• Turn the filter case using until it stops and check that the
protrusion on the filter case is in contact with the filter head.
CAUTION
• When installing the filter case, always make sure that the
projection on it is in close contact with the filter head.
• Leaky or damaged filter case will result if it is turned insuffi-
ciently or excessively during the installation.
13-26
13
Installation: Sensor connector
• To install the sensor connector, follow the removal procedure in
reverse. (See “ Removal: Sensor connector”.)

• Bleed air out of the fuel system after installing the filter case.
(See Air-bleeding of Fuel System.)
• Start the engine and check that fuel does not leak.
• If fuel leaks, remove and reinstall the fuel filter from the begin-
ning.
• After replacement of the fuel filter, reset the maintenance record
in the multi-information system. (See Chapter 6 “Multi-informa-
tion system” of Owner’s Manual.)
13-27
ACCELERATOR PEDAL
Removal sequence
1 Accelerator pedal
(See Gr54.)
2 Stopper rubber
3 Accelerator pedal stopper
4 Grommet
*a: Brake pedal assembly
Installation: Accelerator pedal
• Install the accelerator pedal on the brake pedal assembly in the
numbered sequence as shown in the illustration.

Inspection: Accelerator pedal
• Check the no-load minimum and maximum speeds and adjust
them if necessary (see ON-VEHICLE INSPECTION AND AD-
JUSTMENT).
• Make sure the pedal moves smoothly.
13-28
13
M E M O
13-29
HIGH PRESSURE FUEL PUMP
Removal sequence
1 Low pressure fuel pipe 6 O-ring
2 Low pressure fuel pipe
3 Bracket
*b:
a: Control shaft
4 High pressure fuel pipe
* Intake manifold
5 High pressure fuel pump : Non-reusable parts
• Dust entering the high-pressure fuel pump will seriously affect engine performance. Cap or cover every opening
after removing a pipe or other component.
WARNING
• Fuel is highly flammable. Do not handle it near flames or heat.
• Spilled fuel may catch fire and therefore, must be wiped off completely.
CAUTION
• Dirt and dust in the high pressure fuel pump can seriously reduce engine performance. To prevent this
from happening, fully cover all openings after removing any pipes or hoses.
• The high pressure fuel pump is a non-disassembly component. When it has any problems, replace them.
13-30
13
Bolt (high pressure fuel pump mounting) 10 {7.4, 1.0} –
Union (high pressure fuel pipe mounting) 19 ± 2 {14.0 ± 1.5, 1.9 ± 0.2} –
Bolt (high pressure fuel pump mounting) 25 {18.0, 2.5} –

Special tools

mm {0.75 in.})
Installation of high pressure fuel pipe

mm {0.71 in.})
Removal procedure
Removal: High pressure fuel pipe
• Unscrew the connector on the common rail.

• Unscrew the connector on the high pressure fuel pump.
• Undo and remove the bolt of the high pressure fuel pipe bracket.
Remove the high pressure fuel pipe.
Removal: Low pressure fuel pipe
• To remove the low pressure fuel pipes from the high pressure
fuel pump it is necessary to loosen the clamp, remove the quick
coupler and detach the pipes from the clip.
13-31
HIGH PRESSURE FUEL PUMP
• The relative position between the control shaft and the pump
axis is determined by the flange fitted on the high pressure fuel
pump.
NOTE
• If a new high pressure fuel pump is required it comes from
Bosch in a stable balanced position (at BDC) with the flange
installed.
• If the high pressure fuel pump is not replaced, it should be

placed in the stable balanced position (at BDC) turning the con-
trol shaft appropriately.
• Install the high pressure fuel pump so that the control shaft teeth
mesh in the coupling.
• Rotate the high pressure fuel pump (keeping the shafts and the
gears locked) so that the openings are aligned with the ones on
the support.
• Fully tighten the attaching bolt on the pump support side.

Tighten the three attaching bolts complete with spacers in their
seats. Tighten the three bolts to a torque of 25 N·m {18.0 ft.lbs,
2.5 kgf·m}.
• Tighten the bolt to a torque of 10 N·m {7.4 ft.lbs, 1.0 kgf·m}.
Installation: Low pressure fuel pipe
• Install the quick couplers to the high-pressure fuel pump, con-

nect the low-pressure fuel pipes, and install the clamps.
• Secure the low-pressure fuel pipes by fitting them in the clips.
13-32
13
• Install the high pressure new fuel pipe.

• Secure the bracket to the intake manifold using of the bolt. Tight-
en the bolt to a torque of 25 N·m {18.0 ft.lbs, 2.5 kgf·m}.
• Screw the connector in the high pressure fuel pump and tighten
it to a torque of 19 ± 2 N·m {14.0 ± 1.5 ft.lbs, 1.9 ± 0.2 kgf·m} us-
ing .
• Screw the connector in the common rail and tighten it to a torque
of 19 ± 2 N·m {14.0 ± 1.5 ft.lbs, 1.9 ± 0.2 kgf·m} using .
13-33
COMMON RAIL, INJECTOR
Removal sequence
1 Fuel return pipe
2 High pressure fuel pipe
(See high pressure fuel pump.)
3 Low pressure fuel return pipe
4 Fuel pipe
5 Common rail
6 Injector bracket
7 Injector
8 Dust guard
This work requires protection

:
against dust.
• Dust entering the high-pressure fuel

pump will seriously affect engine per-
formance. Cap or cover every opening
after removing a pipe or other compo-
nent.
WARNING
• Fuel is highly flammable. Do not handle it near flames or heat.
• Spilled fuel may catch fire and therefore, must be wiped off completely.
CAUTION
• It dust enters the common rail, the engine performance will be greatly affected. To prevent it, be sure to
cover up openings left after pipes and other parts are removed. Also, wash eyebolts, gaskets, etc. in light
oil to clear of dirt.
• The common rail and the injector are non-disassembly components. When they has any problems, re-
place them.
NOTE
• If an injector or common rail was replaced with a new component, the data must be written and reset in
the engine electronic control unit. (See Gr13E.)
• For the data writing and resetting work, consult your nearest authorized dealer or distributor.
13-34
13
Screw (common rail mounting) 28 {21, 2.8} –
Screw (injector bracket mounting) 32 {24, 3.2} –
Connector (fuel pipe mount- Injector side 25 ± 2 {18.0 ± 1.5, 2.5 ± 0.2}
–
ing) Common rail side 19 ± 2 {14.0 ± 1.5, 1.9 ± 0.2}
Connector (high pressure fuel pipe mounting) 19 ± 2 {14.0 ± 1.5, 1.9 ± 0.2} –
Special tools

(width across flats: 18 MH063983 Installation of fuel pipes
mm {0.71 in.})
Removal and installation of fuel pipe

Socket wrench MH064203
<Four wheel drive>
Injector extractor MH063990 Removal of injector
Removal procedure
Removal: Low pressure fuel return pipe
• To remove the low pressure fuel return pipe from the injector, re-
lease the quick coupler.
• While holding down the side table of the quick coupler, pull up
the central body as illustrated to remove the low pressure fuel
return pipe.
13-35
COMMON RAIL, INJECTOR
Removal: Common rail, fuel pipe
• Remove the injector side connectors using . <Four wheel

drive>
• Remove the common rail side connectors using .
• Unscrew and remove the bolts. Detach the common rail from the
engine overhead.
Removal: Injector bracket

Removal: Injector
• Using , remove the injector from the engine overhead.
13-36
13
Installation: Injector, injector bracket

• Install the injector on the engine overhead and loosely tighten
the injector bracket bolt.
• After installing the fuel pipe and common rail, finally tighten the
injector bracket bolt.
Installation: Common rail, fuel pipe
• Install the common rail on the engine overhead.

• Tighten the bolt to a torque of 28 N·m {21 ft.lbs, 2.8 kgf·m}.
• Connect the new fuel pipes to the injectors and to the common
rail.
• Install the injector side connectors using . <Four wheel

drive>
• Connector on the injector torque 25 ± 2 N·m {18.0 ± 1.5 ft.lbs,
2.5 ± 0.2 kgf·m}.
• Install the common rail side connectors using .
• Connector on the common rail torque 19 ± 2 N·m {14.0 ± 1.5
ft.lbs, 1.9 ± 0.2 kgf·m}.
Installation: Low pressure fuel return pipe
• Install the low pressure fuel return pipe.

• Lower the central body of the quick coupler by pushing it in the
direction of the arrow.
13-37
Group 13E
Common Rail System
Pub.No.00ELT0001-13E
INDEX
SPECIFICATIONS ........................................................................... 13E-2

1. High Pressure Electronic Injection System ............................... 13E-4
2. Engine Electronic Control System ............................................. 13E-6
TROUBLESHOOTING
1. Inspections Based on Diagnosis codes ................................... 13E-22
2. FUSO Diagnostics Service Data (Actual values) .................... 13E-800
3. FUSO Diagnostics Actuator Test (Actuations) ....................... 13E-807
4. ALTERATION AND RESET OF CODING DATA IN ENGINE
ELECTRONIC CONTROL UNIT .............................................. 13E-809
INSPECTION OF ELECTRICAL EQUIPMENT ........................... 13E-812
INSTALLED LOCATIONS OF PARTS ........................................ 13E-822
ELECTRIC CIRCUIT DIAGRAM ................................................. 13E-852
13E-1
SPECIFICATIONS
Item Specifications
Manufacturer Bosch
Supply pump type CP4.1
High pressure Control method Electronic
pump
Pressure regulator Rated voltage V 12
Max. common rail pressure
200 {28980, 2040}
MPa {psi, kgf/cm2}
Manufacturer Bosch
Common rail Common rail pressure sensor supply
5
voltage V
Manufacturer Bosch
Injectors Injector type Piezo
Control method Electrical
Engine electronic Manufacturer Bosch
control unit Rated voltage V 12
13E-2
13E
M E M O
13E-3
1. High Pressure Electronic Injection System
1.1 Over view
• The main characteristics of high pressure electronic injection system are:
• High injection pressures available;
• Pressures can be modulated irrespective of the speed of rotation and engine load;
• Capacity to operate at very high speeds;
• Injection control precision (injection duration and advance);
• Lower consumption;
• Lower emissions.
13E-4
13E
• The main functions of the system are basically as follows:
• Checking fuel temperature;
• Checking engine coolant temperature;
• Checking amount of fuel injected;
• Checking idling speed;
• Fuel cut-off when the accelerator pedal is released;
• Checking cylinder balancing when idling;
• Checking smokiness at exhaust on acceleration;
• Checking exhaust gas recirculation (E.G.R.);
• Checking top speed limit;
• Checking glow plugs;
• Checking activation of air-conditioning system (if any);
• Checking auxiliary fuel pump;
• Checking position of cylinders;
• Checking main and pilot injection advance;
• Checking closed cycle of injection pressure;
• Checking turbocharging pressure;
• Self-diagnosis;
• Immobilizer electronic control unit;
• Maximum torque limitation.
• The information the engine electronic control unit processes to regulate the amount of fuel to be injected compris-
es:
• Engine speed;
• Coolant temperature;
• Turbocharging pressure;
• Air temperature;
• Intake air quantity;
• Battery voltage;
• Fuel pressure;
• Position of throttle pedal.
13E-5
2. Engine Electronic Control System
2.1 System components
13E-6
13E
No. Parts name
1 Fuel tank with Fuel pump
2 Fuel filter (water separator sensor, fuel temperature sensor, fuel heater)
3 High pressure pump
4 FMU (fuel metering unit)
5 Pressure regulation valve
6 Common rail
7 Pressure sensor
8 Injectors
9 Air flow and intake air temperature sensor
10 Intercooler
11 EGR actuator
12 EGR cooler
13 Boost pressure and temperature sensor
14 Engine speed sensor
15 Camshaft timing sensor
16 Water temperature sensor
17 Glow plugs
18 Glow electronic control unit
19 Accelerator pedal
20 Engine electronic control unit
21 Diagnosis connector
22 Vehicle speed sensor
23 Transmission power take-off switch
24 Engine brake switch
25 High pressure turbocharger
26 Low pressure turbocharger
27 Turbo actuator
28 Exhaust brake valve
29 Humidity and intake air temperature sensor
30 EGR cooler outlet temperature sensor
31 Blow-by pressure sensor 1
32 Blow-by pressure sensor 2
33 Oil pressure switch
34 Intercooler outlet temperature sensor
13E-7
2.2 Electronic injection system particular features of engines EPA 10
• To observe emission limits EPA 10, engines EPA 10 have following features:
• E.G.R. system present;
• D.P.F. filter (solid particulate trap with constant regeneration) present;
• New digital flow meter HFM7 (positioned after the air filter);
• Air pressure sensor present (on the intake manifold after the intercooler);
• Fuel electrical pump suitable to pressurize the circuit according to specifications Euro V;
• Vehicle wiring harness for central unit EDC 17 new electrical scheme;
• Exhaust brake valve present driven by EDC central unit (positioned on exhaust line).
• Constant regeneration particulate trap is mounted on engine exhaust. Through data processing (engine rpm’s,
H2O temperature, oil temperature, lambda probe signal, etc.), the central unit calculates the quantity of particulate
accumulated in filter and chooses to increase exhaust gas temperature (through post-injection) in order to burn
particulate accumulated inside filter.
• Further, vehicles (for compliance with regulations EPA 10) differ from the ones of present production mainly in fol-
lowing components:
• Fitting with catalytic converter DPF (Diesel Particulate Filter) provided with exhaust gas temperature sensors,
• Differential pressure (Delta-p) sensor for detecting DPF catalyst particulate filter clogging,
• Fuel electric pump with different characteristics for boosting fuel system pressurization,
• Electrical wiring harness.
• SCR
2.3 Fuel injection control

• The system calculates injection on the basis of the processing of the following parameters:
• Engine rpm.
• Engine coolant fluid temperature.
• Intake air capacity.
• Battery voltage.
• Fuel pressure.
• Accelerator pedal position.
• The fuel pressure in the common rail varies according to engine rpm and load operating conditions.
• The pre-injection is carried out to reduce the noise level.
• Pre-injection advance angles, the distance between pre-injection and main injection and advance angles of main
injection vary according to the instantaneous engine operating conditions.
(1) Immobilizer recognition

• When the control unit receives the signal of the key “ON” it communicates with the immobilizer control unit to en-
able starting.
(2) Checking engine coolant temperature

• The engine electronic control unit, depending on the temperature:
• Of the engine coolant, turbocharging air and fuel, operates the viscous fan and switches on the coolant temper-
ature warning light.
13E-8
13E
(3) Checking quantity of fuel injected
• According to the signals from the sensors and the mapped values, the engine electronic control unit:
• Operates the pressure regulation valve;
• Varies the “pilot” injection time;
• Varies the “main” injection time;
• Checking idling adjustment
• The engine electronic control unit processes the signals from the various sensors and regulates the amount of
fuel injected:
• It operates the pressure regulator;
• It varies the injection times of the injectors.
(4) Checking smokiness at exhaust on acceleration

• With heavy acceleration, on the basis of the signals received from the air introduction meter and engine speed
sensor, the engine electronic control unit determines the optimum amount of fuel to inject:
• It operates the pressure regulator;
• It varies the injector injection time.
(5) Checking exhaust gas recirculation

• Depending on the engine load and the signal from the accelerator pedal sensor, the engine electronic control con-
trol unit limits the amount of air taken in, actuating partial suction of the exhaust gases.
(6) Checking engine rotation balance during acceleration

• Regular progression is assured in all conditions by the control of the pressure regulator and the injector opening
time.
(7) Glow plug control

• During:
• Preglow.
• Afterglow.
• The injection centre times the heater starter (or glow plugs for the 4P10 Engine) according to engine tempera-
ture.
(8) Checking fuel pump

• Irrespective of the speed, the engine electronic control unit:
• Supplies the auxiliary fuel pump with the key “ON”;
• Cuts off auxiliary pump supply if the engine is not started up within a few seconds.
(9) Checking fuel heater

• It times operation of fuel heater in relation to ambient temperature.
(10) Checking cylinder position

• During each turn of the engine, the engine electronic control unit recognizes which cylinder is in the power stroke
and operates the injection sequence for the appropriate cylinder.
(11) Checking pilot and main injection timing

• According to the signals from the various sensors, including the absolute pressure sensor built into the engine
electronic control unit, the engine electronic control unit determines the optimum point of injection according to in-
ternal mapping.
13E-9
(12) Checking injection pressure closed cycle
• Depending on the engine load, determined by processing the signals from the various sensors, the engine elec-
tronic control unit operates the regulator to obtain optimum line pressure.
(13) Fuel supply

• The fuel supply is calculated in relation to:
• Accelerator pedal position.
• Engine speed.
• Quantity of air introduced.
• The outcome may be corrected in relation to:
• The water temperature.
• Or to avoid:
• Noise.
• Smoke.
• Overloading.
• Overheating.
• Turbine over-revving.
• The delivery can be modified in the case of:
• Action of external devices (ABS).
• Serious trouble decreasing the load or stopping the engine.
• After determining the mass of air introduced by measuring its volume and temperature, the engine electronic con-
trol unit calculates the corresponding mass of fuel to inject into the relevant cylinder (mg per delivery) also taking
into account the temperature of the diesel.
• The mass of fuel calculated in this way is first converted into volume (mm3 per delivery) and then into degrees of
throw, or duration of injection.
(14) Correcting flow rate according to water temperature

• A cold engine meets with greater resistance during operation: friction is high, the oil is still very viscous, and the
various clearances are not yet optimized.
• In addition, the injected fuel tends to condense on the metal surfaces that are still cold.
The fuel supply for a cold engine is therefore greater than for a warm one.
(15) De-rating
• In the event of the engine overheating, injection is modified, decreasing the delivery to a varying degree, in pro-
portion to the temperature reached by the coolant.
(16) Turbine rpm setting

• Based on signals from the accelerator pedal position and intake manifold air temperature/pressure engine rpm
sensors, the electronic centre processes the field-back signal to turbo actuator pilot electro valve opening.
(17) Injection timing electronic test

• The advance (start of delivery, expressed in degrees) may be different from one injection to the next, also differen-
tiated from one cylinder to another. It is calculated, similarly to the delivery, in relation to the engine load (acceler-
ator position, engine speed and air introduced).
• The advance is appropriately corrected:
• In phases of acceleration;
• According to the water temperature.
• And also to obtain:
• Lower emissions, noise and overloading;
• Better vehicle acceleration.
• An extremely high advance is set on starting, depending on the water temperature.
• Feedback from the start of delivery is supplied by the change in impedance of the injector solenoid valve.
13E-10
13E
(18) Speed governor
• The electronic speed governor has both features of governors:
• Idling and top speed.
• All speeds.
• It is stable in ranges where conventional, mechanical governors are imprecise.
• Within certain thresholds the speed takes account of the battery voltage.
(19) Engine starting

• During the first few turns of the engine, the timing and cylinder no. 1 recognition signals (engine speed sensor and
camshaft timing sensor) are synchronized.
• The accelerator pedal signal is ignored on starting. Starting delivery is set only according to water temperature, by
a special map.
(20) Cold starting

• If even just one of the three temperature sensors (water, air or diesel) records a temperature lower than 10°C {50
°F}, the glow plugs are activated.
• On inserting the key contact, the glow plug indicator goes on and remains on for a period varying depending on
temperature (air is heated by the pre-heating glow plugs that are located on cylinder head).
• Thereafter, the engine can be started up.
• When the motor is running this indicator light goes out, while the glow plugs continue to be powered for a certain
length of time (variable) for post-heating.
• The pre-heating curve is also variable in relation to the battery voltage.
(21) Run up
• When the key makes contact, the engine electronic control unit transfers the information stored in memory when
the engine was last stopped into the main memory (see After Run) and makes a diagnosis of the system.
(22) After run

• Whenever the engine is switched off with the key, the engine electronic control unit stays powered for about 30
seconds by the main relay.
• This makes it possible for the microprocessor to transfer some data from the main memory (volatile) to a non-vol-
atile memory, which can be erased and written over (EEPROM), so as to make it available at the next start up
(see Run Up).
• These data basically consist of:
• Various settings (engine idling adjustment, etc.);
• Settings of some components;
• Fault memory.
• The process lasts a few seconds, typically from about 30 (depending on the amount of data to save), after which
the engine electronic control unit sends a command to the main relay and makes it disconnect from the battery.
NOTE
• It is extremely important for this procedure not to be broken off, for example by switching off the engine
with the battery cut-out, or by disconnecting the battery cut-out before 20 seconds have passed since
switching off the engine. If this happens, the functioning of the system is ensured, but repeated interrup-
tions may damage the engine electronic control unit.
(23) Cut-off
• This function cuts off fuel delivery when the vehicle is decelerating (accelerator pedal released).
(24) Cylinder balancing

• Individual cylinder balancing contributes to increasing comfort and handling.
• This function permits individual, customized control over the delivery of fuel and the start of delivery for each cyl-
inder, even differently from one cylinder to another, to compensate for the hydraulic tolerances of the injector.
13E-11
• The differences in flow (delivery specifications) between the various injectors cannot be evaluated directly by the
engine electronic control unit. Therefore, it is necessary to input particular data of each injector into the engine
electronic control unit using FUSO diagnostics each time after injector replacement.
(25) Synchronisation search

• If there is no signal from the camshaft timing sensor, the engine electronic control unit is able to recognize the cyl-
inders into which the fuel is to be injected.
• If this occurs when the engine is already running, the combustion sequence has already been acquired, so the en-
gine electronic control unit continues with the sequence on which it has already been synchronized.
• If this occurs when the engine is at a standstill, the engine electronic control unit energizes a single solenoid
valve. Within 2 turns of the crankshaft, injection will take place in that cylinder, so the engine electronic control unit
just needs to get synchronized on the firing sequence and to start up the engine.
2.4 Actuators
• The injection system comprises three classes of actuators interlocked with the engine electronic control unit:
• Injectors (see relevant heading);
• Regulators (see relevant headings) requiring PWM control (Pulse Width Modulation):
• For pressure;
• EGR (Exhaust Gas Recirculation);
• Actuators with continuous ON/OFF signal to:
• Turn on/off air-conditioner compressor;
• Electric supply pump.
• Cruise control.
13E-12
13E
2.5 Electric/electronic components
(1) Engine electrical control unit
• The engine electronic control unit is of the “flash EPROM” type, i.e. it can be reprogrammed from the outside with-
out acting on its hardware.
• The engine electronic control unit processes the signals from the sensors by applying software algorithms, and
also controls the actuators (in particular, the electric injectors and the pressure regulator).
• The engine electronic control unit records, in the memory non-labile area, the information on the engine parame-
ters originally set or acquired during engine operation.
• The injection control unit incorporates the atmospheric sensor, in order to further improve the injection system
control.
• The engine electronic control unit is fitted to the left side of the engine compartment and is connected to the vehi-
cle wiring by means of two connectors:
• 60-pole connector “Engine side injection cable connector” for the components available on the engine;
• 94-pole connector “Bonnet/cab cable connector” for the components on the vehicle.
• In addition to controlling the system functions described in the respective charter, the engine electronic control
unit is interfaced with the other electronic systems found on the vehicle, such as ABS (Anti-lock Brake System),
speed limiter, EGR (Exhaust Gas Recirculation), preheating plugs.
• On the vehicles equipped with DPF (Diesel Particulate Filter), the engine electronic control unit also controls the
DPF regeneration system. In this case, after any of the operations below is carried out:
• Replacing one or several injectors,
• Replacing all the injectors,
The engine electronic control unit shall be programmed again by means of the FUSO Diagnostics, and the re-
placement procedure for the concerned component shall be performed, in accordance with the indications of the
diagnosis instruments.
13E-13
(2) FMU (fuel metering unit)
• The FMU (fuel metering unit) is mounted on the low-pressure circuit of the high pressure pump. The pressure reg-
ulator modulates the amount of fuel sent to the high-pressure circuit according to the commands received directly
from the engine electronic control unit. The pressure regulator is mainly composed of the following components:
• Connector.
• Casing.
• Solenoid.
• Pre-load spring.
• Hutter cylinder.
• When there is no signal, the pressure regulator is normally open, therefore with the pump providing maximum de-
livery.
• The engine electronic control unit, via the PWM (Pulse Width Modulation) signal, modulates the change in fuel
flow rate in the high-pressure circuit by partially closing or opening the sections of passage of the fuel in the low-
pressure circuit.
(2.1) Operation
• When the engine electronic control
unit governs the FMU (fuel metering
unit) (via PWM signal), the solenoid is
energized that, in its turn, generates
the movement of the magnetic core.
The shift of the core causes the shut-
ter cylinder to move axially, reducing
the flow of fuel.
• When the solenoid is not energized,

the magnetic core is pushed into the
rest position by the pre-load spring. In
this condition, the shutter cylinder is in
such a position as to offer the fuel the
maximum flow and pressure.
13E-14
13E
(3) Injector
• When the piezoelectric actuator is
reached by an electrical load, com-
manded by the engine electronic con-
trol unit, it increases its length. The
movement, amplified by the hydraulic
amplifier, act mechanically on the con-
trol valve and it allows therefore the in-
jection of the fuel present in the high
pressure line. While stopping the elec-
trical load, the actuator reacts elasti-
cally and again assumes its initial
length.The springs add their contribu-
tion, winning the pressures that act in
balancing on the whole surface of the
components. The fuel in excess is
than recirculated in the fuel circuit
through the connection for fuel return
flow.
(4) Engine speed sensor

• It is an inductive sensor and is posi-
tioned on the phonic wheel fitted on
the front end of the drive shaft.
• It generates the signals resulting from
the magnetic flow lines which close
through the teeth of the phonic wheel.
• The engine electronic control unit uses
this signal to measure the speed of ro-
tation of the engine, its angular posi-
tion and to operate the electronic RPM
counter.
• If this signal fails the RPM counter will
not work.
• The sensor gap shall be as follows:
• 1 ± 0.5 mm {0.039 ± 0.020 in.}, be-
tween distributing shaft pulley and
phase sensor,
• 1 mm {0.039 in.}, between phonic
wheel and engine speed sensor.
13E-15
(5) Camshaft timing sensor
• It is an inductive sensor and is posi-
tioned on the camshaft gear of the
suction valves.
• It generates the signals resulting from
the magnetic flow lines which close
through a slot on the gear itself.
• The signal generated by this sensor is
used by the engine electronic control
unit as a redundant signal to measure
the different engine speeds.
(6) Boost pressure and temperature

sensor
• Positioned on the intake manifold, it
measures the pressure of the turbo-
charging air introduced into the intake
manifold.
• This value, together with that of the
boost pressure and temperature sen-
sor, makes it possible for the engine
electronic control unit to calculate the
exact quantity of air introduced into the
cylinders so as to operate the injectors
adjusting the fuel delivery, limiting
harmful emissions, improving con-
sumption and performance.
• The sensor contains an electronic
temperature correction circuit to opti-
mize the pressure measurement in re-
lation to the temperature of the intake
air.
13E-16
13E
(7) Water temperature sensor
• When temperature sensor for engine
control provides the engine electronic
control unit with an index of the ther-
mal status of the engine in order to de-
termine corrections for the fuel
delivery, injection pressure, exhaust
gas recirculation injection advance
when starting cold (if mounted) and
warm-up.
(8) Atmospheric pressure sensor

• This is integrated in the engine electronic control unit. It provides a criterion of correction for the measurement of
the air flow rate and to calculate the reference air flow rate to check the EGR.
13E-17
(9) Glow plug electronic control unit
1 Connections glow plugs

6 Ground
7 Start switch (+15)
10 Battery positive (+30)
2 3
11 Input: control signal from
1 4
7 engine electronic control unit
6
10 11
• The glow electronic control unit is controlled by engine electronic control unit and has following functions:
• Switch of 4 glow plugs, control signal from engine electronic control unit;
• Reversible overcurrent cut-off (electronic safety fuse);
• Recognition of one or several damaged glow plugs and overall defect diagnosis;
• High voltage switch - off by engine electronic control unit;
(10) Glow plug

[CONTROL VALUES]
• With a constant supply voltage of 11 V:
• Max. current drawn: 18 A.
• In 5 sec: 11 ± 1.5 A.
• In 30 sec: 6 ± 0.9 A.
• Temperature after 7 sec.: 850°C.
{1562°F}
13E-18
13E
M E M O
13E-19
2.6 Electronic control unit connection diagram
13E-20
13E
13E-21
TROUBLESHOOTING
1. Inspections Based on Diagnosis codes
• Since the FUSO diagnostics data are updated from time to time, descriptions or wording may not agree with the
workshop manual. The FUSO diagnostics will have the latest data.
1.1 List of diagnosis code
Fault
Warning lamp indication diagnosis
period
Code Message
Validation
(red) (amber)
Signal Range Check (SRC) for 'Pressure sensor in crankcase'
22-0 – – O 2DC
reports HIGH.
Signal Range Check (SRC) for 'Pressure sensor in crankcase'
22-1 – – O 2DC
reports LOW.
The signal value of component 'Pressure sensor in crankcase' is too
22-16 – – O 2DC
high.
The signal value of component 'Pressure sensor in crankcase' is too
22-18 – – O 2DC
low.
EGR valve is too high. Position deviation above maximum positive
27-15 – – O 2DC
limit.
EGR valve is too low. Position deviation below maximum negative
27-17 – – O 2DC
limit.
Signal Range Check (SRC) for 'Pressure sensor in hose line of
30-0 – – O 2DC
crankcase ventilation system' reports HIGH.
Signal Range Check (SRC) for 'Pressure sensor in hose line of
30-1 – – O 2DC
crankcase ventilation system' reports LOW.
The value of component 'B37 (DPF differential pressure sensor)' is
30-2 – – O 2DC
implausible. Value measured at ECM shut off.
The differential pressure between sensor in crankcase and sensor in
30-15 – – O 2DC
hose line of crankcase ventilation system is above upper limit.
The signal value of component 'Pressure sensor in hose line of
30-16 – – O 2DC
crankcase ventilation system' is too high.
The differential pressure between sensor in crankcase and sensor in
30-17 hose line of crankcase ventilation system is above upper limit.: TOO – – O 2DC
HIGH
84-12 Vehicle speed is not plausible to engine speed and torque. O – O 2DC
84-15 Vehicle speed sensor has a maximum threshold error. O – O 2DC
91-2 Signal 'Value of accelerator pedal sensor' is implausible. O – O 2DC
91-3 Signal Range Check High for Accelerator Pedal Position 1. O – O 2DC
91-4 Signal Range Check Low for Accelerator Pedal position 1. O – O 2DC
97-9 CAN timeout error while communicating with control unit 'ECM' – – – IMD
100-2 Component 'Oil pressure switch' has a mechanical defect. – – – IMD
100-31 The oil pressure is too low. – – – IMD
Engine stops in run-on mode. The value of component 'Pressure
101-2 – – O 2DC
sensor in crankcase' is implausible.
102-0 Signal value of Boost pressure sensor is above maximum limit. O – O 2DC
102-1 Signal value of Boost pressure sensor is below minimum limit. O – O 2DC
Signal 'Boost pressure' of component 'Boost pressure sensor' is
102-15 O – O 2DC
implausible. Data Valid But Above Normal Operational Range.
102-16 Signal value of Boost pressure sensor is above maximum limit. O – O 2DC
Signal 'Boost pressure' of component 'Boost pressure sensor' is
102-17 O – O 2DC
implausible. Data valid but below normal operational range
102-18 Signal value of Boost pressure sensor is below minimum limit. O – O 2DC
13E-22
13E
Fault
period
Code Message
Validation
(red) (amber)
105-0 Signal Range Check (SRC) for 'Boost temperature' reports HIGH. – – O 2DC
105-1 Signal Range Check (SRC) for 'Boost temperature' reports LOW. – – O 2DC
Signal Range Check (SRC) for 'Ambient pressure' reports
108-0 – – O 2DC
HIGH.Data Valid But Above Normal Operational Range.
Signal Range Check (SRC) for 'Ambient pressure' reports LOW.Data
108-1 – – O 2DC
valid but below normal operational range
108-16 Physical Signal of Ambient pressure sensor is above maximum limit. – – O 2DC
108-18 Physical Signal of Ambient pressure sensor is below minimum limit. – – O 2DC
110-0 Signal Range Check (SRC) for 'Coolant temperature' reports HIGH. – O O 2DC
110-1 Signal Range Check (SRC) for 'Coolant temperature' reports LOW. – O O 2DC
Absolute plausibility of coolant temperature sensor failed. Sensor is
110-12 – O O 2DC
defect.
Dynamic plausibility of coolant temperature sensor failed. Sensor is
110-31 – O O 2DC
defect.
The coolant level is too low.Data valid but below normal operational
111-1 – – – IMD
range
Fuel pressure control CPC:Fuel rail pressure exceeds maximal limit
129-16 during rail press control "both devices". Data Valid But Above Normal – O O 2DC
Operational Range.
Fuel pressure control CPC:Fuel rail pressure below minimal
129-18 threshold during rail press control "both devices".Data valid but – O O 2DC
below normal operational range
Air flow meterSignal Range Check (SRC) for 'raw value in HFM6
132-0 sensor' reports HIGH.Data Valid But Above Normal Operational O – O 2DC
Range.
Air flow meterSignal Range Check (SRC) for 'raw value in HFM6
132-1 O – O 2DC
sensor' reports LOW.Data valid but below normal operational range
132-2 Hardware error from air flow meter is detected for HFM sensor. O – O 2DC
Air flow meterSignal Range Check (SRC) for 'corrected value in
132-15 HFM6 sensor' reports HIGH.Data Valid But Above Normal O – O 2DC
Operational Range.
Air flow meterSignal Range Check (SRC) for 'corrected value in
132-17 HFM6 sensor' reports LOW.Data valid but below normal operational O – O 2DC
range
Signal Range Check (SRC) for 'Air mass flow' reports Implausible
132-18 O – O 2DC
data.
Air flow meterOffset drift high error for HFM sensor at engine stand
132-20 O – O 2DC
still.
Air flow meterOffset drift low error for HFM sensor at engine stand
132-21 O – O 2DC
still.
156-0 Sensor voltage of fuel pressure (Rail) sensor above upper limit. O – O 2DC
156-1 Sensor voltage of fuel pressure (Rail) sensor below lower limit. O – O 2DC
156-16 Sensor raw value of rail pressure sensor is above maximum offset. O – O 2DC
156-18 Sensor raw value of rail pressure sensor is below minimum offset. O – O 2DC
158-0 Signal Range Check (SRC) for 'Battery voltage' reports HIGH. – – O 2DC
158-1 Signal Range Check (SRC) for 'Battery voltage' reports LOW. – – O 2DC
171-0 Signal Range Check (SRC) for 'Ambient temperature' reports HIGH. – – O 2DC
171-1 Signal Range Check (SRC) for 'Ambient temperature' reports LOW. – – O 2DC
13E-23
TROUBLESHOOTING
Fault
period
Code Message
Validation
(red) (amber)
Component 'Environment sensor' has a plausibility error.Mechanical
171-7 – – O 2DC
system not responding or out of adjustment
The current value for the 'Ambient temperature' component is too
171-16 – – O 2DC
low.
Signal Range Check (SRC) for 'Intake air temperature' reports
172-0 – O O 2DC
HIGH.
172-1 Signal Range Check (SRC) for 'Intake air temperature' reports LOW. O – O 2DC
172-2 More than one inkate air temperature sensors have plausibility error. – – O 2DC
174-0 Signal Range Check (SRC) for 'Fuel temperature' reports HIGH. – – O 2DC
174-1 Signal Range Check (SRC) for 'Fuel temperature' reports LOW. – – O 2DC
174-2 Component 'Fuel temperature sensor' has a plausibility error. – – O 2DC
174-16 The fuel temperature is too high. – – O 2DC
188-0 Engine speed exceeds the upper limit while HLSDem is active. – – O 2DC
188-1 Engine speed falls below the lower limit while HLSDem is active. – – O 2DC
190-3 Short circuit to battery error on the engine speed output power stage – – – IMD
190-4 Short circuit to ground error on the engine speed output power stage – – – IMD
190-5 No load error on the engine speed output power stage – – – IMD
Component 'Engine speed as PWM signal' has
190-12 – – – IMD
overtemperature.Bad intelligent device or component
External clock needs manually reset (summer/winter or time zone
251-2 – – O 2DC
changed)
251-12 External clock (tachograph)is defect. – – O 2DC
354-0 Signal value from Intake Air humidity Sensor above maximum limit – – O 2DC
354-16 Probably water droplets on Intake Air humidity Sensor. – – O 2DC
354-17 Signal Range Check (SRC) for 'Air humidity sensor' reports LOW. – – O 2DC
354-18 Signal Range Check (SRC) for 'Induction Air Humidity' reports LOW. – – O 2DC
354-31 Component 'Air humidity sensor' has a plausibility error. – – O 2DC
355-31 DPF Lube Oil monitoring: Critical time for oil dilution exceeded – O O 2DC
Signal Range Check (SRC) for 'Exhaust temperature downstream of
412-0 – – O 2DC
exhaust gas recirculation cooler' reports HIGH.
412-1 – – O 2DC
exhaust gas recirculation cooler' reports LOW.
Component 'Exhaust temperature downstream of exhaust gas
412-2 – – O 2DC
recirculation cooler' has a plausibility error.
Component 'Temperature sensor 'Exhaust gas recirculation'' is
412-16 – – O 2DC
thermally overloaded.
521-2 Signal error for Brake detected via CAN – – O 2DC
521-12 Main and redundant brake switch state are different. – – O 2DC
Irreversible fault path which indicates the invalid combination of
595-2 – – – IMD
cruise control keys pressed
Reversible fault path which indicates the invalid combination of
595-31 – – – IMD
cruise control keys pressed
598-2 Signal Error for Clutch pedal. – – O 2DC
604-2 Plausibility error of neutral status signal of gear box – – – IMD
606-0 Overspeed of component 'engine protection' has occurred. – – – IMD
13E-24
13E
Fault
period
Code Message
Validation
(red) (amber)
Crankshaft signal disturbance from engine speed sensor.Data
636-2 O – O 2DC
erratic, intermittent or incorrect
Crankshaft signal loss from engine speed sensor. Abnormal update
636-9 O – O 2DC
rate
651-3 The fuel injector of cylinder 1 has a short circuit. O – O 2DC
651-5 The fuel injector (cylinder 1) has an electrical fault or an open circuit. O – O 2DC
The fuel injector of cylinder 1 has a short circuit between positive
651-6 O – O 2DC
and ground.
652-6 O – O 2DC
and ground.
653-6 O – O 2DC
and ground.
654-6 O – O 2DC
and ground.
677-3 The starter relay has a short circuit to positive. O – – IMD
677-4 The starter relay has a short circuit to ground. O – – IMD
677-5 The starter relay has an open circuit. O – – IMD
Defect Fault Check for Signal of camshaft.Data erratic, intermittent
723-2 – O O 2DC
or incorrect
723-9 Defect Fault Check for Signal of camshaft.No signal – O O 2DC
723-31 Defect Fault Check for Signal of camshaft.Offset angle is exceeded. O – O 2DC
917-9 CAN timeout fault – – – IMD
931-3 Component 'Presupply pump' has a short circuit to positive. O – – IMD
931-4 Component 'Presupply pump' has a short circuit to ground. O – – IMD
931-5 Presupply pumpCurrent below normal or Open circuit O – – IMD
931-12 Component 'Presupply pump' signals overtemperature. O – – IMD
959-9 CAN Timeout Error during CAN-receive-frame Time Date. – – O 2DC
980-9 CAN Timeout Error during CAN-receive-frame PTO. – – – IMD
The output for actuation of component 'Exhaust Flap' has a short
1074-3 – O O 2DC
circuit to positive.
The exhaust flap has a short circuit to ground. / Component '10271-
1074-4 – O O 2DC
491' has a mechanical defect.
The output for actuation of component 'Exhaust Flap' has an
1074-5 – O O 2DC
electrical fault or open circuit.
1074-12 Over temperature error on power stage for Exhaust Flap Actuator. – O O 2DC
Pressure control valve: Voltage above normal or shorted to high
1076-3 O – O 2DC
source
Pressure control valve: Voltage below normal or shorted to low
1076-4 O – O 2DC
source
1076-5 Pressure control valve: Current below normal or Open circuit O – O 2DC
13E-25
TROUBLESHOOTING
Fault
period
Code Message
Validation
(red) (amber)
1076-12 Pressure control valve: Overtemperature O – O 2DC
1076-16 Pressure control valve: Learning factorHIGH – – O 2DC
1076-18 Pressure control valve: Learning factorLOW – – O 2DC
Boost pressure control: Too Low Boost pressure in closed loop
1127-15 control - Data Valid But Above Normal Operating Range - Least O – O 2DC
Severe Level
Too High Boost pressure in closed loop control.Data Valid But Above
1127-17 O – O 2DC
Normal Operational Range.
SPI Error ECU temperature sensor (LM71).Data erratic, intermittent
1136-2 – O – IMD
or incorrect
Physical Signal ECU temperature is above maximum limit.Data Valid
1136-16 – – – IMD
But Above Normal Operational Range.
Physical Signal ECU temperature is below minimum limit.Data valid
1136-18 – – – IMD
but below normal operational range
1172-2 Component 'Intake air temperature sensor 1' has a plausibility error. – O O 2DC
1173-2 Component 'Intake air temperature sensor 2' has a plausibility error. – – O 2DC
1174-2 Component 'Intake air temperature sensor 3' has a plausibility error. – – O 2DC
Signal Range Check (SRC) for 'Charge air temperature downstream
1175-2 – – O 2DC
of charge air cooler' reports Implausible data.
Information from Instrument Cluster reports MIL internal circuit
1213-2 – – O 2DC
failure.
1254-31 Information: Torque limitation by too high NOx emissions. – – – IMD
1321-3 The starter relay has a short circuit to positive. O – – IMD
1321-4 The starter relay has a short circuit to ground. O – – IMD
1321-12 The starter relay has an over temperature error. O – – IMD
1322-12 Combustion misfiring has been detected. – – O 2DC
1323-12 Combustion misfiring of cylinder 1 has been detected. – – O 2DC
1442-3 Component 'Fuel metering unit ' has a short circuit to positive. – O O 2DC
1442-4 Component 'Fuel metering unit ' has a short circuit to ground. – O O 2DC
1442-5 Fuel metering unit Current below normal or Open circuit – O O 2DC
1442-12 Component 'Fuel metering unit ' signals overtemperature. – O O 2DC
Defect Fault Check for ECU Main relay.Mechanical system not
1485-7 – – O 2DC
responding or out of adjustment
1485-31 ECU Main relay has an Early Opening failure. - – O 2DC
1623-19 Cardan speed: Received network data is in error O – O 2DC
1624-19 Vehicle speed signal: Received network data is in error O – O 2DC
1624-31 Vehicle speed source and HRWS replacement defect O – O 2DC
CAN Timeout Error during CAN-Transmit-Frame Cruise Control
1633-9 – – – IMD
Parameters from ATM controller.
1636-0 Signal Range Check (SRC) for 'Air Flow Sensor' reports HIGH. – – O 2DC
1636-1 Signal Range Check (SRC) for 'Air Flow Sensor' reports LOW. – – O 2DC
1636-16 Component 'Charge air temperature sensor' is thermally overloaded. – – O 2DC
13E-26
13E
Fault
period
Code Message
Validation
(red) (amber)
1675-2 ECU Key 16Defective switch T50- – – – IMD
The value of component 'SCR Reagent tank level sensor' is
1761-2 – – O 2DC
implausible.Data erratic, intermittent or incorrect
Defect Fault Check for SCR Reagent tank level sensor.Bad
1761-12 – – O 2DC
intelligent device or component
1761-31 SCR Reagent Tank level sensor has a monitoring error. – – O 2DC
Accelerator pedalAPP2:Voltage above normal or shorted to high
2623-3 O – O 2DC
source
Accelerator pedalAPP2:Voltage below normal or shorted to low
2623-4 O – O 2DC
source
2630-2 The efficiency of the charge air cooler is not sufficient. – – O 2DC
Signal Range Check (SRC) for 'Sensor voltage EGR valve position '
2791-0 O – O 2DC
reports HIGH.
Signal Range Check (SRC) for 'Sensor voltage EGR valve position '
2791-1 O – O 2DC
reports LOW.
2791-3 EGR Valve has a Short circuit to battery on Out1 of H-bridge. O – O 2DC
2791-4 EGR Valve has a short circuit to ground on Out1 of H-bridge. O – O 2DC
EGR Valve has a Open Load of H-bridge.Current below normal or
2791-5 O – O 2DC
Open circuit
EGR Valve is jammed in closed state.Mechanical system not
2791-7 O – O 2DC
responding or out of adjustment
EGR Valve has Over temperature of H-bridge.Bad intelligent device
2791-12 O – O 2DC
or component
2791-16 Signal Range Check (SRC) for 'EGR valve position ' reports HIGH. O – O 2DC
2791-18 Signal Range Check (SRC) for 'EGR valve position ' reports LOW. O – O 2DC
2791-31 EGR Valve has a limited current. – – O 2DC
2797-2 The DC/DC converter of Injector (Cylinder Bank 1) shuts off. – O O 2DC
Component 'charge switch of Injector (Cylinder Bank 0)' has a short
2797-3 O – O 2DC
circuit.
2797-6 The fuel injector (cylinder 0) has a short circuit. O – O 2DC
2797-12 The DC/DC converter of Injector (Cylinder Bank 1) can not stop. – O O 2DC
2797-31 ECM internal failure of Injector actuation (chip error). O – O 2DC
2798-2 The DC/DC converter of Injector (Cylinder Bank 2) shuts off. – O O 2DC
Component 'charge switch of Injector (Cylinder Bank 1)' has a short
2798-3 O – O 2DC
circuit.
2798-6 The fuel injector (cylinder 1) has a short circuit. O – O 2DC
2798-12 The DC/DC converter of Injector (Cylinder Bank 2) can not stop. – O O 2DC
CAN-receive-frame Electronic transmission control: Data erratic,
2900-2 – – – IMD
intermittent or incorrect
CAN timeout faulting-receive-frame Electronic transmission control
2900-9 – – – IMD
Abnormal update rate
Signal Range Check (SRC) for 'DEF tank temperature' reports
3031-0 – – O 2DC
HIGH.
3031-1 Signal Range Check (SRC) for 'DEF tank temperature' reports LOW. – – O 2DC
3050-10 Pressure Oscillation too frequent Error.Abnormal Rate Of Change – – O 2DC
3050-15 Pressurization after starting SCR Reagent Feeding is not possible. – – O 2DC
13E-27
TROUBLESHOOTING
Fault
period
Code Message
Validation
(red) (amber)
Signal Range Check (SRC) for 'DEF Pressure' reports HIGH
3050-16 – – O 2DC
(Second level).Data Valid But Above Normal Operational Range.
3050-18 Pressure release during SCR Reagent Feeding is not possible. – – O 2DC
The measured Lambda value of NOx sensor devices from LSU
3050-31 – – O 2DC
sensor.
3051-0 Signal Range Check (SRC) for 'DEF Pressure' reports LOW. – – O 2DC
3051-16 Signal Range Check (SRC) for 'DEF Pressure' reports HIGH. – – O 2DC
3058-0 Positive governor deviation of EGR Control above upper limit. O – O 2DC
3058-1 Negative governor deviation of EGR Control below lower limit. O – O 2DC
Positive governor deviation of EGR Control above upper limit for
3058-16 O – O IMD
regeneration.
Negative governor deviation of EGR Control below lower limit for
3058-18 O – O IMD
regeneration.
EGR Valve spent too long time in transition mode 'Regeneration' to
3058-31 – – – IMD
'Normal Operation'.
3217-0 Signal Range Check (SRC) for 'O2 calibration' reports HIGH. – – O 2DC
3217-1 Signal Range Check (SRC) for 'O2 calibration' reports LOW. – – O 2DC
3217-16 O2 value above maximum threshold – – O 2DC
3221-0 O2 Concentration at overrunHIGH – – O 2DC
3221-1 O2 Concentration at overrunLOW – – O 2DC
3232-5 Component 'NOx sensor' has an open circuit. – – O 2DC
Component 'NOx sensor' has a short circuit.Current above normal or
3232-6 – – O 2DC
grounded circuit
3234-2 Component 'NOx sensor' has an open circuit or short circuit. – – O 2DC
Defect Fault Check for Exhaust temperature upstream of oxidation
3241-0 – O O 2DC
catalytic converter.Signal value above maximum limit
Defect Fault Check for Exhaust temperature upstream of oxidation
3241-1 – O O 2DC
catalytic converter.Signal value below minimum limit
3241-18 – O O 2DC
oxidation catalytic converter' reports LOW.
Plausibility check of component 'Exhaust temperature upstream of
3241-31 diesel oxidation catalytic converter 1' The received data are – O O 2DC
implausible.
3242-2 diesel oxidation catalytic converter 1' The received data are – O O 2DC
implausible.
Signal Range Check (SRC) for 'Particle Filter Upstream
3244-0 – O O 2DC
Temperature' reports HIGH.
Signal Range Check (SRC) for 'Particle Filter Upstream
3244-1 – O O 2DC
Temperature' reports LOW.
Plausibility check of component 'Particle Filter Upstream
3244-2 – O O 2DC
Temperature Sensor 'Data erratic, intermittent or incorrect
Signal Range Check (SRC) for 'Exhaust gas temperature upstream
3244-16 – O O 2DC
of diesel particulate filter (raw value)' reports HIGH.
Signal Range Check (SRC) for 'Exhaust gas temperature upstream
3244-18 – O O 2DC
of diesel particulate filter (raw value)' reports LOW.
Plausibility check of component 'Exhaust temperature downstream
3245-31 – – O 2DC
of diesel particular filter' The received data are implausible.
13E-28
13E
Fault
period
Code Message
Validation
(red) (amber)
3246-2 – – O 2DC
diesel particulate filter' The received data are implausible.
Signal Range Check (SRC) for 'temperature after SCR catalyst'
3248-0 – – O 2DC
reports HIGH.
Signal Range Check (SRC) for 'temperature after SCR catalyst'
3248-1 – – O 2DC
reports LOW.
Exhaust temperature downstream of SCR catalytic converter: Signal
3248-16 – – O 2DC
value above maximum limit
Exhaust temperature downstream of SCR catalytic converter: Signal
3248-18 – – O 2DC
value below minimum limit
The value of component 'B37 (DPF differential pressure sensor)' is
3251-18 – – O 2DC
implausible. The minimum pressure was not reached.
Plausibility check of component 'B28/8 (DPF differential pressure
3253-16 – – O 2DC
sensor) 'Data Valid But Above Normal Operational Range.
Hose Line connection check of component B28/8 (DPF differential
3253-18 – – O 2DC
pressure sensor).Data valid but below normal operational range
3285-2 The result of the dynamic test of component '{0}' is not plausible. – – O 2DC
Hose Line connection check of component Particle filter differential
3285-17 – – O 2DC
pressure sensor.Data valid but below normal operational range
Signal Range Check (SRC) for 'B28/8 (DPF differential pressure
3287-0 – – O 2DC
sensor)' reports Signal value above maximum limit.
Signal Range Check (SRC) for 'B28/8 (DPF differential pressure
3287-1 – – O 2DC
sensor)' reports Signal value below minimum limit.
3360-31 Cavity detected around SCR tank heater – – – IMD
3361-3 SCR dosing valve: Voltage above normal or shorted to high source – – O 2DC
3361-4 SCR dosing valve: Voltage below normal or shorted to low source – – O 2DC
3361-5 SCR dosing valve: Current below normal or Open circuit – – O 2DC
SCR dosing valve: Mechanical system not responding or out of
3361-7 – – O 2DC
adjustment
3361-12 SCR dosing valve: Overtemperature – – O 2DC
3361-18 The emission value of the NOx sensor (raw value) is too high. – – O 2DC
3362-0 SCR Reagent pump: DEF pump pressureHIGH – – O 2DC
3362-1 SCR Reagent pump: DEF pump pressureLOW – – O 2DC
SCR reverting valve: Mechanical system not responding or out of
3362-7 – – O 2DC
adjustment
3363-0 SCR Reagent heating: DEF tank heater diagnostic signalHIGH – – O 2DC
3363-1 SCR Reagent heating: DEF tank heater diagnostic signalLOW – – O 2DC
3363-2 SCR Reagent heating: No load-Data erratic, intermittent or incorrect – – O 2DC
SCR Reagent heating: Voltage above normal or shorted to high
3363-3 – – O 2DC
source
SCR Reagent heating: Voltage below normal or shorted to low
3363-4 – – O 2DC
source
3363-12 DEF tank heater is faulty. – – O 2DC
3470-3 Component 'VTG Actuator' has a short circuit to positive. O – O 2DC
3470-4 Component 'VTG Actuator' has a short circuit to ground. O – O 2DC
Component VTG Actuator has a current below normal or Open
3470-5 O – O 2DC
circuit.
13E-29
TROUBLESHOOTING
Fault
period
Code Message
Validation
(red) (amber)
3470-12 Component 'VTG Actuator' signals overtemperature. O – O 2DC
3517-1 DEF tank levelData valid but below normal operational range – – – IMD
3597-0 ECU voltage supply: OVERVOLTAGE - O O 2DC
3597-1 ECU voltage supply: UNDERVOLTAGE - O O 2DC
ECU power stage1:Supply for sensors: Accelerator
3597-12 pedal1,Camshaft,SCR reagent pressure, VGT speed, VGT actuator O – O 2DC
position
ECU power stage2:Supply for sensors: Accelerator pedal2,Boost
3598-12 O – O 2DC
pressure, Fuel pressure, AC pressure
ECU power stage3:Supply for sensors: DPF differential pressure, Oil
3599-12 O – O 2DC
pressure, EGR valve position, Air humidity sensor
Corrected value of voltage for opening the injector 1 is out of valid
3659-0 – O O 2DC
range.
3659-6 The fuel injector (cylinder 1) has a short circuit to ground. O – O 2DC
3659-15 Discharge time of injector 1 is out of valid range. - O O 2DC
3659-16 The voltage for opening the injector 1 is out of valid range. – O O 2DC
3660-0 – O O 2DC
range.
3660-15 Discharge time of injector 3 is out of valid range. – O O 2DC
3661-0 – O O 2DC
range.
3662-0 – O O 2DC
range.
The signal value of component 'DPF emergency regeneration
3696-2 – – – IMD
switch' is implausible.Data erratic, intermittent or incorrect
Signal Range Check (SRC) for 'Flow resistance of diesel particulate
3701-2 O – O 2DC
filter' reports HIGH.
3702-2 Regeneration of the diesel particulate filter was aborted. – – O IMD
3719-16 The regeneration frequency of the diesel particulate filter is too high. – – O IMD
3726-16 DPF model regeneration request too high O – O 2DC
3727-0 DPF model - number of maximum regenerations too high O – O 2DC
4009-3 Component 'Fuel filter heater' has a short circuit to positive. – O – IMD
4009-4 Component 'Fuel filter heater' has a short circuit to ground. – O – IMD
4009-5 Component Fuel filter heater has a no load error. – O – IMD
4009-12 Component 'Fuel filter heater' signals overtemperature. – O – IMD
DEF quality deviate from standard.Data erratic, intermittent or
4094-2 – - O 2DC
incorrect
13E-30
13E
Fault
period
Code Message
Validation
(red) (amber)
Air flow meter: AFS correction at low idle exceeds drift limitMaximum
520192-20 – O O 2DC
value
Air flow meter: AFS correction at low idle exceeds drift limitMinimum
520192-21 – O O 2DC
value
Air flow meter: AFS correction at load point exceeds drift
520193-20 – O O 2DC
limitMaximum value
Air flow meter: AFS correction at load point exceeds drift
520193-21 – O O 2DC
limitMinimum value
520195-20 Air flow meter: Sensitivity drift error for HFM sensorHIGH O – O 2DC
The wiring of component Air flow meter is faulty./ Component Air flow
520195-21 O – O 2DC
meter has a mechanical defect.
Faulty component 'Air conditioning' / Faulty component 'Air
520200-2 – – – IMD
conditioning switch'
520200-12 Air conditioning: Plausibility error CAN input signals – – – IMD
520203-2 PassiveCAN bus error: NodeA – – – IMD
CAN fault: The configuration is faulty./The CAN controller is
520203-31 – – – IMD
defective./The control unit has an internal hardware fault.
Plausibility check of component 'Coolant temperature' The received
520207-2 – O O 2DC
data are implausible.
520208-12 ECU internal: SPI and COM errors – O – IMD
520210-2 Combustion of cylinder: More than 1 not in equilibrium – – O 2DC
520211-0 Combustion of cylinder1LOW – – O 2DC
520211-1 Combustion of cylinder1HIGH – – O 2DC
520215-31 Torque limitation active-Cause: Turbo charger protection – – – IMD
520216-31 Torque limitation active-Cause: engine protection – – – IMD
520217-31 Torque limitation active-Cause: Injection system – – – IMD
520218-31 Torque limitation active-Cause: Engine brake – – – IMD
520219-31 Torque limitation active-Cause: Diesel particulate filter – – – IMD
Information: Torque limitation by too high NOx emissions. Duration >
520220-31 – – – IMD
2 second.
520221-31 Torque limitation active-Cause: SCRCAT protection – – – IMD
520222-31 Torque limitation active-Cause: Smoke limitation – – – IMD
520225-9 CAN timeout fault. Error on transmission of CAN message – – – IMD
Error on transmission of CAN message (CAN message 'VIN' from
520227-9 – – – IMD
control unit 'SAM')
520228-9 Timeout error of CAN-Receive-Frame CGWC1. – – – IMD
520232-9 Timeout error of CAN-Receive-Frame Dashboard. – – – IMD
520233-9 Timeout error of CAN-Transmit-Frame DM1ELight message. – – – IMD
520237-2 Data length error for CAN Receive message EBC1. – – – IMD
13E-31
TROUBLESHOOTING
Fault
period
Code Message
Validation
(red) (amber)
520237-9 Timeout error of CAN-Receive-Frame Electronic Brake Controller. – – – IMD
520240-0 Value of NOx sensor is not appropriate. – – – None
520240-9 Timeout error of CAN-Transmit-Frame EDC to NOx Sensor. – – O 2DC
520243-9 Timeout error of CAN-Transmit-Frame torque information. – – – IMD
520244-9 Timeout error of CAN-Transmit-Frame accelerator pedal information. – – – IMD
Timeout error of CAN-Transmit-Frame friction, desired speed,
520246-9 – – – IMD
estimated engine parasitic losses.
Timeout error of CAN-Transmit-Frame information of Engine Fluid
520247-9 – – – IMD
Level/Pressure.
Timeout error of CAN-Transmit-Frame message proprietary with
520248-9 – – – IMD
different switch and parameter values.
520249-9 Timeout error of CAN-Transmit-Frame message of DPF information. – – – IMD
520250-9 CAN timeout fault. Error on transmission of CAN message – – O 2DC
520253-31 Engine shutoff Reception quality – – – IMD
520265-9 Faulty component 'Automatic engine start/stop' / CAN fault – – – IMD
520267-9 CAN timeout fault: CAN-Transmit-Frame Fuel consumption – – – IMD
520273-0 Component 'NOx sensor' has an open circuit. – – O 2DC
Component 'NOx sensor' has a short circuit.Error detected by
520273-1 – – O 2DC
sensor.
CAN timeout fault: CAN-receive-frame Cruise control parameters
520276-9 – – - IMD
from SAM interface
520278-9 CAN timeout fault: CAN-receive-frame IVECO proprietary message – – – IMD
520279-9 CAN timeout fault: CAN-receive-frame Ignition switch status – – – IMD
520280-9 CAN timeout fault: CAN-Transmit-Frame Shutdown – – – IMD
520281-9 CAN timeout fault: CAN-receive-frame Tachograph O – O 2DC
520282-9 CAN timeout fault: CAN-Transmit-Frame DEF tank information - – – IMD
CAN Timeout Error during CAN-Transmit-Frame Electronic Retarder
520286-9 – – – IMD
Controller.
520288-9 CAN Timeout Error during CAN-receive-frame NOx sensor. – – O 2DC
520297-9 CAN Active DFC TimeOut of Torque Speed Control TSC1AE. – O – IMD
520298-9 CAN Passive DFC TimeOut of Torque Speed Control TSC1AE. – O – IMD
520299-9 CAN Active DFC TimeOut of Torque Speed Control TSC1AR. – – – IMD
520300-9 CAN Passive DFC TimeOut of Torque Speed Control TSC1AR. – – – IMD
520309-9 CAN Active DFC TimeOut of Torque Speed Control TSC1TE. – – – IMD
520310-9 CAN Passive DFC TimeOut of Torque Speed Control TSC1TE. – – – IMD
520311-9 CAN Active DFC TimeOut of Torque Speed Control TSC1TR. – – – IMD
520312-9 CAN Passive DFC TimeOut of Torque Speed Control TSC1TR. – – – IMD
13E-32
13E
Fault
period
Code Message
Validation
(red) (amber)
CAN Timeout Error during CAN-Transmit-Frame to Cruise Control
520317-9 – – – IMD
Vehicle Speed Information.
CAN Timeout Error during CAN-Transmit-Frame to Electronic Brake
520323-9 – – – IMD
Controller.
Component 'ABS / ASR / ESP /Electronic brake pressure control'
520325-2 – – – IMD
has a configuration fault.
520325-9 Component 'Vehicle dynamics CAN bus' is faulty. – O – IMD
520327-12 ECU internalSPI and COM errorsCY320 – O O 2DC
520330-2 SCRTemperature sensorPlausibility error in the dynamic test – – O 2DC
There is an internal fault in control unit 'Combustion engine Control
520336-31 – – O 2DC
unit'.
520337-31 – – O 2DC
unit'.
520338-31 – – O 2DC
unit'.
520340-0 The efficiency of the exhaust gas recirculation cooler is not sufficient. O – O 2DC
520344-1 EGR Valve has Under voltage of H-bridge. O – O 2DC
520344-6 EGR Valve has short circuit or over load of H-bridge. O – O 2DC
520344-7 EGR valveJammed open O – O 2DC
520347-31 Injection cutoff demand for shutoff coordinator O – – IMD
Signal Range Check (SRC) for 'Exhaust temperature upstream of
520348-0 – O O 2DC
oxidation catalytic converter' reports HIGH.
Corrected energizing time of Zero Fuelling Calibration for injector 1
520352-0 – – O IMD
TOO HIGH
520352-1 – – O IMD
TOO LOW
520353-0 – – O IMD
TOO HIGH
520353-1 – – O IMD
TOO LOW
520354-0 – – O IMD
TOO HIGH
520354-1 – – O IMD
TOO LOW
520355-0 – – O IMD
TOO HIGH
520355-1 – – O IMD
TOO LOW
A fault was detected during regeneration of the diesel particulate
520357-0 filter.The current value for the 'Exhaust temperature upstream of – – O IMD
diesel particulate filter' component is too low.
520357-1 filter.The current value of component 'Exhaust temperature – – O IMD
upstream of diesel particulate filter' is too high.
520357-31 – – O IMD
filter.Regeneration takes too long.
13E-33
TROUBLESHOOTING
Fault
period
Code Message
Validation
(red) (amber)
520358-2 Exhaust Flap actuator has sticking valve or loose connection. – – O 2DC
Exhaust Flap actuator reports an error by a defined SCG duration of
520359-2 – O O 2DC
PWM wiring (X2 Error).
520360-2 O – O 2DC
PWM wiring (X Error).
520361-2 – O O 2DC
PWM wiring (Y2 Error).
520362-2 – O O 2DC
PWM wiring (Y Error).
520364-2 More than one exhaust temperature sensors are defect. – – O 2DC
520379-0 Corrected value of injection quantity is too high. – – O 2DC
520379-1 Corrected value of injection quantity is too low. – – O 2DC
520380-12 Component '10271-494' is faulty. – – O 2DC
520380-31 NOx sensor: The power supply is faulty. – – O 2DC
Test internal resistance of component 'R9/1 (Cylinder 1 glow plug)'.:
520382-31 – – O 2DC
Implausible data
520383-31 – – O 2DC
Implausible data
520384-31 – – O 2DC
Implausible data
520385-31 – – O 2DC
Implausible data
Control unit GCU4 has LIN timeout error while receiving glow plug
520386-9 – – O 2DC
current information.
520387-9 – – O 2DC
status information.
520388-9 – – O 2DC
current information and status information.
520391-0 Component 'Glow Plugs' has detected an overvoltage. – – O 2DC
Engine control unit has LIN timeout error while receiving
520391-9 – – O 2DC
informations from control unit GCU4.
520391-12 Component 'Glow plug' is thermally overloaded. – – O 2DC
520391-31 The Glow Plugs Control Unit could not be reset. – – O 2DC
520392-1 Component 'Fuel pump' has detected an undervoltage. – – O 2DC
520393-5 Component Y11 (Glow plug 1) has an Open Load error. – – O 2DC
520393-6 The electric circuit of component 'Y11 (Glow plug 1)' is overloaded. – – O 2DC
Glow Plug control unit 4 has a Transistor failure for glow plug in
520393-31 – – O 2DC
cylinder 1.
520394-31 – – O 2DC
cylinder 3.
520395-31 – – O 2DC
cylinder 4.
13E-34
13E
Fault
period
Code Message
Validation
(red) (amber)
520396-31 – – O 2DC
cylinder 2.
520397-31 Component 'Y11 (Glow plug 1)' has a short circuit. – – O 2DC
520401-31 The power supply of circuit 30 is not OK. – – O 2DC
Signal Range Check (SRC) for 'voltage of the piezo fuel injector
520418-0 – O O 2DC
actuator ' reports HIGH.
Signal Range Check (SRC) for 'voltage of the piezo fuel injector
520418-1 – O O 2DC
actuator ' reports LOW.
520419-2 Injector Adjustment: IMA/ISA programming not correct for cyl 1. – – O 2DC
520419-31 Injector Adjustment: IMA programming not correct for injector cyl 1. – – O 2DC
Signal Range Check (SRC) for 'Accelerator pedal position during
520423-16 – – – IMD
Low Idle Accelerator pedal position Adjustment' reports HIGH.
Signal Range Check (SRC) for 'Accelerator pedal position during
520423-18 – – – IMD
Low Idle Accelerator pedal position Adjustment' reports LOW.
Signal Range Check (SRC) for 'Accelerator Pedal position during
520424-0 – – – IMD
Low Idle Speed Adjustment' reports HIGH.
Signal Range Check (SRC) for 'Accelerator Pedal position during
520424-1 – – – IMD
Low Idle Speed Adjustment' reports LOW.
520425-19 Communication malfunction with LIN bus (Default) – – O 2DC
520426-5 Lambda sensor has an Open circuit at the Nernst cell pin. – – O 2DC
520427-5 Lambda sensor has an Open circuit at pump current pin. – – O 2DC
520428-5 Lambda sensor has an Open circuit at Virtual ground pin. – – O 2DC
520429-18 The dynamic check of Lambda Sensor reports SLOW. – – O 2DC
520431-2 Component Lambda Sensor Heater has an Open Load error. – – O 2DC
520431-3 Lambda Sensor Heater has a SCB error. – – O 2DC
520431-4 Lambda Sensor Heater has a SCG error. – – O 2DC
520434-2 Diagnostic fault check to report SPI chip error of Lambda sensor. – – O 2DC
The low battery voltage of Lambda Sensor is detected by the SPI
520434-31 – – O 2DC
Chip.
The temperature of Lambda Sensor heater exceeds the maximum
520435-0 – – O 2DC
limit.
The temperature of Lambda Sensor heater exceeds the minimum
520435-1 – – O 2DC
limit.
Lambda sensor Wiring has a Short Circuit to battery at Pump Cell
520436-3 – – O 2DC
(IA,IP), Nernst Cell (UN), or virtual ground (VG).
13E-35
TROUBLESHOOTING
Fault
period
Code Message
Validation
(red) (amber)
Lambda sensor Wiring has a Short Circuit to ground at Pump Cell
520436-4 – – O 2DC
(IA,IP), Nernst Cell (UN), or virtual ground (VG).
520437-0 Fuel in Lube Oil has exceeded the Maximum limit. – O O 2DC
520437-16 Fuel in Lube Oil has exceeded the warning limit. – – – IMD
520438-0 Soot in Lube Oil has exceeded the Maximum limit. – O – IMD
The signal value of component 'analog/digital converter of
520439-31 O – O 2DC
accelerator pedal' is implausible.
520440-31 There is an internal control unit fault in the analog/digital converter. O – O 2DC
520441-31 The voltage ratio of the analog/digital converter is not plausible. O – O 2DC
Diagnostic fault check to report errors in query-/response-
520442-31 O – O 2DC
communication.
520443-31 Diagnostic fault check to report SPI-communication Error. O – O 2DC
Diagnostic fault check to report multiple error while checking the
520444-31 O – O 2DC
complete ROM-memory.
520445-31 Communication timeout from CPU to Monitoring Module O – O 2DC
Error during Shut Off Path test due to defective injector or shut-off
520446-31 O – O 2DC
path.
520447-31 Internal error: Wrong set response time O – O 2DC
ECU internal: Too many SPI errors during shut off path test
520448-31 O – O 2DC
execution
ECU internal: Diagnostic fault check to report Error in undervoltage
520449-31 O – O 2DC
monitoring.
ECU internal: Diagnostic fault check to report Power stage supply
520450-31 O – O 2DC
not working correctly.
ECU internal: OSTimeout in the shut off path test-Failed to set alarm
520451-31 O – O 2DC
task period
520452-31 ECU internal: Error during positive test – O O 2DC
ECU internal: Diagnostic fault check to report Timeout in the shut off
520453-31 O – O 2DC
path test.
ECU internal: Diagnostic fault check to report Error in the
520454-31 O – O 2DC
overvoltage monitoring.
ECU internal: Diagnostic fault check to report Accelerator pedal
520455-31 O – O 2DC
position error.
520456-31 ECU internal: Diagnostic fault check to report Engine speed error. O – O 2DC
520457-31 ECU internal: Plausibility error of injection energizing time O – O 2DC
520458-31 ECU internal: Plausibility error of energising angle start O – O 2DC
ECU internal: Diagnostic fault check to report Error due to
520459-31 O – O 2DC
implausible ZFC.
ECU internal: Diagnostic fault check to report ICO demand error in
520461-31 O – O 2DC
the POI2 shut off.
520462-31 ECU internal: Plausibility error in POI3 efficiency O – O 2DC
520463-31 ECU internal: Diagnostic fault check to report Error due to over run. O – O 2DC
ECU internal: Diagnostic fault check to report Error due to injection
520464-31 O – O 2DC
quantity correction.
520465-31 Actual value 'Rail pressure' is implausible. O – O 2DC
ECU internal: Diagnostic fault check to report Error due to torque
520466-31 O – O 2DC
comparison.
13E-36
13E
Fault
period
Code Message
Validation
(red) (amber)
ECU internal: Diagnosis of engine torque limit forced by ECU
520469-31 O – O 2DC
monitor level2
Internal error: Diagnostic fault check to report "WDA active" due to
520486-12 – O – IMD
errors in query-/response communication.
Internal error: Diagnostic fault check to report "ABE active" due to
520487-12 – O – IMD
undervoltage detection.
Internal error: Diagnostic fault check to report "ABE active" due to
520488-12 – O – IMD
overvoltage detection.
Internal error: Diagnostic fault check to report "ABE or WDA active"
520489-12 – O – IMD
due to an unknown reason.
520491-2 The function of component 'Oxidation catalytic converter' is not OK. – O O IMD
The signal of circuit conversion maps of fuel quantity/torque is
520495-12 – – – IMD
implausible.
520496-2 SCR Reagent pump has not defrosted within time. – – – IMD
Signal Range Check (SRC) for 'PTO Accelerator pedal position'
520497-0 – – – IMD
reports HIGH.
Signal Range Check (SRC) for 'PTO Accelerator pedal position'
520497-1 – - - IMD
reports LOW.
520499-20 The fuel pressure in the metering device is too low. O – O 2DC
Fuel rail pressure is too low in fast transient condition with MeUn
520500-0 O – O 2DC
Control.
520500-16 Fuel pressure is too high with MeUn on 0-delivery state. O – O 2DC
Fuel rail pressure is too low concerning the fuel feeding with MeUn
520500-20 – O O 2DC
Control.
520502-0 Fuel Rail pressure above maximum limit with MeUn Control. O – O 2DC
520502-1 Fuel rail pressure below limit with MeUn Control O – O 2DC
520503-15 Too low fuel rail pressure concerning PCV Control. O – O 2DC
520503-16 Maximum rail pressure exceeded with PCV control. O – O 2DC
520503-18 Minimum rail pressure not reached with PCV Control O – O 2DC
520503-20 Too low fuel rail pressure with PCV control O – O 2DC
520503-21 Too high fuel rail pressure with PCV Control O – O 2DC
520505-31 SCR reagent tank level below first warning level. – O – IMD
520506-31 SCR reagent tank level below second warning level. – – – IMD
520509-2 Invalid dataset identifier – – – IMD
520510-2 Dataset switching error – – – IMD
520511-2 EEPROM codeword read error – – – IMD
520512-12 SW reset for all testers – – – IMD
520513-12 SW reset for manufacturer only – – – IMD
520514-12 SW reset invisibility – – – IMD
520530-0 Catalyst upstream temperature Signal range checkHIGH – – O 2DC
520530-1 Catalyst upstream temperature Signal range checkLOW – – O 2DC
Exhaust temperature upstream of SCR catalytic converter: Signal
520530-16 – – O 2DC
value above maximum limit
Exhaust temperature upstream of SCR catalytic converter: Signal
520530-18 – – O 2DC
value below minimum limit
520531-3 SCR dosing valve: Short circuit to positiveOn the high side switch – – O 2DC
13E-37
TROUBLESHOOTING
Fault
period
Code Message
Validation
(red) (amber)
520531-4 Component DEF metering device has a short circuit to ground. – – O 2DC
520532-4 DEF pressure line heater: Short circuit to ground – – O 2DC
520532-5 DEF pressure line heater: Open circuit – – O 2DC
520533-4 DEF supply module heater: Short circuit to ground – – O 2DC
520533-5 DEF supply module heater: Open circuit – – O 2DC
520534-6 SCR Reagent heating: Short circuitPressure line heater – – O 2DC
520536-5 SCR Reagent heating: Tank open circuit error – – O 2DC
520536-6 SCR Reagent heating: Tank short circuit error – – O 2DC
520537-5 SCR Reagent heating: PTCShort circuit – – O 2DC
520537-6 SCR Reagent heating: PTCOpen circuit – – O 2DC
SCR Reagent heating: DEF pressure line heaterSignal range
520538-0 – – O 2DC
checkHIGH
SCR Reagent heating: DEF pressure line heaterSignal range
520538-1 – – O 2DC
checkLOW
520538-3 SCR Reagent heating: Pressure line heaterShort circuit to positive – – O 2DC
520538-4 SCR Reagent heating: Pressure line heaterShort circuit to ground – – O 2DC
520538-5 SCR Reagent heating: Pressure line heaterOpen circuit – – O 2DC
520539-0 SCR reagent pressure: The pressure rise is too high. – – O 2DC
520539-2 SCR Reagent pump: Motor speed deviation – – – IMD
SCR Reagent pump: Output to DEF pump motor-Short circuit to
520539-3 – – O 2DC
positive
SCR Reagent pump: Output to DEF pump motor-Short circuit to
520539-4 – – O 2DC
ground
520539-5 SCR Reagent pump: Output to DEF pump motor-Open circuit – – O 2DC
520539-12 SCR Reagent pump: Output to DEF pump motor-Overtemperature – – O 2DC
Component 'SCR catalytic converter heating' has a short circuit to
520540-3 – – O 2DC
positive.
Component 'SCR catalytic converter heating' has a short circuit to
520540-4 – – O 2DC
ground.
520540-5 Component SCR catalytic converter heating has a no load error. – – O 2DC
520541-0 Component 'DEF' has a plausibility error.High temperature – – O 2DC
520541-1 Component 'DEF' has a plausibility error.Low temperature – – O 2DC
CAN Timeout Error during CAN-Transmit-Frame to Transmission
520544-9 – – – IMD
Control message TC1.
520549-31 Actual value 'Specified value of NOx concentration' is implausible. – – O 2DC
520550-31 The emission value of the NOx sensor is implausibel. – – – IMD
Warning Block 1 for SCR inducement ia activated. Data valid but
520553-31 – – – IMD
above normal operational range.
520554-31 SCR Warning Block 2 is activated. – – – IMD
520555-31 SCR Warning Block 3 is activated. O – – IMD
520556-31 SCR Warning Block 4 is activated. – – – IMD
520558-31 SCR Inducement: Warning Block 6 activated. - O – IMD
520559-31 SCR Inducement: Warning Block 7 activated. – O – IMD
520560-31 SCR Inducement: Warning Block 8 activated. – O – IMD
13E-38
13E
Fault
period
Code Message
Validation
(red) (amber)
Engine start: The maximum number of operating cycles has been
520561-0 – – – IMD
exceeded.
Information: Torque limitation active Refilling fuel tank without
520562-31 – – – None
refilling DEF tank.
520563-31 Information: Torque limitation active After a long parking time. – – – None
520564-31 Information: Torque limitation active Engine restart – – – None
520569-31 Component 'AMT' reports an implausible gear. – – – IMD
520570-31 Torque limitation activeOBD performance limiter group 111 – – – IMD
Information: Torque limitation active The current value for the 'DEF
520578-31 – – – IMD
content' component is too low.
Component 'NOx sensor' has an open circuit or short circuit. /
520579-31 – – – None
Component 'NOx sensor' has a mechanical defect.
Component 'NOx sensor' has an open circuit or short circuit. /
520580-31 – – – None
Component 'NOx sensor' has a mechanical defect.
520583-0 The HFM value at cold start is too high. O – O 2DC
520583-1 The HFM value at cold start is too low. O – O 2DC
520584-31 Regeneration was aborted due to a fault. – – – None
520586-31 Information error Monitor function of Nox level is aborted. – – – None
The vehicle speed signal is missing. (The electrical fuse of
520588-12 O – O 2DC
component 'Instrument panel' is defective.)
IMD: Immediate
DC[Drive cycle]: “Start switch ON to start engine till starter switch OFF” constitutes 1 DC.
13E-39
TROUBLESHOOTING
1.2 Details of Diagnosis code
22-0: Signal Range Check (SRC) for ‘Pressure sensor in crankcase’ reports HIGH.
[Test Condition]
• The signal range checks are only carried out if ADC has not reported a mod-
ule error. Continuously.
[Fault Detection]
Generation condition
• The acquired raw voltage value CrCsP2_uRaw is above 3.17V
[Defect Debouncing]
• Defect condition exceeded cumulatively > 500.00ms
• Failure is detected if active for 25% of the time
Fault healing • The acquired raw voltage value CrCsP2_uRaw is below or equal to 3.17V.
• Crankcase differential pressure is frozen at last valid value on preliminary
failure and ramps, using slope 5kPa {0.7psi, 0.05kgf/cm2}/s or 5kPa {0.7psi,
0.05kgf/cm2}/s depending whether the measured value is above or below re-
placement value, to a fixed replacement value of 0kPa {0psi, 0kgf/cm2}
• Further reactions according FID (see FID’s)
System reaction
• 1) FId / Freeze value of crankcase pressure 2 in case of error
• 2) FId / Inhibit offset calculation for crankcase pressure 2
• 3) FId / Set replace value for crankcase pressure 2 when error is detected
• 4) FId / Inhibit physical range check for crankcase pressure 2
• 5) FId / Inhibit crankcase ventilation monitoring
Failure cause • Short circuit of sensor to external source or defective sensor
Failure repair • Check wiring and sensor
If one of diagnosis codes associated with A20 (SAM) is generated, make a sys-
Step1
tem diagnosis according to the diagnosis code.
Go to Step2
Turn the starter switch in OFF.
Remove the connector of A4 (Combustion engine Control unit).
Remove the connector of B58 (Blow-by gas pressure sensor 1).
Check the circuit across B58.3/3 and A4.X1.60/9 for open or short circuit.
Step2 Check the circuit across B58.3/2 and A4.X1.60/28 for open or short circuit.
Make a visual check on each connector.
Is any abnormality recognized?
No: Go to Step3
Yes: Go to Step7
Inspection procedure Turn the starter switch in OFF.
Replace component “B58 (Blow-by gas pressure sensor 1)”.
Step3
Reinstall all the removed connectors.
Turn the starter switch in ON.
Go to Step4
Erase fault memory and perform a test drive.
Step4
Check if this diagnosis code has occurred.
Are current fault codes present?
No: Go to Step5
Yes: Go to Step6
Step5 Inspection completed
Step6 Perform the operation start and replace A4 (Combustion engine Control unit).
Go to Step5
13E-40
13E
Repair or replace electrical lines.
Inspection procedure Step7
No: Go to Step5
Yes: Go to Step3
22-1: Signal Range Check (SRC) for ‘Pressure sensor in crankcase’ reports LOW.
[Test Condition]
[Fault Detection]
• The acquired raw voltage value CrCsP2_uRaw is below 640.00mV.
[Defect Debouncing]
• The acquired raw voltage value CrCsP2_uRaw is above or equal to
Fault healing
640.00mV
• Further reactions according FID (see FID's)
System reaction
• 1) FId / Freeze value of crankcase pressure 2 in case of error
• 2) FId / Inhibit offset calculation for crankcase pressure 2
• 3) FId / Set replace value for crankcase pressure 2 when error is detected
• 4) FId / Inhibit physical range check for crankcase pressure 2
Failure cause • Short circuit of sensor to ground or defective sensor
Failure repair • Check wiring or replace sensor
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
13E-41
TROUBLESHOOTING
Go to Step5
Inspection procedure Reinstall all the removed connectors.
Step7
No: Go to Step5
Yes: Go to Step3
22-16: The signal value of component ‘Pressure sensor in crankcase’ is too high.
[Test Condition]
• If physical range check not inhibited by another failure
(DINH_stFId.FId_CrCsP2PhysRng is not inhibited)
[Fault Detection]
• The filtered pressure value CrCsP2_p is above 10kPa {1.5psi, 0.1kgf/cm2}.
[Defect Debouncing]
• Defect condition exceeded cumulatively > 10.00s
Fault healing • The filtered pressure value CrCsP2_p is below 10kPa {1.5psi, 0.1kgf/cm2}.
• None (only via inhibit handler)
System reaction • 1) FId / Inhibit offset calculation for crankcase pressure 2
• Inaccurate or defective crankcase differential pressure sensor, defect in the
Failure cause
wiring
• Check wiring and the accuracy of the crankcase differential pressure sensor
Failure repair
and replace it if necessary
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
13E-42
13E
Go to Step5
Step7
No: Go to Step5
Yes: Go to Step3
22-18: The signal value of component ‘Pressure sensor in crankcase’ is too low.
[Test Condition]
• If physical range check not inhibited by another failure
(DINH_stFId.FId_CrCsP2PhysRng is not inhibited)
[Fault Detection]
Generation condition • The filtered raw pressure value CrCsP2_p is below -2.1kPa {-0.3psi, -
0.02kgf/cm2}
[Defect Debouncing]
• The filtered raw pressure value CrCsP2_p is above -2.1kPa {-0.3psi, -
Fault healing
0.02kgf/cm2}
System reaction • 1) FId / Inhibit offset calculation for crankcase pressure 2
Failure cause
wiring
Failure repair and replace it if necessary.
• Check also vacuum pump (vacuum breaker).
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
13E-43
TROUBLESHOOTING
Go to Step5
Step7
No: Go to Step5
Yes: Go to Step3
27-15: EGR valve is too high. Position deviation above maximum positive limit.
[Test Condition]
• Continuously if monitoring is not disabled by FID_EGRVlvGovOn due to an-
other failure (valve control in closed loop).
[Fault Detection]
Generation condition • EGR valve position deviation > 10.00% (i.e. too high EGR flow) for a time
longer than time from curve EGRVlv_tiDebGovDvtDef depending from gov-
ernor position
[Defect Debouncing]
• Immediate
Fault healing • EGR valve position deviation < 10.00%
• Additional Release function becomes active a fast opening actuator is per-
formed to try to unblock the actuator.
System reaction • 2) Fid / SCR Monitoring or DEF injection release not possible (according cal-
ibration of Release Masks)
• 3) FId / Inhibit EGR cooler efficiency monitoring
• 4) FId / Failure detection of physical range check of air flow meter (HFM/
AFS) disabled (DFC_AFSPhysRngHi and DFC_AFSPhysRngLo)
• 5) FID / Drift compensation of Air flow meter (HFM/AFS) disabled
• Desired EGR valve position can not be reached
Failure cause • EGR valve sticks
• EGR valve position sensor mismatched
Failure repair • No action needed, as long as failure “jammed valve is not detected”
Step1
Go to Step2
Execute the control “Control of exhaust gas recirculation”.
Step2
Check the Mechanical fault at A14 (EGR valve).
Can occurrence of a mechanical fault be confirmed?
No: Go to Step3
Yes: Go to Step4
Remove the connector of A14 (EGR valve).
Check the circuit across A4.X1.60/50 and Y8.X7.5/2 for open or short circuit.
Step3 Check the circuit across A4.X1.60/29 and B21.X7.5/5 for open or short circuit.
Check the circuit across A4.X1.60/27 and B21.X7.5/4 for open or short circuit.
No: Go to Step4
Yes: Go to Step8
13E-44
13E
Replace component “A14 (EGR valve)”.
Step4
Perform the learned value resetting procedure of A14 (EGR valve) which A4
(Combustion engine Control unit) learns.
Go to Step5
Step5
Inspection procedure No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
27-17: EGR valve is too low. Position deviation below maximum negative limit.
[Test Condition]
• Continuously if monitoring is not disabled by FID_EGRVlvGovOn due to an-
other failure (valve control in closed loop).
[Fault Detection]
Generation condition • EGR valve position deviation < -10.00% (i.e. too low EGR flow) for a time
longer than time from curve 4.00s at 0.00% depending from governor posi-
tion
[Defect Debouncing]
• Immediate
Fault healing • EGR valve position deviation > -10.00%
• Additional Release function becomes active a fast opening actuator is per-
formed to try to unblock the actuator.
• Desired EGR valve position can not be reached
Failure cause • EGR valve sticks
Failure repair • No action needed, as long as failure “jammed valve is not detected”
Go to Step2
13E-45
TROUBLESHOOTING
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
30-0: Signal Range Check (SRC) for ‘Pressure sensor in hose line of crankcase ventilation system’ reports
HIGH.
[Test Condition]
[Fault Detection]
• The acquired raw voltage value CrCsP_uRaw is above 4.75V
[Defect Debouncing]
Fault healing • The acquired raw voltage value CrCsP_uRaw is below 4.75V
13E-46
13E
System reaction
• 1) FId / Crankcase pressure value frozen
• 2) FId / Inhibit crankcase pressure offset calculation
• 3) FId / Crankcase pressure value replaced by substitute value
• 5) FId / Inhibit SRC of crankcase pressure
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Step7
No: Go to Step5
Yes: Go to Step3
13E-47
TROUBLESHOOTING
30-1: Signal Range Check (SRC) for ‘Pressure sensor in hose line of crankcase ventilation system’ reports
LOW.
[Test Condition]
[Fault Detection]
• The acquired raw voltage value CrCsP_uRaw is below 250.00mV.
[Defect Debouncing]
Fault healing • The acquired raw voltage value CrCsP_uRaw is above 250.00mV.
System reaction
• 1) FId / Crankcase pressure value frozen
• 3) FId / Crankcase pressure value replaced by substitute value
• 5) FId / Inhibit SRC of crankcase pressure
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
13E-48
13E
No: Go to Step5
Yes: Go to Step3
30-2: The value of component ‘B37 (DPF differential pressure sensor)’ is implausible. Value measured at
ECM shut off.
[Test Condition]
• During ECM after-run when engine is stopped
[Fault Detection]
Generation condition • The absolute value of Crankcase pressure CrCsP_p is above 1.9kPa
{0.3psi, 0.02kgf/cm2}
[Defect Debouncing]
• Immediate
• The absolute value of Crankcase pressure CrCsP_p is below 1.9kPa {0.3psi,
Fault healing
0.02kgf/cm2}.
• None (only via Inhibit Handler)
System reaction • 1) FId / Inhibit SRC of crankcase pressure
Failure cause
wiring
Failure repair
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
13E-49
TROUBLESHOOTING
No: Go to Step5
Yes: Go to Step3
30-15: The differential pressure between sensor in crankcase and sensor in hose line of crankcase ventila-
tion system is above upper limit.
[Test Condition]
• If monitor not inhibited by another failure (FId_CrCsVMon not set)
• Engine speed between 2000.00rpm and 3400.00rpm
• Air mass between 300.00Kg/h and 600.00Kg/h
• atmospheric pressure EnvP_p > 75kPa {11psi, 0.8kgf/cm2}, low altitude
• environmental temperature CrCsV_tAirEnv_mp > -40.04°C {-40.07°F}
• coolant temperature CEngDsT_t between 59.96°C {139.93°F} and 119.96°C
Generation condition {247.93°F}
[Fault Detection]
• The differential crankcase pressure exceeds a limit depending on engine
running parameters defined in map CrCsV_pDiffCrCsThres, for longer than
10.00s
[Defect Debouncing]
• Defect condition fulfilled continuously >5000.0 ms
Fault healing • The differential crankcase pressure is below limit, for longer than 500.00ms
• None
System reaction
• Disconnection in hose line between the crankcase and intake manifold
Failure cause • Check blow-by duct
[Test Condition]
• Engine speed between 2000.00rpm and 3400.00rpm
• Air mass between 300.00Kg/h and 600.00Kg/h
Failure repair
• coolant temperature CEngDsT_t between 59.96°C {139.93°F} and 119.96°C
{247.93°F}
Inspection procedure Step1 Inspect the suspected factors mentioned above sequentially to locate faulty
parts. Repair or replace the faulty part as necessary.
30-16: The signal value of component ‘Pressure sensor in hose line of crankcase ventilation system’ is too
high.
[Test Condition]
• If physical range check not inhibited by another failure (Fid_CrCsPPhysRng
not set)
[Fault Detection]
• The filtered pressure value CrCsP_p is above 1.9kPa {0.3psi, 0.02kgf/cm2}.
[Defect Debouncing]
Fault healing • The filtered pressure value CrCsP_p is below 1.9kPa {0.3psi, 0.02kgf/cm2}.
• None except FIds
System reaction • 1) FId / Inhibit crankcase ventilation monitoring
Failure cause
wiring
Failure repair
13E-50
13E
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Step7
No: Go to Step5
Yes: Go to Step3
30-17: The differential pressure between sensor in crankcase and sensor in hose line of crankcase ventila-
tion system is above upper limit.: TOO HIGH
[Test Condition]
• engine speed is between 2000.00rpm and 3400.00rpm
• engine coolant temperature CEngDsT_t is between 59.96°C {139.93°F} and
119.96°C {247.93°F}
• The current actual torque ActMod_trqInr is between 100N·m {74lbs.ft,
10kgf·m} and 450N·m {330lbs.ft, 46kgf·m}
[Fault Detection]
• Differential crankcase pressure CrCsP_p is above reference value
CrCsV_pDiffCrCsThres2_mp resulting from CrCsV_pDiffCrCsThres2_MAP,
for at least 10.00s.
[Defect Debouncing]
Fault healing • Differential crankcase pressure in range
• None (only inhibit handler)
System reaction
• Blocked blow-by valve or blocked blow-by oil filter
13E-51
TROUBLESHOOTING
Failure cause • Check Blw-by valve and oil filter
[Test Condition]
• engine speed is between 2000.00rpm and 3400.00rpm
Failure repair • environmental temperature CrCsV_tAirEnv_mp > -40.04°C {-40.07°F}
• engine coolant temperature CEngDsT_t is between 59.96°C {139.93°F} and
119.96°C {247.93°F}
• The current actual torque ActMod_trqInr is between 100N·m {74lbs.ft,
10kgf·m} and 450N·m {330lbs.ft, 46kgf·m}
84-12: Vehicle speed is not plausible to engine speed and torque.

[Test Condition]
• Monitoring is active if the ECU is not in afterrun
• Not inhibited by FID_VehVMon due to another failure.
• Engine speed > 1750.00rpm and engine load > (Inner modelled torque) >
150N·m {110lbs.ft, 15kgf·m} longer than 5.00s
[Fault Detection]
• All conditions below fulfilled for at least 5.00s (i.e. debouncing starts only af-
ter this delay time!):
• engine speed > 1750.00rpm
• engine torque > 150N·m {110lbs.ft, 15kgf·m}
• vehicle speed < 6km/h {3.73mph}
[Defect Debouncing]
• As soon as vehicle speed > 6km/h {3.73mph}, independently on engine
Fault healing
speed and load (“Reset” of a Flip-Flop)
13E-52
13E
• During error debouncing (100.00ms), the vehicle speed (VehV_v) and the
acceleration (VehV_a) retain the last valid values.
• After error debouncing, Vehicle speed is set to 0km/h {0mph} and Accelera-
tion is set to 0 m/s2.
• 1) FId / Vehicle speed value (via CAN) frozen in case of preliminary failure
detected
• 2) FId / Vehicle speed value (via CAN) replaced by substitute value if failure
is validated
• 3) FId / Vehicle speed value (via HW) frozen in case of preliminary failure de-
tected
• 4) FId / Vehicle speed value (via HW) replaced by substitute value if failure is
validated
• 5) FId / Status of function identifier FId_EngDemTrqLimErr1
• 6) FId / Torque limitation 4 activated for power reduction
• 7) FId / Engine speed Limitation 1 for HIgh/Low engine speed (HLS) control
active
• 8) Fid / Cruise control immediately shut off
• 9) FId / Multiple state switch error, PTO disabled
• 10) FId / Vehicle speed sensing error, Cruise control disabled
• 11) FId / Release of OBD Performance Limiter at low vehicle speed inhibited
due to a failure
• 12) FId / Zero Fuel Calibration (ZFC) of injectors disabled
• 13) FId / Plausibility Check Accelerator and brake pedal not released due to
System reaction failure in vehicle speed evaluation
• 14) FId / Inhibit Charged Air Cooler monitoring
• 15) Fid / Crankshaft sensor diagnosis inhibited (due to vehicle speed implau-
sibility, e.g. towed vehicle)
• 17) FId / Drive away-set point idle speed calculation by High/Low engine
speed control (HLS) inhibited
• 18) FId / Underbraking disabled for High and Low engine speed control
(HLS) (no special control parameters in case of Underbraking used)
• 19) FId / High and Low engine speed demand control (HLS) disabled
• 20) FId / Vehicle Speed signal defective, speed limiter blocked
• 21) FId / Misfire Detection disabled
• 22) FId / Closing of metering unit forced (full fuel feeding)
• 23) FId / Tooth Angle Adaption (TAA) of crank speed sensor disabled
• 24) FId / Vehicle speed signal evaluation defective
• 25) Fid / Fix Substitution value (FE) for actual fuel economy status transmit
to CAN Message FlEco
• 26) FId / Status of Function Identifier for Wheel Based Vehicle Speed
• 27) FId / Coolant thermostat diagnosis disabled
• 28) FId / Use of the gear signal for the range check of particulate filter (DPF)
is inhibited
• 29) FId / Use of the vehicle speed for the range check of particulate filter
(DPF) is inhibited
• 30) FId / Vehicle speed sensor defective, PGNRQ can message invalid
• 31) FId / Cooling fan speed set point calculation does not take into consider-
ation vehicle speed (fix value Fans_vSubst_C used)
• Defective vehicle speed sensor.
• Engine driven under load without PTO (i.e. external PTO)
Failure cause
• In very cold situation possible due to “engine warming up at higher speed”
and vehicle stand still (high torque request in case of “non liquid oil”)
• Check vehicle speed sensor
Failure repair • Check if “external PTO” used
• Check if failure occurred at very low engine temperature < -10°C {14°F})
13E-53
TROUBLESHOOTING
84-15: Vehicle speed sensor has a maximum threshold error.
[Test Condition]
• Continuously if not inhibited by FID_VehVMon due to another failure.
[Fault Detection]
• The measured vehicle speed > 180km/h {111.85mph}.
[Defect Debouncing]
Fault healing • The measured vehicle speed < 180km/h {111.85mph}.
• During error debouncing (1000.00ms), the vehicle speed (VehV_v) and the
acceleration (VehV_a) retain the last valid values.
• After error debouncing, Vehicle speed is set to 0km/h {0mph} and Accelera-
tion is set to 0 m/s2.
• 1) FId / Vehicle speed monitoring inhibited
detected
is validated
• 4) FId / Vehicle speed value (via HW) frozen in case of preliminary failure de-
tected
validated
active
due to a failure
failure in vehicle speed evaluation
System reaction • 15) FId / Inhibit Charged Air Cooler monitoring
• 17) FId / Vehicle speed assumed by engine speed and load for calculation of
total driven distance of vehicle
is inhibited
(DPF) is inhibited
• Real overspeed, i.e. by engine tuning (??)
Failure cause • Incorrect speed evaluation (depending on signal source by Wheel Speed In-
formation, Tachograph Output, disturbed CAN)
• Check measuring device and replace it if necessary.
Failure repair
• No action in case of real vehicle overspeed or engine tuning
13E-54
13E
91-2: Signal ‘Value of accelerator pedal sensor’ is implausible.

[Test Condition]
• Continuously.
• If input signals > 650.00mV.
• Error is entered only if the signal path is not classified as defective
(DINH_stFId.FId_APPSyncChk).
[Fault Detection]
• If the permitted maximum for the difference of both the input signals
APP_uDiffMax_mp exceeds maximum value defined in applicable curve po-
sition dependent.
[Defect Debouncing]
Fault healing • error no more detected
• None (Except FIds)
• 1) FId / Increased engine speed because of accelerator pedal error
• 2) FId / Synchronisation error of the acceleration pedal--> depending on oth-
er test results Signal of APP1 or APP2 used
• 3) FId / Function Identifier provisional synchronisation error of the accelera-
tion pedal
• 4) FId / Limp home mode activated
• 5) FId / Speed Demand by tester for diagnostic tests inhibited
System reaction • 6) FId / Status of function identifier FId_EngDemTrqLimErr1
active
• 9) FId / Single Injector shut off test inhibited
• 10) FId / Run Up test inhibited
• 11) FId / Set point test of Metering Unit (MeUn) of Common Rail disabled
• 12) FId / Fuel rail pressure control valve (PCV) set point test inhibited
• 13) FId / High pressure test inhibited
• 14) FId / Rail Pressure set point test inhibited
Failure cause • Wiring problem, aged or defective accelerator pedal
Failure repair • Check wiring and accelerator pedal
Inspect or verify the following items. Repair or replace faulty items as neces-
sary.
Step1 If any other fault code has occurred, perform the diagnostics procedure for the
fault code.
Go to Step2
sary.
Step2 If one of diagnosis codes associated with SAM ECU is generated, make a sys-
Go to Step3
Remove the connector of B17 (Position sensor Accelerator pedal).
Check the circuit across A4.X2.94/30 and B17.6/5 for open or short circuit.
Step3
No: Go to Step4
Yes: Go to Step8
13E-55
TROUBLESHOOTING
Replace component “B17 (Position sensor Accelerator pedal)”.
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Inspection completed
Remove the connector of X17 (Intermediate connector).
Check the circuit across A4.X2.94/45 and X16.16/1 for open or short circuit.
Inspection procedure Check the circuit across A4.X2.94/57 and X16.16/3 for open or short circuit.
Step8
No: Go to Step9
Yes: Go to Step10
Repair or replace the harness across B17 (Position sensor Accelerator pedal)
and X17 (Intermediate connector).
Step9 Erase fault memory and perform a test drive.
No: Go to Step6
Yes: Go to Step4
Repair or replace the harness across A4 (Combustion engine Control unit) and
X17 (Intermediate connector).
No: Go to Step6
Yes: Go to Step4
91-3: Signal Range Check High for Accelerator Pedal Position 1.

[Test Condition]
• Monitoring is active while the battery voltage is over 10.00V
• Continuously.
[Fault Detection]
• If the signal exceeds the applicable threshold 4.80V, a signal range violation
Generation condition is detected.
(DINH_stFId.FId_APP1SigPath not set by another failure).
[Defect Debouncing]
13E-56
13E
• If the signal is below the applicable threshold 4.80V, the signal range viola-
Fault healing
tion is reset after the healing debouncing.
• No substitute value is formed in the device driver. The read in signal is re-
layed unchanged to the layers above it.
• 1) FId / SRC High on APP1 detected --> APP1 Signal not usable
active
Failure cause • Short circuit of wiring to external source or inside accelerator pedal
Failure repair • Check wiring or replace accelerator pedal
sary.
fault code.
Go to Step2
sary.
Go to Step3
Step3
Inspection procedure Is any abnormality recognized?
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
13E-57
TROUBLESHOOTING
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step7
Yes: Go to Step4
No: Go to Step7
Yes: Go to Step4
91-4: Signal Range Check Low for Accelerator Pedal position 1.

[Test Condition]
• Continuously.
[Fault Detection]
• If the signal is below the applicable threshold 550.00mV, a signal range vio-
Generation condition lation is detected.
[Defect Debouncing]
• If the signal exceeds the applicable threshold 550.00mV, the signal range vi-
Fault healing
olation is reset after the healing debouncing.
• 1) FId / SRC High on APP1 detected --> APP1 Signal not usable
active
Failure cause • Short circuit to ground in wiring or in accelerator pedal
sary.
Inspection procedure Step1 If any other fault code has occurred, perform the diagnostics procedure for the
fault code.
Go to Step2
13E-58
13E
sary.
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
Inspection procedure Are current fault codes present?
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step7
Yes: Go to Step4
13E-59
TROUBLESHOOTING
Inspection procedure Step10 Erase fault memory and perform a test drive.
No: Go to Step7
Yes: Go to Step4
97-9: CAN timeout error while communicating with control unit 'ECM'
[Test Condition]
• Monitoring is active 2.00s after ECU initialization while engine isn’t running
yet, while the engine isn’t cranking, 2.00s after engine startup, while the bat-
tery voltage is over 10.00V, as long as the battery voltage is over 10.00V and
2.00s after this threshold has been exceeded, if none of the CAN controllers
is in bus-off state, 2.00s after last CAN controller is no more in bus-off state
Generation condition and if the ECU is not in afterrun
• Continuously
[Fault Detection]
• Fault is detected if a Timeout of the WFI frame has occurred.
[Defect Debouncing]
Fault healing • Message is acknowledged
• None
System reaction • Defective CAN controller, CAN cable disconnected or broken. Short circuit in
wiring.
• Check the presence and correct connection of the EDC to the network,
Failure cause
Check correct functioning of the CAN controller. Check wiring.
[Test Condition]
Failure repair
and if the ECU is not in afterrun
• Continuously
Remove all ECU connectors from the CAN communication line.
Check CAN line for open circuit, short circuit to positive, short circuit to ground
Step1
or short circuit to another electrical line.
No: Go to Step2
Yes: Go to Step5
Attach the connector of A20 (SAM).
Step2 or short circuit to another electrical line.
No: Go to Step3
Yes: Go to Step4
If the diagnosis code has occurred even during the test drive, start the opera-
tion and then replace the A4 (Combustion engine Control unit).
13E-60
13E
tion and then replace the A20 (SAM).
Inspection procedure Inspection completed
Step5 Reinstall all the removed connectors.
100-2: Component ‘Oil pressure switch’ has a mechanical defect.

[Test Condition]
• Monitoring is active while the battery voltage is over 10.00V, as long as the
battery voltage is over 10.00V and 2.00s after this threshold has been ex-
ceeded, if none of the CAN controllers is in bus-off state and 2.00s after last
CAN controller is no more in bus-off state
• When engine is switched off (Epm_nEng == 0).
[Fault Detection]
• Oil pressure is present, digital oil pressure switch active (Oil_stPSwmp ==
TRUE)
[Defect Debouncing]
• Either oil pressure reduces (Oil_stPSwmp == FALSE) or engine is switched
Fault healing
on.
• None except FIDs
System reaction
• 1) FId / Inhibit Oil pressure measurement
Failure cause • Oil pressure digital switch defective
Failure repair • Check oil pressure digital switch
100-31: The oil pressure is too low.

[Test Condition]
• When engine is running (engine speed Epm_nEng > 500.00rpm).
[Fault Detection]
• Oil pressure is not present, oil pressure digital switch not active
(Oil_stPSwmp == FALSE)
[Defect Debouncing]
• Debounce time is oil temperature dependent, indicated value is valid if tem-
perature > 60°C {140°F} (debounce longer at lower temperatures) Debounc-
ing time is depend on coolant temperature and between 25.00s at -30.04°C
{-22.07°F} and 4.00s at 79.96°C {175.93°F}.
• Either oil pressure increases (Oil_stPSwmp == TRUE) when engine is run-
Fault healing
ning (Epm_nEng > 500.00rpm).
System reaction
Failure cause • Low oil pressure or digital oil pressure switch blocked
Failure repair • Check oil level and pressure, check oil pressure switch
13E-61
TROUBLESHOOTING
101-2: Engine stops in run-on mode. The value of component ‘Pressure sensor in crankcase’ is implausible.
[Test Condition]
• During after-run
[Fault Detection]
Generation condition • Absolute value of CrCsP2_p > 2.5kPa {0.4psi, 0.025kgf/cm2} for at least
5.00s
[Defect Debouncing]
• Immediate
• Only possible at next afterrun if absolute value of
Fault healing
• CrCsP2_p < 2.5kPa {0.4psi, 0.025kgf/cm2} for at least 3.00s
System reaction • 1) FId / Inhibit physical range check for crankcase pressure 2
Failure cause • Inaccurate or defective crankcase differential pressure sensor
Failure repair • Check sensor
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Step7
No: Go to Step5
Yes: Go to Step3
13E-62
13E
102-0: Signal value of Boost pressure sensor is above maximum limit.
[Test Condition]
• The signal range checks are carried out if there is no ADC module and sen-
sor supply error. Continuously.
[Fault Detection]
Generation condition • The sensed raw voltage value boost pressure Air_uRawPIntkVUs is above
4.91V
[Defect Debouncing]
• The sensed raw voltage value boost pressure Air_uRawPIntkVUs is below
Fault healing
4.91V
• Boost pressure is frozen at last valid value on preliminary failure and ramps,
using slope 80kPa {12psi, 0.8kgf/cm2}/s or 80kPa {12psi, 0.8kgf/cm2}/s de-
pending whether the measured value is above or below replacement value,
to a default value of 160kPa {23psi, 1.6kgf/cm2} if failure is validated.
• 1) FId / Check of gain plausibility of air flow meter (HFM/AFS) at low idle dis-
abled
• 3) FId / Reciprocal lambda signal replaced by substitute value for modelling
• 4) FId / Calculation of Turbocharger Compressor Temperature inhibited
• 5) Fid / Fix substitution value (FEh) of Boost pressure transmit to CAN Mes-
sage INCON (Inlet/Exhaust condition)
• 6) Fid / SCR Monitoring or DEF injection release not possible (according cal-
• 7) Fid / Reagent dosing quantity for SCR reduced (to
DStgy_facUreaDesRed_C)
• 10) FId / Engine overheat protection active
• 11) FId / Adaptation of the correction values of Fuel Mass Observer (FMO)
inhibited (no correction of detected deviation between injected fuel and
Lambda sensor signal)
• 12) FId / Fuel Mass Observer (FMO) switched off (no monitoring of injected
fuel by Lambda sensor)
System reaction active
• 14) FId / The Adaptation of lambda Sensor disabled
• 15) FId / The Difference Check between several Lambda Sensors is dis-
abled
• 16) FId / Dynamic Signal Monitoring of Lambda Sensor disabled
• 17) FId / Electrical Open Load Check of Lambda Sensor disabled
• 18) FId / O2 Signal of Lambda Sensor not valid
• 19) FId / Signal Range Check of O2 Signal of lambda Sensor disabled
• 20) FId / Plausibility Check of O2-Signal of Lambda Sensor (e.g. with HFM or
Air calculation by Boost pressure) is disabled and last valid value taken
• 21) FId / Correction of begin of Main injection 1 according deviation of air
flow disabled
• 22) FId / CLosed Loop Boost pressure governor shut off due to a System er-
ror
• 23) FId / Inhibit DPF monitor
• 24) FId / Inhibit plausibility test of the Intake Valve upstream air pressure
sensor
• 25) FId / Freeze Intake Valve upstream air pressure value at preliminary fail-
ure detection
• 26) FId / Inhibit Physical range check for the sensed pressure, upstream of
intake-valve
• 27) FId / Replace Intake Valve upstream air pressure value with fix value
• 30) FId / EGR switched off
• 31) FId / Zero Fuel Calibration (ZFC) of injectors by Lambda Sensor signal
disabled
13E-63
TROUBLESHOOTING
If one of diagnosis codes associated with SAM ECU is generated, make a sys-
Step1
Go to Step2
Remove the connector of B19 (Pressure and temperature sensor Turbocharg-
er).
No: Go to Step3
Yes: Go to Step7
Replace component “B19 (Pressure and temperature sensor Turbocharger)”.
Step3
Perform the learned value resetting procedure of B19 (Pressure and tempera-
ture sensor Turbocharger) which A4 (Combustion engine Control unit) learns.
Perform learning of B19 (Pressure and temperature sensor Turbocharger)
which A4 (Combustion engine Control unit) learns.
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
102-1: Signal value of Boost pressure sensor is below minimum limit.

[Test Condition]
[Fault Detection]
Generation condition • The sensed raw voltage value of boost pressure sensor Air_uRawPIntkVUs
is below 178.40mV
[Defect Debouncing]
Fault healing • The sensed raw voltage value Air_uRawPIntkVUs is above 178.40mV
13E-64
13E
abled
abled
flow disabled
ror
sensor
ure detection
• 26) FId / Inhibit Physical range check for the sensed pressure, upstream of
intake-valve
disabled
• Short circuit at wiring harness or inside the boost pressure sensor to ground
Failure cause
or open circuit
Failure repair • Check of wiring or replace boost pressure sensor
Go to Step2
13E-65
TROUBLESHOOTING
er).
No: Go to Step3
Yes: Go to Step7
Step3
Inspection procedure Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
102-15: Signal 'Boost pressure' of component 'Boost pressure sensor' is implausible. Data Valid But Above
[Test Condition]
• Boost pressure sensor is reliable (FId_PIntkVUsEnvPPls not set)
• Engine speed <660.00rpm
• Throttle valve set point > 90.00% with no regeneration request
• Fuel quantity < 7.00mg/hub
Generation condition [Fault Detection]
• The difference between boost pressure minus environmental pressure
(Air_pSensPIntkVUs - EnvP_pSens) > 7kPa {1.0psi, 0.07kgf/cm2}
[Defect Debouncing]
Fault healing
(Air_pSensPIntkVUs - EnvP_pSens) < 7kPa {1.0psi, 0.07kgf/cm2}
13E-66
13E
• 2) FId / Deactivates NOx monitoring
• 3) Fid/ SCR Monitoring or DEF injection release not possible (according cali-
bration of Release Masks)
• 7) FId / Adaptation of the correction values of Fuel Mass Observer (FMO) in-
hibited (no correction of detected deviation between injected fuel and Lamb-
da sensor signal)
System reaction • 8) FId / Fuel Mass Observer (FMO) switched off (no monitoring of injected
active
ror
• 12) FId / Particulate filter ((DPF) Regeneration inhibited
• 13) FId / Service regeneration of Particulate filter ((DPF) inhibited (due to
DPF failure)
disabled
Failure cause • Inaccurate or defective boost pressure sensor, defect in the wiring
• Check wiring and the accuracy of the boost pressure sensor and replace it if
Failure repair
necessary
Step1
Go to Step2
er).
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
13E-67
TROUBLESHOOTING
Inspection procedure Setp6 Perform the operation start and replace A4 (Combustion engine Control unit).
102-16: Signal value of Boost pressure sensor is above maximum limit.

[Test Condition]
[Fault Detection]
Generation condition • The sensed sensor signal Air_pSensPIntkVUs is above 340kPa {49psi,
3.5kgf/cm2}
[Defect Debouncing]
• The sensed sensor signal Air_pSensPIntkVUs is below 340kPa {49psi,
Fault healing
3.5kgf/cm2}
• 3) Fid / The actual Boost pressure is corrected by a fix value
(Air_pPCRDflPCACDs_C) instead by the actual boost temperature for the
Boost pressure control
System reaction • 4) FId / Inhibit plausibility test of the Intake Valve upstream air pressure sen-
sor
ure detection
disabled
active
Failure repair
necessary
13E-68
13E
Step1
Go to Step2
er).
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Step7
No: Go to Step5
Yes: Go to Step3
102-17: Signal 'Boost pressure' of component 'Boost pressure sensor' is implausible. Data valid but below
normal operational range
[Test Condition]
• Boost pressure sensor is reliable (FId_PIntkVUsEnvPPls not set)
• Engine speed <660.00rpm
• Throttle valve set point > 90.00% with no regeneration request
• Fuel quantity < 7.00mg/hub
(Air_pSensPIntkVUs - EnvP_pSens) < -7kPa {-1.0psi, -0.07kgf/cm2}
[Defect Debouncing]
Fault healing
(Air_pSensPIntkVUs - EnvP_pSens) > -7kPa {-1.0psi, -0.07kgf/cm2}
13E-69
TROUBLESHOOTING
da sensor signal)
active
ror
DPF failure)
disabled
Failure repair
necessary
Step1
Go to Step2
er).
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
13E-70
13E
Step7
No: Go to Step5
Yes: Go to Step3
102-18: Signal value of Boost pressure sensor is below minimum limit.

[Test Condition]
[Fault Detection]
Generation condition • The sensed sensor signal Air_pSensPIntkVUs is below 15kPa {2.2psi,
0.15kgf/cm2}
[Defect Debouncing]
• The sensed sensor signal Air_pSensPIntkVUs is above 15kPa {2.2psi,
Fault healing
0.15kgf/cm2}
System reaction • 4) FId / Inhibit plausibility test of the Intake Valve upstream air pressure sen-
sor
ure detection
disabled
active
Failure repair
necessary
13E-71
TROUBLESHOOTING
Step1
Go to Step2
er).
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Step7
No: Go to Step5
Yes: Go to Step3
105-0: Signal Range Check (SRC) for ‘Boost temperature’ reports HIGH.
[Test Condition]
• ADC has not reported a module error (no failure “ADC...” active).
• Continuous Monitoring
[Fault Detection]
• The sensor raw signal is above 3.23V.
[Defect Debouncing]
Fault healing • The sensor raw signal is below 3.23V.
13E-72
13E
• If there is no error in environment air temperature sensor module
(FId_TCACDsModel not set) then the substitute value in case of error in
Boost temperature is the sum of environmental air temperature and an offset
-0.04°C {31.93°F}.
• If there is an error in Environment Temperature sensor module, then the
Boost temperature reaches the default value 29.96°C {85.93°F} via a ramp
with the slopes 10.00K/s (ramping down) or 10.00K/s (ramping up).
• Further reaction by FID (see FID)
• 1) FId / Replacement value for start temperatures is used for modelling
• 4) FId / Fix substitution value (FEh) of Boost temperature transmit to CAN
Message INCON (Inlet/Exhaust condition)
• 5) Fid / Boost temperature not considered for engine start temperature eval-
uation
System reaction da sensor signal)
• 8) FId / Correction of begin of Main injection 1 according deviation of air flow
disabled
• 9) FId / Use of the induction air temperature for the range check of particu-
late filter (DPF) is inhibited
• 10) FId / Freeze the value of Exh_pPFltUs in case of a preliminary defect.
• 11) FId / Boost temperature by model or fix value (temporary)
• 12) FId / Boost temperature by model or fix value (permanent)
• 13) Fid / Plausibility Check between Boost and second temperature disabled
• 15) FId / Detection of cooled down combustion chamber for Zero Fuel Cali-
bration(ZFC) disabled
• 17) FId / Inhibit temperature sampling
• 18) FId / Inhibit the Environment temperature plausibility check
• 19) FId / Inhibit physical range check on the sensed value of the intake air
temperature sensor.
Failure cause • Sensor defective or short circuit to external source
Step1
Go to Step2
er).
Inspection procedure Make a visual check on each connector.
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-73
TROUBLESHOOTING
Step4
No: Go to Step5
Yes: Go to Step6
Inspection procedure Inspection procedure
Go to Step5
Step7
No: Go to Step5
Yes: Go to Step3
13E-74
13E
105-1: Signal Range Check (SRC) for ‘Boost temperature’ reports LOW.
[Test Condition]
• ADC has not reported a module error (no failure “ADC...” active).
• Continuous Monitoring
[Fault Detection]
• The sensor raw signal is below 130.40mV.
[Defect Debouncing]
Fault healing • The sensor raw signal is above 130.40mV.
• If there is no error in environment air temperature sensor module
(FId_TCACDsModel not set) then the substitute value in case of error in
Boost temperature is the sum of environmental air temperature and an offset
-0.04°C {31.93°F}.
• If there is an error in Environment Temperature sensor module, then the
Boost temperature reaches the default value 29.96°C {85.93°F} via a ramp
with the slopes 10.00K/s (ramping down) or 10.00K/s (ramping up).
• Further reaction by FID (see FID)
uation
disabled
• 11) FId / Boost temperature by model or fix value (temporary)
• 12) FId / Boost temperature by model or fix value (permanent)
• 13) Fid / Plausibility Check between Boost and second temperature disabled
• 19) FId / Inhibit physical range check on the sensed value of the intake air
temperature sensor.
• Sensor defective or short circuit to ground
Failure cause • Note: This failure can also be detected, if a very high boost temperature oc-
cured (> 350°C {662°F}) e.g. due to full flow of non cooled EGR or fire....
13E-75
TROUBLESHOOTING
sary.
Step1 Check to see if EGR cooler is fully operational.
For procedures, refer to the Shop Manual.
Go to Step2
Step2
Go to Step3
er).
No: Go to Step4
Yes: Go to Step8
Inspection procedure Turn the starter switch in ON.
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step6
Step8
No: Go to Step6
Yes: Go to Step4
13E-76
13E
108-0: Signal Range Check (SRC) for ‘Ambient pressure’ reports HIGH.Data Valid But Above Normal Opera-
tional Range.
[Test Condition]
• Monitoring is active while the battery voltage is over 10.00V and as long as
the battery voltage is over 10.00V and 2.00s after this threshold has been
exceeded
• Continuously.
[Fault Detection]
• The sensed raw voltage value EnvP_uRaw is above 4.68V
[Defect Debouncing]
Fault healing • The sensed raw voltage value EnvP_uRaw is less than 4.68V
• Env.pressure is frozen at last valid value on preliminary failure and jumps to
fixed replacement value 95kPa {14psi, 1.0kgf/cm2} if failure is validated.
• 1) FId / AC compressor shut off to protect AC compressor and Engine cool-
ing system
• 4) FId / Default value for Environmental pressure used
• 5) FId / Env.pressure value (via HW pin), frozen if failure is preliminary de-
tected
• 6) FId / Environmental pressure value (via HW pin), replaced if failure is vali-
dated
• 8) FId / The Difference Check between several Lambda Sensors is disabled
• 10) FId / The adaptation values for Lambda Sensor stored in EEPROM are
reset to
System reaction • 13) FId / Plausibility Check of O2-Signal of Lambda Sensor (e.g. with HFM or
• 14) FId / Pressure Compensation of O2-Signal can not be learnt - is taken
from the curve (LSU_facPresComLean_CUR)
• 15) Fid / Plausibility check Boost pressure with ambient pressure inhibited
• 16) FId / Monitoring of particulate filter (DPF) by comparing the calculated
flow resistance with measured pressure drop disabled
• 17) FId / Monitoring for the destroyed particle filter (DPF) by minimal flow re-
sistance disabled
• 18) FId / Substitute calibration array is used to determinate the regeneration
lock-out time of particulate filter (DPF)
• 19) FId / Use of the environmental pressure for the range check of particu-
• 20) FId / Friction torque due to particulate filter (DPF) flow resistance set to
disabled
• 22) FId / Inhibit DPF efficiency monitor
• 23) FId / Interrupt DPF efficiency monitor
• 24) FId / Inhibit monitor for DPF frequent regeneration
• 25) FId / Inhibit monitor for incomplete regeneration of the DPF
• 27) FId / Inhibit DEF dosing valve plausibility check
Failure cause • Ambient pressure sensor inside ECU is defect
Failure repair • Replace ECU
Inspection procedure Step1 If the diagnosis code has occurred even during the test drive, start the opera-
13E-77
TROUBLESHOOTING
108-1: Signal Range Check (SRC) for ‘Ambient pressure’ reports LOW.Data valid but below normal opera-
tional range
[Test Condition]
exceeded
• Continuously.
[Fault Detection]
• The sensed raw voltage value EnvP_uRaw is less than 369.00mV
[Defect Debouncing]
Fault healing • The sensed raw voltage value EnvP_uRaw is above 369.00mV
ing system
• 4) FId / Default value for Environmental pressure used
tected
dated
reset to
System reaction • 13) FId / Plausibility Check of O2-Signal of Lambda Sensor (e.g. with HFM or
sistance disabled
• 19) FId / Use of the environmental pressure for the range check of particu-
disabled
13E-78
13E
108-16: Physical Signal of Ambient pressure sensor is above maximum limit.
[Test Condition]
• Continuously
[Fault Detection]
• The sensed sensor signal for ambient pressure EnvP_pSens is above
110kPa {16psi, 1.1kgf/cm2}
[Defect Debouncing]
• The sensed sensor signal for ambient pressure EnvP_pSens is below
Fault healing
110kPa {16psi, 1.1kgf/cm2}
• 1) FId / Env.pressure value (via CAN), frozen if failure is preliminary detected
• 2) FId / Env.pressure value (via CAN), replaced if failure is validated
System reaction tected
dated
• 5) FId / Fuel Balancing correction monitoring inhibited
108-18: Physical Signal of Ambient pressure sensor is below minimum limit.

[Test Condition]
• Continuously
[Fault Detection]
• The sensed sensor signal for ambient pressure EnvP_pSens is below 50kPa
{7.3psi, 0.5kgf/cm2}
[Defect Debouncing]
• The sensed sensor signal for ambient pressure EnvP_pSens is above
Fault healing
50kPa {7.3psi, 0.5kgf/cm2}
• 1) FId / Env.pressure value (via CAN), frozen if failure is preliminary detected
• 2) FId / Env.pressure value (via CAN), replaced if failure is validated
System reaction tected
dated
• 5) FId / Fuel Balancing correction monitoring inhibited
13E-79
TROUBLESHOOTING
110-0: Signal Range Check (SRC) for ‘Coolant temperature’ reports HIGH.
[Test Condition]
exceeded
• Continuously
[Fault Detection]
• The sensor raw signal > 4.94V.
[Defect Debouncing]
Fault healing • The sensor raw signal < 4.94V.
13E-80
13E
• Failure detected at start: The Engine Coolant Temperature value jumps to
the fixed replacement value 9.96°C {49.93°F}. As son as engine is in running
condition, the temperature ramps to 79.96°C {175.93°F} with the slope
0.07K/s, i.e. 79.96°C {175.93°F} is reached 936.229402953135 sec after en-
gine start.
• Failure detected during engine running:
• The Engine Coolant Temperature ramps to the fixed replacement value
79.96°C {175.93°F} (engine in running condition) with 1.00K/s (rising up) or
1.00K/s (rising down)
• 2) FId / Absolute and dynamic monitoring of Coolant temperature inhibited
• 3) FId / Last Valid value for Coolant Temperature is frozen and used
• 4) FId / Fixed Default value for Coolant Temperature is taken
• 5) FId / Fan logic uses fuel or oil temperature instead of defective coolant
temperature value
• 6) Fid / Fix Substitution value instead of calculated Nominal friction of engine
transmit to CAN (EEC3)
• 8) FId / Modelled Environmental temperature for Coolant Thermostat diagno-
sis not usable (only measured temp)
• 9) FId / Dew Point detection for Lambda Sensor (LSU) not possible - LSU
Heater switched on after a fix time
• 10) FId / EGR cooling inactive
• 11) Fid / Coolant temperature not considered for engine start temperature
evaluation
• 12) FId / Fan speed calculation uses oil temperature instead of coolant tem-
perature
• 13) FId / Default value for engine temperature transmitted via CAN
• 14) FId / The Coolant Temperature can not be used for substitution of fuel
temperature
System reaction • 15) FId / Fix value (HLSDem_tDflSetPLo_C) taken instead of Engine tem-
perature for minimum chose with Oil temperature for Start temperature eval-
uation for Hig/Low engine speed control (HLS)
• 16) Fid / Calculation of the piezo actuator temperature disabled
• 19) FId / Actuator test for Metering Unit (MeUn) of Common Rail disabled
• 22) FId / Substitute reaction: violation of a running condition and the pcv test
will not be executed
DPF failure)
• 25) FId / Pressure wave correction of cylinder specific fuel quantity (QWC)
disabled (due to defective Coolant Temp Sensor)
• 27) FId / Offset test of Rail pressure sensor disabled
• 28) FId / Offset test of Rail pressure sensor only released, if this failure path
is tested
• 30) FId / Electrical engine coolant heater switched off
• 33) FId / Inhibit OxiCat passive monitor
• 34) FId / Inhibit plaus.check engine coolant temperature at cold start
• 35) Fid / SCR Monitoring or DEF injection release not possible (according
calibration of Release Masks)
• 36) FId / Inhibit physical range check engine coolant temperature
13E-81
TROUBLESHOOTING
Check electrical line between pins A4.X1.60/55 and B39.2/1 for open circuit.
Check electrical line between pins A4.X1.60/55 and B39.2/1 for short circuit to
Step1
positive.
Check harness between A4 (Combustion engine Control unit) and B39 (Coolant
temperature sensor) for short-circuit to another line.
No: Go to Step2
Yes: Go to Step6
Replace component “B39 (Coolant temperature sensor)”.
Step2
Go to Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Go to Step7
Step7
No: Go to Step5
Yes: Go to Step1
110-1: Signal Range Check (SRC) for ‘Coolant temperature’ reports LOW.
[Test Condition]
exceeded
• Continuously
[Fault Detection]
• The sensed signal < 232.20mV
[Defect Debouncing]
Fault healing • Sensor signal > 232.20mV
13E-82
13E
• Failure detected at start: The Engine Coolant Temperature value jumps to
the fixed replacement value 9.96°C {49.93°F}. As son as engine is in running
condition, the temperature ramps to 79.96°C {175.93°F} with the slope
0.07K/s, i.e. 79.96°C {175.93°F} is reached 936.229402953135 sec after en-
gine start.
• Failure detected during engine running:
• The Engine Coolant Temperature ramps to the fixed replacement value
79.96°C {175.93°F} (engine in running condition) with 1.00K/s (rising up) or
1.00K/s (rising down)
• 2) FId / Absolute and dynamic monitoring of Coolant temperature inhibited
• 5) FId / Fan logic uses fuel or oil temperature instead of defective coolant
temperature value
• 6) Fid / Fix Substitution value instead of calculated Nominal friction of engine
transmit to CAN (EEC3)
• 8) FId / Modelled Environmental temperature for Coolant Thermostat diagno-
sis not usable (only measured temp)
• 10) FId / EGR cooling inactive
• 11) Fid / Coolant temperature not considered for engine start temperature
evaluation
• 12) FId / Fan speed calculation uses oil temperature instead of coolant tem-
perature
• 13) FId / Default value for engine temperature transmitted via CAN
temperature
System reaction • 15) FId / Fix value (HLSDem_tDflSetPLo_C) taken instead of Engine tem-
perature for minimum chose with Oil temperature for Start temperature eval-
uation for Hig/Low engine speed control (HLS)
• 16) Fid / Calculation of the piezo actuator temperature disabled
DPF failure)
disabled (due to defective Coolant Temp Sensor)
is tested
Failure cause • Sensor defective or short circuit to ground
13E-83
TROUBLESHOOTING
Step1
positive.
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Go to Step7
Step7
No: Go to Step5
Yes: Go to Step1
110-12: Absolute plausibility of coolant temperature sensor failed. Sensor is defect.

[Test Condition]
• Coolant temperature sensor working correctly.
• Monitoring not disabled by FID_CEngDsTDynAbsTst due to another failure
• Injection quantity > speed dependent curve (CEngDsT_qMinEnaAbsTst)
• The monitoring is executed once per driving cycle.
[Fault Detection]
• The Coolant Temperature does not reach a minimal temperature (start tem-
Generation condition perature dependent CEngDsT_tMinAbsTst: 68.86°C {155.95°F} at -30.04°C
{-22.07°F} to 68.86°C {155.95°F} at 59.96°C {139.93°F}) within a dedicated
time from a calibration map (start temperature and current temperature de-
pendant).
• The timer is stopped as soon test conditions are not fulfilled and resumed, as
soon as testing conditions are fulfilled again.
[Defect Debouncing]
• Immediate
13E-84
13E
• No healing at this driving cycle possible. Healing at next driving cycle, if the
Coolant Temperature reaches the minimal temperature (start temperature
dependent CEngDsT_tMinAbsTst:68.86°C {155.95°F} at -30.04°C {-22.07°F}
Fault healing to 68.86°C {155.95°F} at 59.96°C {139.93°F}) within a dedicated time from a
calibration map (start temperature and current temperature dependant).
• Only according FID (see FID)
System reaction • 5) FId / Inhibit OxiCat passive monitor
• Very cold ambient conditions and cabin heater(s) on full power (specially if
additional heaters using coolant temperature installed in the vehicle)
Failure cause • Additional electrical resistance in the wiring (corroded connector)
• Inaccurate sensor (although sensor does not exceed its signal range)
• Engine thermostat blogged in open position
• Ensure that engine was not running in extreme ambient conditions.
• Check wiring and connectors (corrosion)
Failure repair
• Check accuracy of sensor, replacement of sensor
• Check Thermostat functionality
Step1
positive.
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Go to Step7
13E-85
TROUBLESHOOTING
No: Go to Step5
Yes: Go to Step1
110-31: Dynamic plausibility of coolant temperature sensor failed. Sensor is defect.

[Test Condition]
• Coolant temperature sensor working correctly.
• Monitoring not disabled by FID_CEngDsTDynAbsTst due to another failure
• Engine start temperature < 39.96°C {103.93°F}
• Injection quantity > speed dependent curve (CEngDsT_qMinEnaDynTst)
• The monitoring is executed once per driving cycle.
[Fault Detection]
Generation condition • The Coolant Temperature does not reach the minimal temperature rise (start
temperature dependant between 0.70K at -30.04°C {-22.07°F} to 0.00K at
59.96°C {139.93°F}) within a dedicated time from a calibration map (start
temperature and current temperature dependant)
[Defect Debouncing]
• Immediate
• No healing at this driving cycle possible. Healing at next driving cycle, if the
Coolant Temperature exceeds the minimal temperature rise (start tempera-
ture dependant between 0.70K at -30.04°C {-22.07°F} and 0.00K at 59.96°C
Fault healing {139.93°F}) within a dedicated time from a calibration map (start temperature
and current temperature).
• Very cold ambient conditions and cabin heater(s) on full power (specially if
additional heaters using coolant temperature installed in the vehicle)
Failure cause • Additional electrical resistance in the wiring (corroded connector)
• Inaccurate sensor (although sensor does not exceed its signal range)
• Engine thermostat blogged in open position
• Ensure that engine was not running in extreme ambient conditions.
• Check wiring and connectors (corrosion)
Failure repair
• Check accuracy of sensor, replacement of sensor
• Check Thermostat functionality
positive.
No: Go to Step2
Yes: Go to Step6
13E-86
13E
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Inspection procedure Step4 Perform the operation start and replace A4 (Combustion engine Control unit).
Go to Step5
Go to Step7
Step7
No: Go to Step5
Yes: Go to Step1
111-1: The coolant level is too low.Data valid but below normal operational range
[Test Condition]
Generation condition • Continuously
[Fault Detection]
• If the coolant level is low, i.e. if the message ClntLv_st is set for longer than
1000.00ms.
[Defect Debouncing]
• If the coolant level is within limit, i.e if the message ClntLv_st is reset for
Fault healing
longer than 1000.00ms.
• None
System reaction
• Coolant level low or switch not working correctly
• Check coolant level
Failure cause
• If OK, check coolant switch.
[Test Condition]
Failure repair
• Continuously
13E-87
TROUBLESHOOTING
129-16: Fuel pressure control CPC: Fuel rail pressure exceeds maximal limit during rail press control “both
devices”. Data Valid But Above Normal Operational Range.
[Test Condition]
• Engine normal running
• Fuel pressure control in mode “both devices” switching to “only PCV” or “only
MeUn” (Rail_stCtlLoop = 16 or 17 or 18)
• FID_RailTnkLo not set due to Failure FlSysTnkLo (see description of Fl-
Generation condition SysTnkLo)
[Fault Detection]
• The rail pressure > 215MPa {31180psi, 2190kgf/cm2}
[Defect Debouncing]
Fault healing • No Healing possible (disabled by Data set)
• According FID (see FID’s)
• 2) FId / Fuel pressure control exclusively made by metering unit (MeUn) in
current driving cycle
System reaction • 3) FId / Zero Fuel Calibration (ZFC) of injectors disabled
disabled
• 6) FId / Inhibit ISS, max number of engine starts exceeded
• Pressure control valve (PCV) stuck in closed position
• Too high current to PCV (due to partial short circuit)
• Metering Unit (MeUn) stuck if “full feeding position”
• Metering Unit (MeUn) without current
Failure cause
• Zero delivery throttle clogged or pressure after Zero delivery valve to high
(due to clogged return tubes)
• Pressure before gear pump too high due to clogged pressure control valve in
low pressure cycle (if present)
• Check Pressure control valve (PCV), if opening (PWM = 0%)
• Check metering Unit (MeUn), if closing (PWM = 100%)
Failure repair • Check electric wiring to PCV and MeUn
• Check low pressure fuel tubes (return from CP to tank free?)
• Check zero delivery valve for correct working
sary.
Component ‘Y29 (Pressure limiting valve in rail)’ is faulty.
Faulty Y29 (Pressure limiting valve in rail) harness
Component ‘Y10 (Pressure regulating valve in rail)’ is faulty.
Step1
Faulty Y10 (Pressure regulating valve in rail) harness
Plugged A41 (Electric fuel pump)
Inspection procedure Plugged Fuel return line
Go to Step2
Step2
Go to Step3
13E-88
13E
Remove the connector of Y29 (Pressure limiting valve in rail).
Check the circuit across B1.2/2[SIG] and A4.X1.60/45 for open or short circuit.
Step3
Check the circuit across B1.1/2[GND] and A4.X1.60/15 for open or short circuit.
No: Go to Step4
Yes: Go to Step9
Replace component “Y29 (Pressure limiting valve in rail)”.
Step4
Perform the learned value resetting procedure of Y29 (Pressure limiting valve in
rail) which A4 (Combustion engine Control unit) learns.
Go to Step5
Step5
Yes: Go to Step6
sary.
Component ‘Y29 (Pressure limiting valve in rail)’ is faulty.
Faulty Y29 (Pressure limiting valve in rail) harness
Component ‘Y10 (Pressure regulating valve in rail)’ is faulty.
Step6
Faulty Y10 (Pressure regulating valve in rail) harness
Plugged A41 (Electric fuel pump)
Plugged Fuel return line
For procedures, refer to the Shop Manual
Go to Step7
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step4
129-18: Fuel pressure control CPC: Fuel rail pressure below minimal threshold during rail press control
“both devices”.Data valid but below normal operational range
[Test Condition]
• Engine normal running
• Fuel pressure control in mode “both devices” switching to “only PCV” or “only
MeUn” (Rail_stCtlLoop = 16 or 17 or 18)
• FID_RailTnkLo not set due to Failure FlSysTnkLo (see description of Fl-
SysTnkLo)
• If the rail pressure RailP_pFlt < pressure threshold based on the engine
speed. (from 12000kPa {1740psi, 120kgf/cm2} at 600.00rpm over 12000kPa
{1740psi, 120kgf/cm2} at 1600.00rpm to 12000kPa {1740psi, 120kgf/cm2} at
3600.00rpm)
[Defect Debouncing]
13E-89
TROUBLESHOOTING
System reaction • 3) FId / Zero Fuel Calibration (ZFC) of injectors disabled
disabled
• Possible faults in high pressure part.
• injection nozzle stuck in open position, low efficiency of high pressure pump,
internal leakage of injector, leaking pressure control valve, leaking high pres-
Failure cause
sure part itself (tubing)
• Too low pressure at High pressure pump inlet due clogged filter, leaking low
pressure tubes, electric pre supply pump defective or gear pump defective
• Check low pressure system for clogging (specially fuel filter)
• Check tubing between pre supply and gear pump
• Check feeding of presupply pump (possibly low due to clogged tubes at tank
outlet)
Failure repair
• Check high pressure part for leakages (internal / external)
• Check PCV for tightness in closed position (100% PWM)
• Check High pressure pump for efficiency
• Check injectors for tightness
sary.
Component ‘Common rail’ is faulty.
Component ‘Fuel injector’ is stuck.
Reduced pressure of Supply pump
Fuel leakage of Fuel injector
Step1
Fuel leakage of Y29 (Pressure limiting valve in rail)
Fuel leakage of Fuel pipe
Plugged Fuel filter module
Component ‘A41 (Electric fuel pump)’ is faulty.
Go to Step2
Step2
Go to Step3
Check the circuit across B1.2/2[SIG] and A4.X1.60/45 for open or short circuit.
Step3
Check the circuit across B1.1/2[GND] and A4.X1.60/15 for open or short circuit.
No: Go to Step4
Yes: Go to Step9
Step4
Go to Step5
13E-90
13E
Step5
No: Go to Step8
Yes: Go to Step6
sary.
Step6
Inspection procedure Plugged Fuel filter module
Go to Step7
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step4
132-0: Air flow meterSignal Range Check (SRC) for ‘raw value in HFM6 sensor’ reports HIGH.Data Valid But
Above Normal Operational Range.
[Test Condition]
• Monitoring is active while the engine isn’t cranking, 2.00s after engine start-
up and if the ECU is not in afterrun
• The SRC High check of the raw air mass is released at the start of the driv-
ing cycle if:
• Fid_AFSSRC is not set by another failure
• engine speed between 0.00rpm and 5000.00rpm
• Continuously.
[Fault Detection]
• Raw periodic signal of HFM > 833.35us
[Defect Debouncing]
Fault healing • Raw periodic signal of HFM < 833.35us
13E-91
TROUBLESHOOTING
• No substitute function is active during defect debouncing. After the defect
debouncing time has elapsed, switchover to the modelled replace value
ASMod_dmIndAirRef or, if the model cannot be used because of another
failure (FId_AFSSysErr present) a replacement value from a map depending
on engine speed and pressure in the induction volume is used.
• 1) FId / Air mass flow calculated by gas equation (boost pressure, boost tem-
perature, engine speed) instead of measuring by air flow meter (HFM/AFS)
• 2) FId / Freezes last value of measured air mass of air flow meter (HFM/
AFS)
• 3) FId / Physical range check on the sensed value of the intake air mass sen-
sor.(HFM/AFS)
• 4) FId / Offset plausibility check of air flow meter (HFM/AFS) at engine stand
still disabled
abled
• 10) FId / Engine brake position in open loop (closed loop control for exhaust
System reaction flow suppressed)
abled
DPF failure)
disabled
active
Failure cause • Defect in wiring, defective air mass sensor
Failure repair • Check wiring of the air mass sensor, replace air mass sensor
sary.
Step1 If one of diagnosis codes associated with A20 (SAM) is generated, make a sys-
Go to Step2
Inspection procedure Remove the connector of B18 (Air flow and intake air temperature sensor).
Remove the connector of A20 (SAM).
Step2 Check the circuit across A4.X1.60/38 and B18.4/4 for open or short circuit.
No: Go to Step3
Yes: Go to Step7
13E-92
13E
Replace component “B18 (Air flow and intake air temperature sensor)”.
Step3
Perform the learned value resetting procedure of B18 (Air flow and intake air
temperature sensor) which A4 (Combustion engine Control unit) learns.
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Inspection procedure Remove the connector of A20 (SAM).
Step7
No: Go to Step8
Yes: Go to Step9
Repair or replace the harness across B18 (Air flow and intake air temperature
sensor) and X39 (Intermediate connector).
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
13E-93
TROUBLESHOOTING
132-1: Air flow meterSignal Range Check (SRC) for ‘raw value in HFM6 sensor’ reports LOW.Data valid but
[Test Condition]
• The SRC Low check of the raw air mass is released at the start of the driving
cycle if
• Fid_AFSSRC is not set by another failure
• injected fuel is below an engine speed dependent fuel quantity (from
205.00mg/hub at 0.00rpm over 170.00mg/hub at 1000.00rpm and
135.00mg/hub at 2000.00rpm and 100.00mg/hub at 3000.00rpm and
65.00mg/hub at 4000.00rpm to 37.00mg/hub at 4800.00rpm) longer than
2.00s
• After then continuously.
[Fault Detection]
• Raw periodic signal of HFM < 71.40us
[Defect Debouncing]
Fault healing • Raw periodic signal of HFM > 71.40us
AFS)
sor.(HFM/AFS)
still disabled
abled
abled
DPF failure)
disabled
active
13E-94
13E
Failure cause • Defect in wiring, defective air mass sensor
sary.
Go to Step2
Remove the connector of B18 (Air flow and intake air temperature sensor).
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Inspection procedure Erase fault memory and perform a test drive.
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
No: Go to Step6
Yes: Go to Step3
13E-95
TROUBLESHOOTING
No: Go to Step6
Yes: Go to Step3
132-2: Hardware error from air flow meter is detected for HFM sensor.
[Test Condition]
• Continuously
[Fault Detection]
• ECM Hardware detects a problem and the internal message
(AFS_PwmResult.Pwmin_stSignal) > 0.
[Defect Debouncing]
Fault healing • Internal message (AFS_PwmResult.Pwmin_stSignal)) = 0
AFS)
sor.(HFM/AFS)
still disabled
abled
• 6) FId / Signal range check SRC of air flow meter (HFM/AFS) disabled
System reaction Heater switched on after a fix time
flow suppressed)
DPF failure)
disabled
active
Failure cause • Defect in wiring or defective air mass sensor
Failure repair • Check wiring of the intake air mass sensor, replace air mass sensor
13E-96
13E
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Remove the connector of X39.
Step7
No: Go to Step8
Yes: Go to Step9
sensor) and X39.
No: Go to Step6
Yes: Go to Step3
13E-97
TROUBLESHOOTING
X39.
No: Go to Step6
Yes: Go to Step3
132-15: Air flow meterSignal Range Check (SRC) for ‘corrected value in HFM6 sensor’ reports HIGH.Data
Valid But Above Normal Operational Range.
[Test Condition]
• The SRC High check of the corrected air mass is released at the start of the
driving cycle if Fid_AFSSRC is not set by another failure (SRC for AFS inhib-
ited) and engine speed is in range between 0.00rpm to 5000.00rpm
Generation condition • Continuously.
[Fault Detection]
• The corrected HFM signal > 666.60us
[Defect Debouncing]
Fault healing • Is the raw air mass value less than 666.60us?
13E-98
13E
AFS)
sor.(HFM/AFS)
still disabled
abled
abled
DPF failure)
disabled
active
• Defect in wiring, defective air mass sensor and/or the temperature sensor
Failure cause
unit
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
13E-99
TROUBLESHOOTING
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
13E-100
13E
132-17: Air flow meterSignal Range Check (SRC) for ‘corrected value in HFM6 sensor’ reports LOW.Data val-
id but below normal operational range
[Test Condition]
• The SRC Low check of the corrected air mass is released at the start of the
driving cycle if Fid_AFSSRC is not set by another failure (SRC for AFS inhib-
ited) and injected fuel is below an engine speed dependent fuel quantity from
an applied curve for longer than 2.00s
• Continuously.
[Fault Detection]
• Corrected HFM periodic signal < 83.00us
[Defect Debouncing]
Fault healing • Corrected HFM periodic signal > 83.00us
AFS)
sor.(HFM/AFS)
still disabled
abled
abled
DPF failure)
disabled
active
• Defect in wiring, defective air mass sensor and/or the temperature sensor
Failure cause
unit
13E-101
TROUBLESHOOTING
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
No: Go to Step6
Yes: Go to Step3
13E-102
13E
No: Go to Step6
Yes: Go to Step3
132-18: Signal Range Check (SRC) for ‘Air mass flow’ reports Implausible data.
[Test Condition]
yet, while the engine isn’t cranking, 2.00s after engine startup and if the ECU
is not in afterrun
• Test is performed only if there are no errors in AFS module
(DINH_stFId.FId_AFSPhysRngChk not set by another failure). Continuously.
[Fault Detection]
• The air mass flow AFS_dm is below -10.00Kg/h
[Defect Debouncing]
Fault healing • The air mass flow AFS_dm is above or equal to -10.00Kg/h
• None (only via the inhibit handler)
abled
• 4) FId / Monitoring of particulate filter (DPF) by comparing the calculated flow
resistance with measured pressure drop disabled
• 6) FId / Replacement value for OxiCat temperature downstream used for
modelling
• 8) FId / Service regeneration of Particulate filter ((DPF) inhibited (due to DPF
failure)
System reaction • 10) FId / Dew Point detection for Lambda Sensor (LSU) not possible - LSU
flow disabled
disabled
active
• Inaccurate or defective air mass sensor, or defect in the wiring of the HFM
Failure cause
sensor
• Check wiring and the accuracy of the air mass sensor and replace it if neces-
Failure repair
sary
sary.
fault code.
Go to Step2
13E-103
TROUBLESHOOTING
sary.
Go to Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step6
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step6
Yes: Go to Step4
13E-104
13E
No: Go to Step6
Yes: Go to Step4
132-20: Air flow meterOffset drift high error for HFM sensor at engine stand still.
[Test Condition]
• The check is carried out at ECM start before engine cranking, 5.00s after
turning key on, during a period of 300.00ms, if FId_AFSPlOffsDrft is not set
by another failure.
• Engine speed must be 0 during test.
[Fault Detection]
• periodic HFM signal > 606.00us.
[Defect Debouncing]
• periodic HFM signal < 606.00us.
Fault healing
• Healing is possible only during next driving cycle
modelling
flow suppressed)
da sensor signal)
System reaction • 10) FId / Inhibit DPF monitor
sistance disabled
• 13) FId / Substitute parameter set of maximum values is used for the calcula-
tion of fuel consumption, operating hours and distance covered since the last
successful regeneration of particulate filter (DPF)
• 15) FId / Soot mass calculation of particulate filter (DPF) deactivated, only
simulation is used.
DPF failure)
disabled
active
Failure cause
sensor.
13E-105
TROUBLESHOOTING
Failure repair
sary
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
No: Go to Step6
Yes: Go to Step3
13E-106
13E
No: Go to Step6
Yes: Go to Step3
132-21: Air flow meterOffset drift low error for HFM sensor at engine stand still.
[Test Condition]
• The check is carried out at ECM start before engine cranking, 5.00s after
turning key on, during a period of 300.00ms, if FId_AFSPlOffsDrft is not set
by another failure.
• Engine speed must be 0 during test.
[Fault Detection]
• Periodic HFM signal < 467.00us.
[Defect Debouncing]
• Periodic HFM signal > 467.00us.
Fault healing
• Healing is possible only during next driving cycle
modelling
flow suppressed)
sistance disabled
System reaction • 10) FId / Substitute calibration array is used to determinate the regeneration
simulation is used.
DPF failure)
disabled
active
Failure cause
sensor.
Failure repair
sary
13E-107
TROUBLESHOOTING
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
No: Go to Step6
Yes: Go to Step3
13E-108
13E
No: Go to Step6
Yes: Go to Step3
156-0: Sensor voltage of fuel pressure (Rail) sensor above upper limit.
[Test Condition]
• Monitoring not inhibited by FID_RailPSS due to another failure
[Fault Detection]
Generation condition • The raw sensor voltage > 4.84V or the uncorrected raw sensor voltage >
4.90V
[Defect Debouncing]
• The raw sensor voltage < 4.84V AND the uncorrected raw sensor voltage <
Fault healing
4.90V
13E-109
TROUBLESHOOTING
• Only According FID (see FID’s)
• 1) Fid / Correction due to engine operating mode transitions inhibited
• 6) FId / Calibration of actuation time for injectors executed
active
• 8) FId / Analysis of engine starting problem disabled
• 9) FId / Injector preparation before first energising disabled
disabled
System reaction • 17) FId / Closed loop Control of Fuel Rail pressure disabled (open loop con-
trol by pre control map for MeUn and PCV)
is tested
• 21) FId / Default Rail Pressure value instead of measured pressure used
• 22) FId / Accepted range of Fuel Rail pressure set point by fix min and max
value instead of engine speed and load dependant limits
disabled
sistance disabled
Failure cause • Short circuit of wiring to external source or defective pressure sensor
• Check wiring and proper functioning of rail pressure sensor
Failure repair • Replace sensor if necessary and reset learning values in EEPROM / start
New learning
sary.
fault code.
Step2
Go to Step3
13E-110
13E
Remove the connector of B51 (Rail pressure sensor).
No: Go to Step4
Yes: Go to Step8
Replace component “B51 (Rail pressure sensor)”.
Step4
Perform the learned value resetting procedure of B51 (Rail pressure sensor)
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
156-1: Sensor voltage of fuel pressure (Rail) sensor below lower limit.
[Test Condition]
• Monitoring not inhibited by FID_RailPSS due to another failure
[Fault Detection]
• The raw sensor voltage < 342.00mV
[Defect Debouncing]
Fault healing • The raw sensor voltage > 342.00mV
13E-111
TROUBLESHOOTING
• Only According FID (see FID’s)
active
System reaction disabled
• 17) FId / Closed loop Control of Fuel Rail pressure disabled (open loop con-
is tested
disabled
sistance disabled
Failure cause • Short circuit of wiring to ground or defective pressure sensor
• Check wiring and proper functioning of rail pressure sensor
New learning
sary.
If any other fault code has occurred, perform the diagnostics procedure for the
Step1 fault code.
If one of diagnosis codes associated with A14 (EGR valve) is generated, make
Inspection procedure a system diagnosis according to the diagnosis code.
Go to Step2
Step2
Go to Step3
13E-112
13E
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
156-16: Sensor raw value of rail pressure sensor is above maximum offset.
[Test Condition]
• No electrical failure of sensor nor power stage active Monitoring carried out
once a driving cycle during the after-run, if:
• fuel temperature > 4.96°C {40.93°F}
• waiting time depending on actual fuel Pressure at “Key 15 off” elapsed, to
Generation condition guarantee, that he fuel pressure is dropped to ambient pressure
[Fault Detection]
• At afterrun: The Voltage of rail pressure sensor > 609.00mV for 3.00-
[Defect Debouncing]
• immediately Defect condition fulfilled for at least at Afterrun: 3.00- times
Fault healing • Healing only possible at afterrun of next driving cycle, if no failure detected.
13E-113
TROUBLESHOOTING
• Only according FID (see FID’s)
active
disabled
• 9) FId / Closed loop Control of Fuel Rail pressure disabled (open loop control
by pre control map for MeUn and PCV)
System reaction • 10) FId / Default Rail Pressure value instead of measured pressure used
disabled
sistance disabled
Failure cause • Rail pressure sensor inaccurate
• Ensure correct wiring and proper functioning of rail pressure sensor,
New learning
sary.
fault code.
Go to Step2
Step2
Go to Step3
Inspection procedure Check the circuit across B51.3/3 and A4.X1.60/39 for open or short circuit.
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
13E-114
13E
Step5
No: Go to Step7
Yes: Go to Step6
Step8
No: Go to Step7
Yes: Go to Step4
156-18: Sensor raw value of rail pressure sensor is below minimum offset.
[Test Condition]
• No electrical failure of sensor nor power stage active Monitoring carried out
once a driving cycle during the after-run, if:
• fuel temperature > 4.96°C {40.93°F}
• waiting time depending on actual fuel pressure at “Key 15 off” elapsed, to
Generation condition guarantee, that he fuel pressure is dropped to ambient pressure
[Fault Detection]
• At afterrun: The Voltage of rail pressure sensor < 424.00mV for 3.00-
[Defect Debouncing]
• immediately Defect condition fulfilled continuously at Afterrun: 3.00-
Fault healing • Healing only possible at afterrun of next driving cycle, if no failure detected.
active
disabled
• 9) FId / Closed loop Control of Fuel Rail pressure disabled (open loop control
by pre control map for MeUn and PCV)
System reaction • 10) FId / Default Rail Pressure value instead of measured pressure used
disabled
sistance disabled
Failure cause • Rail pressure sensor inaccurate
13E-115
TROUBLESHOOTING
• Ensure correct wiring and proper functioning of rail pressure sensor, replace
sensor
Failure repair
• Replace sensor if necessary and reset learning values in EEPROM / start
New learning
sary.
fault code.
Go to Step2
Step2
Go to Step3
No: Go to Step4
Yes: Go to Step8
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
158-0: Signal Range Check (SRC) for ‘Battery voltage’ reports HIGH.
[Test Condition]
• Continuously excepted when ECM is in pre drive mode (test phase immedi-
ately after ECM ignition) or monitoring is inhibited by FId_BattUSRC set by
another failure.
• The sensor raw signal BattU_uRaw (voltage) is above 2.31V.
[Defect Debouncing]
13E-116
13E
Fault healing • The sensor raw signal BattU_uRaw (voltage) is equal to or below 2.31V.
• The sensed battery voltage value is used.
• 1) FId / Detected battery voltage error (via CAN)
• 2) FId / The glow plug and the glow plug control lamp are switched off
• 3) FId / Calibration of Lambda Sensor disabled due to invalid Voltage Signal
on CJ125 Power stage
System reaction • 5) FId / Dynamic Signal Monitoring of Lambda Sensor disabled
• 8) FId / Use of the battery voltage for the range check of particulate filter
(DPF) is inhibited
failure)
Failure cause • Alternator voltage governor defect
Failure repair • Replace alternator governor device or alternator
Step1
Go to Step2
Check the circuit across A20.X10.14/7 and A4.X2.94/1 for open or short circuit.
Check the circuit across A20.X10.14/10 and A4.X2.94/3 for open or short cir-
Step2
cuit.
No: Go to Step3
Yes: Go to Step7
Perform the operation start and replace A20 (SAM).
Step3
Perform the learned value resetting procedure of A20 (SAM) which A4 (Com-
Inspection procedure bustion engine Control unit) learns.
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
13E-117
TROUBLESHOOTING
158-1: Signal Range Check (SRC) for ‘Battery voltage’ reports LOW.
[Test Condition]
• Continuously excepted when ECM is in pre drive mode (test phase immedi-
ately after ECM ignition) or monitoring is inhibited by FId_BattUSRC set by
another failure.
• The sensor raw signal BattU_uRaw (voltage) is below 768.00mV.
[Defect Debouncing]
Fault healing • The sensor raw signal BattU_uRaw (voltage) is equal to or above 768.00mV.
• The sensed battery voltage value is used.
• 1) FId / Detected battery voltage error (via CAN)
• 2) FId / The glow plug and the glow plug control lamp are switched off
• 3) FId / Calibration of Lambda Sensor disabled due to invalid Voltage Signal
on CJ125 Power stage
• 8) FId / Use of the battery voltage for the range check of particulate filter
(DPF) is inhibited
failure)
• Battery defect, alternator defect, wiring problems (too high resistance) or
Failure cause
ECU defect. Occurrence possible during cold start.
Failure repair • Replace battery or alternator. Check ECU and wiring.
Step1
cuit.
No: Go to Step2
Yes: Go to Step6
Step2
bustion engine Control unit) learns.
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
13E-118
13E
No: Go to Step5
Yes: Go to Step2
171-0: Signal Range Check (SRC) for ‘Ambient temperature’ reports HIGH.
[Test Condition]
• Continuously.
[Fault Detection]
Generation condition • The sensed raw voltage value EnvT_uRaw is above 4.93V
[Defect Debouncing]
Fault healing • The sensed raw voltage value EnvT_uRaw is less than 4.93V
• Env.temperature is frozen at last valid value on preliminary failure and ramps
to fixed replacement value 19.96°C {67.93°F} if failure is validated using
slope 10.00K/s or 10.00K/s depending on whether the replacement value is
above or below the current value
• 1) FId / Enable Shut-off conditioning in case of high environment tempera-
ture (engine overheating) or environmental temperature sensor is out of
range
• 7) FId / Default value for Environmental temperature used
• 9) FId / Measured Environmental temperature for Coolant Thermostat diag-
nosis not usable (only modelled temp)
System reaction • 11) Fid / Ambient temperature not considered for engine start temperature
evaluation
• 12) FId / Environmental temperature is frozen at last valid value
• 13) FId / Environmental temperature replacement value is used
• 14) Fid / Classification and duration of Environmental temperature for Trip
recorder inhibited
abled
• 23) FId / Fuel driven engine coolant heater switched off
• 24) FId / Inhibit Physical Range Check of environmental temperature sensor
Failure cause • Sensor defective or short circuit in wiring to external source
Go to Step2
13E-119
TROUBLESHOOTING
Remove the connector of B27 (Humidity and temperature sensor “Intake air”).
Step2
No: Go to Step3
Yes: Go to Step7
Replace component “B27 (Humidity and temperature sensor “Intake air”)”.
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
171-1: Signal Range Check (SRC) for ‘Ambient temperature’ reports LOW.
[Test Condition]
• Continuously.
[Fault Detection]
Generation condition • The sensed raw voltage value EnvT_uRaw is less than 322.60mV
[Defect Debouncing]
Fault healing • The sensed raw voltage value EnvT_uRaw is above 322.60mV
13E-120
13E
• 1) FId / Enable Shut-off conditioning in case of high environment tempera-
ture (engine overheating) or environmental temperature sensor is out of
range
• 7) FId / Default value for Environmental temperature used
• 9) FId / Measured Environmental temperature for Coolant Thermostat diag-
nosis not usable (only modelled temp)
System reaction • 11) Fid / Ambient temperature not considered for engine start temperature
evaluation
• 14) Fid / Classification and duration of Environmental temperature for Trip
recorder inhibited
abled
• 23) FId / Fuel driven engine coolant heater switched off
Failure cause • Sensor defective or short circuit wiring to ground
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-121
TROUBLESHOOTING
Step4
No: Go to Step6
Yes: Go to Step5
Step7
No: Go to Step6
Yes: Go to Step3
171-7: Component ‘Environment sensor’ has a plausibility error.Mechanical system not responding or out
of adjustment
[Test Condition]
is not in afterrun
• The function is not inhibited by another failure (FId_EnvTAmbTempMon is
not set)
• The vehicle speed VehV_v exceeds the threshold 40km/h {24.86mph}
• The air mass flow AFS_dm exceeds the threshold 100.00Kg/h
• The air temperature in HFM Air_tAFS is <49.96°C {121.93°F} and >-
3549.94°C {-6357.89°F} OR the current selected air temperature
EnvT_tEnvSel_mp <49.96°C {121.93°F} and >-3549.94°C {-6357.89°F}
[Fault Detection]
• If the absolute difference between the Air Mass Flow temperature Air_tAFS
and Environment Temperature EnvT_tAir_mp exceeds 20.00K
[Defect Debouncing]
Fault healing • Temperature difference in range
• None Except FIDs
Failure cause • Environment Temperature sensor or Air Mass Flow Temperature deviating
Failure repair • Check both sensors
sary.
Step1 If any diagnosis code is generated, make a system diagnosis according to the
diagnosis code.
Step2
Go to Step3
13E-122
13E
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
171-16: The current value for the ‘Ambient temperature’ component is too low.
[Test Condition]
• Continuously if ADC module does not report an error for the sensor.
[Fault Detection]
• The sensed sensor signal for environmental temperature EnvT_tSens is
above 99.96°C {211.93°F}
[Defect Debouncing]
• The sensed sensor signal for environmental temperature EnvT_tSens is be-
Fault healing
low 99.96°C {211.93°F}
13E-123
TROUBLESHOOTING
System reaction • 3) FId / Environmental temperature is frozen at last valid value
Failure cause • Environment temperature sensor defective
Failure repair • Check or replace temperature sensor
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Perform learning of B27 (Humidity and temperature sensor “Intake air”) which
Inspection procedure A4 (Combustion engine Control unit) learns.
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Step7
No: Go to Step5
Yes: Go to Step3
13E-124
13E
172-0: Signal Range Check (SRC) for ‘Intake air temperature’ reports HIGH.
[Test Condition]
exceeded
[Fault Detection]
• The sensed raw voltage value Air_uRawTIntkVUs is above 4.94V
[Defect Debouncing]
Fault healing • The sensed raw voltage value Air_uRawTIntkVUs is below 4.94V
• Temperature ramps to fixed replacement value 29.96°C {85.93°F} using
uation
da sensor signal)
System reaction fuel by Lambda sensor)
disabled
• 10) FId / Freeze air intake temperature if preliminary failure is detected
• 11) FId / Replace air intake temperature with default value if failure is vaildat-
ed
Step1
Go to Step2
Inspection procedure er).
No: Go to Step3
Yes: Go to Step7
13E-125
TROUBLESHOOTING
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
172-1: Signal Range Check (SRC) for ‘Intake air temperature’ reports LOW.
[Test Condition]
exceeded
[Fault Detection]
• The sensed raw voltage value Air_uRawTIntkVUs is less than 295.60mV
[Defect Debouncing]
Fault healing • The sensed raw voltage value Air_uRawTIntkVUs is above 295.60mV
13E-126
13E
uation
da sensor signal)
System reaction disabled
• 10) FId / Freeze air intake temperature if preliminary failure is detected
• 11) FId / Replace air intake temperature with default value if failure is vaildat-
ed
active
Step1
Go to Step2
er).
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-127
TROUBLESHOOTING
Step4
No: Go to Step6
Yes: Go to Step5
Step7
No: Go to Step6
Yes: Go to Step3
172-2: More than one inkate air temperature sensors have plausibility error.
[Test Condition]
• Once in a driving cycle at ECM start if an engine cold start has been detect-
ed:
• monitoring not inhibited by another failure (FId_AirTMonPlausCSOk not set)
• engine speed = 0
• Engine OFF time > 5.00h
[Fault Detection]
• If more than one sensor is deviating and it cannot be clearly identified which
one.
[Defect Debouncing]
• Temperature value measured for the considered sensor is plausible. Healing
Fault healing
possible only at next plausible check (after ECM restart)
System reaction ibration of Release Masks)
• 2) FId / Inhibit plausibility check of EGR Cooler Temperature Downstream
• More than one temperature sensor considered for enhanced plausibility
Failure cause
check is drifted
Failure repair • Check all involved temperature sensor
174-0: Signal Range Check (SRC) for ‘Fuel temperature’ reports HIGH.
[Test Condition]
• Monitoring is active as long as the battery voltage is over 10.00V and 2.00s
after this threshold has been exceeded
• Continuously
• The sensor raw signal >4.94V.
[Defect Debouncing]
Fault healing • The sensor raw signal <4.94V.
13E-128
13E
• The fuel temperature ramps (with slope 15.00K/s (rising) or 15.00K/s (drop-
ping) to still actual Fuel temperature if this is not inhibited by the
FID_FuelTFlSys due to another failure,
• else Coolant Temperature if this is not Inhibited by FID_FuelTCTS due to an-
other failure,
• else fixed default value 64.96°C {148.93°F}
• 1) Fid / Fuel temperature not considered for engine start temperature evalu-
System reaction ation
• 2) FId / Default value for fuel temperature transmited via CAN
• 3) FId / The actual evaluated Fuel temperature can not be used for substitu-
tion
• 4) FId / Freeze fuel Temperature if preliminary failure detected
• 5) FId / The replacement value for fuel temperature is used
disabled (due to defective fuel Temp Sensor)
• 8) FId / Fuel temperature plausibility error detected
Remove the connector of B26 (Fuel temperature sensor).
Measure the resistance between B26 (Fuel temperature sensor) terminals to
check for open-circuit.
Step1
Special features
If any visible damage is found, repair or replace the affected part and interrupt
the inspection process.
No abnormalities?
No: Go to Step2
Yes: Go to Step3
Replace component “B26 (Fuel temperature sensor)”.
Step2
Remove the connector of A1 ECU.
Check electrical line between pins A4.X1.60/57 and X45.12/2 for open circuit.
Step3 Check electrical line between pins A4.X1.60/54 and X45.12/1 for open circuit.
Check electrical line between pins A4.X1.60/57 and X45.12/2 for short circuit to
positive.
Yes: Go to Step5
13E-129
TROUBLESHOOTING
174-1: Signal Range Check (SRC) for ‘Fuel temperature’ reports LOW.
[Test Condition]
• Monitoring is active as long as the battery voltage is over 10.00V and 2.00s
after this threshold has been exceeded
• Continuously
• The sensor raw signal < 298.00mV.
[Defect Debouncing]
Fault healing • The sensor raw signal > 298.00mV.
• else Coolant Temperature if this is not Inhibited by FID_FuelTCTS due to an-
other failure,
• 1) Fid / Fuel temperature not considered for engine start temperature evalu-
System reaction ation
• 2) FId / Default value for fuel temperature transmited via CAN
tion
disabled (due to defective fuel Temp Sensor)
Failure cause • Sensor defective or short circuit to ground
Remove the connector of B26 (Fuel temperature sensor).
Measure the resistance between B26 (Fuel temperature sensor) and ground or
each terminal to check for short-circuit and electrical leakage.
Step1
Special features
No abnormalities?
No: Go to Step2
Yes: Go to Step3
Replace component “B26 (Fuel temperature sensor)”.
Step2
Check harness between A4 (Combustion engine Control unit) and B26 (Fuel
Step3
No: Go to Step4
Yes: Go to Step5
13E-130
13E
174-2: Component ‘Fuel temperature sensor’ has a plausibility error.

[Test Condition]
• Initial measured temperatures are frozen and evaluated if:
• Engine off time > 5.00h.
• Plausibility test not inhibited by FId set
[Fault Detection]
• Temperature difference > 150.00K at 100.00s OR Temperature difference >
150.00K at 100.00s and < 150.00K at 100.00s but no heater is active
(AddHtr_stDet = 0) failure is detected
• Temperature differences limits are applied in curves depending on engine
OFF time.
[Defect Debouncing]
• Immediate
Fault healing • Temperature difference is in range
System reaction • None
Failure cause • Fuel temperature sensor defective
174-16: The fuel temperature is too high.

[Test Condition]
• Continuously
[Fault Detection]
Generation condition • The sensed sensor signal FuelT_tSens is above 99.96°C {211.93°F}
[Defect Debouncing]
Fault healing • The sensed sensor signal FuelT_tSens is below 99.96°C {211.93°F}
• else Coolant Temperature if this is not inhibited by FID_FuelTCTS due to an-
other failure,
System reaction
temperature
tion
Failure cause • Fuel temperature sensor defective
13E-131
TROUBLESHOOTING
Failure repair • Check or replace sensor
188-0: Engine speed exceeds the upper limit while HLSDem is active.
[Test Condition]
• Following test conditions should be fulfilled: Error path not inhibited by FID,
Engine in normal mode, Engine Temperature between 59.96°C {139.93°F}
and 109.96°C {229.93°F}, HLS is currently active, Vehicle speed < 1km/h
{0.62mph}, Torque demand from speed governor, Drive train is open grip <
0.01- and Engine speed > 50.00rpm
• Monitoring is released: HLSDem_stMonRlsCon_mp is set
[Fault Detection]
• The maximum permitted limit HLSDem_nMonMax_mp for the engine speed
Epm_nEng is exceeded.
• Permitted speed is the minimum value between 1600.00rpm and idle speed
increased by multiplied % factor 30.00%
[Defect Debouncing]
• The maximum permitted limit HLSDem_nMonMax_mp for the engine speed
Fault healing
Epm_nEng is not exceeded.
Failure cause • Injection system problem, injectors deviation
Failure repair • Replace Injectors
Remove the connector of Y15 (Fuel injector 1).
Check the circuit across Y15.2/1 and A4.X1.60/31 for open or short circuit.
Step1 Check the circuit across Y16.2/1 and A4.X1.60/17 for open or short circuit.
No: Go to Step2
Yes: Go to Step6
Erase the fault code.
Execute the control “Fuel injector”.
Step2
Replace the damaged Fuel injector.
Perform the learned value resetting procedure of Fuel injector which A4 (Com-
Perform coding of Fuel injector which A4 (Combustion engine Control unit)
learns.
Go to Step3
13E-132
13E
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2
188-1: Engine speed falls below the lower limit while HLSDem is active.
[Test Condition]
• Following test conditions should be fulfilled: Error path not inhibited by FID,
Engine in normal mode, Engine Temperature between 59.96°C {139.93°F}
and 109.96°C {229.93°F}, HLS is currently active, Vehicle speed < 1km/h
{0.62mph}, Torque demand from speed governor, Drive train is open grip <
0.01- and Engine speed > 50.00rpm
• Monitoring is released: HLSDem_stMonRlsCon_mp is set
[Fault Detection]
• The engine speed Epm_nEng is below the minimum permitted limit
HLSDem_nMonMin_mp.
• Permitted limit is the maximum value between 455.00rpm and idle speed set
point decreased by % factor 30.00%
[Defect Debouncing]
• The engine speed Epm_nEng is above the minimum permitted limit
Fault healing
HLSDem_nMonMin_mp.
Failure cause • Injection system problem, injectors deviation
Failure repair • Replace Injectors
Inspection procedure Step1 Check the circuit across Y16.2/1 and A4.X1.60/17 for open or short circuit.
No: Go to Step2
Yes: Go to Step6
13E-133
TROUBLESHOOTING
Step2
learns.
Go to Step3
Step3
Inspection procedure Check if this diagnosis code has occurred.
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2
190-3: Short circuit to battery error on the engine speed output power stage
[Test Condition]
exceeded
• Monitoring only when the power stage is active.
• Hardware reports a short circuit to battery (SCB) error on the power stage for
PWM output of engine speed.
[Defect Debouncing]
• To give the possibility for healing, an electric impulse is sent to power stage
Fault healing each 1000.00ms. Failure healed, if the power stage does not report an Short
Circuit to Battery error.
System reaction • The power stage is shut-off.
Failure cause • Short circuit of wiring to external source or defective engine speed limiter
Failure repair • Check of wiring or replace tachometer
Remove the connector of B22 (Rpm sensor Combustion engine).
Measure the resistance between B22 (Rpm sensor Combustion engine) termi-
nals to check for open-circuit.
Special features
No abnormalities?
No: Go to Step2
Yes: Go to Step3
13E-134
13E
Replace component “B22 (Rpm sensor Combustion engine)”.
Step2
Step3 Check electrical line between pins A4.X1.60/7 and B22.2/1 for open circuit.
positive.
Yes: Go to Step5
190-4: Short circuit to ground error on the engine speed output power stage
[Test Condition]
exceeded
• Monitoring only when the power stage is NOT active.
• Hardware reports a short circuit to ground error on the PWM output power
stage for the engine speed signal.
[Defect Debouncing]
• Hardware does not report a short circuit to ground error on the PWM output
Fault healing
power stage for the engine speed signal.
Failure cause • Short circuit of wiring to ground or defective tachometer
Measure the resistance between B22 (Rpm sensor Combustion engine) and
ground or each terminal to check for short-circuit and electrical leakage.
Special features
No abnormalities?
No: Go to Step2
Yes: Go to Step3
13E-135
TROUBLESHOOTING
Step2
Check harness between A4 (Combustion engine Control unit) and B22 (Rpm
Step3
sensor Combustion engine) for short-circuit to another line.
No: Go to Step4
Inspection procedure Yes: Go to Step5
190-5: No load error on the engine speed output power stage

[Test Condition]
exceeded
• Hardware reports a “open load” (OL) error on the PWM output power stage
for the Engine Speed.
[Defect Debouncing]
• Hardware does not report a “open load” (OL) error.on the PWM output power
Fault healing
stage for the Engine Speed.
Failure cause • Broken or disconnected wiring or defective tachometer
Special features
No abnormalities?
No: Go to Step2
Yes: Go to Step3
13E-136
13E
Step2
Step3
positive.
Yes: Go to Step5
190-12: Component ‘Engine speed as PWM signal’ has overtemperature.Bad intelligent device or compo-
nent
[Test Condition]
[Fault Detection]
• The hardware reports an over temperature (OT) error on the PWM output
power stage for the Engine Speed.
[Defect Debouncing]
Fault healing
each 3.00s. Failure healed, if the power stage does not report an OT error.
• High battery voltage, high load and high ECU temperature, defective wiring,
Failure cause
Tachometer or ECU
Failure repair • Check load and output, check wiring, replace Tachometer or ECU
Special features
No abnormalities?
No: Go to Step2
Yes: Go to Step3
13E-137
TROUBLESHOOTING
Step2
Step3
positive.
Yes: Go to Step5
251-2: External clock needs manually reset (summer/winter or time zone changed)
[Test Condition]
• Once at ECU start
[Fault Detection]
• The time received via CAN < ECU absolute time,
[Defect Debouncing]
Fault healing • The time received via CAN >= ecu absolute time,
• 1) FId / Plausibilty check of temperature sensors at cold start not allowed
System reaction • 3) FId / Inhibit plaus.check engine coolant temperature at cold start
• 6) FId / Status of function identifier FID_UHCWrmStrtChk; Status des Funk-
tions Identifiers FID_UHCWrmStrtChk
Failure cause • Summer/winter time change or another time zone was entered
Failure repair • No intervention necessary
13E-138
13E
251-12: External clock (tachograph)is defect.
[Test Condition]
Generation condition • Once per cycle at ECM on
[Fault Detection]
• Difference between the absolute ECU internal time and the external CAN
time is outside of applicable range for at least 5.00- times (tested every
100.00s)
[Defect Debouncing]
• Immediate
• Difference between the absolute ECU internal time and the external CAN
time is inside of applicable range for at least 5.00- times (tested every
Fault healing
100.00s).
• Healing not possible in same cycle, only at next ECU ON.
System reaction • 3) FId / Inhibit plaus.check engine coolant temperature at cold start
Failure cause • Defective external clock (Tachhograf)
Failure repair • Check and replace tachograf
Refer to the help menu for Nos. other than above.
*1: M/T
*2: DUONIC
*3: ISS (With Lock brake)
*4: ISS (Without Lock brake)
*5: Lock brake (Without ISS)
*6: Other than *3,*4,*5
Step1
*7: Full-automatic air conditioner
*8: Auto leveling
*9: Manual leveling
If one of diagnosis codes associated with A11 (Meter cluster) is generated,
make a system diagnosis according to the diagnosis code.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
No: Go to step3
Yes: Go to step8
13E-139
TROUBLESHOOTING
No: Go to step4
Yes: Go to step7
Attach the connector of A11 (Meter cluster).
No: Go to step5
Yes: Go to step6
tion and then replace the A11 (Meter cluster).
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step8 *7: Full-automatic air conditioner
*8: Auto leveling
*9: Manual leveling
354-0: Signal value from Intake Air humidity Sensor above maximum limit
[Test Condition]
exceeded
• Monitoring not inhibited by FID_SSMonIndAH due to another failure.
• Engine running since start > 8.00min
• Engine temperature > 39.96°C {103.93°F}
• SCR Dosing System ready for DEF Injection (including SCR temp >
299.96°C {571.93°F})
[Fault Detection]
• The Sensor Signal > 3.80V
[Defect Debouncing]
13E-140
13E
Fault healing • The Sensor Signal < 3.80V
• Very Probably also Information Failure “IndAHSRCMax” stored and active.
• Air humidity is frozen at last valid value on preliminary failure and ramps to
fixed replacement value 50.00% if failure is validated using slope 3.00%/s or
3.00%/s depending on whether the replacement value is above or below the
current value
System reaction
• 1) FId / inhibited in case of Temporary defect associated with sensor, when
the sensed value is from Hardware
• 2) FId / inhibited in case of Permanent defect associated with sensor, when
• 4) FId / Air Humidity Sensor permanent Physical Range Check errors
• Sensor full with water droplets
Failure cause
• Sensor defective or short circuit to external source
• Clean Sensor (dry it)
Failure repair
• Check wiring or replace sensor
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
13E-141
TROUBLESHOOTING
354-16: Probably water droplets on Intake Air humidity Sensor.
[Test Condition]
exceeded
• Continuously, if no sensor supply error is detected.
[Fault Detection]
• The sensed raw voltage value IndAH_uRaw > 3.80V
[Defect Debouncing]
Fault healing • The sensed raw voltage value IndAH_uRaw < 3.80V
• Possibly also failure “IndAHSRCMaxDly” active --> in this case please pro-
ceed according that failure.
current value
System reaction
• Sensor full with water droplets or
Failure cause
• Sensor defective or short circuit to external source
• NO action needed as long as the failure IndAHSRCMaxDly is not active.
• If failure IndAHSRCMaxDly is not active, check duration of failure active: If a
Failure repair
single duration lasts longer than ~10 min --> there is probably an electrical
failure. --> Check wiring or replace sensor
sary.
Step1 If any diagnosis code is generated, make a system diagnosis according to the
diagnosis code.
Go to Step2
Step2
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
13E-142
13E
Step5
No: Go to Step7
Yes: Go to Step6
Step8
No: Go to Step7
Yes: Go to Step4
354-17: Signal Range Check (SRC) for ‘Air humidity sensor’ reports LOW.
[Test Condition]
exceeded
• Continuously if no ADC failure is detected
[Fault Detection]
• The sensed sensor signal IndAH_rLin is less than -3.00%
[Defect Debouncing]
Fault healing • Physical signal is in plausible range
• Induction Air Humidity is frozen at last valid value on preliminary failure and
ramps to fixed replacement value 50.00% if failure is validated using slope
3.00%/s or 3.00%/s depending on whether the replacement value is above
System reaction or below the current value
Failure cause • Inaccurate or defective Induction Air Humidity sensor, or defect in its wiring
• Check wiring and the accuracy of Induction Air Humidity sensor and replace
Failure repair
it if necessary
Step1
Go to Step2
Inspection procedure Remove the connector of B27 (Humidity and temperature sensor “Intake air”).
Step2
No: Go to Step3
Yes: Go to Step7
13E-143
TROUBLESHOOTING
Step3
A4 (Combustion engine Control unit) learns.
Go to Step4
Step4
Yes: Go to Step6
Go to Step5
Step7
No: Go to Step5
Yes: Go to Step3
354-18: Signal Range Check (SRC) for ‘Induction Air Humidity’ reports LOW.
[Test Condition]
exceeded
• Continuously, if no sensor supply error is detected.
[Fault Detection]
• The sensed raw voltage value IndAH_uRaw < 600.00mV
[Defect Debouncing]
Fault healing • The sensed raw voltage value IndAH_uRaw > 600.00mV
current value
System reaction • 1) FId / inhibited in case of Temporary defect associated with sensor, when
Failure cause • Short circuit of wiring to ground or defective sensor
Go to Step2
13E-144
13E
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
354-31: Component ‘Air humidity sensor’ has a plausibility error.

[Test Condition]
exceeded
• Plausibility check not inhibited by another failure (Fid_IndAHPlaus not set)
• vehicle speed VehV_v > -1.00km/h
Generation condition • change in temperature IndAH_dtOut_mp between 0.04°C {32.07°F}/s and
0.04°C {32.07°F}/s
[Fault Detection]
• If the change in relative humidity IndAH_drOut_mp is below 0.01%/s
[Defect Debouncing]
Fault healing • If the change in relative humidity IndAH_drOut_mp is above 0.01%/s
Failure cause • Humidity sensor dynamic compromised, value sticking
Failure repair • Check and replace humidity sensor
13E-145
TROUBLESHOOTING
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Inspection procedure A4 (Combustion engine Control unit) learns.
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Step7
No: Go to Step5
Yes: Go to Step3
355-31: DPF Lube Oil monitoring: Critical time for oil dilution exceeded
[Test Condition]
• Continuously.
[Fault Detection]
• If the cumulative duration of particulate filter regeneration phases which
causes oil dilution exceeds the maximum duration of 1.58d, the error for crit-
ical oil dilution time is detected.
[Defect Debouncing]
• None
• An independent healing is not possible. Once the oil has been changed,
Fault healing OilLft_tiRgnOilDil is set to ZERO using the dedicated UDS service “Routine
Control ID =$245” for resetting the oil monitoring integrator.
• Particulate Filter Regeneration measures are suppressed.
System reaction
• Excessive engine running time under oil dilution conditions, due to retarded
Failure cause
post injection for filter regeneration.
13E-146
13E
• Replace engine oil and reset timer for oil dilution with tester using the dedi-
Failure repair
cated UDS service “Routine Control ID =$245”
Replace component “Engine oil”.
Perform the learned value resetting procedure of Engine oil which A4 (Combus-
Inspection procedure Step1 tion engine Control unit) learns.
412-0: Signal Range Check (SRC) for ‘Exhaust temperature downstream of exhaust gas recirculation cooler’
reports HIGH.
[Test Condition]
[Fault Detection]
• The Sensed raw voltage value Air_uRawTEGRClrDs is above 1.48V
[Defect Debouncing]
Fault healing • The Sensed raw voltage value Air_uRawTEGRClrDs is below 1.48V
• EGR cooler downstream temperature is frozen at last valid value on prelimi-
nary failure and ramps, using slope 3300.00K/s or 3300.00K/s depending
whether the measured value is above or below replacement value, to a de-
fault value of 40.96°C {105.73°F} if failure is validated.
System reaction • 2) FId / Inhibit EGR cooler bypass valve
• 3) FId / Freeze EGR Cooler Temperature Downstream value if preliminary
failure is detected
• 4) FId / Inhibit Physical Range Check of EGR Cooler Temperature Down-
stream
• 5) FId / Replace EGR Cooler Temperature Downstream with default value if
failure is vaildated
Step1
positive.
Check harness between A4 (Combustion engine Control unit) and B60 (EGR
cooler outlet temperature sensor) for short-circuit to another line.
No: Go to Step2
Yes: Go to Step6
Replace component “B60 (EGR cooler outlet temperature sensor)”.
Step2
Go to Step3
13E-147
TROUBLESHOOTING
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Go to Step7
Step7
No: Go to Step4
Yes: Go to Step2
412-1: Signal Range Check (SRC) for ‘Exhaust temperature downstream of exhaust gas recirculation cooler’
reports LOW.
[Test Condition]
[Fault Detection]
• The Sensed raw voltage value Air_uRawTEGRClrDs is below 470.40mV
[Defect Debouncing]
Fault healing • The Sensed raw voltage value Air_uRawTEGRClrDs is above 470.40mV
System reaction • 2) FId / Inhibit EGR cooler bypass valve
failure is detected
• 4) FId / Inhibit Physical Range Check of EGR Cooler Temperature Down-
stream
13E-148
13E
Step1
positive.
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Go to Step7
Step7
No: Go to Step4
Yes: Go to Step2
412-2: Component ‘Exhaust temperature downstream of exhaust gas recirculation cooler’ has a plausibility
error.
[Test Condition]
• Plausibility test not inhibited (FId_TEGRClrDsVDPlaus not set)
[Fault Detection]
[Defect Debouncing]
• Immediate
System reaction
Failure cause • EGR cooler downstream temperature sensor defective
13E-149
TROUBLESHOOTING
Step1
positive.
No: Go to Step2
Yes: Go to Step6
Replace component “B23 (Temperature sensor Exhaust system 1)”.
Step2
Go to Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Go to Step7
Step7
No: Go to Step4
Yes: Go to Step2
412-16: Component ‘Temperature sensor ‘Exhaust gas recirculation’’ is thermally overloaded.

[Test Condition]
[Fault Detection]
Generation condition • The sensed sensor signal Air_tSensTEGRClrDs is above 749.96°C
{1381.93°F}
[Defect Debouncing]
• The sensed sensor signal Air_tSensTEGRClrDs is below 749.96°C
Fault healing
{1381.93°F}
13E-150
13E
System reaction
failure is detected
• Inaccurate or defective EGR cooler downstream temperature sensor, defect
Failure cause
in the wiring
• Check wiring and the accuracy of the EGR cooler downstream temperature
Failure repair
sensor and replace it if necessary
Step1
positive.
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Go to Step7
Step7
No: Go to Step4
Yes: Go to Step2
13E-151
TROUBLESHOOTING
521-2: Signal error for Brake detected via CAN
[Test Condition]
2.00s after this t
[Fault Detection]
• CAN Message value = 0
[Defect Debouncing]
• infinite
Fault healing • CAN Message Value >0
• If an error is detected the cruise control can not be activated.
• Further reactions according FID (see FID)
• 1) FId / Brake status message to CAN: Break defective
System reaction • 2) FId / Underbraking disabled for High and Low engine speed control (HLS)
(no special control parameters in case of Underbraking used)
• 4) FId / Run Up
• One of the brake switches has a short circuit.
Failure cause
• The circuit has an open lead.
• Check the brake switches for short circuit
Failure repair
• Check the wiring and the brake switches for open lead
13E-152
13E
sary.
Check to see if S35 (Brake light Switches) is fully operational.
Step1 Check the circuit across S35 (Brake light Switches) and A20 (SAM) for open or
short circuit.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step
Inspection procedure No: Go to step4
Yes: Go to step
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-153
TROUBLESHOOTING
521-12: Main and redundant brake switch state are different.
[Test Condition]
• Continuously, if the redundant brake contact is used and terminal 15 is on.
[Fault Detection]
Generation condition • If the main brake contact Brk_stMn and the redundant brake contact
Brk_stRed are not in the same state.
[Defect Debouncing]
• Defect condition fulfilled continuously > 30000.0 ms
• If the main brake contact and the redundant brake contact are in “brake”
Fault healing
state.
• If an error is detected the cruise control can not be activated.
• 1) FId / Brake status message to CAN: Break defective
• 2) FId / Underbraking disabled for High and Low engine speed control (HLS)
System reaction • 6) FId / Set point test of Metering Unit (MeUn) of Common Rail disabled
failure)
• The adjustment of the brake switches is not good enough.
Failure cause • One of the brake switches has a short circuit.
• The circuit has an open lead.
• Check the adjustment of the brake switches
Failure repair • Check the brake switches for short circuit
• Check the wiring and the brake switches for open lead
sary.
Check to see if S35 (Brake light Switches) is fully operational.
Step1 Check the circuit across S35 (Brake light Switches) and A20 (SAM) for open or
short circuit.
Go to step2
*1: M/T
*2: DUONIC
Inspection procedure *5: Lock brake (Without ISS)
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step
13E-154
13E
No: Go to step4
Yes: Go to step5
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
595-2: Irreversible fault path which indicates the invalid combination of cruise control keys pressed
[Test Condition]
[Fault Detection]
• 2 Buttons pressed together (possible combinations): Resume + Down, Re-
sume + Up and Up and Down
[Defect Debouncing]
Fault healing • No Healing possible (irreversible failure)
• Cruise control goes in mode “off”
System reaction
• 1) FId / Cruise control unit goes into error state as long as the “switch off”
button not active
• Failure in Cruise control module (switches)
Failure cause
• Failure in wiring harness
• Check Cruise control unit
Failure repair
• Check wiring harness
13E-155
TROUBLESHOOTING
sary.
Step1
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step6
No: Go to step4
Inspection procedure Yes: Go to step5
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-156
13E
595-31: Reversible fault path which indicates the invalid combination of cruise control keys pressed
[Test Condition]
• Continuously
[Fault Detection]
• One or more switches active for longer than 60.00s Down, Up and Resume
[Defect Debouncing]
Fault healing • Cruise control request “logic”
• Cruise control goes in mode “off”
System reaction
• 1) FId / Cruise control unit goes into error state as long as the “switch off”
button not active
• Failure in Cruise control module (switches)
Failure cause
• Failure in wiring harness
• Check Cruise control unit
Failure repair
sary.
Step1
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
Inspection procedure or short circuit to another electrical line.
No: Go to step3
Yes: Go to step6
No: Go to step4
Yes: Go to step5
13E-157
TROUBLESHOOTING
*1: M/T
*2: DUONIC
Inspection procedure *3: ISS (With Lock brake)
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
598-2: Signal Error for Clutch pedal.

[Test Condition]
[Fault Detection]
• If the clutch signal received by CAN reports a clutch defect (Com_stClth ==
128, Bit 7 set).
[Defect Debouncing]
• If the clutch signal received by CAN does not report a clutch defect (Bit 7 of
Fault healing
Com_stClth <128).
• If a final error is detected or if error healing is active, the value of the output
signal Clth_st is equal to the default value 128.00-.
• Cruise Control cannot be activated
• 1) FId / Replacement value for clutch state used, value via CAN defective
System reaction • 7) FId / Set point test of Metering Unit (MeUn) of Common Rail disabled
DPF failure)
Failure cause • Clutch switch defective or problem on CAN communication with cutch switch
Failure repair • Check clutch switch. Check CAN connection
13E-158
13E
604-2: Plausibility error of neutral status signal of gear box

[Test Condition]
• Test is executed during after-run (Key 15 off)
[Fault Detection]
• Failure is detected if the vehicle speed during current driving cycle was >
80km/h {49.71mph} at least once and the total number of transitions in neu-
tral status since system start is not > 1.00- at the end of driving cycle (Key 15
off)
[Defect Debouncing]
• Immediate.
• When the system detects more than 1.00- transitions in neutral state during
Fault healing
a driving cycle after failed driving cycle.
• If the driver drive off, the vehicle speed get upper than 80km/h {49.71mph},
and he had not change the gear for more than 1.00- times (e.g. starting in
Failure cause
3rd gear downhilll).
• The gearbox neutral position switch is defective.
• Driver mistake (no action required) (probability high if duration of failed driv-
Failure repair ing cycle short)
• Check the gearbox neutral position switch.
606-0: Overspeed of component ‘engine protection’ has occurred.

[Test Condition]
• Continuously.
[Fault Detection]
Generation condition • Engine speed exceeds threshold 4250.00rpm
[Defect Debouncing]
Fault healing • Engine speed falls below threshold 4250.00rpm
System reaction • None (an intervention in the engine shut-off coordinator would be critical)
Failure cause • Engine overspeed has occurred
• No reactions necessary only if this fault/information status reoccurs frequent-
ly. In this case check driving conditions of vehicle, engine speed acquisition
Failure repair
and injection system for quantity set point and actual value during fault rec-
ognition, check also for ECM errors.
13E-159
TROUBLESHOOTING
636-2: Crankshaft signal disturbance from engine speed sensor.Data erratic, intermittent or incorrect
[Test Condition]
• Continuously if engine is running and speed > 650.00rpm and
FId_EpmCrSDiag not set by another failure (diagnostic inhibited)
[Fault Detection]
• A disturbed crankshaft signal exists if the number of signal plausibility errors
EpmCrS_ctErrSig reaches the threshold 80.00-.
[Defect Debouncing]
• Immediate
• No healing possible if limp home functionality activated.
• Every crankshaft rotation without disturbances the counter EpmCrS_ctErrSig
Fault healing is decremented starting from 80.00-. The same time the healing counter
EpmCrS_ctRevWaitDiag is decremented starting from 2.00-. If both counters
reach zero, the error is healed.
• With disturbed Crankshaft signal the engine speed is calculated with help of
the camshaft speed signal.
• The limp home with defect crankshaft is active, the angle calculation and
synchronisation is done solely via camshaft signal.
• 1) FId / Active surge dampener disabled
• 2) FId / Active surge dampener in mode 2 disabled
• 3) FId / Actuator protection at engine stand still disabled
• 8) FId / Camshaft position adaption (learning of real position to the theoreti-
cal one) inhibited
• 9) FId / Camshaft offset diagnosis inhibited (due camshaft or crankshaft sig-
nal errors)
System reaction • 10) FId / Fuel quantity Balancing Control disabled (e.g. error in crankshaft
speed signal)
active
is tested
• 15) FId / Switching to a Replacement value for the steering pump base and
dynamic torque
disabled
• High vibration of crank shaft signal sensor
• Intermittent open circuit of sensor
Failure cause
• Electrical disturbances due to damaged isolation of wiring harness
• Electrical disturbances due external electromagnetic disturbances
• Check if sensor fixed correctly (should not be moveable)
• Check wiring harness and contacts
Failure repair
• Check if electrical lines with high electric performance are additionally in-
stalled (components not validated by the vehicle manufacturer)
13E-160
13E
636-9: Crankshaft signal loss from engine speed sensor. Abnormal update rate
[Test Condition]
• Continuously if engine is running and speed > 650.00rpm and
FId_EpmCrSDiag not set by another failure (diagnostic inhibited)
[Fault Detection]
• No crankshaft signal available for at least 2.00- camshaft revolutions.
• Camshaft signal is tested and plausible.
[Defect Debouncing]
• Immediate
• No healing if limp home functionality is active
Fault healing
• The healing is done as soon as Crankshaft gap is plausibly found.
• With disturbed Crankshaft signal the engine speed is calculated with help of
the camshaft speed signal.
• The limp home with defect crankshaft is active, the angle calculation and
synchronisation is done solely via camshaft signal.
• 1) FId / Active surge dampener disabled
• 2) FId / Active surge dampener in mode 2 disabled
• 3) FId / Actuator protection at engine stand still disabled
cal one) inhibited
nal errors)
System reaction • 10) FId / Fuel quantity Balancing Control disabled (e.g. error in crankshaft
speed signal)
active
is tested
• 15) FId / Switching to a Replacement value for the steering pump base and
dynamic torque
disabled
• Crank shaft speed sensor defect
• Crank shaft speed sensor not mounted correctly
Failure cause
• Crank shaft speed sensor not connected electrically, open circuit or short cir-
cuit.
• Check if crank shaft speed sensor mounted correctly
• Check wiring harness to open/short circuit
Failure repair
• Check crank shaft speed sensor for correct function and replace it if neces-
sary
13E-161
TROUBLESHOOTING
Measure the resistance between B22 (Rpm sensor Combustion engine) and
ground or each terminal to check for short-circuit and electrical leakage.
Step1
Special features
No abnormalities?
No: Go to Step2
Yes: Go to Step3
Step2
Check harness between A4 (Combustion engine Control unit) and B22 (Rpm
Step3
sensor Combustion engine) for short-circuit to another line.
No: Go to Step4
Yes: Go to Step5
651-3: The fuel injector of cylinder 1 has a short circuit.

[Test Condition]
• Continuously
[Fault Detection]
• If the measured pattern for the injector evaluation of cylinder 1 is equal to ap-
plied behaviour bit pattern for short circuit detection.
[Defect Debouncing]
• Defect condition exceeded cumulatively > 4.00 events
• Failure is detected if active for 20% of events
13E-162
13E
• None except FIDs.
• 2) FId / Fuel quantity Balancing Control disabled (e.g. error in crankshaft
speed signal)
da sensor signal)
• 5) FId / Injector bank shut off
• 6) FId / Nominal Voltage Calibration NVC of injectors disabled
• 7) FId / Redundant Engine shut off path not tested due to error debouncing
of an injector
System reaction • 8) FId / Redundant Engine shut off path not tested due to error of an injector
• 9) FId / Redundant Engine shut off path test inhibited
DPF failure)
• 13) FId / Particulate filter (DPF) regeneration not possible due to general
system failure
disabled
Failure cause • Short circuit in wiring or injector
Failure repair • Check wiring, replace fuel injector of cylinder 1.
If corresponding fault codes are also present on other components, check the
common power supply and common ground point ‘‘ for open circuit and short
Step1
circuit.
No: Go to step2
Yes: Go to step6
Replace component “Y15 (Fuel injector 1)”.
Step2 Erase the fault code.
Perform the learned value resetting procedure of Y15 (Fuel injector 1) which A4
Perform coding of Y15 (Fuel injector 1) which A4 (Combustion engine Control
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
13E-163
TROUBLESHOOTING
Step6
No: Go to step4
Yes: Go to step2
651-5: The fuel injector (cylinder 1) has an electrical fault or an open circuit.
[Test Condition]
• Continuously
[Fault Detection]
plied behaviour bit pattern for open load detection.
[Defect Debouncing]
speed signal)
da sensor signal)
System reaction of an injector
• 7) FId / Redundant Engine shut off path not tested due to error of an injector
DPF failure)
disabled
Failure cause • Open load for injector of cylinder 1 is detected.
circuit.
No: Go to step2
Yes: Go to step6
13E-164
13E
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
Step6
No: Go to step4
Yes: Go to step2
651-6: The fuel injector of cylinder 1 has a short circuit between positive and ground.
[Test Condition]
• Continuously
[Fault Detection]
plied behaviour bit pattern for short circuit Highside/Lowside detection.
[Defect Debouncing]
13E-165
TROUBLESHOOTING
speed signal)
da sensor signal)
• 5) FId / Cylinder 1 (firing order) shut off
System reaction • 6) FId / Nominal Voltage Calibration NVC of injectors disabled
of an injector
disabled
Step1
circuit.
No: Go to step2
Yes: Go to step6
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
13E-166
13E
No: Go to step4
Yes: Go to step2

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
speed signal)
da sensor signal)
• 5) FId / Injector bank 1 shut off
of an injector
DPF failure)
system failure
disabled
circuit.
No: Go to step2
Yes: Go to step6
13E-167
TROUBLESHOOTING
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
Step6
No: Go to step4
Yes: Go to step2
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
13E-168
13E
speed signal)
da sensor signal)
DPF failure)
disabled
Step1
circuit.
No: Go to step2
Yes: Go to step6
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
13E-169
TROUBLESHOOTING
No: Go to step4
Yes: Go to step2
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
speed signal)
da sensor signal)
of an injector
disabled
circuit.
No: Go to step2
Yes: Go to step6
13E-170
13E
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
Step6
No: Go to step4
Yes: Go to step2

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
13E-171
TROUBLESHOOTING
speed signal)
da sensor signal)
of an injector
DPF failure)
system failure
disabled
Step1
circuit.
No: Go to step2
Yes: Go to step6
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
13E-172
13E
Step6
No: Go to step4
Yes: Go to step2
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
speed signal)
da sensor signal)
DPF failure)
disabled
circuit.
No: Go to step2
Yes: Go to step6
13E-173
TROUBLESHOOTING
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
Step6
No: Go to step4
Yes: Go to step2
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
13E-174
13E
speed signal)
da sensor signal)
of an injector
disabled
Step1
circuit.
No: Go to step2
Yes: Go to step6
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
13E-175
TROUBLESHOOTING
No: Go to step4
Yes: Go to step2

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
speed signal)
da sensor signal)
of an injector
DPF failure)
system failure
disabled
circuit.
No: Go to step2
Yes: Go to step6
13E-176
13E
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
Step6
No: Go to step4
Yes: Go to step2
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
13E-177
TROUBLESHOOTING
speed signal)
da sensor signal)
DPF failure)
disabled
Step1
circuit.
No: Go to step2
Yes: Go to step
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
13E-178
13E
No: Go to step4
Yes: Go to step2
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
speed signal)
da sensor signal)
of an injector
disabled
circuit.
No: Go to step2
Yes: Go to step6
13E-179
TROUBLESHOOTING
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
Step6
No: Go to step4
Yes: Go to step2
677-3: The starter relay has a short circuit to positive.

[Test Condition]
ceeded, if none of the CAN controllers is in bus-off state, 2.00s after last
CAN controller is no more in bus-off state and if the ECU is not in afterrun
• Monitoring only when the power stage is inactive.
• ECU not in after-run, Battery voltage > 9.50V (switch off < 9.00V) and Test of
Generation condition redundant shut-off paths not active)
[Fault Detection]
• Hardware reports a Short Circuit to Battery error on HS power stage for the
starter relay actuator.
[Defect Debouncing]
• Hardware does not report a Short Circuit to Battery error on HS power stage
Fault healing
for the starter relay actuator.
• Power stage shut off.
• 1) FId / Physical errors that could be detected when the Starter is in the Run-
ning state
• 2) FId / Physical errors that could be detected when the Starter is in the
System reaction Stopped state
active
Failure cause • Short circuit of wiring to external source or defective HS starter relay
Failure repair • Check of wiring or replacement of HS relay
13E-180
13E
sary.
Go to Step2
Remove the connector of K21 (Safety relay).
Check the circuit across A4.X2.94/91 and K21.5/3 for open or short circuit.
Step2
No: Go to Step3
Yes: Go to Step7
Replace component “K21 (Safety relay)”.
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
Repair or replace the harness across K21 (Safety relay) and X16 (Intermediate
connector).
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
13E-181
TROUBLESHOOTING
677-4: The starter relay has a short circuit to ground.
[Test Condition]
• Monitoring continuously in ON and OFF state.
[Fault Detection]
• Hardware reports a Short Circuit to Ground error on HS power stage for the
[Defect Debouncing]
• Hardware does not report a Short Circuit to Ground error on HS power stage
Fault healing
• 1) FId / Physical errors that could be detected when the Starter is in the Run-
System reaction ning state
Stopped state
Failure cause • Short circuit of wiring to ground or defective HS starter relay
Failure repair • Check of wiring or replacement of HS starter relay
sary.
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-182
13E
Step7
No: Go to Step8
Yes: Go to Step9
connector).
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
677-5: The starter relay has an open circuit.

[Test Condition]
[Fault Detection]
• Hardware reports an open load (OL) error on power stage for the LS starter
relay actuator.
[Defect Debouncing]
• Hardware does not report an open load (OL) error on power stage for the LS
Fault healing
System reaction • 1) FId / Physical errors that could be detected when the Starter is in the
Stopped state
Failure cause • Broken or disconnected wiring or defective LS starter relay
Failure repair • Check of wiring or replacement of LS starter relay
sary.
Inspection procedure Step1 If one of diagnosis codes associated with A20 (SAM) is generated, make a sys-
Go to Step2
13E-183
TROUBLESHOOTING
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Inspection procedure Step6 Inspection completed
Step7
No: Go to Step8
Yes: Go to Step9
connector).
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
13E-184
13E
723-2: Defect Fault Check for Signal of camshaft.Data erratic, intermittent or incorrect
[Test Condition]
• Diagnostics is active if engine is running and no error in the crankshaft speed
sensor is present
[Fault Detection]
• If camshaft signal does not match pattern (edge distance, level) or not all ex-
pected camshaft edges detected during a engine revolution. Different moni-
toring strategies are active during synchronisation phase (engine start) and
normal engine running.
[Defect Debouncing]
• Immediate
Fault healing • If correct pattern is recognised.
• If problem is detected at engine start, a redundant synchronisation of the an-
gular system is performed using only the crankshaft increment signal and
test injections to determine engine phase, if procedure fails the injection is
aborted and the system waits for a restart.
• See also FIDs list.
cal one) inhibited
System reaction • 2) FId / Camshaft offset diagnosis inhibited (due camshaft or crankshaft sig-
nal errors)
speed signal)
• 5) FId / Offset test of Rail pressure sensor only released, if this failure path is
tested
• Cam Shaft speed signal not stable:
• electrical intermittent open circuit
Failure cause • sensor not fixed correctly
• electrical disturbances due to damaged isolation of wiring harness
• electrical disturbances due to special electrical features
• Check wiring, sensor installation and proper functioning of camshaft phase
sensor (evaluate raw signals)
• Check if sensor fixed correctly (should not be moveable), check wiring har-
Failure repair
ness and contacts, check if electrical lines with high electric performance are
additionally installed (components not validated by the vehicle manufactur-
er).
723-9: Defect Fault Check for Signal of camshaft.No signal

[Test Condition]
• Diagnostics is active if engine is running and no error in the crankshaft speed
sensor is present
[Fault Detection]
• If crankshaft signal shows no errors and no camshaft edge is detected for at
least 3.00- crankshaft gaps.
[Defect Debouncing]
• Immediate
Fault healing • If at least one camshaft edge is detected since last crankshaft gap
13E-185
TROUBLESHOOTING
cal one) inhibited
System reaction • 2) FId / Camshaft offset diagnosis inhibited (due camshaft or crankshaft sig-
nal errors)
speed signal)
tested
• Camshaft speed sensor defective
Failure cause • Wiring harness “open circuit”
• Camshaft sensor not mounted
• Check if sensor mounted correctly
Failure repair • Check wiring harness
• Check sensor functionality and replace it if necessary
Step1
Go to Step2
Remove the connector of B35 (Position sensor Cylinder).
No: Go to Step3
Yes: Go to Step7
Step3 Replace component “B35 (Position sensor Cylinder)”.
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
13E-186
13E
723-31: Defect Fault Check for Signal of camshaft.Offset angle is exceeded.
[Test Condition]
• Continuously when engine speed is detectable and no camshaft failures al-
ready detected
[Fault Detection]
• Offset between crankshaft signal and expected camshaft first edge <-10°C
{14°F}rS OR > 10°C {50°F}rS for more than 4.00- consecutive cycles
[Defect Debouncing]
• Immediate
• Offset between crankshaft signal and expected camshaft first edge in range
Fault healing
for at least 4.00- consecutive cycles.
cal one) inhibited
• 4) FId / Camshaft sensor diagnosis inhibited (due to sensor offset error)
System reaction • 5) FId / Syncronisation between Cam and Crank shaft sensor not released
and therefore fuel injection inhibited (--> no engine start)
speed signal)
active
tested
• Camshaft sensor position deviates form crankshaft position:
• camshaft mal positioned (e.g. tooth belt: 1 tooth skipped)
Failure cause • camshaft position wheel mal positioned (if adjustable)
• camshaft sensor position mal positioned (if adjustable)
• crankshaft signal mal positioned (same as camshaft)
• Check correct positions of camshaft signal wheel and crankshaft signal
Failure repair
wheel to piston position
917-9: CAN timeout fault

[Test Condition]
• Continuously
[Fault Detection]
• Timeout of HRVD message
[Defect Debouncing]
• If the HRVD message is received correct after the debouncing time the DFC
Fault healing
is healed.
• The default value for Vehicle distance is used:
System reaction
• Dspl_lMlgHiRes = 0.00m;
13E-187
TROUBLESHOOTING
• Defective CAN controller of Body Computer, under voltage of BC missing
Failure cause BC, CAN cable connecting the Body Computer is disconnected or broken.
Short circuit in wiring.
• Check presence and correct connection of the Body Computer to the net-
Failure repair work, Check correct functioning of the BC CAN controller and its voltage
supply. Check wiring.
931-3: Component ‘Presupply pump’ has a short circuit to positive.

[Test Condition]
exceeded
• Monitoring only active pressure supply pump activated.
[Fault Detection]
• The power stage hardware reports a “short circuit to battery” (SCB) error.
[Defect Debouncing]
each 1000.00ms 20.00- times in actual driving cycle. Failure healed, if the
Fault healing
power stage does not report an SCB error. Else no healing possible at this
driving cycle.
• Power stage shut-off, i.e. the engine probably stalls or witches off due to too
low fuel pressure.
active
Failure cause • Short circuit of wiring to external source or inside presupply pump
Failure repair • Check of wiring or replace pre supply pump
sary.
Go to Step2
Remove the connector of A41 (Electric fuel pump).
Remove the connector of Ground.
cuit.
Check the circuit across A41.4/4 and A20.X10.14/13 for open or short circuit.
Check the circuit across A41.4/3 and Ground for open or short circuit.
No: Go to Step3
Yes: Go to Step9
Step3 Replace component “A41 (Electric fuel pump)”.
Go to Step4
13E-188
13E
Step4
No: Go to Step8
Yes: Go to Step5
Step5
Go to Step6
Step6
No: Go to Step8
Yes: Go to Step7
Go to Step8
Inspection procedure Remove the connector of A4 (Combustion engine Control unit).
Step9
cuit.
Check the circuit across X45.12/3 and Ground for open or short circuit.
Check the circuit across X45.12/4 and A20.X10.14/13 for open or short circuit.
No: Go to Step10
Yes: Go to Step11
Repair or replace the harness across A41 (Electric fuel pump) and X45 (Inter-
mediate connector).
No: Go to Step8
Yes: Go to Step3
No: Go to Step8
Yes: Go to Step3
13E-189
TROUBLESHOOTING
931-4: Component ‘Presupply pump’ has a short circuit to ground.
[Test Condition]
exceeded
• Monitoring only active pressure supply pump NOT activated, i.e. 30.00s after
Key 15 “on” at engine stand still or after engine speed < 50.00rpm (i.e. after
Generation condition Key 15 off or engine stall)
[Fault Detection]
• The power stage hardware reports a “short circuit to ground” (SCG) error.
[Defect Debouncing]
Fault healing • The power stage does not report an “short to ground” (SCG) error.
low fuel pressure.
active
Failure cause • Short circuit of wiring to ground or inside presupply pump
sary.
Go to Step2
Step2
cuit.
No: Go to Step3
Yes: Go to Step9
Go to Step4
Step4
No: Go to Step8
Yes: Go to Step5
Step5
Go to Step6
13E-190
13E
Step6
No: Go to Step8
Yes: Go to Step7
Go to Step8
Step9
cuit.
Inspection procedure Check the circuit across X45.12/4 and A20.X10.14/13 for open or short circuit.
No: Go to Step10
Yes: Go to Step11
mediate connector).
No: Go to Step8
Yes: Go to Step3
No: Go to Step8
Yes: Go to Step3
931-5: Presupply pumpCurrent below normal or Open circuit

[Test Condition]
• Monitoring only active pressure supply pump NOT activated, i.e. 30.00s after
Key 15 “on” at engine stand still or after engine speed < 50.00rpm (i.e. after
Key 15 off or engine stall)
• The power stage hardware reports a “open load” (OL) error.
[Defect Debouncing]
Fault healing • The power stage does not report an “open load” (OL) error.
low fuel pressure.
active
13E-191
TROUBLESHOOTING
Failure cause • Broken or disconnected wiring or defective presupply pump
sary.
Go to Step2
Step2
cuit.
No: Go to Step3
Yes: Go to Step9
Go to Step4
Step4
No: Go to Step8
Yes: Go to Step5
Step5
Go to Step6
Step6
No: Go to Step8
Yes: Go to Step7
Go to Step8
13E-192
13E
Step9
cuit.
No: Go to Step10
Yes: Go to Step11
mediate connector).
No: Go to Step8
Yes: Go to Step3
No: Go to Step8
Yes: Go to Step3
931-12: Component ‘Presupply pump’ signals overtemperature.

[Test Condition]
• Monitoring only active pressure supply pump activated.
[Fault Detection]
Generation condition • The power stage detects an over temperature (OT) error.
[Defect Debouncing]
each 1.00s 20.00- times in actual driving cycle. Failure healed, if the power
Fault healing
stage does not report an OT error. Else no healing possible at this driving cy-
cle.
low fuel pressure.
active
• High battery voltage, high temperature inside ECU, high load or wiring prob-
Failure cause
lem
• No reaction needed if failure isn’t present after short time, check load and
Failure repair
output, check wiring, replace ECU
sary.
Go to Step2
13E-193
TROUBLESHOOTING
Step2
cuit.
No: Go to Step3
Yes: Go to Step9
Go to Step4
Step4
No: Go to Step8
Yes: Go to Step5
Inspection procedure Perform the operation start and replace A20 (SAM).
Step5
Go to Step6
Step6
No: Go to Step8
Yes: Go to Step7
Go to Step8
Step9
cuit.
No: Go to Step10
Yes: Go to Step11
13E-194
13E
mediate connector).
No: Go to Step8
Yes: Go to Step3
No: Go to Step8
Yes: Go to Step3
959-9: CAN Timeout Error during CAN-receive-frame Time Date.

[Test Condition]
Generation condition • Continuous
[Fault Detection]
• TimeDate message timeout detected
[Defect Debouncing]
Fault healing • TimeDate message received
• Time/Date set to fix replacement value:
• Year = 2240.00y
• Month = 1.00mon
• Day = 1.00d
• Hour = 0.00h
• Minutes = 0.00min
• Seconds = 0.00s
System reaction • 1) FId / Plausibilty check of temperature sensors at cold start not allowed
• 6) FId / Status of function identifier FID_UHCWrmStrtChk; Status des Func-
• 7) Fid / Substitute function for Time date receive frame
• Defective CAN controller of Tachograph or Instrument Cluster, CAN cable
Failure cause
disconnected or broken. Short circuit in wiring.
• Check presence and correct connection of the Tachograph or of the Instru-
Failure repair ment Cluster to the network, Check correct functioning of the CAN controller.
Check wiring.
13E-195
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step1
*8: Auto leveling
*9: Manual leveling
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
Inspection procedure Remove all ECU connectors from the CAN communication line.
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
13E-196
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
980-9: CAN Timeout Error during CAN-receive-frame PTO.

[Test Condition]
• Continuously
[Fault Detection]
• Timeout of RxPTO message is detected
[Defect Debouncing]
• If the RxPTO message is received correct, after the debouncing time the
Fault healing
DFC is healed
System reaction • Power takeoff switch status is set to default value 0.00-
• Defective CAN controller of SAM Interface or PTO, CAN cable connecting
Failure cause
the interface is disconnected or broken. Short circuit in wiring.
• Check presence and correct connection of the SAM and PTO Interface to the
Failure repair
network. Check wiring.
13E-197
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-198
13E
1074-3: The output for actuation of component ‘Exhaust Flap’ has a short circuit to positive.
[Test Condition]
exceeded
the Exhaust Flap actuator.
[Defect Debouncing]
Fault healing each 150.00ms. Failure healed, if the power stage does not report an SCB
error.
• Power stage is shut-off (Exhaust Flap in open position).
• 1) FId / Engine brake at fix position (EngBrk_rBrkDfl_C)
System reaction • 2) FId / Particulate filter ((DPF) Regeneration inhibited
failure)
Failure cause • Short circuit of wiring to external source or defective exhaust flap actuator
Failure repair • Check of wiring or replace exhaust flap actuator
sary.
fault code.
Go to Step2
Remove the connector of Y9 (Engine brake Solenoid valve).
Step2 Check the circuit across A4.X1.60/34 and Y9.3/1 for open or short circuit.
Check the circuit across A20.X10.14/2 and Y9.3/3 for open or short circuit.
Check the circuit across Ground and Y9.3/2 for open or short circuit.
No: Go to Step3
Yes: Go to Step7
Replace component “Y9 (Engine brake Solenoid valve)”.
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-199
TROUBLESHOOTING
Step7
Check the circuit across Ground and X39.12/8 for open or short circuit.
No: Go to Step8
Yes: Go to Step9
Repair or replace the harness across Y9 (Engine brake Solenoid valve) and
X39.
No: Go to Step6
Yes: Go to Step3
Repair or replace the harness across A20 (SAM) and X39.
Repair or replace the harness across Ground and X39.
No: Go to Step6
Yes: Go to Step3
1074-4: The exhaust flap has a short circuit to ground. / Component ‘10271-491’ has a mechanical defect.
[Test Condition]
exceeded
[Fault Detection]
• Hardware reports a short circuit to ground (SCG) error on the power stage
for the Exhaust Flap Actuator.
[Defect Debouncing]
• Hardware does not report a short circuit to ground (SCG) error on the power
Fault healing
stage for the Exhaust Flap Actuator.
• Power stage is shut-off Exhaust Flap Actuator in open position).
failure)
Failure cause • Short circuit of wiring to ground or defective Exhaust Flap Actuator
Failure repair • First Check wiring, if no short circuit found replace Exhaust Flap Actuator
sary.
fault code.
Go to Step2
13E-200
13E
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
X39.
No: Go to Step5
Yes: Go to Step3
No: Go to Step5
Yes: Go to Step3
13E-201
TROUBLESHOOTING
1074-5: The output for actuation of component ‘Exhaust Flap’ has an electrical fault or open circuit.
[Test Condition]
exceeded
• Hardware reports an open load (OL) error on power stage for the Exhaust
Flap Actuator.
[Defect Debouncing]
• Hardware does not report an open load (OL) error on power stage for the Ex-
Fault healing
haust Flap Actuator.
• Power stage shut off (Throttle Valve Actuator in open position).
failure)
Failure cause • Broken or disconnected wiring or defective Exhaust Flap Actuator
Failure repair • Check of wiring, replace Exhaust Flap Actuator
sary.
fault code.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-202
13E
Step7
No: Go to Step8
Yes: Go to Step9
X39.
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
1074-12: Over temperature error on power stage for Exhaust Flap Actuator.
[Test Condition]
exceeded
• Hardware reports an over temperature error (OT) on the power stage for the
Exhaust Flap actuator.
[Defect Debouncing]
Fault healing each 1.00s. Failure healed, if the power stage does not report an Over tem-
perature error.
• Power stage is shut-off (Exhaust Flap in open position).
System reaction • Further reactions according FID (see FID’s)
Failure cause
lem
Failure repair • Check load and output, check wiring, replace ECU
sary.
fault code.
Go to Step2
13E-203
TROUBLESHOOTING
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
X39.
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
13E-204
13E
1076-3: Pressure control valve: Voltage above normal or shorted to high source
[Test Condition]
• Monitoring only when the power stage is active
• Battery voltage > 9.50V (switch off < 9.00V)
[Fault Detection]
Generation condition • Hardware reports a Short Circuit to Battery error on power stage for Pres-
sure Control Valve Low Side
[Defect Debouncing]
• 3) FId / Reset Metering Unit adaption value
• 4) FId / AD Channel of Fuel rail pressure defect / Open loop control of fuel
pressure control valve
• 5) FId / Substitute reaction: In the event of an error, a regeneration is pre-
vented or a currently-running regeneration is interrupted.
• 6) FId / Fuel pressure control exclusively made by pressure control valve
(PCV) in current driving cycle
• 7) FId / Monitoring of positive governor deviation of fuel rail pressure with
Control by Metering Unit disabled
System reaction • 8) FId / Monitoring of positive governor deviation of fuel rail pressure and
Fuel delivery Set point with Control by Metering Unit released
• 9) FId / Monitoring of negative governor deviation of fuel rail pressure at fuel
delivery with Control by Metering Unit disabled
• 10) FId / Monitoring of maximum rail pressure with Control by Metering Unit
disabled
• 11) FId / Closed loop control of fuel rail pressure by pressure control valve
PCV disabled (control exclusively with metering unit MeUn)
disabled
• 14) FId / Status of function identifier FId_PFltLmp
Failure cause • Short circuit of wiring to battery or inside Pressure Control Valve at Low Side
Failure repair • Check of wiring, replace Pressure Control Valve
Step1
No: Go to Step2
Step2
Go to Step3
13E-205
TROUBLESHOOTING
Step3
No: Go to Step5
Yes: Go to Step4
Step6
No: Go to Step5
Yes: Go to Step2
1076-4: Pressure control valve: Voltage below normal or shorted to low source
[Test Condition]
[Fault Detection]
• Hardware reports a Short Circuit to Ground error on power stage for Pres-
sure Control Valve Low Side
[Defect Debouncing]
• 1) FId / Energizing time for injectors forced to minimum (= no fuel injection =
engine stop)
• 2) FId / PreSupply Pump switched off
System reaction • 4) FId / Fuel pressure set to minimum (= engine stop)
Failure cause • Short circuit of wiring to ground or inside Pressure Control Valve at Low Side
Failure repair • Check of wiring, replace Pressure Control Valve
13E-206
13E
Step1
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Step6
No: Go to Step5
Yes: Go to Step2
1076-5: Pressure control valve: Current below normal or Open circuit

[Test Condition]
• Hardware reports “open load” (OL) error
[Defect Debouncing]
13E-207
TROUBLESHOOTING
• Power stage switched off, i.e. engine probably stops as no fuel pressure in
rail is possible (valve in opened position without current)
engine stop)
• 2) FId / Fuel quantity set to (= engine stop)
• 5) FId / Engine torque forced to (=engine stop)
Failure cause • Broken or disconnected wiring or defective pressure control valve
Failure repair • Check of wiring or replace relay or pressure control valve
Step1
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Step6
No: Go to Step5
Yes: Go to Step2
13E-208
13E
1076-12: Pressure control valve: Overtemperature
[Test Condition]
• Hardware reports “over temperature” (OT) error
[Defect Debouncing]
• Power stage switched off, i.e. engine probably stops as no fuel pressure in
rail is possible (valve in opened position without current)
engine stop)
Failure cause • Short circuit of wiring or internal failure of pressure control valve
Failure repair • Check of wiring and pressure control valve.
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-209
TROUBLESHOOTING
Step7
No: Go to Step6
Yes: Go to Step3
1076-16: Pressure control valve: Learning factorHIGH

[Test Condition]
• Adaptation was active, i.e.:
• engine running
• Fuel temperature between 4.96°C {40.93°F} and 69.96°C.
• Fuel pressure between 50MPa {7250psi, 510kgf/cm2} and 150MPa
{21750psi, 1530kgf/cm2}
• The ratio desired / measured fuel pressure < 0.02-
• The ratio desired / measured current to pressure control valve < 0.02-
• all the above conditions must be fulfilled for 5.00- “tasks” to guarantee stable
situation.
• if all conditions fulfilled the desired and measured fuel pressures are aver-
aged over 5.00- “tasks”
• the adaptation factor is calculated comparing the averaged desired and mea-
sured pressure, which is stored in the EEPROM and used for the current cal-
culation for pressure control valve.
[Fault Detection]
• The calculated adaptation factor > 1.30-
[Defect Debouncing]
• Immediate
Fault healing • The calculated adaptation factor < 1.30-
System reaction
• The actual pressure is higher for a certain current than according specifica-
tion. This can be caused by an additional current through the pressure con-
Failure cause
trol valve (partial short circuit in wiring) which is not measured in ECU.
• Fuel pressure control valve not OK.
• Check wiring and pressure control valve.
Failure repair • Replace pressure control valve and reset EEPROM learning datas resp. ex-
ecute first learning with tester.
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-210
13E
Step4
No: Go to Step6
Yes: Go to Step5
Step7
No: Go to Step6
Yes: Go to Step3
1076-18: Pressure control valve: Learning factorLOW

[Test Condition]
• Adaptation was active, i.e.:
• engine running
• Fuel temperature between 4.96°C {40.93°F} and 69.96°C.
• Fuel pressure between 50MPa {7250psi, 510kgf/cm2} and 150MPa
{21750psi, 1530kgf/cm2}
• The ratio desired / measured fuel pressure < 0.02-
• The ratio desired / measured current to pressure control valve < 0.02-
• all the above conditions must be fulfilled for 5.00- “tasks” to guarantee stable
situation.
• if all conditions fulfilled the desired and measured fuel pressures are aver-
aged over 5.00- “tasks”
• the adaptation factor is calculated comparing the averaged desired and mea-
sured pressure, which is stored in the EEPROM and used for the current cal-
culation for pressure control valve.
[Fault Detection]
• The calculated adaptation < 0.70-
[Defect Debouncing]
• Immediate
Fault healing • The calculated adaptation factor >0.70-
System reaction
• The actual pressure is lower for a certain current than according specifica-
tion. This can be caused by a “current loss” by the wiring (partial short circuit
Failure cause
in wiring) which does not go through the pressure control valve.
• Fuel pressure control valve not OK.
• Check wiring and pressure control valve.
Failure repair • Replace pressure control valve and reset EEPROM learning datas resp. ex-
ecute first learning with tester.
13E-211
TROUBLESHOOTING
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
13E-212
13E
1127-15: Boost pressure control: Too Low Boost pressure in closed loop control - Data Valid But Above Nor-
mal Operating Range - Least Severe Level
[Test Condition]
• Continuous monitoring if each of following conditions are fulfilled:
• The engine is in the working range 3 or 4 of the closed-loop boost-pressure
control, i.e. engine speed > 1250.00rpm and engine load > 26.00mg/hub
• The system is not in cold start condition, i.e. the engine is running longer
than starting temperature dependant time if engine speed is between
0.00rpm and 800.00rpm (no cold start condition recognised at engine speed
> 800.00rpm)
• The Clutch is not activated longer than 3.00s at engine load > 6.00mg/hub
• The engine brake is not activated
• The closed loop control is not switched off due to detected permanent con-
trol deviation, limited VGT actuator functionality (FID_PCRCmpActv or
FID_PCR)) or turbocharger hysteresis
• The closed loop control is not switched of by FID (FID_PCR_GovDev) due to
another failure
[Fault Detection]
• The actually measured boost pressure is lower than the desired pressure an
the difference is higher than an engine speed and load dependant max al-
lowed value.
[Defect Debouncing]
• No direct reaction at engine speed < 2750.00rpm OR engine load <
33.00mg/hub
• At engine speed > 2750.00rpm and engine load > 33.00mg/hub the system
switches to “open loop control”
• Generally reduced power possible due to too low Boost pressure (smoke
limitation active) or by FID (see FID’s)
da sensor signal)
• 15) FId / Monitoring of Boost pressure deviation disabled
DPF failure)
disabled
13E-213
TROUBLESHOOTING
• Mechanically blocked boost pressure actuator
• Electrical defect in actuator
• In case of VTG control by pressure or vacuum: No sub pressure at VTG ac-
tuator
• Foreign matter in the intake duct (deposits etc.).
• Leakage in air system (e.g. tube compressor - Intercooler or intercooler -
Failure cause
manifold)
• Boost pressure sensor measures wrong values
• EGR tube or EGR cooler clogged partially (reason: exhaust flap closes to
reach desired air flow)
• EGR valve does not open fully (reason: exhaust flap closes to reach desired
air flow)
• Check mechanical and electrical functionality of the actuator for VTG
• If present: Check system of sub pressure
• Ensure that the EGR actuators are functioning correctly
Failure repair
• Check intake duct to deposits and/or leakages
• Check Boost pressure sensor
• Check EGR system (tube clogged, correct EGr valve function)
sary.
Component ‘Y21 (Actuator in turbocharger)’ is faulty.
Component ‘Y21 (Actuator in turbocharger)’ is stuck.
Plugged Piping for Y21 (Actuator in turbocharger)
Negative pressure of Y21 (Actuator in turbocharger)
Damage of Intake system
Step1 Plugged Intake system
Plugged Piping for EGR
Plugged EGR cooler
Component ‘A14 (EGR valve)’ is stuck.
Inspect the suspected factors mentioned above sequentially to locate faulty
Go to Step2
sary.
fault code.
Go to Step3
Step3
er).
No: Go to Step5
Yes: Go to Step9
Step5
Go to Step6
13E-214
13E
Step6
No: Go to Step8
Yes: Go to Step7
Step9
No: Go to Step8
Yes: Go to Step5
1127-17: Too High Boost pressure in closed loop control.Data Valid But Above Normal Operational Range.
[Test Condition]
• Continuous monitoring if each of following conditions are fulfilled:
• The engine is in the working range 3 or 4 of the closed-loop boost-pressure
control, i.e. engine speed > 1250.00rpm and engine load > 26.00mg/hub
• The system is not in cold start condition, i.e. the engine is running longer
than starting temperature dependant time if engine speed is between
0.00rpm and 800.00rpm (no cold start condition recognised at engine speed
> 800.00rpm)
• The Clutch is not activated longer than 3.00s at engine load > 6.00mg/hub
• The engine brake is not activated
• The closed loop control is not switched off due to detected permanent con-
trol deviation, limited VGT actuator functionality (FID_PCRCmpActv or
FID_PCR)) or turbocharger hysteresis
• The closed loop control is not switched of by FID (FID_PCR_GovDev) due to
another failure
[Fault Detection]
• The actually measured boost pressure is higher than the desired pressure
an the difference is higher than an engine speed and load dependant max al-
lowed value.
[Defect Debouncing]
13E-215
TROUBLESHOOTING
• No direct reaction at engine speed < 2750.00rpm OR engine load <
33.00mg/hub
• At engine speed > 2750.00rpm and engine load > 33.00mg/hub the system
switches to “open loop control”
• Probably power reduction to protect VGT against overspeed (see FID)
da sensor signal)
active
• 14) FId / Monitoring of Boost pressure deviation disabled
DPF failure)
disabled
• Mechanically blocked boost pressure actuator
Failure cause • Electrical defect in actuator
• Boost pressure sensor measures too high values
• Check mechanical and electrical functionality of the actuator
Failure repair
• If there is not failure detected in VGT, check Boost pressure sensor
sary.
Component ‘Y21 (Actuator in turbocharger)’ is faulty.
Step1 Inspect the suspected factors mentioned above sequentially to locate faulty
Go to Step2
sary.
fault code.
Go to Step3
Step3
Go to Step4
13E-216
13E
er).
No: Go to Step5
Yes: Go to Step9
Step5
Step6
No: Go to Step8
Yes: Go to Step7
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step5
1136-2: SPI Error ECU temperature sensor (LM71).Data erratic, intermittent or incorrect
[Test Condition]
• Continuously
[Fault Detection]
• When error message sent from sensor is detected (TECU_numSPI, bit 0 or
1 NOT set).
[Defect Debouncing]
• When correct message sent from sensor is detected (TECU_numSPI, bit 0
Fault healing
AND bit 1 set).
13E-217
TROUBLESHOOTING
• Temperature is frozen at last valid value during failure debouncing and
ramps to 40.96°C {105.73°F} if failure is validated using slope 3.00K/s
(downwards) or 3.00K/s (upwards)
System reaction • 1) Fid / Classification and duration of intake air temperature for Trip recorder
inhibited
• 2) FId / The ECU temperature is set to and thermal management of ECU dis-
abled
• 3) FId / Freeze ECU temperature value if preliminary failure is detected
• 4) FId / Replace ECU temperature with default value if failure is validated
Failure cause • Temperature sensor defective (inside ECM)
Failure repair • Replace ECM
1136-16: Physical Signal ECU temperature is above maximum limit.Data Valid But Above Normal Operation-
al Range.
[Test Condition]
• Range check is not inhibited by another failure (FId_TECUPhysRng is not
set)
[Fault Detection]
• The sensed sensor signal TECU_tSens is above 129.96°C {265.93°F}
[Defect Debouncing]
Fault healing • The sensed sensor signal TECU_tSens is below 129.96°C {265.93°F}
• Temperature is frozen at last valid value on preliminary failure and ramps to
fixed replacement value 40.96°C {105.73°F} if failure is validated using slope
3.00K/s or 3.00K/s depending on whether the replacement value is above or
System reaction below the current value
abled
Failure cause • Inaccurate or defective temperature sensor, defect in the wiring
• Check wiring and the accuracy of the temperature sensor and replace it if
Failure repair
necessary
1136-18: Physical Signal ECU temperature is below minimum limit.Data valid but below normal operational
range
[Test Condition]
• Range check is not inhibited by another failure (FId_TECUPhysRng is not
set)
[Fault Detection]
• The sensed sensor signal TECU_tSens is below -40.04°C {-40.07°F}
[Defect Debouncing]
Fault healing • The sensed sensor signal TECU_tSens is above -40.04°C {-40.07°F}
13E-218
13E
• Temperature is frozen at last valid value on preliminary failure and ramps to
fixed replacement value 40.96°C {105.73°F} if failure is validated using slope
3.00K/s or 3.00K/s depending on whether the replacement value is above or
System reaction below the current value
abled
Failure repair
necessary
1172-2: Component ‘Intake air temperature sensor 1’ has a plausibility error.

[Test Condition]
ed:
[Fault Detection]
Generation condition • The value of temperature sensor at ECM start configured here is compared
with to all other temperature values used for the plausibility check using a
map with limit differences depending on engine Off time
(Air_tDiffPlausMax_MAP).
• If it is identified as deviating from normal value the fault is set.
[Defect Debouncing]
Fault healing
Failure cause • The temperature sensor is drifted
Failure repair • Check temperature sensor

[Test Condition]
ed:
[Fault Detection]
[Defect Debouncing]
13E-219
TROUBLESHOOTING
Fault healing
System reaction • 1) FId / Inhibit Charged Air Cooler monitoring

[Test Condition]
ed:
[Fault Detection]
[Defect Debouncing]
Fault healing
13E-220
13E
1175-2: Signal Range Check (SRC) for ‘Charge air temperature downstream of charge air cooler’ reports Im-
plausible data.
[Test Condition]
ed:
[Fault Detection]
[Defect Debouncing]
Fault healing
System reaction • 2) FId / Inhibit plausibility check of EGR Cooler Temperature Downstream
1213-2: Information from Instrument Cluster reports MIL internal circuit failure.
[Test Condition]
• Continuously
[Fault Detection]
• If the MIL lamp is switched on due to internal circuit failure in the instrument
panel which is sent via CAN from the instrument cluster ECU
(Com_stSPNDM1IC_mp = 1)
[Defect Debouncing]
Fault healing • MIL lamp intact (Com_stSPNDM1IC_mp = 0)
• Com_stICMILReq is set to applicable replacement value
System reaction
• 0.00-
Failure cause • Defective Instrument Cluster
Failure repair • Check Instrument Cluster
13E-221
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step1
*8: Auto leveling
*9: Manual leveling
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
Yes: Go to step8
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
13E-222
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
1254-31: Information: Torque limitation by too high NOx emissions.

[Test Condition]
• Continuous monitoring
[Fault Detection]
• The OBD performance limitation is activated, if there is a failure active, which
Generation condition causes high NOx emissions for a certain time (24855.13d, 0.00s, 0.00s or
24855.13d depending on the failure). The performance limiter is activated
immediately within 5.00min or 5.00min (depending on limitation).
[Defect Debouncing]
• If the failure which caused the high NOx disappears, the performance limiter
Fault healing
is released within 5.00s or 5.00s (depending on limitation) immediately.
System reaction • Reduced power due OBD performance limiter 1 or 2 active
• Active power reduction due to the OBD performance limiter because of too
Failure cause
high NOx emissions
• Check which failure activated the performance limitation
(FID_CoVehPrfmLim%%OBD with %%=11,12,21 or 22) and perform trou-
bleshooting on the basis of this defect.
Failure repair
• Note: The OBD performance limiter can be disabled with service tester at
maximum 3.00- times for 60.00min each time, to give the possibility to drive
also a fully loaded vehicle to the next repair station.
13E-223
TROUBLESHOOTING
1321-3: The starter relay has a short circuit to positive.
[Test Condition]
[Fault Detection]
• Hardware reports a Short Circuit to Battery error on LS power stage for the
[Defect Debouncing]
Fault healing
power stage does not report a Short Circuit to Battery error. Else no healing
possible at this driving cycle.
System reaction • 1) FId / Physical errors that could be detected when the Starter is in the Run-
ning state
Failure cause • Short circuit of wiring to external source or defective LS starter relay
sary.
Go to Step2
Step2
Inspection procedure Check the circuit across A4.X2.94/69 and K21.5/1 for open or short circuit.
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-224
13E
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
connector).
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
1321-4: The starter relay has a short circuit to ground.

[Test Condition]
[Fault Detection]
• Hardware reports a Short Circuit to Ground error on LS power stage for the
[Defect Debouncing]
• Hardware does not report a Short Circuit to Ground error on LS power stage
Fault healing
13E-225
TROUBLESHOOTING
Stopped state
active
Failure cause • Short circuit of wiring to ground or defective LS starter relay
sary.
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
connector).
No: Go to Step6
Yes: Go to Step3
13E-226
13E
No: Go to Step6
Yes: Go to Step3
1321-12: The starter relay has an over temperature error.

[Test Condition]
[Fault Detection]
• Hardware reports an excess temperature (OT) error on the LS power stage
for starter relay actuator.
[Defect Debouncing]
Fault healing
cle.
System reaction • 1) FId / Physical errors that could be detected when the Starter is in the Run-
ning state
Failure cause
lem
Failure repair • Check battery voltage, wiring, power stage and LS starter relay
sary.
Go to Step2
Step2
Inspection procedure Check the circuit across A4.X2.94/69 and K21.5/1 for open or short circuit.
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-227
TROUBLESHOOTING
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
connector).
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
1322-12: Combustion misfiring has been detected.

[Test Condition]
• By Data set MisfDet_stMonCondPatMsk: Monitoring not inhibited by
FId_MisfDet due to another failure, Engine speed between 500.00rpm and
1100.00rpm, Fuel Quantity between 2.00mg/hub and 40.00mg/hub, Engine
temperature > 19.96°C {67.93°F}, vehicle speed < 3km/h {1.9mph}, Engine
running, Engine in running since start > 5.00s, Wheel slip < 1.00-, Wheel slip
constant since 1000.00ms and Failure memory erased by Scan tool
[Fault Detection]
• A Cylinder is misfiring, when within a test frame of 25.00- blocks each com-
posed of 12.00- evaluated engine rotations-i.e. totally 300 engine revolutions
-, at least 120.00- misfires are detected. If more than 1 cylinder has misfiring,
this failure path is set.
[Defect Debouncing]
• > 120.00- misfires
Fault healing • No defect detection
13E-228
13E
• Irregular engine running
• If less than 1.00- cylinders show misfiring: Failure paths of the defective cyl-
inders also stored.
Failure cause • Severe loss of compression or fuel injection failure
• If Failure Path for Misfiring of single cylinders are also stored: check the ded-
icated cylinders.
Failure repair • If no Failure path of Misfiring of single cylidner is stored (this means more
than 1.00- show misfiring): check all cylinders for correct injection and or
compression.
sary.
Check for possible misfire when the engine is in idle state.
Step1
Check for damaged cylinder.
Go to Step2
sary.
fault code.
Go to Step3
No: Go to Step4
Yes: Go to Step8
Step4
learns.
Go to Step5
13E-229
TROUBLESHOOTING
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step6
Step8
No: Go to Step6
Yes: Go to Step4
1323-12: Combustion misfiring of cylinder 1 has been detected.

[Test Condition]
[Fault Detection]
• Cylinder 1 is misfiring, when within a test frame of 25.00- blocks each com-
posed of 12.00- evaluated engine rotations -i.e. totally 300 engine revolu-
tions -, at least 120.00- misfires are detected of cylinder 1.
[Defect Debouncing]
• 120.00- misfires
Fault healing • A test frame with no defect detection for cylinder 1 is concluded.
• Irregular engine running or idle
System reaction • 2) FId / Inhibit DPF efficiency monitor
• Check the sealing of the combustion chamber (piston ring, cylinder head.),
Failure repair
look for injection failures of cylinder 1
sary.
Step1
sary.
fault code.
Go to Step3
13E-230
13E
learns.
Go to Step4
No: Go to Step5
Yes: Go to Step6
sary.
Step6
Go to Step7
Go to Step5

[Test Condition]
[Fault Detection]
[Defect Debouncing]
Failure repair
sary.
Go to Step2
13E-231
TROUBLESHOOTING
sary.
fault code.
Go to Step3
learns.
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
sary.
Step6
Go to Step7
Go to Step5

[Test Condition]
[Fault Detection]
[Defect Debouncing]
Failure repair
13E-232
13E
sary.
Step1
Go to Step2
sary.
fault code.
Go to Step3
Inspection procedure learns.
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
sary.
Step6
Go to Step7
Go to Step5

[Test Condition]
[Fault Detection]
[Defect Debouncing]
13E-233
TROUBLESHOOTING
Failure repair
sary.
Step1
Go to Step2
sary.
fault code.
Go to Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
sary.
Step6
Go to Step7
Go to Step5
13E-234
13E
1442-3: Component ‘Fuel metering unit’ has a short circuit to positive.
[Test Condition]
yet and while the engine isn’t cranking
• Monitoring only when the power stage is active
• Hardware reports a Short Circuit to Battery error on power stage for Metering
Unit at Low Side
[Defect Debouncing]
Fault healing each 200.00ms Hardware does not reports a Short Circuit to Battery error on
power stage for Metering Unit Low Side
• 2) FId / I Part of current governor of Metering Unit (MeUn) of Common Rail
frozen
• 3) FId / Check if continuous SCB or SCG or intermittent contact of Metering
Unit (MeUn) of Common Rail active
• 4) FId / Rotation function of Metering Unit (MeUn) of Common Rail in After-
run disabled
System reaction • 7) FId / Substitute reaction: In the event of an error, a regeneration is pre-
vented or a currently-running regeneration is interrupted.
• 10) FId / Closed loop control of Fuel Rail pressure by metering unit MeUn
disabled (control exclusively by pressure control valve)
• 11) FId / Fuel flow at maximum delivery volume because of Metering Unit
failure
• 12) FId / Monitoring of positive deviation of fuel rail pressure (too low pres-
sure) disabled
Failure cause • Short circuit of wiring to battery or inside Metering Unit at Low Side
Failure repair • Check of wiring, replace Metering Unit
Remove the connector of Y10 (Pressure regulating valve in rail).
Step1
Yes: Go to Step6
Replace component “Y10 (Pressure regulating valve in rail)”.
Step2
Go to Step3
13E-235
TROUBLESHOOTING
Step3
No: Go to Step5
Yes: Go to Step4
Step6
No: Go to Step5
Yes: Go to Step2
1442-4: Component ‘Fuel metering unit’ has a short circuit to ground.

[Test Condition]
[Fault Detection]
• Hardware reports a Short Circuit to Ground error on power stage for Meter-
ing Unit Low Side
[Defect Debouncing]
frozen
run disabled
System reaction vented or a currently-running regeneration is interrupted.
• 10) FId / Closed loop control of Fuel Rail pressure by metering unit MeUn
disabled (control exclusively by pressure control valve)
• 11) FId / Fuel flow at maximum delivery volume because of Metering Unit
failure
sure) disabled
Failure cause • Short circuit of wiring to ground or inside Metering Unit at Low Side
Failure repair • Check of wiring, replace Metering Unit
13E-236
13E
Step1
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Step6
No: Go to Step5
Yes: Go to Step2
1442-5: Fuel metering unit Current below normal or Open circuit

[Test Condition]
[Defect Debouncing]
Fault healing • Failure healed, if the power stage does not report an OL error.
13E-237
TROUBLESHOOTING
• Power stage switched off, i.e.Full quantity is delivered to common rail, which
can lead to an overshoot of fuel pressure (which can lead to open the me-
chanical pressure limiting valve, if present), or -in case of SCB on the MeUN
- engine stops (no fuel delivery)
frozen
run disabled
• 5) FId / Closed loop control of Fuel Rail pressure by metering unit MeUn dis-
System reaction abled (control exclusively by pressure control valve)
• 6) FId / Fuel flow at maximum delivery volume because of Metering Unit fail-
ure
sure) disabled
• 8) FId / Monitoring of positive deviation (too low pressure) combined with set
value of pressure control valve enabled
disabled
Failure cause • Broken or disconnected wiring, defective metering unit
Failure repair • Check of wiring or metering unit
Step1
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
13E-238
13E
No: Go to Step5
Yes: Go to Step2
1442-12: Component ‘Fuel metering unit’ signals overtemperature.

[Test Condition]
• Hardware reports “overtemperature” (OT) error
[Defect Debouncing]
Fault healing
• Power stage switched off, i.e.Full quantity is delivered to common rail, which
can lead to an overshoot of fuel pressure (which can lead to open the me-
chanical pressure limiting valve, if present)
frozen
run disabled
System reaction • 4) FId / Closed loop control of Fuel Rail pressure by metering unit MeUn dis-
abled (control exclusively by pressure control valve)
sure) disabled
Failure cause
lem
Failure repair • Check of wiring or metering unit
Step1
Go to Step2
Step2
Check the circuit across Y10 and A4.X1.60/60 for open or short circuit.
No: Go to Step3
Yes: Go to Step7
13E-239
TROUBLESHOOTING
Step3
Go to Step4
Step4
No: Go to Step6
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
1485-7: Defect Fault Check for ECU Main relay.Mechanical system not responding or out of adjustment
[Test Condition]
• Once per driving cycle after the After-run.
[Fault Detection]
• Supply voltage not sinking 500.00ms after “shut off request” by ECU.
[Defect Debouncing]
• Immediate
• Proper opening of main relay in the coming driving cycles(without any abnor-
Fault healing
mal delay after the request from System Control module).
• The ECU is not disconnected from the battery voltage (except the vehicle is
System reaction equipped with a “main electrical switch”), therefore an empty battery after a
long stand still period is possible.
Failure cause • Main relay has a short circuit or is mechanically stuck in closed position
Failure repair • Check wiring or replace main relay
Step1
Go to Step2
Step2
Open or short circuit in the harness across A4.X2.94/82 and A20.X9.14/4
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-240
13E
Step4
No: Go to Step6
Yes: Go to Step5
Step7
No: Go to Step6
Yes: Go to Step3
1485-31: ECU Main relay has an Early Opening failure.

[Test Condition]
• Once at ECU initialisation.
[Fault Detection]
• If the bit in the EEPROM is detected as “set” directly after system start.
[Defect Debouncing]
• After 3.0 consecutive starts
• The bit is reset to 0 at the end of next afterrun, if closing of Main relay cor-
Fault healing
rect, i.e. healing at next start, if bit = 0.
• New failures are not stored in the failure memory (and not visible to the
tester)
• Failure validation according driving cycles does not work (failure remains in
System reaction
“pending” state)
• Failure healing not working (failure remains in “validated” or “healed” state)
• Further reaction according FID (see FID’s)
• The Main Relay is switched off directly by Key 15 instead of the request of
ECU:
• in case vehicle equipped with “main electrical switch”: engine stopped by
“main switch” instead of Key 15 OR Main switch disconnected before after-
Failure cause
run finished.
• due to wrong wiring to the Main Relay (direct contact to the battery missing
or wiring ECU to Main relay)
• due to internal defect of ECU
• In case of vehicle equipped with “main electrical switch”: inform driver of cor-
rect engine shut off by Key 15.
• In case of vehicle equipped with electronic “main electrical switch”: check
Failure repair electronic of main switch for correct working (if opens after afterrun finished)
• Check wiring harness between main Relay and battery
• Check wiring harness between ECU and Main Relay
• Check ECU
Go to Step2
13E-241
TROUBLESHOOTING
Step2
Open or short circuit in the harness across A4.X2.94/82 and A20.X9.14/4
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
1623-19: Cardan speed: Received network data is in error

[Test Condition]
2.00s after this threshold has been exceeded and if the ECU is not in after-
run
• Continuously
• Value of Com_nSpd is equal to VEHV_V_CANERR (0x7FFF) or
Com_nTCO1CdrSPre is equal VEHV_V_CANERR (0x7FFF) or
(Com_nCdrs is equal to 0RPM and Com_vVeh is less than 10km/h
{6.2mph})
[Defect Debouncing]
Fault healing • Plausible cardan speed received
13E-242
13E
• None
is validated
active
due to a failure
System reaction (HLS) (no special control parameters in case of Underbraking used)
• 19) FId / Compression test inhibited
• 20) FId / Run up test which is used in diagnostic scheduler of DSM
is inhibited
(DPF) is inhibited
Failure cause • Sensor connected via CAN announces not valid signal
Perform a diagnosis on the A28 (DUONIC Control unit) side system.
13E-243
TROUBLESHOOTING
1624-19: Vehicle speed signal: Received network data is in error
[Test Condition]
run
• Continuously
• The CAN message for vehicle speed reports an error:
• Com_vVeh == 0x3FFF
• or the message for cardan shaft speed reports an error Com_nCdrS ==
0x3FFF
[Defect Debouncing]
• The CAN message for vehicle speed and cardan shaft speed reports a valid
Fault healing
value
• Replacement value veh.speed = 0km/h {0mph}
• Replacement value cardan shaft speed = 0.00rpm
detected
is validated
active
due to a failure
System reaction sibility, e.g. towed vehicle)
is inhibited
(DPF) is inhibited
Failure cause • Defective or incorrect functioning of vehicle speed measuring device
Failure repair • Check speed measuring device for proper functioning
13E-244
13E
1624-31: Vehicle speed source and HRWS replacement defect

[Test Condition]
run
• Signal source is CAN (1.00- = CONNECT_CAN(1))
[Fault Detection]
• (Com_vFrntLWhlSpd is equal to VEHV_V_CANERR (0x7FFF) and
Com_vFrntRWhlSpd is equal VEHV_V_CANERR (0x7FFF)) and
(Com_vRearLWhlSpd is equal VEHV_V_CANERR (0x7FFF) and
Com_vRearRWhlSpd is equal to VEHV_V_CANERR (0x7FFF)) or
DINH_stFId.FId_HRWSTO is inhibited
[Defect Debouncing]
Fault healing • Valid wheel speed signal received
detected
is validated
active
due to a failure
System reaction • 15) FId / Vehicle speed assumed by engine speed and load for calculation of
• 24) Fid / Fix Substitution value (FE) for actual fuel economy status to CAN
Message FlEco
is inhibited
(DPF) is inhibited
Failure cause • Wheel speed sensor defective
13E-245
TROUBLESHOOTING
Failure repair • Check wheel speed sensor
Inspection procedure Step1 Perform a diagnosis on the A1 (Antilock brake system Control unit) side sys-
tem.
1633-9: CAN Timeout Error during CAN-Transmit-Frame Cruise Control Parameters from ATM controller.
[Test Condition]
• Continuously
[Fault Detection]
• Timeout of CCVSTM message is detected
[Defect Debouncing]
• If the CCVSTM message is received correct, after the debouncing time the
Fault healing
DFC is healed
System reaction • Cruise control is inhibited
• Defective CAN controller of AMT, CAN cable disconnected or broken. Short
Failure cause
circuit in wiring.
• Check presence and correct connection of the AMT to the network, Check
Failure repair
correct functioning of the CAN controller. Check wiring.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step1
*8: Auto leveling
*9: Manual leveling
If one of diagnosis codes associated with A28 (DUONIC Control unit) is gener-
ated, make a system diagnosis according to the diagnosis code.
Go to step2
Inspection procedure *1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
13E-246
13E
No: Go to step4
Yes: Go to step7
Attach the connector of A28 (DUONIC Control unit).
No: Go to step5
Yes: Go to step6
tion and then replace the A28 (DUONIC Control unit).
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
1636-0: Signal Range Check (SRC) for ‘Air Flow Sensor’ reports HIGH.
[Test Condition]
exceeded
[Fault Detection]
• The sensor raw signal Air_uRawTAFS (voltage) is above 4.93V
[Defect Debouncing]
Fault healing • The sensor raw signal Air_uRawTAFS (voltage) is below or equal to 4.93V
13E-247
TROUBLESHOOTING
• 1) FId / Freeze last valid value if failure is preliminary set
System reaction • 2) FId / Inhibit physical range check on the sensed value of the intake air
temperature sensor.
• 3) FId / Set replacement value if failure is validated
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
13E-248
13E
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
1636-1: Signal Range Check (SRC) for ‘Air Flow Sensor’ reports LOW.
[Test Condition]
exceeded
[Fault Detection]
• The sensor raw signal Air_uRawTAFS (voltage) is below 295.40mV
[Defect Debouncing]
• The sensor raw signal Air_uRawTAFS (voltage) is above or equal to
Fault healing
295.40mV
System reaction • 2) FId / Inhibit physical range check on the sensed value of the intake air
temperature sensor.
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
13E-249
TROUBLESHOOTING
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
1636-16: Component ‘Charge air temperature sensor’ is thermally overloaded.

[Test Condition]
• Signal is tested if FId_TAFSPhysRng is not inhibited by another failure.
• Continuously.
[Fault Detection]
Generation condition • The sensed sensor signal Air_tSensTAFS is greater than 99.96°C
{211.93°F}
[Defect Debouncing]
Fault healing • The sensed sensor signal Air_tSensTAFS is below 99.96°C {211.93°F}
13E-250
13E
System reaction
Failure cause • Inaccurate or defective air temperature sensor, defect in the wiring
• Check wiring and the accuracy of the air temperature sensor and replace it if
Failure repair
necessary
sary.
fault code.
Go to Step2
sary.
Go to Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step6
13E-251
TROUBLESHOOTING
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step6
Yes: Go to Step4
No: Go to Step6
Yes: Go to Step4
1675-2: ECU Key 16Defective switch T50-

[Test Condition]
• Continuously
[Fault Detection]
• The debounced signal is high (T50_st == 1) for a period longer than de-
bounce time
[Defect Debouncing]
• The debounced signal is low (T50_st == 0) for a period longer than de-
Fault healing
bounce time
Failure cause • Too long cranking request, short circuit in ignition key module or in wiring
Failure repair • Check ignition key module and wiring
sary.
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
13E-252
13E
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
connector).
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
1761-2: The value of component ‘SCR Reagent tank level sensor’ is implausible.Data erratic, intermittent or
incorrect
[Test Condition]
exceeded
• Continuously if the DEF tank content is not frozen (UHC_stCTL==1)
[Fault Detection]
• The Level < 38.00%.
[Defect Debouncing]
Fault healing • The Level > 38.00%.
System reaction • 1) FId / Freeze DEF tank level if preliminary failure detected
• 2) FId / Set replacement value for DEF Tank Level if confirmed failure detect-
ed
13E-253
TROUBLESHOOTING
Failure cause • DEF Level Sensor defect
Failure repair • Check and Replace Sensor
sary.
Go to Step2
Remove the connector of A19 (DEF fill level sensor).
Step2
No: Go to Step3
Yes: Go to Step9
Step3 Replace component “A19 (DEF fill level sensor)”.
Go to Step4
Step4
No: Go to Step8
Yes: Go to Step5
Replace component “A40 (DEF tank)”.
Step5
Perform the learned value resetting procedure of A40 (DEF tank) which A4
Go to Step6
Step6
No: Go to Step8
Yes: Go to Step7
Go to Step8
Repair or replace the harness across A20.X10.14/2 and X19.16/8.
Step9
No: Go to Step10
Yes: Go to Step11
13E-254
13E
Repair or replace the harness across A19 (Def fill level sensor) and X19 (Inter-
mediate connector).
No: Go to Step8
Yes: Go to Step3
Repair or replace the harness across A20 (SAM) and X19 (Intermediate con-
nector).
No: Go to Step8
Yes: Go to Step3
1761-12: Defect Fault Check for SCR Reagent tank level sensor.Bad intelligent device or component
[Test Condition]
exceeded
• Continuously if the tank content is not frozen (UHC_stCTL==1)
[Fault Detection]
• The Level between 38.00% and 48.00%.
[Defect Debouncing]
System reaction • 1) FId / Freeze DEF tank level if preliminary failure detected
• 2) FId / Set replacement value for DEF Tank Level if confirmed failure detect-
ed
Failure cause • Sensor Defect
Failure repair • Check Sensor and replace it if not OK
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step9
Go to Step4
13E-255
TROUBLESHOOTING
Step4
No: Go to Step8
Yes: Go to Step5
Step5
Go to Step6
Step6
No: Go to Step8
Yes: Go to Step7
Go to Step8
Step9
No: Go to Step10
Yes: Go to Step11
Repair or replace the harness across A19 (DEF fill level sensor) and X19 (Inter-
mediate connector).
No: Go to Step8
Yes: Go to Step3
nector).
No: Go to Step8
Yes: Go to Step3
13E-256
13E
1761-31: SCR Reagent Tank level sensor has a monitoring error.
[Test Condition]
exceeded
• continuously, it DEF tank not frozen.
[Fault Detection]
• No Signal change between “all sensor wet” and “all sensors dry” within
100.00s.
• OR
• Raw PWM Signal not between 15.00% and 85.00%.
[Defect Debouncing]
• Signal change between “all sensor wet” and “all sensors dry” within 100.00s.
Fault healing • AND
• Raw PWM Signal between 15.00% and 85.00%.
• 1) FId / Freeze DEF tank level if preliminary failure detected
System reaction • 2) FId / Set replacement value for DEF Tank Level if confirmed failure detect-
ed
• 3) FId / Status of function Identifier FID_UTnkLvlPlausErr
• Sensor Supply defect
Failure cause • Wiring harness defect
• Sensor defect
Failure repair
• Check Sensor
sary.
Go to Step2
Step2
Yes: Go to Step9
Go to Step4
Step4
No: Go to Step8
Yes: Go to Step5
13E-257
TROUBLESHOOTING
Step5
Go to Step6
Step6
No: Go to Step8
Yes: Go to Step7
Go to Step8
Inspection procedure Repair or replace the harness across A20.X10.14/2 and X19.16/8.
Step9
No: Go to Step10
Yes: Go to Step11
Repair or replace the harness across A19 (DEF fill level sensor) and X19 (Inter-
mediate connector).
No: Go to Step8
Yes: Go to Step3
nector).
No: Go to Step8
Yes: Go to Step3
2623-3: Accelerator pedalAPP2: Voltage above normal or shorted to high source

[Test Condition]
• Continuously.
[Fault Detection]
• If the signal exceeds the applicable threshold 3.70V, a signal range violation
Generation condition is detected.
[Defect Debouncing]
13E-258
13E
• If the signal is below the applicable threshold 3.70V, the signal range viola-
Fault healing
tion is reset after the healing debouncing.
• 1) FId / SRC high on APP2 detected --> APP2 Signal not useable
active
Failure cause • Short circuit of wiring to external source or inside accelerator pedal
Failure repair • Check wiring and accelerator pedal
sary.
fault code.
Go to Step2
sary.
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
13E-259
TROUBLESHOOTING
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step7
Yes: Go to Step4
No: Go to Step7
Yes: Go to Step4
2623-4: Accelerator pedalAPP2: Voltage below normal or shorted to low source

[Test Condition]
• Continuously.
[Fault Detection]
• If the signal is below the applicable threshold 270.00mV, a signal range vio-
Generation condition lation is detected.
[Defect Debouncing]
• If the signal exceeds the applicable threshold 270.00mV, the signal range vi-
Fault healing
olation is reset after the healing debouncing.
active
Failure cause • Short circuit to ground in wiring or in accelerator pedal
sary.
fault code.
Go to Step2
13E-260
13E
sary.
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step7
Yes: Go to Step4
13E-261
TROUBLESHOOTING
No: Go to Step7
Yes: Go to Step4
2630-2: The efficiency of the charge air cooler is not sufficient.

[Test Condition]
• fnrFunctionMaskDescription(31.00-; Monitoring of the charge-air cooler is
only carried out if; vehicle speed > 40km/h {24.86mph}; air mass flow is with-
in the thresholds CAClg_dmThresHi_mp and 75.00Kg/h; engine temperature
> 47.96°C {118.33°F}; pressure ratio at the compressor CAClg_rPres_mp >
1.25-; Exhaust flap ExhFlpLp_rActr is within the thresholds 110.00%
• and 90.00%; control value of the cooler bypass valve CABVlv_r is within the
Generation condition thresholds 399.99% and 0.00%; release time of monitoring < 3.67min)
[Fault Detection]
• The calculated cooler efficiency CAClg_etaFlt_mp is below the threshold val-
ue CAClg_etaThres_mp based on fix value 0.50- plus a temperature depen-
dent correction from curve 0.00- at 18.96°C {66.13°F}
[Defect Debouncing]
• Monitoring release time > 3.67min
• The calculated cooler efficiency CAClg_etaFlt_mp is above the threshold
Fault healing value CAClg_etaThres_mp based on fix value 0.50- plus a temperature de-
pendent correction from curve 0.00- at 18.96°C {66.13°F}
Failure cause • Charge air-cooler defective
Failure repair • Check charge-air cooler
2791-0: Signal Range Check (SRC) for ‘Sensor voltage EGR valve position’ reports HIGH.
[Test Condition]
exceeded
• Monitoring not inhibited by FId_EGRVlvSSpMon set by another failure.
• Continuously.
[Fault Detection]
• The sensor raw signal EGRVlv_uRaw (voltage) is above 4.80V
[Defect Debouncing]
Fault healing • The sensor raw signal EGRVlv_uRaw (voltage) is less than or equal to 4.80V
13E-262
13E
• EGR valve position is frozen at last valid value on preliminary failure and
ramps, using slope 1000.00%/s or 1000.00%/s depending whether the mea-
sured value is above or below replacement value, to a default value of
0.00% if failure is validated.
• 3) FId / Afterrun Functions suppressed (partially monitoring and learning in
afterrun)
• 5) FId / Last valid value for EGR Valve position is frozen
• 6) FId / EGR valve closed loop governor and monitoring shut off
• 7) FId / EGR Valve offset learning inhibited
System reaction hibited (no correction of detected deviation between injected fuel and Lamb-
da sensor signal)
DPF failure)
disabled
active
• Short circuit of wiring to external source or defective EGR valve position sen-
Failure cause
sor
Failure repair • Check of wiring or replace EGR valve position sensor
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
13E-263
TROUBLESHOOTING
Step4
Go to Step5
Step5
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
2791-1: Signal Range Check (SRC) for ‘Sensor voltage EGR valve position’ reports LOW.
[Test Condition]
exceeded
• Monitoring not inhibited by FId_EGRVlvSSpMon set by another failure.
• Continuously.
[Fault Detection]
• The sensor raw signal EGRVlv_uRaw (voltage) is below 200.00mV
[Defect Debouncing]
• The sensor raw signal EGRVlv_uRaw (voltage) is above or equal to
Fault healing
200.00mV
13E-264
13E
• EGR valve position is frozen at last valid value on preliminary failure and
ramps, using slope 1000.00%/s or 1000.00%/s depending whether the mea-
sured value is above or below replacement value, to a default value of
0.00% if failure is validated.
afterrun)
System reaction • 8) FId / Fixed replacement value for EGR Valve position is used if failure val-
idated
DPF failure)
disabled
active
Failure cause • Short circuit of wiring to ground or defective EGR valve position sensor
Failure repair • Check of wiring or replace EGR valve position sensor
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
Inspection procedure Check the circuit across A4.X1.60/50 and Y8.X7.5/2 for open or short circuit.
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
13E-265
TROUBLESHOOTING
Step5
No: Go to Step7
Yes: Go to Step6
Step8
No: Go to Step7
Yes: Go to Step4
2791-3: EGR Valve has a Short circuit to battery on Out1 of H-bridge.

[Test Condition]
exceeded
• Open Load diagnosis not active
[Fault Detection]
• Short Circuit to Battery at Out1 of TLE7209/CJ230 error
[Defect Debouncing]
• To give the possibility for healing, the power stage is enabled each 150.00ms
Fault healing during defect recognition and 300.00ms after definitive failure recognition.
• Healing if Hardware does not report “short circuit to battery” (SCB) failure.
• Power stage is switched off by disabling the TLE7209/CJ230 chip and the
PWM output set to -10.00%.
afterrun)
• 10) Fid / Boost pressure pre control correction depending on EGR disabled
DPF failure)
disabled
active
13E-266
13E
Failure cause • Short circuit of wiring to external source
Failure repair • Check of wiring
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
Are current fault codes present
No: Go to Step7
Yes: Go to Step4
13E-267
TROUBLESHOOTING
2791-4: EGR Valve has a short circuit to ground on Out1 of H-bridge.
[Test Condition]
exceeded
[Fault Detection]
• Short Circuit to Ground at Out1 of TLE7209/CJ230 error
[Defect Debouncing]
• Healing if Hardware does not report “short circuit to battery” (SCG) failure.
afterrun)
DPF failure)
disabled
active
Failure cause • Short circuit of wiring to ground
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
13E-268
13E
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
2791-5: EGR Valve has a Open Load of H-bridge.Current below normal or Open circuit
[Test Condition]
exceeded
• Monitoring is carried out only once a driving cycle, in following conditions:
• During After-run
• During normal operation: only if Jammed valve error (EGRVlvJamVlv) active.
Generation condition • Testing is carried out for 610.00ms (system start or during engine running) or
1000.00ms (in after-run). During Testing the power stage is switched off
[Fault Detection]
• Hardware reports an “open load” (OL) error
[Defect Debouncing]
• Test is repeated until Hardware does no more report an “open load” error. In
Fault healing
afterrun the test time is limited to 1000.00ms.
13E-269
TROUBLESHOOTING
• Power stage is switched off by disabling the TLE7209/CJ230 chip --> EGR
Valve actuation “off”
afterrun)
da sensor signal)
DPF failure)
disabled
active
• Electrical problem of the EGR valve actuator: broken wiring harness, no con-
Failure cause
tact of connector, internal broken line in actuator
• Check wiring harness on open circuit
Failure repair
• Check EGR valve actuator on open circuit
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
13E-270
13E
Step4
Go to Step5
Step5
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
2791-7: EGR Valve is jammed in closed state.Mechanical system not responding or out of adjustment
[Test Condition]
• After a governor deviation is detected
[Fault Detection]
• Jammed valve in closed state is detected if:
Generation condition • If permanent control deviation exist for a time greater than 300.00ms
• Valve release attempts have failed (5.00- trials)
• EGR actuator position is > 15.00%
[Defect Debouncing]
• 300.00ms after last release trial
• Healing not possible in same driving cycle, when fault condition don’t sub-
Fault healing
sists (governor deviation healed or release succeeds)
• Timer for repeated release function becomes active and the governor is
shutoff.
afterrun)
failure)
disabled
active
13E-271
TROUBLESHOOTING
• EGR valve can not be opened as desired within expected time
• EGR valve blocked mechanically
Failure cause
• EGR valve sticks
Failure repair • Check Functionality of EGR valve and the corresponding position
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
13E-272
13E
2791-12: EGR Valve has Over temperature of H-bridge.Bad intelligent device or component
[Test Condition]
• If open load monitoring not active.
• If the plausible test for short circuit overload not active.
• Over Temperature of TLE7209/CJ230 error
[Defect Debouncing]
• Healing if Hardware does not report “Over temperature” failure.
PWM output set to 0%.
afterrun)
DPF failure)
disabled
active
Failure cause
lem
• No reaction needed if failure isn’t present again after short time, check load
Failure repair
and output, check wiring, replace ECU
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
13E-273
TROUBLESHOOTING
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
2791-16: Signal Range Check (SRC) for ‘EGR valve position’ reports HIGH.
[Test Condition]
exceeded
• Every time the actuator is at fully open or fully closed position.
• If in open position 4.60V < sensed position voltage < 4.80V or in closed posi-
tion 1000.00mV < sensed position voltage < 4.80V
[Defect Debouncing]
Fault healing • Position in range
13E-274
13E
afterrun)
da sensor signal)
failure)
disabled
active
• EGR valve position sensor gives higher values than maximum due to electri-
Failure cause
cal problems (“short circuit”) or position sensor mismatch
Failure repair • Check EGR valve position sensor electrically
• Check correct position in closed (0%) and fully opened (100%) position
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
Inspection procedure Check the circuit across A4.X1.60/50 and Y8.X7.5/2 for open or short circuit.
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
13E-275
TROUBLESHOOTING
Step5
No: Go to Step7
Yes: Go to Step6
Step8
No: Go to Step7
Yes: Go to Step4
2791-18: Signal Range Check (SRC) for ‘EGR valve position’ reports LOW.
[Test Condition]
exceeded
• Every time the actuator is at fully open or fully closed position.
• If in open position 4.00V > sensed position voltage > 200.00mV or in closed
position 400.00mV > sensed position voltage Y 200.00mV
[Defect Debouncing]
Fault healing • Position in range
afterrun)
da sensor signal)
failure)
disabled
active
• EGR valve position sensor gives lower values than minimum due to electri-
Failure cause
cal problems (“short circuit”) or position sensor mismatch
Failure repair • Check EGR valve position sensor electrically
• Check correct position in closed (0%) and fully opened (100%) position
13E-276
13E
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
2791-31: EGR Valve has a limited current.

[Test Condition]
• Continuously
[Fault Detection]
• If actuator current is set at its limit value, of 1.76 A for longer than debounce
time.
[Defect Debouncing]
13E-277
TROUBLESHOOTING
• If actuator current is below its limit value, of 1.76 A for longer than debounce
Fault healing
time.
• None excepted Fids
afterrun)
• EGR Valve actuation current is higher than allowed to reach the desired po-
Failure cause sition: possibly electrical problem inside EGR Valve actuator or wiring har-
ness (“short” circuit) or mechanical sticking of valve
• Check EGR valve electric circuit
Failure repair
• Check mechanical EGR valve functionality
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
13E-278
13E
No: Go to Step7
Yes: Go to Step4
2797-2: The DC/DC converter of Injector (Cylinder Bank 1) shuts off.

[Test Condition]
• Continuously.
[Fault Detection]
• Buffer capacitor of bank 0 cannot be charged
[Defect Debouncing]
• Immediate
Fault healing • None
• Shut-off of Bank 0
• See FIds list for further reaction
• Buffer capacitor cannot be charged, problem can be located in the capacitor
Failure cause
or the power stage itself.
• Check presence of other failures connected to injector supply (short circuit),
Failure repair
check capacitor, replace ECM if power stage is responsible.
sary.
Step1 If one of diagnosis codes associated with Fuel injector is generated, make a
system diagnosis according to the diagnosis code.
Go to Step2
2797-3: Component ‘charge switch of Injector (Cylinder Bank 0)’ has a short circuit.
[Test Condition]
• When system is switched on, after the buffer capacitor is loaded.
[Fault Detection]
• If the measured pattern for the evaluation of injector bank 0 is equal to ap-
plied behaviour bit pattern for short circuit error detection.
[Defect Debouncing]
13E-279
TROUBLESHOOTING
• 2) FId / Fuel pressure set to minimum (= engine stop)
da sensor signal)
of an injector
• 14) FId / Shut Off Injector Bank 1
Failure cause • Short circuit in wiring or injector connected to bank 0
Failure repair • Check the wiring and injectors connected to bank 0.
No: Go to Step2
Yes: Go to Step6
learns.
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
13E-280
13E
No: Go to Step5
Yes: Go to Step2
2797-6: The fuel injector (cylinder 0) has a short circuit.

[Test Condition]
• Continuously.
[Fault Detection]
[Defect Debouncing]
speed signal)
da sensor signal)
System reaction • 7) FId / Redundant Engine shut off path not tested due to error debouncing
of an injector
system failure
disabled
Failure repair • Check the wiring and injectors connected to bank 0.
No: Go to step2
Yes: Go to step6
13E-281
TROUBLESHOOTING
Step2
learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
Step6
No: Go to step4
Yes: Go to step2
2797-12: The DC/DC converter of Injector (Cylinder Bank 1) can not stop.
[Test Condition]
• Each time that an attempt is made to switch off a DC/DC converter.
[Fault Detection]
Generation condition • The bank DC/DC converter cannot be switched off.
[Defect Debouncing]
System reaction • 2) FId / Injector bank shut off
Failure cause • DC/DC converter cannot be shut off
Failure repair
sary.
Inspection procedure Step1 If one of diagnosis codes associated with Fuel injector is generated, make a
Go to Step2
13E-282
13E
2797-31: ECM internal failure of Injector actuation (chip error).

[Test Condition]
• Continuously.
[Fault Detection]
• If the measured pattern for the chip evaluation IVDia_stErrClctChp_mp con-
tents one of the following situation (in Dataset by IVDia_stDFCChp): max
Generation condition charging time exceeded, Differential current in piezo shunt exceeded, Cyl 1
not plausible, Cyl 2 not plausible, Cyl 3 not plausible, Cyl 4 not plausible and
Cyl 5 not plausible
[Defect Debouncing]
Fault healing • as soon as the error is detected.
Failure cause • Defective ECM
2798-2: The DC/DC converter of Injector (Cylinder Bank 2) shuts off.

[Test Condition]
• Continuously
[Fault Detection]
• Buffer capacitor of bank 1 cannot be charged
[Defect Debouncing]
• Immediate
13E-283
TROUBLESHOOTING
• Shut-off of Bank 1
• See FIds list for further reaction
• Buffer capacitor cannot be charged, problem can be located in the capacitor
Failure cause
or the power stage itself.
Failure repair
sary.
Go to Step2
2798-3: Component ‘charge switch of Injector (Cylinder Bank 1)’ has a short circuit.
[Test Condition]
• When system is switched on, after the buffer capacitor is loaded.
[Fault Detection]
[Defect Debouncing]
da sensor signal)
of an injector
• 14) FId / Shut Off Injector Bank 2
13E-284
13E
Failure repair • Check the wiring and injectors connected to bank 1
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Step6
No: Go to Step5
Yes: Go to Step2
2798-6: The fuel injector (cylinder 1) has a short circuit.

[Test Condition]
• Continuously.
[Fault Detection]
[Defect Debouncing]
13E-285
TROUBLESHOOTING
speed signal)
da sensor signal)
of an injector
system failure
disabled
Failure cause • Short circuit in wiring or injector connected to bank 1.
Failure repair • Check the wiring and injectors.
No: Go to Step2
Yes: Go to Step6
learns.
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
13E-286
13E
No: Go to Step5
Yes: Go to Step2
2798-12: The DC/DC converter of Injector (Cylinder Bank 2) can not stop.
[Test Condition]
• Each time that an attempt is made to switch off a DC/DC converter.
[Fault Detection]
Generation condition • The bank DC/DC converter cannot be switched off.
[Defect Debouncing]
System reaction • 2) FId / Injector bank 1 shut off
Failure cause • DC/DC converter cannot be shut off
Failure repair
sary.
Go to Step2
2900-2: CAN-receive-frame Electronic transmission control: Data erratic, intermittent or incorrect

[Test Condition]
• Continuously
[Fault Detection]
• Data length of the ETC7 is not equal to the specified data length in the CAN-
DLC.
[Defect Debouncing]
Fault healing • Correct message data length
• When there is an error in the reception of the frame, the value of Transmis-
System reaction sion engine crank enable is replaced by default value Com_stCrnkDsbl =
0.00-
Failure cause • Wrong CAN configuration in Transmission Controller ECU
13E-287
TROUBLESHOOTING
Failure repair • Check CAN configuration in Transmission Controller ECU
2900-9: CAN timeout fault: CAN-receive-frame Electronic transmission control Abnormal update rate
[Test Condition]
• Continuously
[Fault Detection]
• Fault is detected if a time out of ETC7 message occurs.
[Defect Debouncing]
Fault healing • When the frame is received, the time out error is cleared.
• The value of ‘Transmission engine crank enable’
System reaction
• Com_stCrnkDsbl is set to default value 0.00-
• Defective CAN controller of Gearbox Control Unit, under voltage of ETC,
Failure cause missing ETC, CAN cable connecting the ETC is disconnected or broken.
• Check presence and correct connection of the ETC to the network, check
Failure repair correct functioning of the ETC CAN controller and its voltage supply. Check
wiring.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step1
*8: Auto leveling
*9: Manual leveling
Go to step2
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
13E-288
13E
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-289
TROUBLESHOOTING
3031-0: Signal Range Check (SRC) for ‘DEF tank temperature’ reports HIGH.
[Test Condition]
exceeded
• Continuously if the ADC module does not report any error.
[Fault Detection]
• The Sensed raw voltage value SCR_uRawUTnkT is higher than 3.12V
[Defect Debouncing]
• DEF Tank temperature is frozen at last valid value on preliminary failure and
ramps to fixed replacement value 19.96°C {67.93°F} if failure is validated us-
ing slope 3300.00K/s or 3300.00K/s depending on whether the replacement
value is above or below the current value
System reaction • 1) FId / Freeze DEF tank temperature value if preliminary failure is detected
• 2) FId / Replace DEF tank temperature with default value if failure is validat-
ed
• 3) FId / Inhibit physical range check of DEF temperature
• 4) FId / Tank heating not released
• 5) FId / Inhibit Monitoring of Tank Heater Circuit
• 6) FId / Disable the sending of TESTING signal for heater Tank
sary.
Go to Step2
Remove the connector of B36 (DEF temperature sensor).
Step2
No: Go to Step3
Yes: Go to Step7
Inspection procedure Replace component “A40 (DEF tank)”.
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-290
13E
Step7
No: Go to Step8
Yes: Go to Step9
Repair or replace the harness across B36 (DEF temperature sensor) and X19
(Intermediate connector).
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
3031-1: Signal Range Check (SRC) for ‘DEF tank temperature’ reports LOW.
[Test Condition]
exceeded
[Fault Detection]
• The Sensed raw voltage value SCR_uRawUTnkT is below 165.00mV
[Defect Debouncing]
• DEF Tank temperature is frozen at last valid value on preliminary failure and
ramps to fixed replacement value 19.96°C {67.93°F} if failure is validated us-
ing slope 3300.00K/s or 3300.00K/s depending on whether the replacement
value is above or below the current value
System reaction • 1) FId / Freeze DEF tank temperature value if preliminary failure is detected
• 2) FId / Replace DEF tank temperature with default value if failure is validat-
ed
• 3) FId / Inhibit physical range check of DEF temperature
Failure cause • Short circuit of sensor to battery or defective sensor
13E-291
TROUBLESHOOTING
sary.
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
Repair or replace the harness across B36 (DEF temperature sensor) and X19.
Step8
No: Go to Step6
Yes: Go to Step3
X19.
No: Go to Step6
Yes: Go to Step3
13E-292
13E
3050-10: Pressure Oscillation too frequent Error.Abnormal Rate Of Change
[Test Condition]
• Continuously
[Fault Detection]
• After every system start a timer is started, if the duration between system
start and Pressure Oscillation detection is smaller than 60.00min an error will
be set.
[Defect Debouncing]
• This error will be healed if duration between system start and pressure oscil-
Fault healing
lation detection > 60.00min
• Open item, should be checked with Bosch, probably too rigid pipes or exces-
Failure cause
sive system vibrations
Failure repair • See fault cause (probable cause non conformity of pipes)
Remove the connector of B30 (DEF pressure sensor).
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Step6 Check the circuit across A4.X2.94/77 and X19.16/11 for open or short circuit.
No: Go to Step7
Yes: Go to Step8
13E-293
TROUBLESHOOTING
Repair or replace the harness across B30 (DEF pressure sensor) and X19.
Step7
No: Go to Step5
Yes: Go to Step2
X19.
No: Go to Step5
Yes: Go to Step2
3050-15: Pressurisation after starting SCR Reagent Feeding is not possible.

[Test Condition]
• During system start up (refilling - pressure build up)
• Refilling not inhibited by FID_ReFl due to another failure.
• Pressure build up not inhibited by FID_PresBuildUp due to another failure.
• System Ventilation not inhibited by FId_Vtln due to another failure.
• If the DEF pressure does not reach 350kPa {51psi, 3.6kgf/cm2} within 10.00s
after 1.00- “pressure build up” cycles.
[Defect Debouncing]
• Healing only possible at next system start, if the DEF pressure reaches
Fault healing
350kPa {51psi, 3.6kgf/cm2} within 1.00- “pressure build up” cycles.
• System goes into “stand-By” mode --> no pressurisation and no dosing pos-
sible.
• Possibly power reduction to protect dosing valve against overheating, as no
cooling by injection possible.
System reaction
• 1) Fid / Reagent dosing for SCR inhibited
failure)
• 3) FId / SCR Monitoring or DEF injection release not possible (according cal-
• DEF level too low (suction of air)
• Suction tube leaky
• Leakage in the DEF system outside or internal (i.e. back flow into tank, leak-
age into pump housing, external leakage).
Failure cause
• Dosing valve blocked open.
• Pump not delivering enough.
• Reverting valve blocked open.
• DEF pressure sensor shows too low values.
13E-294
13E
• Check, if enough DEF was in tank when failure occurred (ambient condi-
tions)
• Check if pump can reach enough pressure with tester: set system under nor-
mal pressure (500kPa {73psi, 5.1kgf/cm2}):
• check if there is an external leakage (visible check)
• if 500kPa {73psi, 5.1kgf/cm2} reachable: open dosing valve fully for ~3 sec, if
pressure drops < 420kPa {61psi, 4.3kgf/cm2} --> pump not delivering
enough or internal leakage --> check tubing for correct connection (suction
tube!), replace pump module. If pressure remains stable --> system seems
to be OK
• if 500kPa {73psi, 5.1kgf/cm2} not reachable: pump not delivering enough or
Failure repair
internal leakage or dosing valve blocked open or reverting valve blocked
open --> check tubing for correct connection (suction tube!), check dosing
valve, replace pump module
• Check dosing valve and reverting valve: Set pump speed to ~20% and actu-
ate reverse valve --> pressure must drop down (< 80kPa {12psi, 0.8kgf/cm2}
absolute) - if OK: open dosing valve --> pressure must rise to ~100kPa
{15psi, 1.0kgf/cm2} absolute (=ambient)
• If no depressurisation detected: reverting valve blocked closed or dosing
valve open.
• If there was a depressurisation before actuating the reverting valve --> re-
verting valve blocked closed.
sary.
If amount of DEF in DEF tank is not sufficient, add DEF.
If DEF is leaking from A18 (DEF delivery pump), repair or replace
Step1
If DEF is leaking from Y7 (DEF metering device), repair or replace
If DEF is leaking from DEF tube, repair or replace
Go to Step2
sary.
If one of diagnosis codes associated with A18 (DEF delivery pump) is generat-
ed, make a system diagnosis according to the diagnosis code.
If one of diagnosis codes associated with Y7 (DEF metering device) is generat-
Step2 ed, make a system diagnosis according to the diagnosis code.
If one of diagnosis codes associated with B30 (DEF pressure sensor) is gener-
If one of diagnosis codes associated with Y20 (DEF switchover valve) is gener-
Go to Step3
Inspection procedure Inspect or verify the following items. Repair or replace faulty items as neces-
sary.
Go to Step4
Remove Y7 (DEF metering device) from Exhaust pipe.
Step4 Perform control and make sure that appropriate DEF can be added.
No: Go to Step5
Yes: Go to Step9
Step5
Go to Step6
13E-295
TROUBLESHOOTING
Step6
No: Go to Step8
Yes: Go to Step7
Go to Step8
Remove DEF tube from A18 (DEF delivery pump).
Remove Y7 (DEF metering device) from DEF tube.
Step9
Check the Clogging or Breaks at DEF tube.
No: Go to Step10
Yes: Go to Step11
Inspection procedure Replace component “Y7 (DEF metering device)”.
Mount DEF tube on A18 (DEF delivery pump).
Mount DEF tube on Y7 (DEF metering device).
Mount Y7 (DEF metering device) on Exhaust pipe.
No: Go to Step8
Yes: Go to Step5
Replace component “DEF tube”.
No: Go to Step8
Yes: Go to Step5
3050-16: Signal Range Check (SRC) for ‘DEF Pressure’ reports HIGH (Second level).Data Valid But Above
[Test Condition]
• Continuously
[Fault Detection]
Generation condition • DEF pressure > 750kPa {110psi, 7.6kgf/cm2}
[Defect Debouncing]
13E-296
13E
• System goes into Stand-By state (= no dosing).
• As soon as failure healed (i.e. DEF pressure < 750kPa {110psi, 7.6kgf/cm2}
for 65535.00- times) the system tries to start up --> possibly “toggling behav-
iour as stand-by - pressure build up - normal operation - stand-by....”.
• 1) Fid / The DEF Dosing system goes into Error mode instead of Afterrun
• 3) DEF dosing inhibited --> Dosing system goes to error state
• 4) Fid / DEF dosing system does not enter in pressure control mode (i.e. will
not inject DEF)
System reaction • 5) Pressure control of reagent dosing system inhibited --> dosing system
goes into error state
• 6) Pressure reduction procedure 1 of reagent dosing system activated (pres-
sure reduction by open dosing valve and pump speed =)
• 7) FId / Release of the SCRMon function/no emergency shut-off with empty-
ing
failure)
• 10) FId / Inhibit reverting valve plausibility check
• Back flow into tank clogged
Failure cause
• Pump control not OK (e.g. pump is running on max due to electric failure).
• DEF pressure sensor shows too high values.
• Check if DEF level was OK when failure occurred (see ambient conditions).
• Check if back flow line into tank is open (with test: adjust system to normal
Failure repair pressure (500kPa {73psi, 5.1kgf/cm2}) and check, if pressure is constant, if
not, stop pump --> pressure must drop down (=system emptying through
back flow line)).
3050-18: Pressure release during SCR Reagent Feeding is not possible.

[Test Condition]
• System in the PRESSUREREDUCTION state (after a failure of DEF pres-
sure during system start up or normal operation OR at system stop by Key
15)
• Pressure reduction not inhibited by FID_PresRdc due to another failure.
• The DEF pressure does not drop down to 50kPa {7.3psi, 0.5kgf/cm2} within
5.50s.
[Defect Debouncing]
Fault healing • No healing in this driving cycle.
• System goes into “Stand-By” state --> no evacuation of dosing system (risk
of freezing¨)
• Possibly also failure “SCRPODPlausURevVlv” stored.
System reaction • 2) Fid / The DEF dosing System goes in Error mode after Emptying
not inject DEF)
• Reverse valve does not work (blocked closed).
Failure cause • Back flow tube into tank clogged.
• DEF pressure sensor stuck.
• Check if Back flow tube free.
• Check if Reverse valve works with tester: set DEF pressure to 500kPa
Failure repair {73psi, 5.1kgf/cm2} (dosing valve closed) - wait until pressure stable - actu-
ate reverse valve --> if pressure does not drop down --> reverse valve does
not work.
13E-297
TROUBLESHOOTING
3050-31: The measured Lambda value of NOx sensor devices from LSU sensor.
[Test Condition]
• NOx sensor is ready
• No DPF regeneration active
• FId_DStgyMonLambda not set by another failure
[Fault Detection]
• DStgy_rLambdaRecDevFlt_mp outside applicable DStgy_rO2AdapFlt_mp
dependent curves
• window (between -0.05- at 0.00- and 0.05- at 0.00-)
[Defect Debouncing]
Fault healing • Lambda deviation in limits
• 1) FId / Require NOx sensor plausibility test
System reaction • 2) FId / failure in a component for determination of NOx estimation
Failure cause • Lambda sensor or NOx sensor measurement deviating
• If no LSU failures present NOx sensor probably defective.
• If also NOx plausibility failure is present NOx sensor defective, replace NOx
Failure repair
sensor.
• If other LSU failure are presents, check LSU problems first.
sary.
Step1 If one of diagnosis codes associated with B29 (Oxygen sensor) is generated,
Go to Step2
sary.
Go to Step3
Remove the connector of B29 (Oxygen sensor).
Inspection procedure Check the circuit across B31.5/2 and Ground for open or short circuit.
No: Go to Step4
Yes: Go to Step8
Replace component “B29 (Oxygen sensor)”.
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
13E-298
13E
Go to Step7
No: Go to Step9
Yes: Go to Step10
Repair or replace the harness across B29 (Oxygen sensor) and X42 (Intermedi-
ate connector).
No: Go to Step7
Yes: Go to Step4
No: Go to Step7
Yes: Go to Step4
3051-0: Signal Range Check (SRC) for ‘DEF Pressure’ reports LOW.
[Test Condition]
• Dosing system in normal operation (“metering control”) and DEF pressure >
200kPa {29psi, 2.0kgf/cm2} since 7.00s.
• Monitoring not inhibited by FID_MetCtl due to another failure.
[Fault Detection]
• DEF pressure drops below 400kPa {58psi, 4.1kgf/cm2} (but not below
200kPa {29psi, 2.0kgf/cm2}) and does no more reach or exceed 420kPa
{61psi, 4.3kgf/cm2} during 10.00s.
[Defect Debouncing]
• Immediate
• DEF pressure > 420kPa {61psi, 4.3kgf/cm2} after the system was depres-
Fault healing
surised and restarted again.
• System goes into “pressure reduction” state and restarts with “pressure build
up”, i.e. no DEF injection.
System reaction • 1) Fid / Reagent dosing for SCR inhibited
• Leakage in the DEF system outside or internal (i.e. back flow into tank, leak-
age into pump housing, external leakage).
Failure cause • Pump not delivering enough.
• Reverting valve blocked “open” (occurrence during normal operation - low
probability)
• DEF pressure sensor shows too low values.
13E-299
TROUBLESHOOTING
• Check, if enough DEF was in tank when failure occurred (ambient condi-
tions)
• Check if pump can reach enough pressure with tester: set system under nor-
mal pressure (500kPa {73psi, 5.1kgf/cm2}):
• check if there is an external leakage (visible check)
Failure repair • if 500kPa {73psi, 5.1kgf/cm2} reachable: open dosing valve fully for ~3 sec, if
pressure drops < 420kPa {61psi, 4.3kgf/cm2} --> pump not delivering
enough or internal leakage --> replace pump module. If pressure remains
stable --> system seems to be OK
• if 500kPa {73psi, 5.1kgf/cm2} not reachable: pump not delivering enough or
internal leakage or reverting valve blocked open--> replace pump module
3051-16: Signal Range Check (SRC) for ‘DEF Pressure’ reports HIGH.
[Test Condition]
• Dosing system in normal operation (“metering control”) and monitoring not
inhibited by FID_MetCtl due to another failure.
[Fault Detection]
• DEF pressure exceeds 650kPa {94psi, 6.6kgf/cm2} and does no more drop
below 600kPa {87psi, 6.1kgf/cm2} during 60.00s.
[Defect Debouncing]
• Immediate
• DEF pressure remains < 650kPa {94psi, 6.6kgf/cm2} after the system was
Fault healing
depressurised and restarted again.
• System goes into “pressure reduction” state and restarts with “pressure build
up”, i.e. no DEF injection.
• If the DEF pressure exceeded 750kPa {110psi, 7.6kgf/cm2}, then also the
failure “SCRMonOvrPresErr” will be stored.
System reaction • Further reaction according FID (see FID’s)
• Back flow into tank clogged
Failure cause
• Pump control not OK (e.g. pump is running on max due to electric failure).
• DEF pressure sensor shows too high values.
• Check if DEF level was OK when failure occurred (see ambient conditions).
• Check if back flow line into tank is open (with test: adjust system to normal
Failure repair pressure (500kPa {73psi, 5.1kgf/cm2}) and check, if pressure is constant, if
not, stop pump --> pressure must drop down (=system emptying through
back flow line)).
3058-0: Positive governor deviation of EGR Control above upper limit.

[Test Condition]
• The check is carried out every 20ms if the EGR closed control loop is
switched on, (AirCtl_swtGovEna = 1) and no other system error is present.
• No DPF regeneration is active.
[Fault Detection]
• The limit for the maximum permissible positive control deviation of the ex-
haust-gas recirculation control has been exceeded.
• Limit is applied in a map AirCtl_mMaxDvt_MAP depending on fuel quantity
and engine speed.
[Defect Debouncing]
13E-300
13E
• When the error is present in DFC_AirCtlGovDvtMax, to allow healing the
closed control loop is restored in a speed/fuelling range between 600.00rpm
and 600.00rpm / 0.00mg/hub and 10.00mg/hub
Fault healing
• If the engine is running in this area and at the same time deviation is below
the limit for the maximum permissible positive control deviation of the ex-
haust-gas recirculation failure is healed.
• The exhaust-gas recirculation control is shut off and constant default values
are output.
abled
• 2) FId / Enables healing of governor deviation in case of active governor de-
viation of Air (EGR) control
da sensor signal)
System reaction • 11) FId / O2 Signal of Lambda Sensor not valid
flow disabled
DPF failure)
sistance disabled
active
• Defective air mass flow sensor, leakage in the air duct, electrical or mechan-
Failure cause
ical defect in EGR actuators or defect in wiring of EGR actuators
Failure repair • Check air mass flow sensor, air duct, EGR actuators and their wiring
sary.
Component ‘A14 (EGR valve)’ is faulty.
Step1 Component ‘Y8 (Exhaust gas recirculation actuator)’ is faulty.
Go to Step2
sary.
Inspection procedure If one of diagnosis codes associated with A14 (EGR valve) is generated, make
Step2 a system diagnosis according to the diagnosis code.
If one of diagnosis codes associated with Y8 (Exhaust gas recirculation actua-
tor) is generated, make a system diagnosis according to the diagnosis code.
Go to Step3
sary.
Go to Step4
13E-301
TROUBLESHOOTING
No: Go to Step5
Yes: Go to Step10
Step5
Go to Step6
Step6
No: Go to Step9
Yes: Go to Step7
Inspection procedure sary.
Go to Step8
Go to Step9
Step10
No: Go to Step11
Yes: Go to Step12
No: Go to Step9
Yes: Go to Step5
13E-302
13E
No: Go to Step9
Yes: Go to Step5
3058-1: Negative governor deviation of EGR Control below lower limit.

[Test Condition]
[Fault Detection]
• The limit for the maximum permissible negative control deviation of the ex-
• Limit is applied in a map AirCtl_mMinDvt_MAP depending on fuel quantity
and engine speed.
[Defect Debouncing]
• When the error is present in DFC_AirCtlGovDvtMin, to allow healing the
closed control loop is restored in a speed/fuelling range between 600.00rpm
and 600.00rpm / 0.00mg/hub and 10.00mg/hub
Fault healing
are output.
• 1) FId / Enables healing of governor deviation in case of active governor de-
viation of Air (EGR) control
da sensor signal)
System reaction • 11) FId / Signal Range Check of O2 Signal of lambda Sensor disabled
flow disabled
DPF failure)
sistance disabled
active
• Defective air mass flow sensor, obstruction or leackage in air duct, electrical
Failure cause
or mechanical defect in EGR actuators or defect in wiring of EGR actuators
13E-303
TROUBLESHOOTING
sary.
Step1 tor) is generated, make a system diagnosis according to the diagnosis code.
Plugged Intake system
Go to Step2
sary.
Step2 If one of diagnosis codes associated with A14 (EGR valve) is generated, make
a system diagnosis according to the diagnosis code.
Go to Step3
sary.
Go to Step4
No: Go to Step5
Yes: Go to Step10
Step5
Go to Step6
Step6
No: Go to Step9
Yes: Go to Step7
sary.
Step7 tor) is generated, make a system diagnosis according to the diagnosis code.
Go to Step8
Go to Step9
13E-304
13E
Step10
No: Go to Step11
Yes: Go to Step12
No: Go to Step9
Yes: Go to Step5
No: Go to Step9
Yes: Go to Step5
3058-16: Positive governor deviation of EGR Control above upper limit for regeneration.
[Test Condition]
• DPF regeneration is active.
[Fault Detection]
• Limit is applied in a map AirCtl_mMaxDvtRgn_MAP depending on fuel quan-
tity and engine speed.
[Defect Debouncing]
• When the error is present in DFC_AirCtlGovDvtEOMMax, to allow healing
the closed control loop is restored in a speed/fuelling range between
600.00rpm and 600.00rpm / 0.00mg/hub and 10.00mg/hub
Fault healing
13E-305
TROUBLESHOOTING
are output.
failure)
da sensor signal)
sistance disabled
disabled
active
Failure cause
ical defect in EGR actuators or defect in wiring of EGR actuators
sary.
Step1
Component ‘Y8 (Exhaust gas recirculation actuator)’ is faulty.
sary.
Go to Step3
sary.
Go to Step4
No: Go to Step5
Yes: Go to Step10
Step5
Go to Step6
13E-306
13E
Step6
No: Go to Step9
Yes: Go to Step7
sary.
Go to Step8
Go to Step9
Step10
No: Go to Step11
Yes: Go to Step12
No: Go to Step9
Yes: Go to Step5
No: Go to Step9
Yes: Go to Step5
3058-18: Negative governor deviation of EGR Control below lower limit for regeneration.
[Test Condition]
• DPF regeneration is active.
[Fault Detection]
• Limit is applied in a map AirCtl_mMinDvtRgn_MAP depending on fuel quan-
tity and engine speed.
[Defect Debouncing]
13E-307
TROUBLESHOOTING
• When the error is present in DFC_AirCtlGovDvtEOMMin, to allow healing
the closed control loop is restored in a speed/fuelling range between
600.00rpm and 600.00rpm / 0.00mg/hub and 10.00mg/hub
Fault healing
are output.
da sensor signal)
failure)
System reaction • 6) FId / Inhibit EGR cooler efficiency monitoring
sistance disabled
disabled
active
• Defective air mass flow sensor, obstruction or leakage in air duct, electrical
Failure cause
or mechanical defect in EGR actuators or defect in wiring of EGR actuators
sary.
sary.
Go to Step3
Go to Step4
No: Go to Step5
Yes: Go to Step10
13E-308
13E
Step5
Go to Step6
Step6
No: Go to Step9
Yes: Go to Step7
sary.
Step7
Go to Step8
Go to Step9
Step10
No: Go to Step11
Yes: Go to Step12
No: Go to Step9
Yes: Go to Step5
No: Go to Step9
Yes: Go to Step5
13E-309
TROUBLESHOOTING
3058-31: EGR Valve spent too long time in transition mode ‘Regeneration’ to ‘Normal Operation’.
[Test Condition]
• During transition from regeneration too normal mode.
• The Output of the Air Controller does not reach 50.00% within 30.00s
[Defect Debouncing]
• Immediate
Fault healing • No healing possible in the same driving cycle
• Defect in the EGR actuators (EGR- and throttle valve)
Failure cause • Calibration error (wrong layout of the open loop EGR control during transition
from Regeneration to normal mode)
• Check for errors of the EGR actuators (correct installation, wiring, electrical
Failure repair connectors, jammed actuator)
• Contact Help desk.
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
13E-310
13E
No: Go to Step7
Yes: Go to Step4
3217-0: Signal Range Check (SRC) for ‘O2 calibration’ reports HIGH.
[Test Condition]
• Continuously when following conditions fulfilled:
• The calibration is active.
• No Error of LSU
• FId_LSUO2Clb0 is not active due to another failure Engine in operating
range 1 (speed between 300.00rpm and 1200.00rpm and load between
Generation condition 2.00mg/hub and 20.00mg/hub)
[Fault Detection]
• The analogic signal for the O2 ratio exceeds during the calibration 200.00mV
[Defect Debouncing]
Fault healing • The analogic signal for the O2 ratio is below 200.00mV during the calibration
• Last valid value of O2 Calibration is taken and no further calibration is made.
da sensor signal)
System reaction • 4) FId / The Difference Check between several Lambda Sensors is disabled
• 6) FId / Heater Coupling Check of lambda Sensor disabled
• 8) FId / Shunting Detection of Lambda Sensor disabled
• 9) FId / The adaptation values for Lambda Sensor stored in EEPROM are re-
set to
• 10) FId / O2 Measurement of Lambda sensor not valid
• Defect in wiring of lambda sensor, inaccurate or defective lambda sensor,
Failure cause
problems with EGR actuators or injection system
• Check wiring and accuracy of lambda sensor, check functioning of injection
system and EGR actuators, if necessary replace lambda sensor (and reset
all learning values in EEPROM with tester)
• Note for EURO OBD application: this failure activates a Performance limita-
tion due to legislation. Therefore after repair following procedure must be
done, otherwise there is the risk that performance limiter gets active, al-
though the failure is repaired:
Failure repair
• 1) clear memory with tester
• 2) if performance limiter active: disable it with tester
• 3) drive the vehicle ~20min in engine speed range >1600rpm with constant
periods of ~5 sec and more than 5 motoring phases > 10sec (highest gear)
• 4) check with “OBD scan tool” Service $01 (or Readiness state) that “com-
prehensive components” are “ready”
• 5) if not: repeat the procedure
13E-311
TROUBLESHOOTING
sary.
If one of diagnosis codes associated with Fuel injector is generated, make a
Step1 system diagnosis according to the diagnosis code.
Go to Step2
Step2
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Perform the learned value resetting procedure of B29 (Oxygen sensor) which
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
13E-312
13E
3217-1: Signal Range Check (SRC) for ‘O2 calibration’ reports LOW.
[Test Condition]
• Continuously when following conditions fulfilled:
• The calibration is active.
• No Error of LSU
• FId_LSUO2Clb0 is not active due to another failure Engine in operating
range 1 (speed between 300.00rpm and 1200.00rpm and load between
Generation condition 2.00mg/hub and 20.00mg/hub)
[Fault Detection]
• The analogic signal for the O2 is below -200.00mV during the calibration
[Defect Debouncing]
• No defect is detected The analogic signal for the O2 exceeds -200.00mV
Fault healing
during the calibration
• Last valid value of O2 Calibration is taken and no further calibration is made.
da sensor signal)
System reaction • 4) FId / The Difference Check between several Lambda Sensors is disabled
set to
• Defect in wiring of lambda sensor, inaccurate or defective lambda sensor,
Failure cause
problems with EGR actuators or injection system
• Check wiring and accuracy of lambda sensor, check functioning of injection
system and EGR actuators, if necessary replace lambda sensor (and reset
all learning values in EEPROM with tester)
Failure repair
sary.
Inspection procedure a system diagnosis according to the diagnosis code.
Go to Step2
Step2
Go to Step3
13E-313
TROUBLESHOOTING
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
3217-16: O2 value above maximum threshold

[Test Condition]
• Continuously if all following conditions fulfilled:
• LSU not in calibration mode
• LSU not in a failure mode
• Exhaust gas pressure < 160kPa {23psi, 1.6kgf/cm2}
• Monitoring not inhibit by FID_LSUO2SRC0 due to another failure
[Fault Detection]
• The analogic signal for the O2 ratio is higher than or equal 3.20V
[Defect Debouncing]
• Healing is only possible in overrun (engine in motoring phase) and the signal
Fault healing
is below 3.20V
13E-314
13E
• Last valid O2 signal frozen
• Further reactions according FID (See FID)
da sensor signal)
System reaction • 6) FId / Heater Coupling Check of lambda Sensor disabled
set to
• 11) FId / O2 Calibration disabled (last valid calibration value fixed)
• 13) FId / Open Load Check for the Virtual Ground (VG) and Nernst Cell (UN)
of Lambda Sensor disabled
• Defect in wiring (open circuit at line IA (Pump Cell)), Excessive drifting in O2
Failure cause concentration during overrun, Defective lambda sensor,
• Short circuit to external source
• Reset the Calibration factor and measure the O2 signal in overrun phase.
Let the system learn (see failure LSU_O2ClbMin or Max: testing conditions
are equal to learning condition) and read the voltage at motoring (O2 content
= 20.95%). If the signal still > 3.20V --> replace sensor (and reset all learning
values in EEPROM with tester)
• Check entire wiring
Failure repair done, otherwise there is the risk that performance limiter gets active, al-
Step1
Go to Step2
Step2
Go to Step3
Step3
No: Go to Step8
Yes: Go to Step4
13E-315
TROUBLESHOOTING
Step4
No: Go to Step5
Yes: Go to Step9
Step5
Step6
No: Go to Step8
Yes: Go to Step7
Go to Step8
Step9
No occurrence?
No: Go to Step8
Yes: Go to Step5
13E-316
13E
3221-0: O2 Concentration at overrunHIGH
[Test Condition]
• Lambda sensor working in normal condition (no learning or calibration mode
active) and O2 signal valid
• Monitoring not inhibited by FID_LSUPlausChk0 due to another failure
• Fuel level > 0.00l
• Battery Voltage > 10.70V
• By Data set via Bit Mask LSU_stOpMMonEnaMsk: engine in normal opera-
tion
• Engine in steady state, i.e. the variation of calculated O2 concentration (by
air flow and fuel injection) < 0.01- during 1.50s
• Engine in overrun condition (engine speed between 1000.00rpm and
4000.00rpm and engine load between -10.00mg/hub and 0.20mg/hub and
Generation condition Air flow between 50.00mg/Hub and 1500.00mg/Hub)
• Air mass passed through engine while all conditions above are fulfilled >=
150.00g
• By Data set via Bit Mask LSU_stMskEGROvrn: EGR off due engine in nor-
mal operation and overrun
[Fault Detection]
• The measured and Temperature compensated, pressure compensated and
(incl Temperature)) O2-concentration is higher than the calculated (and fil-
tered by 0.30s) by more than 0.04- (0.21 corresponds to air with 21% O2
[Defect Debouncing]
Fault healing (incl Temperature)) O2-concentration is NOT higher than the calculated (and
filtered by 0.30s) by more than 0.04- (0.21 corresponds to air with 21% O2
• Only according FID (See FID)
da sensor signal)
• Leakage or blockage in exhaust gas system, defect in wiring of lambda sen-
Failure cause sor, inaccurate lambda or air flow sensor, problems in injection system (e.g.
blockage in injectors)
• Check exhaust gas system, check wiring of lambda sensor, check accuracy
of lambda and air flow sensor, reset all learning factors of LSU in EEPROM
and recheck the accuracy of LSU, check injection system, if necessary re-
place lambda sensor (and reset all learning values in EEPROM with tester)
Failure repair though the failure is repaired:
sary.
Inspection procedure Step1 If Exhaust system fault has occurred, check the system in question.
Go to Step2
13E-317
TROUBLESHOOTING
sary.
Step2
If one of diagnosis codes associated with B18 (Air flow and intake air tempera-
ture sensor) is generated, make a system diagnosis according to the diagnosis
code.
Go to Step3
Step3
Go to Step4
Step4
Go to Step5
Step5
No: Go to Step10
Yes: Go to Step6
Step6
No: Go to Step7
Yes: Go to Step11
Step7
Go to Step8
Step8
No: Go to Step10
Yes: Go to Step9
Go to Step10
13E-318
13E
No occurrence?
No: Go to Step10
Yes: Go to Step7
3221-1: O2 Concentration at overrunLOW

[Test Condition]
• Lambda sensor working in normal condition (no learning or calibration mode
active) and O2 signal valid
• Monitoring not inhibited by FID_LSUPlausChk0 due to another failure
• Fuel level > 0.00l
tion
• Engine in steady state, i.e. the variation of calculated O2 concentration (by
air flow and fuel injection) < 0.01- during 1.50s
• Engine in overrun condition (engine speed between 1000.00rpm and
4000.00rpm and engine load between -10.00mg/hub and 0.20mg/hub and
Generation condition Air flow between 50.00mg/Hub and 1500.00mg/Hub)
• Air mass passed through engine while all conditions above are fulfilled >=
150.00g
• By Data set via Bit Mask LSU_stMskEGROvrn: EGR off due engine in nor-
mal operation and overrun
[Fault Detection]
(incl Temperature)) O2-concentration is lower than the calculated (and fil-
tered by 0.30s) by more than 0.05- (0.21 corresponds to air with 21% O2.
[Defect Debouncing]
Fault healing (incl Temperature)) O2-concentration is NOT lower than the calculated (and
filtered by 0.30s) by more than 0.05- (0.21 corresponds to air with 21% O2.
da sensor signal)
• Leakage or blockage in exhaust gas system, defect in wiring of lambda sen-
Failure cause sor, inaccurate lambda or air flow sensor, problems in injection system (e.g.
leaky injectors)
• Check exhaust gas system, check wiring of lambda sensor, check accuracy
of lambda and air flow sensor, reset all learning factors of LSU in EEPROM
and recheck the accuracy of LSU, check injection system, if necessary re-
place lambda sensor (and reset all learning values in EEPROM with tester)
13E-319
TROUBLESHOOTING
sary.
Step1 If Exhaust system fault has occurred, check the system in question.
Go to Step2
sary.
Step2
code.
Go to Step3
Step3
Go to Step4
Step4
Go to Step5
Step5
No: Go to Step10
Yes: Go to Step6
Step6
No: Go to Step7
Yes: Go to Step11
Step7
Go to Step8
Step8
No: Go to Step10
Yes: Go to Step9
Go to Step10
13E-320
13E
No occurrence?
No: Go to Step10
Yes: Go to Step7
3232-5: Component ‘NOx sensor’ has an open circuit.

[Test Condition]
2.00s after this t
[Fault Detection]
• If NOx sensor has detected Heater open wire fault
Com_stBytNOxSens[0]==1
[Defect Debouncing]
Fault healing • If NOx sensor does not send the Message “Open wire”
• The NOx sensor does not get ready for measurement --> SCR Dosing can
not work in closed loop control and no NOx monitoring possible
System reaction • 1) Fid/ NOx Sensor not working correctly --> System monitoring with NOx
sensor inhibited
• Wiring defect
Failure cause
• NOx Sensor defect
• Check wiring (specially heating wires)
Failure repair
• Check NOx Sensor
sary.
Go to Step2
Check the circuit across B31.5/2 and Ground for open or short circuit.
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-321
TROUBLESHOOTING
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
No: Go to Step8
Yes: Go to Step9
ate connector).
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
3232-6: Component ‘NOx sensor’ has a short circuit.Current above normal or grounded circuit
[Test Condition]
2.00s after this t
[Fault Detection]
• If NOx sensor has detected Heater short circuit fault
Com_stBytNOxSens[4]==1
[Defect Debouncing]
Fault healing • If the Sensor does not send the message “short circuit” detected
• The NOx sensor does not get ready for measurement --> SCR Dosing can
not work in closed loop control and no NOx monitoring possible
sensor inhibited
13E-322
13E
• Wiring harness has short circuit
Failure cause
Failure repair
• Check Sensor
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
No: Go to Step8
Yes: Go to Step9
ate connector).
No: Go to Step6
Yes: Go to Step3
13E-323
TROUBLESHOOTING
No: Go to Step6
Yes: Go to Step3
3234-2: Component 'NOx sensor' has an open circuit or short circuit.

[Test Condition]
Generation condition and if the ECU is not in afterrun continuously
[Fault Detection]
• The NOx Sensor sends the message “Lambda signal not plausible” (Bits 2-3
= 00) OR “NOx signal not plausible (bits 4-5=00)
[Defect Debouncing]
• The NOx Sensor sends the message “Lambda signal plausible” (Bits 2-3 =
Fault healing
01) AND “NOx signal plausible (bits 4-5=01)
• Usually the NOx signal is set to FFFF by the Sensor itself which causes a fix
NOx concentration of 1.20-.
sensor inhibited
• Short Circuit or Open wire in wiring harness
Failure cause
• Defective NOx Sensor
done, otherwise there is the risk tha performance limiter gets active, al-
Failure repair • 1) clear memory with tester
• 4) check with “OBD scan tool” Service $01 (or Readinsess state) that “com-
sary.
Go to Step2
13E-324
13E
No: Go to Step3
Yes: Go to Step7
Go to Step4
Step3
No: Go to Step5
Yes: Go to Step6
No: Go to Step8
Yes: Go to Step9
ate connector).
No: Go to Step5
Yes: Go to Step3
No: Go to Step5
Yes: Go to Step3
13E-325
TROUBLESHOOTING
3241-0: Defect Fault Check for Exhaust temperature upstream of oxidation catalytic converter.Signal value
above maximum limit
[Test Condition]
exceeded
[Fault Detection]
• The sensed raw voltage value Exh_uRawTOxiCatUs is above 4.00V
[Defect Debouncing]
Fault healing • The sensed raw voltage value Exh_uRawTOxiCatUs is below 4.00V
• Oxidation Catalyser temperature is frozen at last valid value on preliminary
failure and ramps, using slope 300.00K/s or 300.00K/s depending whether
the measured value is above or below replacement value, to a fixed replace-
ment value of 79.96°C {175.93°F}
failure)
• 3) FId / Temperature OxiCat upstream defective
• 4) FId / Freeze OxiCat Upstream temperature if preliminary failure is detect-
System reaction ed
• 5) FId / Function Identifier to inhibit plausibility check for the sensed temper-
ature upstream of Oxi-catalyst
• 6) FId / Replace OxiCat Upstream temperature with default value if failure is
validated
• 9) FId / Physical signal range check of temperature sensor 1 inhibited
• 11) FId / Inhibit Physical Range Check of sensed temperature upstream of
OxiCat
13E-326
13E
Step1
positive.
Check harness between A4 (Combustion engine Control unit) and B23 (Tem-
perature sensor Exhaust system 1) for short-circuit to another line.
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Go to Step7
Step7
No: Go to Step5
Yes: Go to Step1
3241-1: Defect Fault Check for Exhaust temperature upstream of oxidation catalytic converter.Signal value
below minimum limit
[Test Condition]
exceeded
[Fault Detection]
• The sensed raw voltage value Exh_uRawTOxiCatUs is below 500.00mV
[Defect Debouncing]
Fault healing • The sensed raw voltage value Exh_uRawTOxiCatUs is above 500.00mV
13E-327
TROUBLESHOOTING
failure)
• 3) FId / Temperature OxiCat upstream defective
System reaction ed
validated
• 11) FId / Inhibit Physical Range Check of sensed temperature upstream of
OxiCat
Step1
positive.
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Go to Step7
13E-328
13E
No: Go to Step5
Yes: Go to Step1
3241-18: Signal Range Check (SRC) for ‘Exhaust temperature downstream of oxidation catalytic converter’
reports LOW.
[Test Condition]
• Continuously if ADC is not reporting an electrical problem on the sensor
[Fault Detection]
• The sensed sensor signal Exh_tSensTOxiCatUs is below -45.04°C {-
49.07°F}
[Defect Debouncing]
• The sensed sensor signal Exh_tSensTOxiCatUs is above -45.04°C {-
Fault healing
49.07°F}
failure)
System reaction • 3) FId / Temperature OxiCat upstream defective
ed
validated
Failure repair
necessary
Step1
positive.
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
13E-329
TROUBLESHOOTING
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Go to Step7
Step7
No: Go to Step4
Yes: Go to Step2
3241-31: Plausibility check of component ‘Exhaust temperature upstream of diesel oxidation catalytic con-
verter 1’ The received data are implausible.
[Test Condition]
• once in a driving cycle if following conditions are true:
• monitoring not disabled by FID_ExhTMonPlausTemp due to another failure.
• Not in high altitude (ambient pressure > 50kPa {7.3psi, 0.5kgf/cm2}
• The time since last engine stop > 5.00h (time usually taken via CAN from ta-
chograph).
• In case the timer or the CAN transmission is defective, the monitoring is in-
hibited (by FID_ExhTMonPlausTemp)
• Exhaust Temperature Sensor before Oxicat deviates from Exhaust Tempera-
ture Sensor after Oxicat (if available) and Exhaust Temperature Sensor be-
fore DPF (if available) and Exhaust Temperature Sensor after DPF (if
available) and Exhaust Temperature Sensor after DPF (if available) and Ex-
haust Temperature Sensor after DPF (if available)
[Defect Debouncing]
• Healing only possible at next driving cycle and the test condition released:
Fault healing
Healing if all temperatures are similar
System reaction failure)
sistance disabled
Failure cause • Exhaust Temperature Sensor before Oxicat measures wrong values
13E-330
13E
• Note: Too fast ambient temperature change, e.g. vehicle (and dedicated
temperature sensor) exposed to sun shine after very cold night, or if the sen-
sor is in a “warm air stream” (e.g. by additional engines like a cooling com-
pressor for a cold compartment which runs also during vehicle stand still, or
Failure repair an external source like a “exhaust stream” of a building climatisation) can
cause this failure, if the ambient of this sensor is not equal to the “normal”
ambient! --> in this case no action needed!
• Check wiring and connectors for correct contact (corrosion).
• Check sensor and replace it if necessary
sary.
If this diagnosis code has occurred during operation in an environment which
Step1 was often exposed to sudden temperature change, investigate the driving con-
ditions at that time because it may have been temporary.
Go to Step2
Step2
positive.
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Go to Step8
Step8
No: Go to Step5
Yes: Go to Step3
13E-331
TROUBLESHOOTING
3242-2: Plausibility check of component ‘Exhaust temperature upstream of diesel oxidation catalytic con-
verter 1’ The received data are implausible.
[Test Condition]
chograph).
• Exhaust Temperature Sensor after Oxicat deviates from Exhaust Tempera-
ture Sensor before Oxicat (if available) and Exhaust Temperature Sensor be-
fore DPF (if available) and Exhaust Temperature Sensor after DPF (if
[Defect Debouncing]
Fault healing
System reaction failure)
sistance disabled
Failure cause • Exhaust Temperature Sensor after Oxicat measures wrong values
sary.
Go to Step2
Step2
positive.
No: Go to Step3
Yes: Go to Step7
13E-332
13E
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Go to Step8
Step8
No: Go to Step5
Yes: Go to Step3
3244-0: Signal Range Check (SRC) for ‘Particle Filter Upstream Temperature’ reports HIGH.
[Test Condition]
[Fault Detection]
• The sensed raw voltage value Exh_uRawTPFltUs is above 4.00V
[Defect Debouncing]
Fault healing • The sensed raw voltage value Exh_uRawTPFltUs is below 4.00V
13E-333
TROUBLESHOOTING
• DPF temperature upstream is frozen at last valid value on preliminary failure
and ramps, using slope 300.00K/s or 300.00K/s depending whether the
measured value is above or below replacement value, to a fixed replacement
value of 99.96°C {211.93°F}
failure)
• 4) FId / Freeze DPF Temperature upstream if preliminary failure is detected
• 5) FId / Inhibit the plausibility check for DPF upstream temperature with mod-
System reaction el
• 6) FId / Inhibit Physical Range Check of sensed DPF Temperature upstream
• 7) FId / Replace DPF Temperature upstream with default value if failure is
validated
• 8) FId / Inhibit DPF upstream Temperature sensor adaption
• 13) FId / Engine protection DPF regeneration inhibited due to faulty input sig-
nals
sistance disabled
Step1
positive.
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Go to Step7
13E-334
13E
No: Go to Step5
Yes: Go to Step1
3244-1: Signal Range Check (SRC) for ‘Particle Filter Upstream Temperature’ reports LOW.
[Test Condition]
[Fault Detection]
• The sensed raw voltage value Exh_uRawTPFltUs is below 500.00mV
[Defect Debouncing]
Fault healing • The sensed raw voltage value Exh_uRawTPFltUs is above 500.00mV
value of 99.96°C {211.93°F}
failure)
System reaction el
• 6) FId / Inhibit Physical Range Check of sensed DPF Temperature upstream
validated
nals
sistance disabled
positive.
No: Go to Step2
Yes: Go to Step6
13E-335
TROUBLESHOOTING
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Go to Step7
Step7
No: Go to Step5
Yes: Go to Step1
3244-2: Plausibility check of component ‘Particle Filter Upstream Temperature Sensor’Data erratic, intermit-
tent or incorrect
[Test Condition]
• FId_TPFltUsNpl is not inhibited by another failure
• 6.67min time has elapsed since the change of engine to normal running
state
• 6.67min time has elapsed since the plausibility check inhibition due to DPF
regeneration state.
• The examination takes place continuously.
[Fault Detection]
• An error is detected if the difference between the temperature upstream of
Exh_tPFltUs, and the modelled
• Exhaust Temperature after Oxicat higher than +/- the (calculated) tempera-
ture dependant limit (curves) (Exh_tDiffPosTOxiCatUs/
Exh_tDiffNegTOxiCatUs).
[Defect Debouncing]
Fault healing • Temperature difference from model is in range
13E-336
13E
• None (only via Inhibit Handler)
failure)
nals
sistance disabled
disabled
• An abnormal heating of the exhaust system has occurred or DPF upstream
Failure cause
temperature sensor is inaccurate.
• Let engine cool down before restarting and check sensor accuracy.
• If the real exhaust temperature really differs from the calculated one due to a
failure in the engine like:
Failure repair • wrong injection pressure,
• wrong injection begin
• wrong EGR rate
• the engine system should be checked.
3244-16: Signal Range Check (SRC) for ‘Exhaust gas temperature upstream of diesel particulate filter (raw
value)’ reports HIGH.
[Test Condition]
[Fault Detection]
• The sensed sensor signal Exh_tSensTPFltUs is above 999.96°C
{1831.93°F}
[Defect Debouncing]
• The sensed sensor signal Exh_tSensTPFltUs is below 999.96°C
Fault healing
{1831.93°F}
13E-337
TROUBLESHOOTING
value of 99.96°C {211.93°F}
failure)
System reaction el
validated
nals
sistance disabled
disabled
Failure repair
necessary
Step1
positive.
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Go to Step7
13E-338
13E
No: Go to Step4
Yes: Go to Step2
3244-18: Signal Range Check (SRC) for ‘Exhaust gas temperature upstream of diesel particulate filter (raw
value)’ reports LOW.
[Test Condition]
[Fault Detection]
Generation condition • The sensed sensor signal Exh_tSensTPFltUs is below -45.04°C {-49.07°F}
[Defect Debouncing]
Fault healing • The sensed sensor signal Exh_tSensTPFltUs is above -45.04°C {-49.07°F}
value of 99.96°C {211.93°F}
failure)
System reaction el
validated
nals
sistance disabled
disabled
• Check wiring and the accuracy of the air temperature sensor and replace it if
Failure repair
necessary
13E-339
TROUBLESHOOTING
Step1
positive.
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Go to Step7
Step7
No: Go to Step4
Yes: Go to Step2
3245-31: Plausibility check of component ‘Exhaust temperature downstream of diesel particular filter’ The
received data are implausible.
[Test Condition]
chograph).
• Exhaust Temperature Sensor after DPF deviates from Exhaust Temperature
Sensor before Oxicat (if available) and Exhaust Temperature Sensor after
Oxicat (if available) and Exhaust Temperature Sensor before DPF (if avail-
able) and Exhaust Temperature Sensor after DPF (if available) and Exhaust
Temperature Sensor after DPF (if available)
[Defect Debouncing]
13E-340
13E
Fault healing
System reaction
Failure cause • Exhaust Temperature Sensor after DPF measures wrong values
sary.
Go to Step2
sary.
Go to Step3
Remove the connector of B32 (Temperature sensor “SCR catalytic converter”
2).
No: Go to Step4
Yes: Go to Step8
Replace component “B32 (Temperature sensor “SCR catalytic converter” 2)”.
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step6
13E-341
TROUBLESHOOTING
Step8
No: Go to Step9
Yes: Go to Step10
Repair or replace the harness across B32 (Temperature sensor “SCR catalytic
converter” 2) and X42 (Intermediate connector).
No: Go to Step6
Yes: Go to Step4
No: Go to Step6
Yes: Go to Step4
3246-2: Plausibility check of component ‘Exhaust temperature upstream of diesel particulate filter’ The re-
ceived data are implausible.
[Test Condition]
chograph).
• Exhaust Temperature Sensor before DPF deviates from Exhaust Tempera-
ture Sensor before Oxicat (if available) and Exhaust Temperature Sensor af-
ter Oxicat (if available) and Exhaust Temperature Sensor after DPF (if
[Defect Debouncing]
Fault healing
sistance disabled
Failure cause • Exhaust Temperature Sensor before DPF measures wrong values
13E-342
13E
sary.
Go to Step2
Step2
positive.
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Go to Step8
Step8
No: Go to Step5
Yes: Go to Step3
13E-343
TROUBLESHOOTING
3248-0: Signal Range Check (SRC) for ‘temperature after SCR catalyst’ reports HIGH.
[Test Condition]
exceeded
[Fault Detection]
• The Sensed raw voltage value SCR_uRawUCatDsT is above 4.00V
[Defect Debouncing]
Fault healing • The Sensed raw voltage value SCR_uRawUCatDsT is below 4.00V
• DEF catalyst downstream temperature is frozen at last valid value on prelim-
inary failure and ramps to fixed replacement value 26.96°C {80.53°F} if fail-
ure is validated using slope 3300.00K/s or 3300.00K/s depending on
whether the replacement value is above or below the current value
• 1) FId / Replace Cat Downstream temperature with default value if failure is
System reaction validated
• 6) FId / Inhibit Physical Range Check of sensed Catalyst Downstream tem-
perature
sary.
fault code.
Go to Step2
sary.
Go to Step3
2).
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
13E-344
13E
Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
Inspection procedure Repair or replace the harness across B32 (Temperature sensor “SCR catalytic
No: Go to Step7
Yes: Go to Step4
No: Go to Step7
Yes: Go to Step4
3248-1: Signal Range Check (SRC) for ‘temperature after SCR catalyst’ reports LOW.
[Test Condition]
exceeded
[Fault Detection]
• The Sensed raw voltage value SCR_uRawUCatDsT is below 500.00mV
[Defect Debouncing]
Fault healing • The Sensed raw voltage value SCR_uRawUCatDsT is above 500.00mV
System reaction validated
• 6) FId / Inhibit Physical Range Check of sensed Catalyst Downstream tem-
perature
Failure cause • Sensor defective or short circuit in wiring to ground
13E-345
TROUBLESHOOTING
sary.
fault code.
Go to Step2
sary.
Go to Step3
2).
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step7
Yes: Go to Step4
13E-346
13E
No: Go to Step7
Yes: Go to Step4
3248-16: Exhaust temperature downstream of SCR catalytic converter: Signal value above maximum limit
[Test Condition]
exceeded
• continuously if analogic Digital Converter module doesn’t report any error
and the Signal Range Check error for the catalyst downstream temperature
sensor is not set
[Fault Detection]
• The sensed sensor signal SCR_tSensUCatDsT is above 999.96°C
{1831.93°F}
[Defect Debouncing]
• The sensed sensor signal SCR_tSensUCatDsT is below 999.96°C
Fault healing
{1831.93°F}
System reaction • 1) FId / Freeze Cat Downstream temperature if preliminary failure is detected
validated
• DEF Catalyst temperature downstream sensor drifted or not correctly mount-
Failure cause ed
• Partial short circuit on wiring harness or sensor
• Check sensor
Failure repair
• Check wiring
sary.
Go to Step2
13E-347
TROUBLESHOOTING
2).
No: Go to Step3
Yes: Go to Step
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
No: Go to Step5
Yes: Go to Step3
No: Go to Step5
Yes: Go to Step3
13E-348
13E
3248-18: Exhaust temperature downstream of SCR catalytic converter: Signal value below minimum limit
[Test Condition]
exceeded
and the Signal Range Check error for the DEF tank temperature sensor is
not set
[Fault Detection]
• The sensed sensor signal SCR_tSensUCatDsT is below -45.04°C {-
49.07°F}.
[Defect Debouncing]
• The sensed sensor signal SCR_tSensUCatDsT is above -45.04°C {-
Fault healing
49.07°F}.
System reaction • 1) FId / Freeze Cat Downstream temperature if preliminary failure is detected
validated
• DEF Catalyst temperature downstream sensor drifted or not correctly mount-
Failure cause ed
• Check sensor
Failure repair
• Check wiring
sary.
Go to Step2
2).
No: Go to Step3
Yes: Go to Step
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
13E-349
TROUBLESHOOTING
Go to Step5
Step7
No: Go to Step8
Yes: Go to Step9
Inspection procedure converter” 2) and X42 (Intermediate connector).
No: Go to Step5
Yes: Go to Step3
No: Go to Step5
Yes: Go to Step3
3251-18: The value of component ‘B37 (DPF differential pressure sensor)’ is implausible. The minimum
pressure was not reached.
[Test Condition]
• The check is carried out continuously in the 100 ms interval if not inhibited by
DINH_stFId.FId_PFltChar due to another failure.
• There is no pending regeneration
• The volume flow ASMod_dvolPFltEG lies above the threshold 500.00m^3/h
[Fault Detection]
• A failure is detected if the particulate filter differential pressure is below the
monitoring threshold PFlt_pDiffCharMonMin_mp stored in the map
PFlt_pDiffCharMonMin_MAP depending on the simulated soot mass and the
exhaust volume flow.
[Defect Debouncing]
13E-350
13E
System reaction • 4) FId / Engine protection DPF regeneration inhibited due to faulty input sig-
nals
disabled
sistance disabled
Failure cause • Filter is not installed or has an internal breakthrough
• Check filter for proper installation and function (no black smoke at exhaust
Failure repair
pipe)
3253-16: Plausibility check of component ‘B28/8 (DPF differential pressure sensor)’ Data Valid But Above
[Test Condition]
• Condition is tested during ECM after-run 2.00s, after turning key off.
[Fault Detection]
• The adapted raw differential pressure value Exh_pRawAdapPPFltDiff is
above the tolerance limit 2.5kPa {0.4psi, 0.025kgf/cm2}
[Defect Debouncing]
• The error is healed if the adapted raw pressure value is below the tolerance
Fault healing
limit 2.5kPa {0.4psi, 0.025kgf/cm2}
13E-351
TROUBLESHOOTING
• None (Only via inhibit handler)
set to
System reaction sistance disabled
simulation is used.
• 11) FId / Function inhibitor for frozen sensor detection.
disabled
nals
Failure cause • Differential pressure sensor is inaccurate.
Failure repair • Check accuracy of differential pressure sensor.
Step1
Go to Step2
Remove the connector of B37 (DPF differential pressure sensor).
No: Go to Step3
Yes: Go to Step7
Inspection procedure Replace component “B37 (DPF differential pressure sensor)”.
Step3
Perform the learned value resetting procedure of B37 (DPF differential pressure
sensor) which A4 (Combustion engine Control unit) learns.
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-352
13E
No: Go to Step6
Yes: Go to Step3
3253-18: Hose Line connection check of component B28/8 (DPF differential pressure sensor).Data valid but
[Test Condition]
• Condition is tested during ECM after-run, 2.00s after turning key off, if pres-
sure sensor was tested and no failure was detected
• and pressure sensor offset compensation is completed
• ie Exh_stOfsCalcDnePPFltDiff_mp is set.
[Fault Detection]
• An error is detected if minimal steady differential pressure corrected with off-
set compensation (Exh_pMinStyPPFltDiff - Exh_pOfsValActMidPPFltDiff) is
below -10kPa {-1.5psi, -0.1kgf/cm2}.
• Steady differential pressure is determined every time differential pressure
variation is < 20kPa {2.9psi, 0.2kgf/cm2} in a time window > 5.00s
[Defect Debouncing]
• Healing takes place if minimal steady differential pressure corrected with off-
Fault healing set compensation is above -10kPa {-1.5psi, -0.1kgf/cm2}.
• Healing can only happen in the next afterrun.
• None (Only via inhibit handler)
System reaction successful regeneration of particulate filter (DPF)
nals
simulation is used.
disabled
sistance disabled
Failure cause • Differential pressure sensor of filter upside down, hose lines crossed
• Check differential pressure sensor mounting and hose lines.
Failure repair • Reset offset drift compensation for diff.pressure sensor using dedicated UDS
Routine Control Service (ID $0253)
13E-353
TROUBLESHOOTING
3285-2: The result of the dynamic test of component ‘{0}’ is not plausible.
[Test Condition]
• Continuously
[Fault Detection]
• This error is set when the volume flow signal Exh_dvolFltPPFltDiff_mp and
the differential pressure Exh_p-FltPPFltDiff does not have plausible behav-
iour. This means, the change of differential pressure
• Exh_dpFltPPFltDiff_mp is smaller than the positive minimum value
(Exh_dpPosDefPPFltDiff_mp) or greater than the negative minimum value
(Exh_dpNegDefPPFltDiff_mp).
[Defect Debouncing]
• When the change of differential pressure is greater than or equal to the posi-
Fault healing tive minimum value or smaller than or equal to the negative minimum value
healing takes place.
• This is a Signal Range Check (SRC). In case of a failure shall the OBD lamp
be activated.
• 1) FId / DPF differential pressure defective
sistance disabled
System reaction • 4) FId / Inhibit monitor for DPF frequent regeneration
nals
• 7) FId / Trigger substitute function for PPFltDiff output in case of temporary
SRC errors in particle-filter differential pressure.
• 8) FId / Trigger substitute function for PPFltDiff output in case of permanent
SRC errors in particle-filter differential pressure sensor.
• Dynamic plausibility check of the DPF differential pressure sensor. Possibly
Failure cause
Pressure sensor failure, connection tubes or filter substrate.
• Please check differential pressure sensor as well as connection tubes. If fail-
Failure repair
ure remains, check particulate filter substrate if missing.
sary.
Pressure hose of B37 (DPF differential pressure sensor)
Ceramic filter of Diesel particulate filter muffler
Check DPF differential pressure hose; repair or replace it if there is a prob-
Step1
lem.Check DPF; repair or replace it if there is a problem.If DPF differential pres-
sure hose has been corrected or replaced, perform the learned value resetting
procedure of B37 (DPF differential pressure sensor) learned by A4 (Combus-
tion engine Control unit).For procedures, refer to the Shop Manual.
Go to Step2
Step2
Inspection procedure tem diagnosis according to the diagnosis code.
Go to Step3
No: Go to Step4
Yes: Go to Step8
13E-354
13E
Replace component “B37 (DPF differential pressure sensor)”.
Step4
Go to Step5
Step5
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
3285-17: Hose Line connection check of component Particle filter differential pressure sensor.Data valid but
[Test Condition]
• if monitoring not inhibited by another failure (FId_PPFltDiffHsLnChk is not
set)
[Fault Detection]
Generation condition • If the filtered differential pressure signal Exh_pFltPPFltDiff is below the mini-
mum value -2.5kPa {-0.4psi, -0.025kgf/cm2}.
[Defect Debouncing]
System reaction • 3) FId / Monitoring for the destroyed particle filter (DPF) by minimal flow re-
sistance disabled
nals
• Hose connection upstream from the particle filter detached or completely
blocked.
Failure cause
• Atmospheric pressure is constantly present at the pressure connection up-
stream from the particle filter.
Failure repair • Check mounting, check hose line
13E-355
TROUBLESHOOTING
sary.
Pressure hose of B37 (DPF differential pressure sensor)
Check DPF differential pressure hose; repair or replace it if there is a problem.
Step1 If DPF differential pressure hose has been corrected or replaced, perform the
learned value resetting procedure of B37 (DPF differential pressure sensor)
learned by A4 (Combustion engine Control unit).
Go to Step2
Step2
Go to Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
3287-0: Signal Range Check (SRC) for ‘B28/8 (DPF differential pressure sensor)’ reports Signal value above
maximum limit.
[Test Condition]
• ADC has not reported a module error (no failure “ADC...” active). Continuous
Monitoring
[Fault Detection]
• The sensed raw voltage value Exh_uRawPPFltDiff is above 4.65V
[Defect Debouncing]
13E-356
13E
Fault healing • The sensed raw voltage value Exh_uRawPPFltDiff is below 4.65V
• DPF differential pressure is frozen at last valid value on preliminary failure
and ramps, using slope 10.001kPa {1.5psi, 0.1kgf/cm2}/s or 10.001kPa
{1.5psi, 0.1kgf/cm2}/s depending whether the measured value is above or
below replacement value, to a default value of -0.1kPa {-0.015psi, -0.001kgf/
cm2} if failure is validated.
• 1) FId / Inhibit enhanced SRC for particle filter differential pressure
System reaction nals
• 5) FId / Inhibit plausibility check for DPF differential pressure
set to
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-357
TROUBLESHOOTING
No: Go to Step6
Yes: Go to Step3
3287-1: Signal Range Check (SRC) for ‘B28/8 (DPF differential pressure sensor)’ reports Signal value below
minimum limit.
[Test Condition]
• ADC has not reported a module error (no failure “ADC...” active). Continuous
Monitoring
[Fault Detection]
• The sensed raw voltage value Exh_uRawPPFltDiff is below 200.40mV
[Defect Debouncing]
Fault healing • The sensed raw voltage value Exh_uRawPPFltDiff is above 200.40mV
• DPF differential pressure is frozen at last valid value on preliminary failure
and ramps, using slope 10.001kPa {1.5psi, 0.1kgf/cm2}/s or 10.001kPa
{1.5psi, 0.1kgf/cm2}/s depending whether the measured value is above or
below replacement value, to a default value of -0.1kPa {-0.015psi, -0.001kgf/
cm2} if failure is validated.
System reaction nals
set to
Failure cause • Short circuit of wiring to ground or defective sensor
Step1
Go to Step2
Inspection procedure Remove the connector of B37 (DPF differential pressure sensor).
No: Go to Step3
Yes: Go to Step7
13E-358
13E
Step3
Go to Step4
Step4
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
3360-31: Cavity detected around SCR tank heater

[Test Condition]
exceeded
• tank heater was activated longer than an applicable time threshold 20.00s
• Cavity check not inhibited by another failure (FId_UHCCavChkCalcRls is not
set)
• Tank temperature < 1.96°C {35.53°F}
• A cavity will be detected if the present, filtered heater current
UHC_iHtrTnkCavChkFlt_mp is less than the current threshold
UHC_iCavChkLrnThresAvrgCor_mp. calculated from the learned current
threshold UHC_iCavChkLrnThres_mp corrected by a
• factor from the battery voltage based curve UHC_facBattUCavChkFltThres.
• Cavity is detected longer than the debouncing time 60.00s,
[Defect Debouncing]
Fault healing • No cavity detected
System reaction • DEF dosing inhibited.
• During tank defrosting, DEF consumption is higher than DEF quantity that
Failure cause
can be defrosted by tank heater.
Failure repair • No repair intervention necessary.
13E-359
TROUBLESHOOTING
3361-3: SCR dosing valve: Voltage above normal or shorted to high source
[Test Condition]
exceeded
• ECU not in pre drive condition, Battery voltage > 9.50V (switch off < 9.00V),
Battery voltage < 16.00V (switch off > 16.50V) and Battery voltage correction
Generation condition factor between 0.80- (switch off < 0.78-) and 1.56- (switch off > 1.65-)
[Fault Detection]
the DEF dosing Valve Actuator.
[Defect Debouncing]
Fault healing
power stage does not report a SCB error. Else no healing possible at this
driving cycle.
• Power stage is shut-off DEF dosing valve actuator in closed position).
ing
System reaction • 3) FId / Service regeneration of Particulate filter ((DPF) inhibited (due to DPF
failure)
• 6) FId / Inhibit Physical Range Check of Tank Heater raw voltage
• Short circuit of wiring (Ground wire) to external source or inside DEF Dosing
Failure cause
Valve Actuator
Failure repair • Check of wiring or replace DEF Dosing Valve Actuator
Remove the connector of Y7 (DEF metering device).
Step1
No: Go to Step2
Yes: Go to Step6
Replace component “Y7 (DEF metering device)”.
Step2
Inspection procedure Perform the learned value resetting procedure of Y7 (DEF metering device)
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
13E-360
13E
No: Go to Step5
Yes: Go to Step2
3361-4: SCR dosing valve: Voltage below normal or shorted to low source
[Test Condition]
exceeded
[Fault Detection]
for the DEF dosing Valve Actuator.
[Defect Debouncing]
Fault healing
stage for the DEF dosing Valve Actuator.
ing
• 3) Fid / The DEF dosing System goes in Error mode after Emptying
• 4) FId / Release of the SCRMon function/no emergency shut-off without
System reaction emptying
• 5) Fid / The DEF dosing system is forced to evacuate with fully opened Dos-
ing valve
failure)
• Short circuit of wiring (Ground Wire) to ground or inside DEF Dosing Valve
Failure cause
Actuator
Failure repair • Check of wiring or replace DEF Dosing Valve Actuator
Step1
No: Go to Step2
Step2
Perform the learned value resetting procedure of Y7 (DEF metering device)
Go to Step3
13E-361
TROUBLESHOOTING
Step3
No: Go to Step5
Yes: Go to Step4
Step6
No: Go to Step5
Yes: Go to Step2
3361-5: SCR dosing valve: Current below normal or Open circuit

[Test Condition]
exceeded
• Monitoring only when the power stage is not active.
[Fault Detection]
• Hardware reports an open load (OL) error on power stage for the DEF dos-
ing Valve Actuator.
[Defect Debouncing]
• Hardware does not report an open load (OL) error on power stage for the
Fault healing
DEF dosing Valve Actuator.
System reaction • 3) FId / Release of the SCRMon function/no emergency shut-off with empty-
ing
failure)
Failure cause • Broken or disconnected wiring or defective DEF Dosing Valve Actuator
Failure repair • Check of wiring, replace DEF Dosing Valve Actuator
No: Go to Step2
Yes: Go to Step6
13E-362
13E
Step2
Go to Step3
Step3
Yes: Go to Step4
Go to Step5
Step6
No: Go to Step5
Yes: Go to Step2
3361-7: SCR dosing valve: Mechanical system not responding or out of adjustment
[Test Condition]
• Monitoring not inhibited by FID_SCRPODPlausUDosVlv due to another fail-
ure.
• The System must be ready for DEF injection (State “Pressure Control” / Sub
state “Metering control”)
• Ambient pressure between 74kPa {11psi, 0.8kgf/cm2} and 130kPa {19psi,
1.3kgf/cm2}.
• Battery Voltage between 10.00V and 16.00V.
• DEF pressure between 0kPa {0psi, 0kgf/cm2} and 1MPa {145psi, 10kgf/
Generation condition cm2}.
• Coil temperature of DEF injection valve between -0.04°C {31.93°F} and
119.96°C {247.93°F}.
[Fault Detection]
• The Dosing valve driver reports an opening error “stNoOpnErr” because no
BIP was detected during 10.00- injection cycles.
[Defect Debouncing]
• System switches off: Pump OFF, 4/2 Valve opens (to empty the system)
• Possibly power reduction to prevent overheating of dosing valve (as it can
not be cooled by DEF injection)
System reaction • 2) FId / Release of the SCRMon function/no emergency shut-off with empty-
ing
failure)
Failure cause • Dosing valve blocked mechanically (or frozen)
• Check if dosing valve opens.
Failure repair
• Check if tube between pump and dosing valve is free.
13E-363
TROUBLESHOOTING
3361-12: SCR dosing valve: Overtemperature
[Test Condition]
factor between 0.80- (switch off < 0.78-) and 1.56- (switch off > 1.65-)
• Hardware reports an excess temperature (OT) error on the power stage for
the DEF dosing Valve Actuator.
[Defect Debouncing]
Fault healing
cle.
ing
failure)
• High battery voltage, high ECU temperature and high load or defective wir-
Failure cause
ing, power stage or DEF Dosing Valve Actuator defective
Failure repair • Check battery voltage, wiring, power stage and DEF Dosing Valve Actuator.
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
13E-364
13E
Go to Step6
Inspection procedure Repair or replace electrical lines.
Step7
No: Go to Step6
Yes: Go to Step3
3361-18: The emission value of the NOx sensor (raw value) is too high.
[Test Condition]
is not in afterrun
• NOx Sensor Ready and Reagent Dosing released for at least 1000.00ms,
i.e.:, Engine Temperature evaluation not inhibited by FDI_DStgyCengDsT
due to another failure, Engine temperature > 39.96°C {103.93°F}, Expected
SCR efficiency > 0.30-, NOx Sensor released by FID_DStgyStatNOxSens,
Dosing system Ready for Reagent injection, No DPF Regeneration active
and SCR Monitoring not inhibited by FID_DStgyMon due to another failure
• Fuel Injection quantity in a range defined by 2 curves engine speed depen-
dent (DStgy_qCatEffLimMin DStgy_qCatEffLimMax)
• Ambient Temperature between -100.04°C {-148.07°F} and 99.96°C
{211.93°F}
• Engine Temperature between 59.96°C {139.93°F} and 111.96°C {233.53°F}
• Ambient pressure > 75kPa {11psi, 0.8kgf/cm2}, i.e. not in too high altitude
[Fault Detection]
• SCR efficiency ratio “expected/measured” Filtered value > defined threshold,
failure is detected
[Defect Debouncing]
• SCR efficiency ratio “expected/measured” Filtered value < defined threshold
Fault healing
failure is healed
• European Heavy Duty application: One or more Long Time Failures OBD-
System reaction GenFaultLct stored, which can not be erased by tester during 400 days.
• 1) FId / Require NOx sensor plausibility test
• 2) FId / failure in a component for determination of NOx estimation
• Reagent with too low DEF concentration (<<32%)
• Too low or no Reagent injection
• Wrong NOx measurement (NOx Sensor measures too high values)
Failure cause
• Engine NOx raw emissions higher than expected (humidity sensor measures
too humid air, injection timing anticipated, fuel pressure sensor measures too
low fuel pressure.)
• Check Reagent, if correct concentration
• Check Dosing quantity of SCR system
• Check if engine raw emissions are OK (e.g. drive vehicle at constant speed
without Reagent injection and compare measured with estimated NOx with
tester), if not check:
• NOx Sensor
Failure repair
• Humidity Sensor
• Fuel pressure sensor
• Injection timing
• If OK, repeat test WITH Reagent dosing and check Closed Loop Control pa-
rameter: if continuously < 0.7 or > 1.3 --> risk of NH3 slip due to system
problem.
13E-365
TROUBLESHOOTING
sary.
Check that the DEF concentration is appropriate and, if the concentration is not
Step1 appropriate, replace DEF.
Perform control and make sure that appropriate DEF can be added.
Go to Step2
sary.
If one of diagnosis codes associated with B27 (Humidity and temperature sen-
sor “Intake air”) is generated, make a system diagnosis according to the diag-
nosis code.
Step2
If one of diagnosis codes associated with B51 (Rail pressure sensor) is gener-
Go to Step3
sary.
Go to Step4
Yes: Go to Step9
Step5
Go to Step6
Step6
No: Go to Step8
Yes: Go to Step7
Go to Step8
No: Go to Step10
Yes: Go to Step11
13E-366
13E
ate connector).
No: Go to Step8
Yes: Go to Step5
No: Go to Step8
Yes: Go to Step5
3362-0: SCR Reagent pump: DEF pump pressureHIGH

[Test Condition]
exceeded
• ECU Hardware does not report an ADC failure.
[Fault Detection]
• The Sensed raw voltage value > 2.82V
[Defect Debouncing]
• According FID (see FID’s) and
• Value is frozen at the last valid value during debouncing. After debouncing it
ramps with 330kPa {48psi, 3.4kgf/cm2}/s (upwards) or 330kPa {48psi,
3.4kgf/cm2}/s (downwards) to replacement value 200kPa {29psi, 2.0kgf/
cm2}.
• After healing signal ramps from 200kPa {29psi, 2.0kgf/cm2} to actual value
with same slopes.
• 2) FId / Freeze abs.DEF pressure value if preliminary failure detected
• 3) FId / Function Identifier to determine, when the sensed value is to be re-
System reaction placed with a default when the signal source is ADC FId_RplValAbsUPmpP
ing
• 5) FId / Inhibit Physical Range Check of Pump Module Pressure Sensor
failure)
• 10) Pressure reduction of reagent dosing system inhibited
13E-367
TROUBLESHOOTING
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
No: Go to Step7
Yes: Go to Step8
Step7
No: Go to Step5
Yes: Go to Step2
X19.
No: Go to Step5
Yes: Go to Step2
13E-368
13E
3362-1: SCR Reagent pump: DEF pump pressureLOW
[Test Condition]
exceeded
• ECU Hardware does not report an ADC failure.
[Fault Detection]
• The Sensed raw voltage value < 230.00mV
[Defect Debouncing]
• According FID (see FID’s) and
• Value is frozen at the last valid value during debouncing. After debouncing it
ramps with 330kPa {48psi, 3.4kgf/cm2}/s (upwards) or 330kPa {48psi,
3.4kgf/cm2}/s (downwards) to replacement value 200kPa {29psi, 2.0kgf/
cm2}.
• After healing signal ramps from 200kPa {29psi, 2.0kgf/cm2} to actual value
with same slopes.
System reaction placed with a default when the signal source is ADC FId_RplValAbsUPmpP
ing
failure)
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
13E-369
TROUBLESHOOTING
Go to Step5
No: Go to Step7
Yes: Go to Step8
Step7
No: Go to Step5
Yes: Go to Step2
X19.
No: Go to Step5
Yes: Go to Step2
3362-7: SCR reverting valve: Mechanical system not responding or out of adjustment
[Test Condition]
• Monitoring not inhibited by FID_SCRPODPlausURevVlv due to another fail-
ure.
• System entered into PRESSUREREDUCTION state (reverting valve actuat-
ed, pump set to 15.00% and dosing valve fully closed) with DEF pressure >
400kPa {58psi, 4.1kgf/cm2}.
[Fault Detection]
• The DEF pressure drop down is < 300kPa {44psi, 3.1kgf/cm2} during “pres-
sure reduction” phase, i.e. within 5.50s
[Defect Debouncing]
Fault healing • No healing at this driving cycle.
• During afterrun pump OFF, open UDV temporarily.
System reaction • Further reaction according FID (see FID’s)
• Reverse valve does not work (blocked closed).
Failure cause • Back flow tube into tank clogged.
• DEF pressure sensor stuck.
• Check if Back flow tube free.
• Check if Reverse valve works with tester: set DEF pressure to 500kPa
Failure repair {73psi, 5.1kgf/cm2} (dosing valve closed) - wait until pressure stable - actu-
ate reverse valve --> if pressure does not drop down --> reverse valve does
not work.
13E-370
13E
sary.
Component ‘Y20 (DEF switchover valve)’ is stuck.
Step1 Plugged A40 (DEF tank)
Component ‘B30 (DEFpressure sensor)’ is faulty.
Go to Step2
sary.
fault code.
Go to Step3
sary.
Go to Step4
Remove the connector of Y20 (DEF switchover valve).
No: Go to Step5
Yes: Go to Step10
Step5
Go to Step6
Step6
No: Go to Step9
Yes: Go to Step7
sary.
Component ‘Y20 (DEF switchover valve)’ is stuck.
Step7 Plugged A40 (DEF tank)
Component ‘B30 (DEF pressure sensor)’ is faulty.
Go to Step8
Go to Step9
13E-371
TROUBLESHOOTING
No: Go to Step11
Yes: Go to Step12
Repair or replace the harness across Y20 (DEFswitchover valve) and X19 (In-
termediate connector).
No: Go to Step9
Yes: Go to Step5
No: Go to Step9
Yes: Go to Step5
3363-0: SCR Reagent heating: DEF tank heater diagnostic signalHIGH

[Test Condition]
exceeded
• Continuously, if ADC module does not report any error.
[Fault Detection]
• The Sensed raw voltage > 3.20V
[Defect Debouncing]
• Raw voltage is frozen at last valid value on preliminary failure and ramps to
fixed replacement value 41.00uA if failure is validated using slope 3300.00K/
s or 3300.00K/s depending on whether the replacement value is above or
below the current value
System reaction • 1) FId / Inhibit Monitoring of Tank Heater Circuit
• 4) FId / Freeze DEF tank heater raw voltage if preliminary failure is detected
• 6) FId / Replace DEF tank heater raw voltage with default value if failure is
validated
• Wiring harness (short circuit)
Failure cause • Relay defect
• DEF Tank heater element defect
• Check Wiring harness (short circuit)
Failure repair • Check Relay
• Check DEF Tank heater element
13E-372
13E
Step1
Go to Step2
Remove the connector of R3 (DEF heater power unit).
Remove the connector of R5 (DEF tank heater).
Check the circuit across A4.X2.94/28 and R3.X2.4/4 for open or short circuit.
Step2 Check the circuit across A4.X2.94/50 and R3.X2.4/2 for open or short circuit.
Check the circuit across R3.X1.5/4 and B36.4/2 for open or short circuit.
Check the circuit across R3.X1.5/3 and A20.X10.14/4 for open or short circuit.
No: Go to Step3
Yes: Go to Step11
Replace component “R5 (DEF tank heater)”.
Step3
Go to Step4
No: Go to Step10
Yes: Go to Step5
Step5 Replace component “R3 (DEF heater power unit)”.
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
13E-373
TROUBLESHOOTING
Go to Step10
Step11
No: Go to Step12
Yes: Go to Step13
Inspection procedure Repair or replace the harness across R3 (DEF heater power unit) and X19 (In-
Repair or replace the harness across R3 (DEF heater power unit) and X19 (In-
Repair or replace the harness across R3 (DEF heater power unit) and R5 (DEF
Step12 tank heater).
No: Go to Step10
Yes: Go to Step3
nector).
Repair or replace the harness across Ground and X41 (Intermediate connec-
Step13 tor).
No: Go to Step10
Yes: Go to Step3
3363-1: SCR Reagent heating: DEF tank heater diagnostic signalLOW

[Test Condition]
exceeded
[Fault Detection]
• The Sensed raw voltage < 0.00mV
[Defect Debouncing]
Fault healing • The sensed raw voltage value > 0.00mV
13E-374
13E
• 1) FId / Freeze DEF tank heater raw voltage if preliminary failure is detected
• 3) FId / Replace DEF tank heater raw voltage with default value if failure is
validated
• Wiring harness (short circuit)
Failure cause • Relay defect
• DEF Tank heater element defect
• Check Wiring harness (short circuit)
• Check DEF Tank heater element
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step11
Inspection procedure Replace component “R5 (DEF tank heater)”.
Step3
Go to Step4
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
13E-375
TROUBLESHOOTING
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
Step11
Inspection procedure Check the circuit across X41.4/3 and Ground for open or short circuit.
No: Go to Step12
Yes: Go to Step13
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
13E-376
13E
3363-2: SCR Reagent heating: No load-Data erratic, intermittent or incorrect
[Test Condition]
exceeded
• Power stage not switched off, i.e. ECU not in pre drive condition, Battery
voltage > 9.50V (switch off < 9.00V) and Battery voltage < 16.00V (switch off
> 16.50V)
[Fault Detection]
• Hardware reports an Open Load (OL) error on the power stage for the power
stage of DEF Tank heater
[Defect Debouncing]
• Hardware does not report an Open Load (OL) error on the power stage for
Fault healing
the power stage of DEF Tank heater
• Power stage is shut off.
System reaction • 1) FId / Function Identifier to inhibit the check for response of DEF tank heat-
er in case of heater and temperature sensor errors.
Failure cause • Broken or disconnected wiring or defective DEF Tank Heater
Failure repair • Check of wiring, replace DEF Tank Heater
13E-377
TROUBLESHOOTING
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step11
Inspection procedure Replace component “R5 (DEF tank heater)”.
Step3
Go to Step4
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
13E-378
13E
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
Step11
Inspection procedure Check the circuit across X41.4/3 and Ground for open or short circuit.
No: Go to Step12
Yes: Go to Step13
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
13E-379
TROUBLESHOOTING
3363-3: SCR Reagent heating: Voltage above normal or shorted to high source
[Test Condition]
exceeded
> 16.50V)
[Fault Detection]
the power stage of DEF Tank heater
[Defect Debouncing]
Fault healing
driving cycle.
• Test impulse is sent to power stage via SPI.
System reaction • 1) Fid / Function Identifier to inhibit the check for response of DEF tank heat-
er in case of heater and temperature sensor errors.
Failure cause • Short circuit of wiring to external source or inside DEF Tank Heater
Step1
Go to Step2
Inspection procedure Check the circuit across A4.X2.94/10 and R3.X2.4/1 for open or short circuit.
No: Go to Step3
Yes: Go to Step11
Step3
Go to Step4
13E-380
13E
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
Step11
No: Go to Step12
Yes: Go to Step13
13E-381
TROUBLESHOOTING
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
3363-4: SCR Reagent heating: Voltage below normal or shorted to low source
[Test Condition]
exceeded
Generation condition • Power stage not switched off, i.e. ECU not in pre drive condition, Battery
> 16.50V)
[Fault Detection]
for the power stage of DEF Tank heater
[Defect Debouncing]
• Defect condition exceeded immediately
Fault healing
stage for the power stage of DEF Tank heater
• 1) FId / Function Identifier to inhibit the check for response of DEF tank heat-
System reaction er in case of heater and temperature sensor errors.
Failure cause • Short circuit of wiring to ground or inside DEF Tank Heater
Go to Step2
13E-382
13E
No: Go to Step3
Yes: Go to Step11
Step3
Go to Step4
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
13E-383
TROUBLESHOOTING
Step11
No: Go to Step12
Yes: Go to Step13
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
13E-384
13E
3363-12: DEF tank heater is faulty.
[Test Condition]
• Monitoring not inhibited by FID_SCRPODRplValUTnkT due to another fail-
ure.
• Tank heater active
• Vehicle speed VehV_v > 10km/h {6.2mph}
• Remaining DEF tank content UDC_rRdcAgRmn > 31.99%
• Internal release delay 60.00s has expired
• DEF tank temperature is outside of range -17.04°C {1.33°F} and -8.04°C
{17.53°F}
[Fault Detection]
• DEF temperature does not increase by
• 1.96°C {35.53°F} at -32.04°C {-25.67°F}
• 1.96°C {35.53°F} at -20.04°C {-4.07°F}
• 0.96°C {33.73°F} at -12.04°C {10.33°F}
• 0.96°C {33.73°F} at -2.04°C {28.33°F}
• within
• 15.00min at -32.04°C {-25.67°F}
• 48.00min at -20.04°C {-4.07°F}
• 60.00min at -12.04°C {10.33°F}
• 60.00min at -2.04°C {28.33°F}
[Defect Debouncing]
• Immediate
• Healing of fault is only possible over a new fault free heating cycle at new
Fault healing
driving cycle
• Heater in “air bubble” with frozen DEF --> check ambient conditions, if failure
happened at temp < -10°{14°F} --> possible reason.
Failure cause
• Tank heater defect
• Wiring harness defect
• Check tank heater
Failure repair
Step1
If this fault code occurs under conditions of -10°C {14°F} or less, the fault may
be transient; check the environment where the fault code occurs.
Go to Step2
Remove the connector of R2 (DEF line heater).
Remove the connector of A18 (DEF delivery pump).
Check the circuit across R3.X1.5/1 and R2.2/1 for open or short circuit.
Check the circuit across R3.X1.5/2 and A18.5/2 for open or short circuit.
Check the circuit across R2.2/2 and Ground for open or short circuit.
Replace component “R2 (DEF line heater)”.
Step3
Go to Step4
13E-385
TROUBLESHOOTING
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
No: Go to Step12
Yes: Go to Step13
13E-386
13E
Repair or replace the harness across R3 (DEF heater power unit) and A18
(DEF delivery pump).
Step12 Repair or replace the harness across R3 (DEF heater power unit) and R2 (DEF
line heater).
No: Go to Step10
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
3470-3: Component ‘VTG Actuator’ has a short circuit to positive.

[Test Condition]
exceeded
[Fault Detection]
• Hardware reports “short circuit to battery” (SCB) error
[Defect Debouncing]
Fault healing each 250.00ms. Failure healed, if the power stage does not report an SCB
error.
13E-387
TROUBLESHOOTING
• Power stage shut off (VGT actuator in open position).
active
System reaction • 11) FId / Electrical Open Load Check of Lambda Sensor disabled
• 15) FId / CLosed Loop Boost pressure governor shut off due to a Sytem er-
ror
DPF failure)
• 19) FId / PI controller of VGT position bypassed and only Pre Control map
used (open loop control)
• 20) FId / Offset learning of VGT position sensor at Afterrun disabled
disabled
Failure cause • Short circuit of wiring to external source or inside PWM actuator
Failure repair • Check of wiring, replace PWM actuator
Step1
Go to Step2
Remove the connector of Y21 (Actuator in turbocharger).
No: Go to Step3
Yes: Go to Step7
Replace component “Y21 (Actuator in turbocharger)”.
Step3
Perform the learned value resetting procedure of Turbocharger which A1 ECU
learns.
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
13E-388
13E
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
3470-4: Component ‘VTG Actuator’ has a short circuit to ground.

[Test Condition]
exceeded
[Fault Detection]
• Hardware reports “short to ground” (SCG) error
[Defect Debouncing]
Fault healing each 250.00ms. Failure healed, if the power stage does not report an SCG
error.
active
ror
DPF failure)
disabled
Failure cause • Short circuit of wiring to ground or inside PWM
13E-389
TROUBLESHOOTING
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
learns.
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
3470-5: Component VTG Actuator has a current below normal or Open circuit.
[Test Condition]
exceeded
• Open load diagnosis can be asked by another failure activating
Generation condition FId_TrbChOpnLd.
[Fault Detection]
[Defect Debouncing]
Fault healing each 250.00ms. Failure healed, if the power stage does not report an OL er-
ror.
13E-390
13E
active
ror
DPF failure)
disabled
Failure cause • Broken or disconnected wiring, defective PWM actuator
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
learns.
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
13E-391
TROUBLESHOOTING
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
3470-12: Component ‘VTG Actuator’ signals overtemperature.

[Test Condition]
[Fault Detection]
Generation condition • Hardware reports “over temperature” (OT) error
[Defect Debouncing]
Fault healing
active
DPF failure)
ror
disabled
• High battery voltage, high ECU temperature and high load or defective wir-
Failure cause
ing, power stage or VGT actuator
Failure repair • Check wiring, power stage and VGT actuator
sary.
fault code.
Go to Step2
13E-392
13E
Step2
Go to Step3
No: Go to Step4
Yes: Go to Step8
Step4
learns.
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
No: Go to Step7
Yes: Go to Step4
3517-1: DEF tank levelData valid but below normal operational range
[Test Condition]
• Continuously
[Fault Detection]
Generation condition • If the calculation of the tank level reaches a value of 0 (= EMPTY), an error
message will be issued.
[Defect Debouncing]
Fault healing • Calculated Tank level > 0
System reaction
• 1) FId / Reagent dosing for SCR inhibited
Failure cause • Tank is empty
Failure repair • Refill DEF tank
13E-393
TROUBLESHOOTING
3597-0: ECU voltage supply: OVERVOLTAGE

[Test Condition]
• Continuously
[Fault Detection]
• If voltage supply exceeds internal maximal limit
[Defect Debouncing]
Fault healing • Voltage supply below maximal limit
• Excessive voltage supply of a CJ945 component: High battery voltage, de-
Failure cause
fective wiring, internal defect of the ECM
• Check the battery for correct voltage supply, check wiring. If defect remains
Failure repair
replace ECM (internal defect)
Step1
Go to Step2
Step2
cuit.
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
13E-394
13E
3597-1: ECU voltage supply: UNDERVOLTAGE
[Test Condition]
• Continuously
[Fault Detection]
• If voltage supply below internal minimal limit
[Defect Debouncing]
Fault healing • Voltage supply above minimal limit
• Insufficient voltage supply of a CJ945 component: Low battery voltage, de-
Failure cause
fective wiring, internal defect of the ECM
• Check the battery for sufficient voltage supply, check wiring. If defect re-
Failure repair
mains replace ECM (internal defect)
Step1
Go to Step2
Step2
cuit.
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
13E-395
TROUBLESHOOTING
3597-12: ECU power stage1: Supply for sensors: Accelerator pedal1, Camshaft, SCR reagent pressure,VGT
speed, VGT actuator position
[Test Condition]
• Continuously.
[Fault Detection]
• The sensor supply voltage is monitored by an HW comparator. If the sensor
supply voltage lies outside of the switching thresholds, a fault is output. The
detection thresholds are defined by the hardware and cannot be calibrated.
[Defect Debouncing]
Fault healing • The supply voltage must lie within the thresholds.
• 1) FId / Limited engine speed because of accelerator pedal error
• 3) FId / Final defect of acceleration pedal signal 1 detected - APP1 Signal
not useable
• 4) FId / Provisional defect of acceleration pedal signal 1 detected - APP1
Signal frozen until final defect or healing detected
• 5) FId / Electr Signal range check SRC for Accelerator Pedal 1 APP1 dis-
abled
• 6) FId / Preceding provisional errors in the signal chain of acceleration pedal
signal 1 detected
• 7) FId / SRC High on APP1 detected --> APP1 Signal not useable
• 8) FId / Synchronisation check of acceleration pedal disabled
• 12) FId / Cam Shaft signal for engine speed sensing not used (back up mode
w.o. Cam Shaft signal)
cal one) inhibited
• 14) FId / Camshaft sensor diagnosis inhibited (due to sensor supply error)
nal errors)
speed signal)
System reaction • 17) FId / Adaptation of the correction values of Fuel Mass Observer (FMO)
active
ror
• 26) Pressure control of reagent dosing system inhibited --> dosing system
• 27) Plausibilty Check (-Drift) of DEF pressure sensor inhibited
is tested
placed with a default when the signal source is ADC FId_RplValAbsUPmpP
• 33) FId / Release of the SCRMon function/no emergency shut-off with emp-
tying
• 34) FId / Monitoring of DEF pressure inhibited (sensor supply error)
• 35) FId / VGT Position is frozen to last valid value
13E-396
13E
• 38) FId / VGT Position is set to default value (TrbCh_TransStg.Dfl_C)
• 39) FId / Electric signal range check for VGT position sensor disabled
• 40) FId / Inhibit temperature plausibility check
disabled
System reaction
sistance disabled
• Excessive battery voltage, defect in wiring harness, electrical failure in con-
Failure cause
nected sensors or in the ECM
• Check battery voltage, check wiring for correct voltage supply of the con-
Failure repair nected sensor and the ECM.
• Replace ECM
sary.
If one of diagnosis codes associated with B38 (Position sensor Turbocharger) is
generated, make a system diagnosis according to the diagnosis code.
If one of diagnosis codes associated with B35 (Position sensor Cylinder) is gen-
erated, make a system diagnosis according to the diagnosis code.
Step1 If one of diagnosis codes associated with B30 (DEF pressure sensor) is gener-
If one of diagnosis codes associated with B17 (Position sensor Accelerator
pedal) is generated, make a system diagnosis according to the diagnosis code.
Inspection procedure If one of diagnosis codes associated with B58 (Blow-by gas pressure sensor 1)
is generated, make a system diagnosis according to the diagnosis code.
Go to Step2
Step2
Go to Step3
3598-12: ECU power stage2: Supply for sensors: Accelerator pedal2, Boost pressure, Fuel pressure, AC
pressure
[Test Condition]
• Continuously.
[Fault Detection]
[Defect Debouncing]
Fault healing • The supply voltage lies within the thresholds.
13E-397
TROUBLESHOOTING
• 1) FId / Limited engine speed because of accelerator pedal error
ing system
• 4) FId / Replacement value for AC pressure signal
abled
• 6) FId / Freeze last valid value of compressor coolant pressure in case of
preliminary failure detected
• 7) FId / Set replacement value for AC coolant pressure when failure is vali-
dated
• 9) FId / Final defect of acceleration pedal signal 2 detected --> APP2 Signal
not useable
• 10) FId / Provisional defect of acceleration pedal signal 2 detected - APP2
Signal frozen until final defect or healing detected
• 11) FId / Electr Signal range check SRC for Accelerator Pedal 2 APP2 dis-
abled
• 12) FId / Preceding provisional errors in the signal chain of acceleration ped-
al signal 2 detected
• 14) FId / Accelerator Pedal 2 (APP2) frozen during active NTP (no-load test
pulse) monitoring
• 15) FId / Synchronisation check of acceleration pedal disabled
• 19) FId / Replacement value for temperature downstream Turbocharger
used for modelling
• 21) FId / Fix substitution value (FEh) of Boost Pressure transmit to CAN
System reaction sage INCON (Inlet/Exhaust condition)
active
abled
flow disabled
ror
13E-398
13E
DPF failure)
sensor
ure detection
• 52) FId / PTO Accelerator pedal position frozen to last valid value during de-
bouncing of preliminary failure
• 53) FId / PTO Accelerator pedal position set to fix value in case of final de-
fect
• 54) FId / PTO Engine speed adjustment resistor voltage set to a fix replace-
ment value
• 55) Plausibilty Check (-Drift) of DEF pressure sensor inhibited
disabled
• 57) FId / Closed loop Control of Fuel Rail pressure disabled (open loop con-
is tested
• 61) FId / Stop reading railpressure sensor values and set an default sensor
System reaction
pressure value / disable electric monitoring of rail pressure sensor
placed with a default when the signal source is ADC FId_RplValAbsUPmpP
• 66) FId / Inhibit SRC and signal acquisition of Air Pressure Upstream Intake
Valve signal
• 67) FId / Monitoring of DEF pressure inhibited (sensor supply error)
• 68) FId / Inhibit temperature plausibility check
disabled
sistance disabled
Failure cause
• Replace ECM
sary.
If one of diagnosis codes associated with B19 (Pressure and temperature sen-
sor Turbocharger) is generated, make a system diagnosis according to the di-
agnosis code.
If one of diagnosis codes associated with B51 (Rail pressure sensor) is gener-
If one of diagnosis codes associated with B17 (Position sensor Accelerator
pedal) is generated, make a system diagnosis according to the diagnosis code.
If one of diagnosis codes associated with B33 (PTO load sensor) is generated,
Go to Step2
13E-399
TROUBLESHOOTING
Step2
3599-12: ECU power stage3: Supply for sensors: DPF differential pressure, Oil pressure, EGR valve posi-
tion, Air humidity sensor
[Test Condition]
• Continuously.
[Fault Detection]
[Defect Debouncing]
Fault healing • The supply voltage lies within the thresholds.
13E-400
13E
• 4) FId / Oil pressure sensor defective
• 9) FId / Fixed replacement value for EGR Valve position is used if failure val-
idated
• 10) FId / Power stage monitoring for EGR Valve inhibited
• 13) FId / Freeze last valid value for oil pressure if preliminary failure is de-
tected
• 14) FId / Plausibility check oil pressure sensor inhibited
• 15) FId / Replace oil pressure value if failure is validated
• 16) FId / Oil pressure sensor supply error active
System reaction flow resistance with measured pressure drop disabled
sistance disabled
DPF failure)
• 21) FId / Inhibit dynamic check of differential pressure across particle filter
• 26) FId / Signal range check monitoring for air humidity inhibited, sensor
supply error
active
Failure cause
• Replace ECM
sary.
If one of diagnosis codes associated with B27 (Humidity and temperature sen-
sor “Intake air”) is generated, make a system diagnosis according to the diag-
nosis code.
If one of diagnosis codes associated with B37 (DPF differential pressure sen-
sor) is generated, make a system diagnosis according to the diagnosis code.
If one of diagnosis codes associated with S11 (Oil pressure switch) is generat-
If one of diagnosis codes associated with B59 (Blow-by gas pressure sensor 2)
is generated, make a system diagnosis according to the diagnosis code.
Go to Step2
13E-401
TROUBLESHOOTING
Step2
3659-0: Corrected value of voltage for opening the injector 1 is out of valid range.
[Test Condition]
• Continuous
[Fault Detection]
• Opening voltage corrected by learned factor (NVC) and temperature com-
pensation is out of fuel pressure dependant range.
[Defect Debouncing]
Fault healing
pensation is within fuel pressure dependant range.
• Possibly irregular engine running due to non equilibrated injection quantity.
• Possibly too high emissions (possibly failure recognition if applied)
da sensor signal)
• Additional resistances in the wiring of injectors (connectors)
Failure cause • Electric part of injectors
• ECU internal defect (Injector power stage / Booster)
• Check wiring
Failure repair • Check injectors, replace them if necessary
• Replace ECU
Step1
circuit.
No: Go to Step2
unit) learns.
Go to Step3
13E-402
13E
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2
3659-6: The fuel injector (cylinder 1) has a short circuit to ground.

[Test Condition]
• Continuously
[Fault Detection]
plied behaviour bit pattern for general short circuit error detection.
[Defect Debouncing]
speed signal)
da sensor signal)
of an injector
DPF failure)
disabled
13E-403
TROUBLESHOOTING
Step1
circuit.
No: Go to step2
Yes: Go to step6
unit) learns.
Inspection procedure Go to step3
Step3
No: Go to step4
Yes: Go to step5
Step6
No: Go to step4
Yes: Go to step2
3659-15: Discharge time of injector 1 is out of valid range.

[Test Condition]
• Continuously
[Fault Detection]
Generation condition • Discharge time difference to the nominal value >= 60.00us
[Defect Debouncing]
Fault healing • Discharge time difference to the nominal value < 60.00us
13E-404
13E
da sensor signal)
• Check wiring
• Replace ECU
Step1
circuit.
No: Go to Step2
Yes: Go to Step6
unit) learns.
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2
13E-405
TROUBLESHOOTING
3659-16: The voltage for opening the injector 1 is out of valid range.
[Test Condition]
• Continuously
[Fault Detection]
Generation condition • Difference of the actual voltage from the required one >= 20.00V
[Defect Debouncing]
Fault healing • Difference of the actual voltage from the required one < 20.00V
da sensor signal)
• Check wiring
• Replace ECU
Step1
circuit.
No: Go to Step2
Yes: Go to Step6
Go to Step3
Step3
unit) learns.
No: Go to Step4
Yes: Go to Step5
13E-406
13E
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2
[Test Condition]
• Continuous
[Fault Detection]
[Defect Debouncing]
Fault healing
da sensor signal)
• Check wiring
• Replace ECU
circuit.
No: Go to Step2
Yes: Go to Step6
13E-407
TROUBLESHOOTING
unit) learns.
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
13E-408
13E
speed signal)
da sensor signal)
of an injector
DPF failure)
disabled
Step1
circuit.
No: Go to step2
Yes: Go to step6
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
13E-409
TROUBLESHOOTING
No: Go to step4
Yes: Go to step2

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
da sensor signal)
• Check wiring
• Replace ECU
Step1
circuit.
No: Go to Step2
unit) learns.
Go to Step3
13E-410
13E
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
da sensor signal)
• Check wiring
• Replace ECU
circuit.
No: Go to Step2
Yes: Go to Step6
13E-411
TROUBLESHOOTING
unit) learns.
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2
[Test Condition]
• Continuous
[Fault Detection]
[Defect Debouncing]
Fault healing
da sensor signal)
• Check wiring
• Replace ECU
13E-412
13E
Step1
circuit.
No: Go to Step2
Yes: Go to Step6
unit) learns.
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
13E-413
TROUBLESHOOTING
speed signal)
da sensor signal)
of an injector
DPF failure)
disabled
Step1
circuit.
No: Go to step2
Yes: Go to step6
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
13E-414
13E
No: Go to step4
Yes: Go to step2

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
da sensor signal)
• Check wiring
• Replace ECU
Step1
circuit.
No: Go to Step2
unit) learns.
Go to Step3
13E-415
TROUBLESHOOTING
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
da sensor signal)
• Check wiring
• Replace ECU
circuit.
No: Go to Step2
Yes: Go to Step6
13E-416
13E
unit) learns.
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2
[Test Condition]
• Continuous
[Fault Detection]
[Defect Debouncing]
Fault healing
da sensor signal)
• Check wiring
• Replace ECU
13E-417
TROUBLESHOOTING
Step1
circuit.
No: Go to Step2
Yes: Go to Step6
unit) learns.
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
13E-418
13E
speed signal)
da sensor signal)
of an injector
DPF failure)
disabled
Step1
circuit.
No: Go to step2
Yes: Go to step6
unit) learns.
Go to step3
Step3
No: Go to step4
Yes: Go to step5
13E-419
TROUBLESHOOTING
No: Go to step4
Yes: Go to step2

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
da sensor signal)
• Check wiring
• Replace ECU
Step1
circuit.
No: Go to Step2
unit) learns.
Go to Step3
13E-420
13E
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
da sensor signal)
• Check wiring
• Replace ECU
circuit.
No: Go to Step2
Yes: Go to Step6
13E-421
TROUBLESHOOTING
unit) learns.
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Step6
No: Go to Step4
Yes: Go to Step2
3696-2: The signal value of component ‘DPF emergency regeneration switch’ is implausible.Data erratic, in-
termittent or incorrect
[Test Condition]
• Continuously
[Fault Detection]
• Terminal 15 is ON AND
• Emergency regeneration switch is pressed AND
Generation condition • switch plausibility not inhibited (error detected in T15 or vehicle speed moni-
toring) AND
• vehicle speed > 2km/h {1.2mph}
[Defect Debouncing]
Fault healing • switch detected as plausible
• Emergency regeneration switch pressed at high vehicle speed or switch de-
Failure cause
fective
Failure repair • Check emergency regeneration switch
13E-422
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
3701-2: Signal Range Check (SRC) for ‘Flow resistance of diesel particulate filter’ reports HIGH.
[Test Condition]
• The check is carried out continuously.
[Fault Detection]
• Pressure drop over filter higher than a exhaust flow dependant limit (from
6kPa {0.9psi, 0.06kgf/cm2} at 0.00m^3/h over 40.2kPa {5.8psi, 0.4kgf/cm2}
at 800.00m^3/h to 105.1kPa {15psi, 1.1kgf/cm2} at 2000.00m^3/h).
[Defect Debouncing]
13E-423
TROUBLESHOOTING
• DPF is clogged.
Failure cause
• Filter regeneration was not successful or not possible.
Failure repair • Launch service regeneration via tester and check filter and exhaust system.
3702-2: Regeneration of the diesel particulate filter was aborted.

[Test Condition]
• The exhaust-gas volume flow ASMod_dvolPFltEG > 300.00m^3/h.
• The temperature of DPF ASMod_tPFltSurfSim < 399.96°C {751.93°F}.
• For DPF load detection, the calculation from the differential pressure is ac-
tive, and not the simulation (PFltLd_stSimOn).
• Successful regeneration has been completed, driving distance since regen-
eration < 15.00km
• Error counter is incriminated if the measured soot mass
PFlt_mSotMeasNoCompl_mp > PFlt_mSotNoComplMax_mp stored in the
curve
• PFlt_mSotNoComplMax depending on the continuously simulated soot
mass PFlt_mSotSimNoCompl_mp.
[Defect Debouncing]
• Defect condition fulfilled continuously >1.00 events
System reaction
• Real ash load too high or some restriction upstream OxiCat or differential
Failure cause
pressure measuring wrong (rear hose clogged)
• Check exhaust for restrictions, check differential pressure sensor for gain
Failure repair
failure, perform manual regeneration,
13E-424
13E
sary.
If any abnormalities are found on DPF differential pressure hose, recheck it
closely and replace as necessary.
Check DPF differential pressure hose for clogging, and remedy it if any restric-
tion is found.
Check for the correct connection of DPF differential pressure hose; if not cor-
rect, rectify the connection.
If DPF differential pressure hose has been corrected or replaced, perform the
Step1
learned value resetting procedure of B37 (DPF differential pressure sensor)
learned by A4 (Combustion engine Control unit).
Check Exhaust system for clogging, and remedy it if any restriction is found.
If this diagnosis code has occurred again even after conducting DPF regenera-
tion, clean or replace DPF.
If DPF has been corrected or replaced, perform the learned value resetting pro-
cedure of DPF learned by A4 (Combustion engine Control unit).
Go to Step2
Step2
Go to Step3
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step6
Step8
No: Go to Step6
Yes: Go to Step4
13E-425
TROUBLESHOOTING
3719-16: The regeneration frequency of the diesel particulate filter is too high.
[Test Condition]
• Monitor not inhibited by another failure (FId_PFltFreq is not set)
• Soot mass value PFltLd_mSot is greater than the limiting value for monitor-
ing PFlt_mSotSimTotRgnFreq_mp
• after a successful regeneration or an interrupted.
• The soot mass limiting value PFlt_mSotThresRgnFreq_mp for monitoring for
too frequent particulate filter regeneration depends on the emissions (NM-
Generation condition HC, CO, NOx) during DPF regeneration (Ki factors) and ash volume
PFltLd_volAsh.
[Fault Detection]
• Soot mass value from the particulate filter load calculation PFltLd_mSot >
limiting value for monitoring PFlt_mSotSimTotRgnFreq_mp
[Defect Debouncing]
System reaction
• Leakage of injectors (high soot)
• Too low air flow (leakage in intake air system)
Failure cause • or differential pressure not measure correctly (rear hose line clogged).
• Modelled soot not calculated correctly (EGR, air flow mass, DPF upstream
temperature)
• Check differential pressure, check other sensor involved in soot modelling (if
DTC is present)
Failure repair
• Check leakage in intake system, check injectors
• Perform service regeneration if needed
3726-16: DPF model regeneration request too high

[Test Condition]
• The check is carried out continuously.
[Fault Detection]
Generation condition • If the regeneration mode request number > 4.00- i.e. collected soot mass >
65.00g
[Defect Debouncing]
Fault healing • If the regeneration mode request number < 4.00-
• Only by FID (see FID’s)
System reaction • 2) FId / Torque limitation 2 activated for power reduction
active
• Special ambient conditions and vehicle use which does not allow correct
DPF regeneration due to too low exhaust temperatures
• Temperature sensor before Oxicat and/or before DPF shows too low temper-
Failure cause ature
• Oxicat does not work correctly (bad HC burning) - in this case also a further
dedicated failure should be stored and the vehicle shows blue smoke and
strong odour.
• Service regeneration should be performed to reduce soot mass in the filter
Failure repair
• If Service regeneration fails: see troubleshooting there.
13E-426
13E
3727-0: DPF model - number of maximum regenerations too high
[Test Condition]
• A DPF regeneration requested.
[Fault Detection]
• Number of locked regenerations > 2.00-
[Defect Debouncing]
• Immediate
• If the requested regeneration mode < 1.00-, i.e. the regeneration is at least
Fault healing partially successful, the counter for locked regeneration is set to 0 and failure
healed.
• Probably high fuel consumption due to long time of regeneration (post injec-
tion active!)
• Oil exchange request (due to Oil dilution) can be activated earlier due to long
time post injection.
• DPF can be overloaded due to “failed” regeneration --> possibly damaged at
System reaction real regeneration.
active
• Special ambient conditions or vehicle use (city cycle) which lead to too low
DPF temperature for real regeneration.
• Temperature sensor before Oxicat or before DPF show too low temperature,
Failure cause
so system dose not detect real regeneration.
• Oxicat does not work correctly, i.e. the temperature increase is too low
(should be shown by a additionally stored dedicated failure)
• Check temperature sensor before Oxicat and before DPF for correct mea-
suring
Failure repair
• Check Oxicat
• Check DPF
4009-3: Component ‘Fuel filter heater’ has a short circuit to positive.

[Test Condition]
• Monitoring only active if power stage actuated, i.e. filter heating active, i.e.
Fuel temp < -3.04°C {26.53°F} (switch off at > 4.96°C {40.93°F}) AND engine
NOT cranking AND engine speed > 5.00rpm
• Battery voltage > 9.50V (switch off < 9.00V) and Test of redundant shut-off
paths not active)
[Fault Detection]
• The power stage hardware reports a “short circuit to battery” (SCB) error.
[Defect Debouncing]
Fault healing
power stage does not report a “short to battery” (SCB) error. Else no healing
possible at this driving cycle.
System reaction • Power stage is shut-off, i.e no fuel heating possible.
Failure cause • Short circuit of wiring to external source or inside fuel filter heater
Failure repair • Check of wiring, replace fuel filter heater
13E-427
TROUBLESHOOTING
sary.
Go to Step2
Remove the connector of K30 (Fuel heater relay).
Step2
Check the circuit across K30.5/5 and A20.X1.18/5 for open or short circuit.
No: Go to Step3
Yes: Go to Step8
Inspection procedure Replace component “K30 (Fuel heater relay)”.
Step3
Go to Step4
Step4 sary.
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
13E-428
13E
No: Go to Step9
Yes: Go to Step10
Repair or replace the harness across K30 (Fuel heater relay) and X43 (Interme-
diate connector).
Repair or replace the harness across K30 (Fuel heater relay) and A20 (SAM).
No: Go to Step7
Yes: Go to Step3
No: Go to Step7
Yes: Go to Step3
4009-4: Component ‘Fuel filter heater’ has a short circuit to ground.

[Test Condition]
• Monitoring only active if power stage NOT actuated, i.e. filter heating NOT
active, i.e. Fuel temp > 4.96°C {40.93°F} or engine cranking or engine speed
< 5.00rpm
paths not active)
[Fault Detection]
[Defect Debouncing]
Fault healing
power stage does not report an “short to ground” (SCG) error. Else no heal-
ing possible at this driving cycle.
Failure cause • Short circuit of wiring to ground or inside fuel filter heater
Failure repair • Check of wiring, replace fuel filter heater
sary.
Go to Step2
13E-429
TROUBLESHOOTING
Step2
No: Go to Step3
Yes: Go to Step8
Replace component “K30 (Fuel heater relay)”.
Step3
Go to Step4
Step4 sary.
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
No: Go to Step9
Yes: Go to Step10
diate connector).
Step9
No: Go to Step7
Yes: Go to Step3
No: Go to Step7
Yes: Go to Step3
13E-430
13E
4009-5: Component Fuel filter heater has a no load error.
[Test Condition]
• Monitoring only active if power stage NOT actuated, i.e. filter heating NOT
active, i.e. Fuel temp > 4.96°C {40.93°F} or engine cranking or engine speed
< 5.00rpm
paths not active)
[Fault Detection]
• The power stage hardware reports a “no load” (OL) error.
[Defect Debouncing]
Fault healing
power stage does not report an “open load” (OL) error. Else no healing pos-
sible at this driving cycle.
Failure cause • Broken or disconnected wiring or defective fuel filter heater.
Failure repair • Check of wiring or replace fuel filter heater
sary.
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step8
Inspection procedure Replace component “K30 (Fuel heater relay)”.
Step3
Go to Step4
Step4 sary.
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
13E-431
TROUBLESHOOTING
No: Go to Step9
Yes: Go to Step10
diate connector).
No: Go to Step7
Yes: Go to Step3
No: Go to Step7
Yes: Go to Step3
4009-12: Component ‘Fuel filter heater’ signals overtemperature.

[Test Condition]
• Monitoring only active if power stage actuated, i.e. filter heating active, i.e.
Fuel temp < -3.04°C {26.53°F} (switch off at > 4.96°C {40.93°F}) AND engine
NOT cranking AND engine speed > 5.00rpm
Generation condition • Battery voltage > 9.50V (switch off < 9.00V) and Test of redundant shut-off
paths not active)
[Fault Detection]
• Hardware reports an over temperature error (OT) on the power stage for the
Fuel Filter heater.
[Defect Debouncing]
Fault healing
stage does not report an “short to ground” (SCG) error. Else no healing pos-
sible at this driving cycle.
System reaction • Power stage is shut-off (Exhaust Flap in open position).
Failure cause
lem
Failure repair • Check load and output, check wiring, replace ECU
sary.
Go to Step2
13E-432
13E
Step2
No: Go to Step3
Yes: Go to Step8
Replace component “K30 (Fuel heater relay)”.
Step3
Go to Step4
Step4 sary.
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
No: Go to Step9
Yes: Go to Step10
diate connector).
Step9
No: Go to Step7
Yes: Go to Step3
No: Go to Step7
Yes: Go to Step3
13E-433
TROUBLESHOOTING
4094-2: DEF quality deviate from standard.Data erratic, intermittent or incorrect
[Test Condition]
• DEF tank refill is detected (current level > older stored level)
[Fault Detection]
• To detect this failure following conditions must be fulfilled:
• after 10.00min (running time with active injection) the difference between
stored and actual factor value > -262144.00-
• after 20.00min (running time with active injection) the difference between
stored and actual factor value > -262144.00-
• the FID (FId_SCRCtlUrQlActActv) is activated via a failure (e.g. NOx Level
monitoring)
[Defect Debouncing]
Fault healing • the failure with activates the FID (FId_SCRCtlUrQlActActv) is healed
System reaction • 1) FId / Function Identifier to trigger Moderate Warning level for Status Block
3
Failure cause • DEF quality deviating from standard
Failure repair • Check DEF quality in the tank
520192-20: Air flow meter: AFS correction at low idle exceeds drift limitMaximum value
[Test Condition]
• Continuously
[Fault Detection]
• The new learned correction factor is compared to the old one, its variation is
limited at 0.03-
• The calculated and limited correction factor at low-idle
(AFS_facIdlAdjVal_mp) for the current driving cycle exceeds 0.16-
[Defect Debouncing]
• None
• No healing possible in the current driving cycle.
Fault healing
• The new learned correction factor lies below the limit 0.16-
• None (except Fids).
disabled
failure)
• Fouling or blockage of the air mass sensor, inaccurate sensor due to ageing,
Failure cause leakage or obstruction in the intake duct, jammed EGR actuator, defective
VTG/WG
• Clean sensor and check intake system, replace air mass sensor if neces-
sary, check EGR actuators and boost pressure actuator.
Failure repair
• Reinitialize drift compensation values using UDS service Routine Control (Id
$0242)
13E-434
13E
sary.
If Intake system fault has occurred, check the system in question.
Step1
If EGR system fault has occurred, check the system in question.
If Turbocharger system fault has occurred, check the system in question.
sary.
If one of diagnosis codes associated with EGR system is generated, make a
If one of diagnosis codes associated with Turbocharger system is generated,
Go to Step3
sary.
Go to Step4
Yes: Go to Step10
Step5
Go to Step6
Step6
No: Go to Step9
Yes: Go to Step7
sary.
Step7 If EGR system fault has occurred, check the system in question.
Go to Step8
Go to Step9
13E-435
TROUBLESHOOTING
Step10
No: Go to Step11
Yes: Go to Step12
No: Go to Step9
Yes: Go to Step5
No: Go to Step9
Yes: Go to Step5
520192-21: Air flow meter: AFS correction at low idle exceeds drift limitMinimum value
[Test Condition]
• Continuously
[Fault Detection]
• The new learned correction factor is compared to the old one, its variation is
limited at 0.03-
• The calculated and limited correction factor at low-idle
(AFS_facIdlAdjVal_mp) for the current driving cycle is below -0.16-
[Defect Debouncing]
• None
Fault healing
• The new learned correction factor lies above the limit -0.16-
disabled
failure)
VTG/WG
sary, check EGR actuators and boost pressure actuator
Failure repair
$0242)
13E-436
13E
sary.
Step1
sary.
Go to Step3
sary.
Go to Step4
Yes: Go to Step10
Step5
Go to Step6
Step6
No: Go to Step9
Yes: Go to Step7
sary.
Go to Step8
Go to Step9
13E-437
TROUBLESHOOTING
Step10
No: Go to Step11
Yes: Go to Step12
No: Go to Step9
Yes: Go to Step5
No: Go to Step9
Yes: Go to Step5
520193-20: Air flow meter: AFS correction at load point exceeds drift limitMaximum value
[Test Condition]
• Continuously
[Fault Detection]
• If following release conditions:
• vehicle speed between -1.00km/h and 150km/h {93.2mph}
• induction pressure Air_pCACDs is between 100kPa {15psi, 1.0kgf/cm2} and
3277kPa {475psi, 33kgf/cm2}
• Engine speed Epm_nEng and injection quantity InjCtl_qCurr are within the
Generation condition quantity/engine speed window applied via curves AFS_qWinLdAdjThresHi
and AFS_qWinLdAdjThresLo.
• driving point almost stationary
• no drift compensation already carried out in current driving cycle
• The new learned correction factor under load condition is compared to the
old one, its variation is limited at 0.03-
• The calculated and limited correction factor (AFS_facLdAdjVal_mp) for the
current driving cycle exceeds 0.16-
[Defect Debouncing]
• None
Fault healing
• The new learned correction factor lies below the limit 0.16-
disabled
failure)
13E-438
13E
VTG/WG
Failure repair
$0242)
sary.
Step1
sary.
Go to Step3
sary.
Go to Step4
No: Go to Step5
Yes: Go to Step10
Step5
Go to Step6
Step6
No: Go to Step9
Yes: Go to Step7
sary.
Go to Step8
Go to Step9
13E-439
TROUBLESHOOTING
Step10
No: Go to Step11
Yes: Go to Step12
Inspection procedure sensor) and X39 (Intermediate connector).
No: Go to Step9
Yes: Go to Step5
No: Go to Step9
Yes: Go to Step5
13E-440
13E
520193-21: Air flow meter: AFS correction at load point exceeds drift limitMinimum value
[Test Condition]
• Continuously
[Fault Detection]
• If following release conditions:
• vehicle speed between -1.00km/h and 150km/h {93.2mph}
• induction pressure Air_pCACDs is between 100kPa {15psi, 1.0kgf/cm2} and
3277kPa {475psi, 33kgf/cm2}
• Engine speed Epm_nEng and injection quantity InjCtl_qCurr are within the
Generation condition quantity/engine speed window applied via curves AFS_qWinLdAdjThresHi
and AFS_qWinLdAdjThresLo.
• driving point almost stationary
• no drift compensation already carried out in current driving cycle
• The new learned correction factor under load condition is compared to the
old one, its variation is limited at 0.03-
• The calculated and limited correction factor (AFS_facLdAdjVal_mp) for the
current driving cycle is lower than -0.16-
[Defect Debouncing]
• None
Fault healing
• The new learned correction factor lies above the limit -0.16-
disabled
failure)
VTG/WG
Failure repair
$0242)
13E-441
TROUBLESHOOTING
sary.
Step1
sary.
Go to Step3
sary.
Go to Step4
No: Go to Step5
Yes: Go to Step10
Step5
Go to Step6
Step6
No: Go to Step9
Yes: Go to Step7
sary.
Go to Step8
Go to Step9
13E-442
13E
Step10
No: Go to Step11
Yes: Go to Step12
Inspection procedure sensor) and X39 (Intermediate connector).
No: Go to Step9
Yes: Go to Step5
No: Go to Step9
Yes: Go to Step5
13E-443
TROUBLESHOOTING
520195-20: Air flow meter: Sensitivity drift error for HFM sensorHIGH
[Test Condition]
• Drift test not inhibited by FID_AFSActrTst by tester intervention or by
FID_AFSPlSetyDrft due to another failure.
• Operation not in high altitude, i.e ambient pressure > 80kPa {12psi, 0.8kgf/
cm2}.
• Engine in normal operation since at least 6.00s.
• Engine temperature between 68.46°C {155.23°F} and 111.96°C {233.53°F}
• Engine in steady state, i.e. the Boost air temperature variation between -
1000°C {-1768°F}/s and 1000°C {1832°F}/s
• Fuel injection quantity < 100.00mg/hub and engine speed between
620.00rpm and 840.00rpm.
• Boost pressure < 104kPa {15psi, 1.1kgf/cm2}
• If available EGR throttle valve open, i.e. between -10.00% and 105.00% re-
sp. the exhaust break flap position between 98.00% and 105.00% longer
than 2.00s.
• If available, throttle for variable swirl control between -10.00% and 110.00%.
• EGR valve closed, i.e. between 105.00% and 98.00% since at least 2.00s:
this is normally only the case during drift compensation learning at idle or at
high engine speed, each once per driving cycle! Drift compensation is re-
leased and EGR valve closed for 13.00s (idle) resp. for 1.70s (high load), if
all following conditions are met in addition to the above mentioned conditions
for at least 1000.00ms:
• Boost air temperature between -3549.94°C {-6357.89°F} and 3003.56°C
{5438.41°F}.
• Ambient temperature between -0.04°C {31.93°F} and 39.96°C {103.93°F}.
• The engine is running in normal state since at least 14.00min.
• Drift compensation not inhibited by FID_AFSAdjRls due to another failure
• ambient pressure > 81kPa {12psi, 0.8kgf/cm2}
• And for correction at idle:
• Difference between boost pressure and ambient pressure <3277kPa
{475psi, 33kgf/cm2} (i.e no boost pressure)
• Injection quantity between 2.50mg/hub and 25.00mg/hub.
• Engine speed between 600.00rpm and 850.00rpm.
• no drift correction at idle executed this driving cycle. And for correction at
High Load:
• Vehicle speed between -1.00km/h and 150km/h {93.2mph}
• Boost pressure between 100kPa {15psi, 1.0kgf/cm2} and 3277kPa {475psi,
33kgf/cm2}.
• Fuel injection quantity between engine speed dependant limits:
• between 100.00mg/hub at 2250.00rpm and 100.00mg/hub at 2250.00rpm
• Engine steady state, i.e. variation of boost pressure (filtered by 500.00ms)<
49.997kPa {7.2psi, 0.5kgf/cm2}/s, of fuel injection (filtered by 2.00s) <
4.00(mg/stroke)/s and engine speed (filtered by 999.99ms) < 180.00rpm/s
• No drift compensation under load executed this driving cycle.
[Fault Detection]
• The ratio (filtered by 299.99ms) of measured air mass flow divided by mod-
elled air mass flow > value from engine temperature dependent curve, i.e.
the measured air flow is too high
[Defect Debouncing]
• Debounce time engine temperature dependent
Fault healing elled air mass flow < value from engine temperature dependent curve, i.e.
the measured air flow is in range
13E-444
13E
modelling
failure)
• 8) FId / Dynamic soot mass flow correction for particulate filter (DPF) inhibit-
ed
abled
flow disabled
sistance disabled
simulation is used.
disabled
active
• Defect in wiring, inaccurate or defective air mass sensor, leakage or obstruc-
Failure cause
tion in the intake duct, defective VTG/WG
• Check wiring of the intake air mass sensor and its accuracy and replace it if
necessary, check intake duct and boost pressure actuator.
Failure repair
• Reset HFM learning drift correction factors using UDS service Routine Con-
trol (Id $0242)
sary.
Inspection procedure Step1 If Intake system fault has occurred, check the system in question.
13E-445
TROUBLESHOOTING
sary.
fault code.
Go to Step3
sary.
Go to Step4
No: Go to Step5
Yes: Go to Step10
Step5
Go to Step6
Step6
No: Go to Step9
Yes: Go to Step7
sary.
Step7
Go to Step8
Go to Step9
Step10
No: Go to Step11
Yes: Go to Step12
13E-446
13E
sensor) and X39.
No: Go to Step9
Yes: Go to Step5
X39.
No: Go to Step9
Yes: Go to Step5
13E-447
TROUBLESHOOTING
520195-21: The wiring of component Air flow meter is faulty./ Component Air flow meter has a mechanical
defect.
[Test Condition]
• Drift test not inhibited by FID_AFSActrTst by tester intervention or by
FID_AFSPlSetyDrft due to another failure.
• Operation not in high altitude, i.e ambient pressure > 80kPa {12psi, 0.8kgf/
cm2}.
• Engine in normal operation since at least 6.00s.
• Engine temperature between 68.46°C {155.23°F} and 111.96°C {233.53°F}
• Engine in steady state, i.e. the Boost air temperature variation between -
1000°C {-1768°F}/s and 1000°C {1832°F}/s
• Fuel injection quantity < 100.00mg/hub and engine speed between
620.00rpm and 840.00rpm.
• Boost pressure > 80kPa {12psi, 0.8kgf/cm2}
• If available EGR throttle valve open, i.e. between -10.00% and 105.00% re-
sp. the exhaust break flap position between 98.00% and 105.00% longer
than 2.00s.
• If available, throttle for variable swirl control between -10.00% and 110.00%.
• EGR valve closed, i.e. between 98.00% and 105.00% since at least 2.00s:
this is normally only the case during drift compensation learning at idle or at
high engine speed, each once per driving cycle! Drift compensation is re-
leased and EGR valve closed for 13.00s (idle) resp. for 1.70s (high load), if
all following conditions are met in addition to the above mentioned conditions
for at least 1000.00ms:
• Boost air temperature between -3549.94°C {-6357.89°F} and 3003.56°C
{5438.41°F}.
• Ambient temperature between -0.04°C {31.93°F} and 39.96°C {103.93°F}.
• The engine is running in normal state since at least 14.00min.
• Drift compensation not inhibited by FID_AFSAdjRls due to another failure
• ambient pressure > 81kPa {12psi, 0.8kgf/cm2}
• And for correction at idle:
• Difference between boost pressure and ambient pressure < 3277kPa
{475psi, 33kgf/cm2} (i.e no boost pressure)
• Injection quantity between 2.50mg/hub and 25.00mg/hub.
• Engine speed between 600.00rpm and 850.00rpm.
• no drift correction at idle executed this driving cycle. And for correction at
High Load:
• Vehicle speed between -1.00km/h and 150km/h {93.2mph}
• Boost pressure between 100kPa {15psi, 1.0kgf/cm2} and 3277kPa {475psi,
33kgf/cm2}.
• Fuel injection quantity between engine speed dependant limits:
• Engine steady state, i.e. variation of boost pressure (filtered by 500.00ms)<
49.997kPa {7.2psi, 0.5kgf/cm2}/s, of fuel injection (filtered by 2.00s) <
4.00(mg/stroke)/s and engine speed (filtered by 999.99ms) < 180.00rpm/s
• No drift compensation under load executed this driving cycle.
[Fault Detection]
elled air mass flow < engine temperature dependent curve, i.e. the mea-
sured air flow is too low
[Defect Debouncing]
• Debounce time engine temperature dependent
Fault healing elled air mass flow > value from engine temperature dependent curve, i.e.
the measured air flow is in range
13E-448
13E
modelling
failure)
• 8) FId / Dynamic soot mass flow correction for particulate filter (DPF) inhibit-
ed
abled
flow disabled
sistance disabled
simulation is used.
disabled
active
• Defect in wiring, inaccurate or defective air mass sensor, leakage or obstruc-
Failure cause
tion in the intake duct, jammed EGR actuator, defective VTG/WG
• Check wiring of the intake air mass sensor and its accuracy and replace it if
necessary, check intake duct, EGR actuators and boost pressure actuator.
Failure repair
• Reset HFM learning drift correction factors using UDS service Routine Con-
trol (Id $0242)
sary.
Inspection procedure Step1 If Intake system fault has occurred, check the system in question.
13E-449
TROUBLESHOOTING
sary.
fault code.
Go to Step3
sary.
Go to Step4
No: Go to Step5
Yes: Go to Step10
Step5
Go to Step6
Step6
No: Go to Step9
Yes: Go to Step7
sary.
Step7
Go to Step8
Go to Step9
Step10
No: Go to Step11
Yes: Go to Step12
13E-450
13E
No: Go to Step9
Yes: Go to Step5
No: Go to Step9
Yes: Go to Step5
520200-2: Faulty component 'Air conditioning' / Faulty component 'Air conditioning switch'
[Test Condition]
• Continuously
[Fault Detection]
• If A/C signal is not received via CAN.
[Defect Debouncing]
Fault healing • If A/C signal is received via CAN
• AirC_stSwtPrsis set to the default value 0.00- A/C switch is set at value not
present, all monitorings for Air conditioner are shut off
System reaction • Further reaction see FIDs
• 1) FId / Set replacement value for AC presence (not present)
Failure cause • A/C defective, A/C supply defective
Failure repair • Check A/C supply, check A/C module
520200-12: Air conditioning: Plausibility error CAN input signals

[Test Condition]
• Continuously.
[Fault Detection]
• If A/C signal received via CAN is not plausible (Com_stAC==2).
[Defect Debouncing]
Fault healing • If A/C signal received via CAN is plausible (Com_stAC==1)
13E-451
TROUBLESHOOTING
• A/C switch is set at value not present, all monitorings for Air conditioner are
shut off
System reaction • Further reaction see FIDs
• 1) FId / Set replacement value for AC presence (not present)
• CAN Timeout in message Com_stAC, A/C supply defective, CAN connection
Failure cause
problem
• Check presence and correct connection of the A/C,
Failure repair
• check A/C voltage supply, check wiring
sary.
If one of diagnosis codes associated with A7 (Air Conditioning electronic control
Step1 unit & control panel) is generated, make a system diagnosis according to the di-
agnosis code.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
Yes: Go to step6
No: Go to step4
Yes: Go to step5
13E-452
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Inspection procedure Step6 *7: Full-automatic air conditioner
*8: Auto leveling
*9: Manual leveling
520203-2: PassiveCAN bus error: NodeA

[Test Condition]
run
• Continuously
[Fault Detection]
• Bus Off at node A is detected
[Defect Debouncing]
Fault healing • To give the possibility for healing, controller is reinitialized every 50.00ms
• Wrong configuration of CAN timing (Prescaler, synchronization jump width,
sampling, propagation and phase segments), bad termination resistors, de-
Failure cause
fective network connection and contacts or defective CAN controller with er-
roneous messages.
• Check timing configuration with hardware compatibility, check termination re-
sistors and network connection and contacts. Short circuits to external
Failure repair
source, ground or CAN High to Low.Monitor CAN communication for errone-
ous behaviour of a participant.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
No: Go to step2
Yes: Go to step5
13E-453
TROUBLESHOOTING
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520203-31: CAN fault: The configuration is faulty./The CAN controller is defective./The control unit has an in-
ternal hardware fault.
[Test Condition]
run
• Continuously.
[Fault Detection]
• Bus Off at node A is detected
[Defect Debouncing]
Fault healing • To give the possibility for healing, controller is reinitialized every 50.00ms
• None except Fids
System reaction
• 1) FId / Release stand alone mode in monitoring
• Wrong configuration of CAN timing (Prescaler, synchronization jump width,
sampling, propagation and phase segments), bad termination resistors, de-
Failure cause
fective network connection and contacts or defective CAN controller with er-
roneous messages.
• Check timing configuration with hardware compatibility, check termination re-
sistors and network connection and contacts. Short circuits to external
Failure repair
source, ground or CAN High to Low.Monitor CAN communication for errone-
ous behaviour of a participant.
13E-454
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-455
TROUBLESHOOTING
520207-2: Plausibility check of component ‘Coolant temperature’ The received data are implausible.
[Test Condition]
• Plausibility test not inhibited by FId set
[Fault Detection]
• Temperature differences limits are applied in curves depending on engine
OFF time.
[Defect Debouncing]
• Immediate
Failure cause • Coolant temperature sensor drifted
Step1
positive.
No: Go to Step2
Yes: Go to Step6
Step2
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step5
Go to Step4
Go to Step7
13E-456
13E
No: Go to Step4
Yes: Go to Step2
520208-12: ECU internal: SPI and COM errors

[Test Condition]
• Continuously
[Fault Detection]
• Communication disturbances detected between processor and CJ945 Chip
[Defect Debouncing]
Fault healing • No communication disturbance detected
System reaction • 1) FId / Substitution function for the Digital Input/Output module of ECU acti-
vated (due to Cj945 error)
• Electric disturbances, internal defect of the ECU leading to a SPI bus com-
Failure cause
munication error
Failure repair • Replace ECU if failure remains present
520210-2: Combustion of cylinder: More than 1 not in equilibrium

[Test Condition]
• Monitoring not inhibited by FID_CmbMon due to another failure
• Fuel balancing not inhibited by FID_FBC due to another failure
• Engine in normal running state since > 30.00s
• Fuel balancing active i.e.:
• engine speed between -100.00rpm and 2500.00rpm and fuel quantity be-
tween
• 2.00mg/hub and an engine speed dependant upper limit (50.00mg/hub at
800.00rpm)
[Fault Detection]
Generation condition • The FBC integrator values of more than 1 cylinder are higher or lower than +/
- 0.98- times the limitation quantity, which is dependant on the actual fuel
quantity (from 0.00mg/hub at 1.50mg/hub over 0.50mg/hub at 2.00mg/hub
and 5.00mg/hub at 7.50mg/hub to 6.00mg/hub at 60.00mg/hub)
• OR
• The FBC integrator value of 1 cylinder is higher or lower than +/- 0.98- times
the limitation quantity, which is dependant on the actual fuel quantity (from
0.00mg/hub at 1.50mg/hub over 0.50mg/hub at 2.00mg/hub and 5.00mg/hub
at 7.50mg/hub to 6.00mg/hub at 60.00mg/hub) AND the FBC integrator of at
least one further cylinder is outside the tolerance of +/- 4.00mg/hub
[Defect Debouncing]
• The FBC integrator values for all cylinders incl cylinder 1 are within the nor-
mal range of +/- 4.00mg/hub
Fault healing • OR
• only one cylinder is out of range, i.e. a failure CmbMonMin or CmbMonMax
of a dedicated cylinder detected (see description of those failures)
13E-457
TROUBLESHOOTING
• Possibly irregular idling or driving (specially at lower load range)
System reaction DStgy_facUreaDesRed_C)
Failure cause • non balanced cylinders possibly due to problem of one or more injectors.
• try to identify the irregular cylinders by the deviations at failure recognition
Failure repair (snap shot): the 2 extreme cylinders have probably a problem.
• check regularity of combustion (idle test or run up test)
No: Go to Step2
Yes: Go to Step6
Step2
Inspection procedure Perform the learned value resetting procedure of Fuel injector which A4 (Com-
learns.
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Step6
No: Go to Step5
Yes: Go to Step2
13E-458
13E
520211-0: Combustion of cylinder1LOW
[Test Condition]
tween
Generation condition 800.00rpm)
[Fault Detection]
• The FBC integrator values for all other cylinders are within the normal range
of +/- 4.00mg/hub and the one for the cylinder no 1 (FBC_qDvtCyl[0]) higher
than 0.98- times the limitation quantity, which is dependant on the actual fuel
and 5.00mg/hub at 7.50mg/hub to 6.00mg/hub at 60.00mg/hub).
[Defect Debouncing]
Fault healing
mal range of +/- 4.00mg/hub.
• injector of cylinder 1 has too low fuel quantity or the cylinder itself is defect
Failure cause
(no compression/misfiring)
• check regularity of combustion (idle test or run up test) and replace injector if
Failure repair
necessary
sary.
Step1 Check for possible misfire when the engine is in idle state.
sary.
fault code.
Go to Step3
learns.
Go to Step4
Step4
No: Go to Step7
Yes: Go to Step5
13E-459
TROUBLESHOOTING
sary.
Go to Step7
520211-1: Combustion of cylinder1HIGH

[Test Condition]
tween
[Fault Detection]
of +/- 4.00mg/hub and the one for the cylinder no 1 (FBC_qDvtCyl[0]) lower
than -0.98- times the limitation quantity, which is dependant on the actual
fuel quantity (from 0.00mg/hub at 1.50mg/hub over 0.50mg/hub at 2.00mg/
hub and 5.00mg/hub at 7.50mg/hub to 6.00mg/hub at 60.00mg/hub).
[Defect Debouncing]
Fault healing
Failure cause • injector of cylinder 1 has too high fuel quantity (open locked injector)
Failure repair
necessary
sary.
Step1 Check for run-up engine speed.
Go to Step2
sary.
fault code.
Go to Step3
learns.
Go to Step4
13E-460
13E
Step4
No: Go to Step7
Yes: Go to Step5
sary.
Go to Step6
Go to Step7

[Test Condition]
tween
[Fault Detection]
[Defect Debouncing]
Fault healing
Failure cause
Failure repair
necessary
sary.
sary.
fault code.
Go to Step3
13E-461
TROUBLESHOOTING
Step3
Perform the learned value resetting procedure of Y17 (Fuel injector 3) which
A14 (EGR valve) learns.
Perform coding of Fuel injector which A14 (EGR valve) learns.
Go to Step4
No: Go to Step7
Yes: Go to Step5
sary.
Step6 Perform the operation start and replace A14 (EGR valve).
Go to Step7

[Test Condition]
tween
[Fault Detection]
[Defect Debouncing]
Fault healing
Failure repair
necessary
13E-462
13E
sary.
Go to Step2
sary.
fault code.
Go to Step3
Go to Step4
Step4
No: Go to Step7
Yes: Go to Step5
sary.
Go to Step6
Go to Step7

[Test Condition]
tween
[Fault Detection]
[Defect Debouncing]
Fault healing
13E-463
TROUBLESHOOTING
Failure cause
Failure repair
necessary
sary.
sary.
fault code.
Go to Step3
Go to Step4
Step4
No: Go to Step7
Yes: Go to Step5
sary.
Go to Step7
13E-464
13E
[Test Condition]
tween
[Fault Detection]
[Defect Debouncing]
Fault healing
Failure repair
necessary
sary.
Go to Step2
sary.
fault code.
Go to Step3
learns.
Go to Step4
Step4
No: Go to Step7
Yes: Go to Step5
13E-465
TROUBLESHOOTING
sary.
Go to Step6
Go to Step7

[Test Condition]
tween
[Fault Detection]
[Defect Debouncing]
Fault healing
Failure cause
Failure repair
necessary
sary.
sary.
fault code.
Go to Step3
learns.
Go to Step4
13E-466
13E
Step4
No: Go to Step7
Yes: Go to Step5
sary.
Go to Step7

[Test Condition]
tween
[Fault Detection]
[Defect Debouncing]
Fault healing
Failure repair
necessary
sary.
Go to Step2
sary.
fault code.
Go to Step3
13E-467
TROUBLESHOOTING
learns.
Go to Step4
Step4
No: Go to Step7
Yes: Go to Step5
sary.
Go to Step6
Go to Step7
520215-31: Torque limitation active-Cause: Turbo charger protection

[Test Condition]
is not in afterrun
• Engine speed > 750.00rpm
• A Power reduction > 130.00% or an engine speed limitation > 130.00% is
asked by the VGT to protect it against overspeed at high altitude.
[Defect Debouncing]
• Performance/engine speed limitation no more active
• engine speed < 750.00rpm
Failure cause • Active power reduction > 2.00s due to turbo charger protection
• No actions necessary due to this failure alone. If power reduction occurred
Failure repair due to actual defect, the failure triggering the torque limitation should also be
in the failure memory. Follow troubleshooting of this root error.
13E-468
13E
520216-31: Torque limitation active-Cause: engine protection
[Test Condition]
is not in afterrun
• Engine Overheat protection not disabled by FID_EngPrtOvhtPrv due to an-
other failure.
[Fault Detection]
asked by the engine to protect it against overload depending on engine
speed.
[Defect Debouncing]
Failure cause • Active power reduction > 2.00s due to engine mechanics protection
520217-31: Torque limitation active-Cause: Injection system

[Test Condition]
is not in afterrun
[Fault Detection]
asked by High pressure fuel pump depending on engine speed and actual
fuel pressure.
[Defect Debouncing]
Failure cause • Active power reduction > 2.00s due to high pressure fuel pump protection
13E-469
TROUBLESHOOTING
520218-31: Torque limitation active-Cause: Engine brake
[Test Condition]
is not in afterrun
[Fault Detection]
• A Power reduction > 130.00% or an engine speed limitation > 130.00% after
Generation condition engine brake release.
• After engine brake release, the torque ramps up from 0 to desired torque
with a slope of 2000000N·m {1475100lbs.ft, 203940kgf·m}/s. If the limited
torque corrected by 2.5N·m {1.8lbs.ft, 0.25kgf·m} is lower than 130.00% of
max torque, the failure is set.
[Defect Debouncing]
• Active power reduction > 2.00s due to torque rise limitation after engine
Failure cause
brake release.
520219-31: Torque limitation active-Cause: Diesel particulate filter

[Test Condition]
is not in afterrun
[Fault Detection]
• A Power reduction > 130.00% or an engine speed limitation > 130.00% due
to particulate filter protection.
• The particulate filter protection limits the calculated pressure drop over filter
(= Flow resistance * Exhaust gas flow), which is depending on collected soot
mass, by curve EngDem_trqLimPDiff.
[Defect Debouncing]
• Active power reduction > 5.00s due to torque limitation for pressure drop lim-
Failure cause
itation over particulate filter.
13E-470
13E
520220-31: Information: Torque limitation by too high NOx emissions. Duration > 2 second.
[Test Condition]
is not in afterrun
[Fault Detection]
to OBD performance limitation.
• The OBD performance limitation is activated it there is a failure active, which
causes high NOx emissions for a certain time (24855.13d, 0.00s, 0.00s or
24855.13d depending on the failure).
• The performance limiter is activated immediately within 5.00min or 5.00min
(depending on limitation).
• If the failure which caused the high NOx disappears, the performance limiter
is released within 5.00s or 5.00s (depending on limitation) immediately.
[Defect Debouncing]
• Active power reduction due to the OBD performance limiter because of too
Failure cause
high NOx emissions
• No actions necessary due to this failure alone. If powerreduction occurred
520221-31: Torque limitation active-Cause: SCRCAT protection

[Test Condition]
is not in afterrun
• A Power reduction > 130.00% is asked by the SCR to protect it against too
high temperature.
[Defect Debouncing]
Failure cause • Active power reduction due to excessive temperatures in the SCR catalyst
13E-471
TROUBLESHOOTING
520222-31: Torque limitation active-Cause: Smoke limitation
[Test Condition]
is not in afterrun
[Fault Detection]
to smoke limitation.
• Depending on engine speed and actual air mass flow a minimal lambda is
calculated by a map. The actual fuel mass is limited to this minimal allowed
lambda. The limited fuel mass is calculated as maximum possible torque.
[Defect Debouncing]
• Active power reduction due to smoke limitation with unexpected long dura-
tion > 5.00s
• If no other failure stored concerning EGR or Boost pressure control:
• operation in extreme high altitude (>1800 m, i.e ambient pressure < 78kPa
Failure cause
{11psi, 0.8kgf/cm2})
• sticking of VGT or EGR actuator or engine brake flap (if available)
• turbocharger with slow response (bad efficiency)
• wrong signal of HFM (or boost pressure sensor if HFM not available)
due to actual defect, the failure triggering the torque limitation should also be
• If no failure stored in memory concerning EGR or Boost pressure control:
• if failure occurred at high altitude > 1800m (ambient pressure < 78kPa
Failure repair
{11psi, 0.8kgf/cm2}): no action needed.
• check actuators of EGR, Boost pressure and exhaust flap control for stick-
ing.
• Check turbocharger for correct efficiency
• Check HFM and Boost pressure sensor for correct measuring values
520225-9: CAN timeout fault. Error on transmission of CAN message

[Test Condition]
• Continuously
[Fault Detection]
• Timeout for transmit frame ComAmbCon is detected
[Defect Debouncing]
Fault healing • Message is transmitted
• Defective CAN Controller within Chassis CAN, CAN Cables disconnected or
Failure cause
broken. Short circuit in wiring.
• Check the installation and the proper connection of the Engine Control Unit
to the CAN vehicle network.
Failure repair
• Check correct operating conditions of the CAN controller.
• Check the vehicle wirings.
13E-472
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-473
TROUBLESHOOTING
520227-9: Error on transmission of CAN message (CAN message 'VIN' from control unit 'SAM')
[Test Condition]
• Continuous
[Fault Detection]
• Time out while receiving CAN Frame CGW_GVC9.
[Defect Debouncing]
Fault healing • As soon as the frame is received, the time out error is cleared.
• When there is an error in the reception of the frame, then VIN counter signal
will have previous valid value Vehicle Identification Number [0-16] will have
System reaction previous valid value.
• CAN bus overload or disturbed, frame could not be received.
• Check the installation and the proper connection of the SAM Module (Central
Gateway or Body Computer) to the CAN vehicle network.
Failure cause
Failure repair •
Step1
No: Go to Step2
Yes: Go to Step5
No: Go to Step3
Yes: Go to Step4
13E-474
13E
520228-9: Timeout error of CAN-Receive-Frame CGWC1.
[Test Condition]
• Continuously
[Fault Detection]
• Fault is detected if a time out of CGWC1 message happens.
[Defect Debouncing]
Fault healing • When the frame is received, the time out error will be cleared.
System reaction • Default value for self heal cycle information is used 100.00-
Failure cause • CAN bus overload or disturbed, frame could not be received.
• Check CAN bus wiring. A defect could cause error frames which lead to high
Failure repair
bus load or send the CAN controller to “bus off” state.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
Inspection procedure Attach the connector of A20 (SAM).
No: Go to step3
Yes: Go to step4
13E-475
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520232-9: Timeout error of CAN-Receive-Frame Dashboard.

[Test Condition]
• Continuously.
[Fault Detection]
• Timeout of DashDspl message
[Defect Debouncing]
• If the DashDspl message is received correct after the debouncing time the
Fault healing
DFC is healed.
• The default value for tank level is used:
System reaction
• Fl_rTnkQnt = 5.00%;
• Defective CAN controller of Vehicle Control Module or Body controller, under
voltage of VCM or Body controller, missing VCM or Body controller, CAN ca-
Failure cause
ble connecting the VCM or the Body controller is disconnected or broken.
• Check presence and correct connection of the VCM or Body Controller to the
Failure repair network, Check correct functioning of the VCM or Body Controller CAN con-
troller and its voltage supply. Check wiring.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
No: Go to step2
Yes: Go to step5
13E-476
13E
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520233-9: Timeout error of CAN-Transmit-Frame DM1ELight message.

[Test Condition]
• Continuously
[Fault Detection]
• Timeout of DM1ELight message is detected
[Defect Debouncing]
Fault healing • If the DM1ELight message is transmitted correctly
Failure cause
and the Instrument Cluster to the CAN vehicle network.
Failure repair
13E-477
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-478
13E
520237-2: Data length error for CAN Receive message EBC1.
[Test Condition]
• Continuously
[Fault Detection]
• Fault is detected when the data length of the EBC1 is not equal to the speci-
fied data length in the CANDLC.
[Defect Debouncing]
• Data length of the EBC1 is equal to the specified data length in the CAN-
Fault healing
DLC.
• n case of wrong data size, the default values are used:
• Brake status StbIntv_stEBSBrkSwt = 3.00- (applied to FALSE)
• ABS status StbIntv_stABSEngCtl = 3.00- (applied to FALSE)
• ASR engine status StbIntv_stTCSEngCtl = 3.00- (applied to FALSE)
System reaction • ASR brake status StbIntv_stTCSBrkCtl = 3.00- (applied to FALSE)
• Engine shut off demand Com_stEngShOffEBC1 = 3.00- (applied to FALSE)
• Driver information Com_stDrvInfo = 3.00- (applied to FALSE)
• 1) FId / Disable CAN messages EBC1,HRWS,VDC1,WS
• Defective CAN controller of Electronic Brake Controller, wrong configuration
Failure cause
of the EBC
• Check presence and correct connection of the EBC to the network, Check
Failure repair correct functioning of the CAN controller. Check wiring. Check EBC configu-
ration
520237-9: Timeout error of CAN-Receive-Frame Electronic Brake Controller.

[Test Condition]
• continuously
[Fault Detection]
• Timeout of Electronic Brake Controller 1 message
[Defect Debouncing]
• If the EBC1 message is received correct after the debouncing time the DFC
Fault healing
is healed
• All state considered as not active, by calibration.
• The default values are used:
• ASR engine control not active (StbIntv_stTCSEngCtl = 3.00- = 0)
• ASR brake control not active (StbIntv_stTCSBrkCtl = 3.00- = 0)
System reaction • ABS not active (StbIntv_stABSEngCtl = 3.00- = 0)
• Brake pedal not pressed (StbIntv_stEBSBrkSwt = 3.00- = 0) NOT USED BY
FUSO
• Engine shut off demand not active (Com_stEngShOffEBC1 = 3.00- = 0) NOT
USED BY FUSO
• Defective CAN controller of ABS / ASR / ESP, CAN cable disconnected or
Failure cause
• Check presence and correct connection of the ABS / ASR / ESP to the net-
Failure repair
work, Check correct functioning of the CAN controller. Check wiring.
13E-479
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step1
*8: Auto leveling
*9: Manual leveling
If one of diagnosis codes associated with A1 (Antilock brake system Control
unit) is generated, make a system diagnosis according to the diagnosis code.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
Yes: Go to step8
No: Go to step4
Yes: Go to step7
Attach the connector of A1 (Antilock brake system Control unit).
No: Go to step5
Yes: Go to step6
tion and then replace the A1 (Antilock brake system Control unit).
13E-480
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520240-0: Value of NOx sensor is not appropriate.

[Test Condition]
• Continuous
[Fault Detection]
• Dew Point detection reached
[Defect Debouncing]
Fault healing • Dew point never reached
System reaction • 1) Fid / Nox sensor defective
• 2) Fid/ NOx Sensor not working correctly --> System monitoring with NOx
sensor inhibited
Failure cause • No failure, Dew pont reached!!
Failure repair • No intervention
520240-9: Timeout error of CAN-Transmit-Frame EDC to NOx Sensor.

[Test Condition]
• Continuously
[Fault Detection]
• Time out for EDC2NOx CAN message is detected
[Defect Debouncing]
Fault healing • Time out for EDC2NOx CAN message no more detected
13E-481
TROUBLESHOOTING
• In case of timeout, the NOx sensor continues to use the previously received
dew point status, or the initial one in case no message has been received at
all.
sensor inhibited
• Defective CAN controller of EDC, CAN cable disconnected or broken. Short
Failure cause
circuit in wiring.
• Check presence and correct connection of the EDC to the network, Check
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step1
*8: Auto leveling
*9: Manual leveling
If one of diagnosis codes associated with B31 (NOx sensor) is generated, make
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
Attach the connector of B31 (NOx sensor).
No: Go to step5
Yes: Go to step6
13E-482
13E
tion and then replace the B31 (NOx sensor).
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520243-9: Timeout error of CAN-Transmit-Frame torque information.

[Test Condition]
• Continuously
[Fault Detection]
• Message timeout is detected
[Defect Debouncing]
• Defective CAN controller, CAN cable disconnected or broken. Short circuit in
Failure cause
wiring.
Failure repair
13E-483
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-484
13E
520244-9: Timeout error of CAN-Transmit-Frame accelerator pedal information.
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
Failure cause
wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-485
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520246-9: Timeout error of CAN-Transmit-Frame friction, desired speed, estimated engine parasitic losses.
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
Failure cause
wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
Noogie to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-486
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520247-9: Timeout error of CAN-Transmit-Frame information of Engine Fluid Level/Pressure.

[Test Condition]
• Continuously
[Fault Detection]
• Time out of CAN Frame EFL_P1
[Defect Debouncing]
Failure cause
wiring.
Failure repair
13E-487
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-488
13E
520248-9: Timeout error of CAN-Transmit-Frame message proprietary with different switch and parameter
values.
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
Fault healing • Time out error is healed once the frame is transmitted.
Failure cause
wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-489
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520249-9: Timeout error of CAN-Transmit-Frame message of DPF information.

[Test Condition]
• Continuously
[Fault Detection]
• TimeOut of ENG05 Message
[Defect Debouncing]
Failure cause
wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-490
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
Failure cause
wiring.
Failure repair
13E-491
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-492
13E
[Test Condition]
• Continuously
[Fault Detection]
• Time out for EngRetCfgBAM message is detected
[Defect Debouncing]
Fault healing • Time out for EngRetCfgBAM message no more detected
Failure cause
circuit in wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-493
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling

[Test Condition]
• Continuously
[Fault Detection]
• Time out for EngRetCfgPAC message is detected
[Defect Debouncing]
Fault healing • Time out for EngRetCfgPAC message no more detected
Failure cause
circuit in wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-494
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520253-31: Engine shutoff Reception quality

[Test Condition]
[Fault Detection]
• External shut off request by Electronic Brake Controller 1 message.
• This DFC does not describe a failure, but simply record an external engine
shut off request.
[Defect Debouncing]
• infinite
Fault healing • Com_stEngShOffEBC1 = 0
System reaction • Engine is shut off, further reactions see FId list.
Failure cause • An Engine Shut off request was activated by another failure
Failure repair • Check failure source for engine shut off (Fid_EngShOff)
13E-495
TROUBLESHOOTING
[Test Condition]
• Continuously
[Fault Detection]
• Fault is detected if a Time out of the EngTemp frame has occurred.
[Defect Debouncing]
Failure cause
wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-496
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
• Switch to default values:
• Driveline Engaged status 1.00- (0=disengaged)
• Torque Converter Lockup Status to 0.00- (0=disengaged)
System reaction • Shift in Process status to 0.00- (0= not active)
• Gearbox output speed = 0
• momentary engine overspeed to 0x00
• 1) FId / Disable CAN messages ETC1,ETC2
wiring.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step2
13E-497
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
Inspection procedure Attach the connector of A28 (DUONIC Control unit).
No: Go to step5
Yes: Go to step6
13E-498
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
• Switch to default values:
• Selected Gear Gbx_numGearTrgt is set to 0.00-
System reaction
• Actual Gear Ratio Gbx_rTrqTra is set to 0.00-
• Current Gear Gbx_numGear is set to 1.00-
wiring.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step2
13E-499
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
13E-500
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling

[Test Condition]
• Continuously
[Fault Detection]
• FlEco message timeout detected
[Defect Debouncing]
Fault healing • No timeout detected
Failure cause
wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-501
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling

[Test Condition]
• Continuously
[Fault Detection]
• Timeout of INOMAT03 message
[Defect Debouncing]
• If the INOMAT03 message is received correct after the debouncing time the
Fault healing
DFC is healed
• The value of ‘Idle up cancel switch’,
System reaction • Com_stGbxIdlUp is set to replacement value 0.00- (0==Idle up permitted,
1==Idle Up prohibited)
• Defective CAN controller of gearbox, CAN cable connecting the gearbox is
Failure cause
• Check correct connection of the gearbox to the network, check correct func-
Failure repair
tioning of the gearbox CAN controller and its voltage supply. Check wiring.
13E-502
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step1
*8: Auto leveling
*9: Manual leveling
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
Yes: Go to step8
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
13E-503
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520265-9: Faulty component ‘Automatic engine start/stop’ / CAN fault

[Test Condition]
• Continuously
[Fault Detection]
• Fault is detected if a time out of ISS01 message occurs. The message was
missing for more than 1 s.
[Defect Debouncing]
Fault healing • As soon as the message is again received, the time out error is cleared.
• When there is an error in the reception of the frame, the value of Automatic
engine stop demand switch status to
• inactive status (Frm_stISSStopDemDfl<>1)
• Automatic engine start demand switch status to inactive status
System reaction (Frm_stISSStrtDemDfl<>1)
• ISS release demand switch status to
• active status (Frm_stISSRlsDemDfl==1)
• Override control mode priority switches to lowest priority (invalid signal,
Frm_stISSPrioDfl==0)
Failure cause • CAN bus failure or idle start stop controller failure.
Failure repair • Check CAN Bus and idle start stop controller.
Inspection procedure Step1 Perform a diagnosis on the A13 (Automatic engine start/stop Control unit) side
system.
13E-504
13E
520267-9: CAN timeout fault: CAN-Transmit-Frame Fuel consumption
[Test Condition]
• Continuously
[Fault Detection]
• Timeout of LFC message transmission.
[Defect Debouncing]
Fault healing • No timeout detected
Failure cause
wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-505
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520273-0: Component ‘NOx sensor’ has an open circuit.

[Test Condition]
2.00s after this t
• If NOx sensor has detected open wire fault Com_stBytNOxSens[1]==1
(open wire NOx), or Com_stBytNOxSens[2]==1 (open wire linear Lambda),
or Com_stBytNOxSens[3]==1 (open wire binary Lambda)
[Defect Debouncing]
Fault healing • Failure not detected (bit are not set)
• NOx value not available.
• Further reactions see FIDs
sensor inhibited
• Wiring defect
Failure cause
• Check wiring
Failure repair
13E-506
13E
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-507
TROUBLESHOOTING
No: Go to Step8
Yes: Go to Step9
Inspection procedure ate connector).
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
520273-1: Component ‘NOx sensor’ has a short circuit.Error detected by sensor.

[Test Condition]
2.00s after this t
• If NOx sensor has detected short circuit fault Com_stBytNOxSens[5]==1
(short NOx), or Com_stBytNOxSens[6]==1 (short linear Lambda), or
Com_stBytNOxSens[7]==1 (short binary Lambda)
[Defect Debouncing]
Fault healing • Failure not detected (bit are not set)
• NOx value not available.
• Further reactions see FIDs
sensor inhibited
• Wiring defect
Failure cause
• Check wiring
Failure repair
sary.
Go to Step2
13E-508
13E
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
No: Go to Step8
Yes: Go to Step9
ate connector).
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
13E-509
TROUBLESHOOTING
520276-9: CAN timeout fault: CAN-receive-frame Cruise control parameters from SAM interface
[Test Condition]
• Continuously
[Fault Detection]
• Timeout of CCVSSAM message is detected
[Defect Debouncing]
Fault healing • Timeout of CCVSSAM message no more detected
• When there is an error in the reception of the frame
• Parking Brake switch status is set to 0.00- (0= not actuated,1=actuated,2=er-
ror,3=not available)
• Cruise control pause status is set to 1.00- (0= not in pause,1=in pause,2=er-
System reaction ror,3=not available)
• Brake switch status is set to 0.00- (0= not depressed,1=depressed,2=er-
• Clutch switch status is set to 192.00- (0= not actuated,1=actuated,2=er-
Failure cause
wiring.
• Check the installation and the proper connection of the SAM ECU to the
Failure repair CAN vehicle network. Check correct functioning of the CAN controller.
Check wiring.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-510
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520278-9: CAN timeout fault: CAN-receive-frame IVECO proprietary message

[Test Condition]
• Continuous
[Fault Detection]
• Timeout for SAM01 message is detected
[Defect Debouncing]
Fault healing • timeout no more detected
• A/C Magnet Clutch Status is set to 0.00-
• DPF Switch Status is set to 0.00-
System reaction
• Exhaust Brake Information Status is set to 0.00- and 0.00-
• Brake Switch 2 Status is set to 1.00-
• Dump Lever Control Status is set to 0.00-
Failure cause
wiring.
Check wiring.
13E-511
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520279-9: CAN timeout fault: CAN-receive-frame Ignition switch status

[Test Condition]
Generation condition • Continuous
[Fault Detection]
• Timeout for SCAC2 message is detected
[Defect Debouncing]
13E-512
13E
Fault healing • timeout no more detected
• Ignition switch status is set to “crank demand not active” status
System reaction (Frm_stCrnkEnblSCAC2<>1)
Failure cause
wiring.
Check wiring.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-513
TROUBLESHOOTING
520280-9: CAN timeout fault: CAN-Transmit-Frame Shutdown
[Test Condition]
• Continuously
[Fault Detection]
• Timeout for ShutDwn message is detected
[Defect Debouncing]
Fault healing • Message is transmitted
Failure cause
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-514
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520281-9: CAN timeout fault: CAN-receive-frame Tachograph

[Test Condition]
• Continuously
[Fault Detection]
• Fault is detected if a time out of the message occurs.
[Defect Debouncing]
Fault healing • When the frame is received, the time out error is cleared
• the calculated speed of the transmission output shaft (Com_nTCO1CdrS) is
replaced by value = 0
• The tachograph vehicle speed (Com_vTCO1Spd) is replaced by value = 0
• 2) FId / Disable CAN messages BC2EDC1,BC2EDC2,WM2EDC,DasDispl
• 8) FId / Use of the gear signal for the range check of particulate filter (DPF) is
inhibited
System reaction (DPF) is inhibited
active
is validated
• Defective CAN controller of Tachograph or Instrument Cluster, CAN cable
Failure cause
13E-515
TROUBLESHOOTING
• Check presence and correct connection of the Tachograph or of the Instru-
Failure repair ment Cluster to the network, Check correct functioning of the CAN controller.
Check wiring.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step1
*8: Auto leveling
*9: Manual leveling
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
Yes: Go to step8
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
13E-516
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520282-9: CAN timeout fault: CAN-Transmit-Frame DEF tank information

[Test Condition]
• Continuously
[Fault Detection]
• Timeout for TI1 message is detected
[Defect Debouncing]
Failure cause
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
No: Go to step2
Yes: Go to step5
13E-517
TROUBLESHOOTING
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520286-9: CAN Timeout Error during CAN-Transmit-Frame Electronic Retarder Controller.

[Test Condition]
• Continuously
[Fault Detection]
• Fault is detected if a Timeout of the ERC1 frame has occurred.
[Defect Debouncing]
Failure cause
wiring.
Failure repair
13E-518
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520288-9: CAN Timeout Error during CAN-receive-frame NOx sensor.

[Test Condition]
2.00s after this t
[Fault Detection]
• Timeout of NOxSens message.
[Defect Debouncing]
13E-519
TROUBLESHOOTING
• If the NOxSens message is received correct after the debouncing time the
Fault healing
DFC is healed.
• NOX value reset to default value 1.20-
System reaction • 1) Fid/ SCR Monitoring or DEF injection release not possible (according cali-
• Defective CAN controller of NOx Sensor, undervoltage of NOx Sensor, miss-
Failure cause ing NOx Sensor, CAN cable connecting the NOx Sensor is disconnected or
• Check presence and correct connection of the NOx Sensor to the network,
Failure repair Check correct functioning of the NOx Sensor CAN controller and its voltage
supply. Check wiring.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step1
*8: Auto leveling
*9: Manual leveling
If one of diagnosis codes associated with B31 (NOx sensor) is generated, make
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
Attach the connector of B31 (NOx sensor).
No: Go to step5
Yes: Go to step6
13E-520
13E
If the diagnosis code has occurred even during the test drive, replace the B31
(NOx sensor).
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520297-9: CAN Active DFC TimeOut of Torque Speed Control TSC1AE.

[Test Condition]
• Continuous
[Fault Detection]
• Timeout of TSC1_AE message.
[Defect Debouncing]
• If the TSC1_AE message is received correct after the debouncing time the
Fault healing
DFC is healed.
• Speed/torque control from ABS/ASR deactivated.
• Override control is disabled, no transmission control (TSC_stATCEngMode
= 0x00);
• Transient Optimized for driveline disengaged
System reaction • and non-lockup conditions (TSC_stATCEngSpdCond = 0x00);
• Low priority for override control is activated (TSC_stATCEngPrio = 0x03);
• Desired speed set at 0 (TSC_nATCEngDes = 0x00);
• Desired torque set at 0 (TSC_trqATCEngDes = 0x00);
• 1) FId / Disable CAN messages HRVD,TImeDate
Failure cause
Failure repair
13E-521
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step1
*8: Auto leveling
*9: Manual leveling
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
Attach the connector of A1 (Antilock brake system Control unit).
No: Go to step5
Yes: Go to step6
13E-522
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520298-9: CAN Passive DFC TimeOut of Torque Speed Control TSC1AE.

[Test Condition]
• Continuously
[Fault Detection]
• Timeout of TSC1_AE message.
[Defect Debouncing]
• If the TSC1_AE message is received correct after the debouncing time the
Fault healing
DFC is healed.
• Speed/torque control from ABS/ASR deactivated.
• Override control is disabled, no transmission control (TSC_stATCEngMode
= 0x00);
System reaction • and non-lockup conditions (TSC_stATCEngSpdCond = 0x00);
• Low priority for override control is activated (TSC_stATCEngPrio = 0x03);
• Desired speed set at 0 (TSC_nATCEngDes = 0x00);
• Desired torque set at 0 (TSC_trqATCEngDes = 0x00);
• 1) FId / Disable CAN messages HRVD,TImeDate
Failure cause
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step2
13E-523
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
Inspection procedure Attach the connector of A1 (Antilock brake system Control unit).
No: Go to step5
Yes: Go to step6
13E-524
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520299-9: CAN Active DFC TimeOut of Torque Speed Control TSC1AR.

[Test Condition]
• Continuously
[Fault Detection]
• Timeout of TSC1_AR message.
[Defect Debouncing]
• If the TSC1_AR message is received correct after the debouncing time the
Fault healing
DFC is healed.
• The retarder functionality is deactivated
• Override control is disabled, no transmission control (TSC_stATCRtdrMode
System reaction
= 0x00);
• Low priority for override control is activated (TSC_stATCRtdrPrio = 0x03);
• Desired torque set at 0 (TSC_trqATCRtdrDes = 0x00);
Failure cause
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step2
13E-525
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
13E-526
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520300-9: CAN Passive DFC TimeOut of Torque Speed Control TSC1AR.

[Test Condition]
• Continuously
[Fault Detection]
• Timeout of TSC1_AR message.
[Defect Debouncing]
• If the TSC1_AR message is received correct after the debouncing time the
Fault healing
DFC is healed.
• TSC_stATCRtdrMode = COM_TSC1MODE_DISBL(0x00);
System reaction
• TSC_stATCRtdrPrio = COM_TSC1PRIO_LOW(0x03);
• TSC_trqATCRtdrDes = 0x00;
Failure cause
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step2
13E-527
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
13E-528
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520309-9: CAN Active DFC TimeOut of Torque Speed Control TSC1TE.

[Test Condition]
• Continuously
[Fault Detection]
• Timeout of TSC1_TE message
[Defect Debouncing]
• If the TSC1_TE message is received correct after the debouncing time the
Fault healing
DFC is healed.
• Speed/torque control from Gearbox deactivated.
• Override control is disabled, no transmission control
• (TSC_stTraEngMode = 0x00);
System reaction • (TSC_stTraEngSpdCond = 0x00);
• Low priority for override control is activated
• (TSC_stTraEngPrio = 0x03);
• Desired speed set at 0: TSC_nTraEngDes = 0x00;
• Desired torque set at 0: TSC_trqTraEngDes = 0x00;
• Defective CAN controller of Transmission Controller, CAN cable disconnect-
Failure cause
ed or broken. Short circuit in wiring.
• Check presence and correct connection of the Transmission Controller to the
Failure repair
network, Check correct functioning of the CAN controller. Check wiring.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step2
13E-529
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
13E-530
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520310-9: CAN Passive DFC TimeOut of Torque Speed Control TSC1TE.

[Test Condition]
• Continuously
[Fault Detection]
• Timeout of TSC1_TE message.
[Defect Debouncing]
• If the TSC1_TE message is received correct after the debouncing time the
Fault healing
DFC is healed.
• (TSC_stTraEngMode = 0x00);
System reaction • (TSC_stTraEngSpdCond = 0x00);
• (TSC_stTraEngPrio = 0x03);
• Desired speed set at 0: TSC_nTraEngDes = 0x00;
• Desired torque set at 0: TSC_trqTraEngDes = 0x00;
Failure cause
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step2
13E-531
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
13E-532
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520311-9: CAN Active DFC TimeOut of Torque Speed Control TSC1TR.

[Test Condition]
• Continuously
[Fault Detection]
• Timeout of TSC1_TR message.
[Defect Debouncing]
• If the TSC1_TR message is received correct after the debouncing time the
Fault healing
DFC is healed.
System reaction • (TSC_stTraRtdrMode = 0x00);
• (TSC_stTraRtdrPrio = 0x03);
• Desired torque set at 0: TSC_trqTraRtdrDes = 0x00;
Failure cause
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step2
13E-533
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
13E-534
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520312-9: CAN Passive DFC TimeOut of Torque Speed Control TSC1TR.

[Test Condition]
• Continuously
[Fault Detection]
• Timeout of TSC1_TR message.
[Defect Debouncing]
• If the TSC1_TR message is received correct after the debouncing time the
Fault healing
DFC is healed.
System reaction • (TSC_stTraRtdrMode = 0x00);
• (TSC_stTraRtdrPrio = 0x03);
• Desired torque set at 0: TSC_trqTraRtdrDes = 0x00;
Failure cause
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step2
13E-535
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
13E-536
13E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520317-9: CAN Timeout Error during CAN-Transmit-Frame to Cruise Control Vehicle Speed Information.
[Test Condition]
• Continuously
[Fault Detection]
• Timeout of transmitted Cruise Control Vehicle Speed information message
[Defect Debouncing]
• If the TxCCVS message is transmitted correct after the debouncing time the
Fault healing
DFC is healed
Failure cause
wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
No: Go to step2
Yes: Go to step5
13E-537
TROUBLESHOOTING
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-538
13E
520323-9: CAN Timeout Error during CAN-Transmit-Frame to Electronic Brake Controller.
[Test Condition]
• Continuously
[Fault Detection]
• Timeout of transmitted Electronic Brake Controller 1 message
[Defect Debouncing]
• If the EBC1 message is transmitted correct after the debouncing time the
Fault healing
DFC is healed
Failure cause
wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
13E-539
TROUBLESHOOTING
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520325-2: Component 'ABS / ASR / ESP /Electronic brake pressure control' has a configuration fault.
[Test Condition]
• Continuously
[Fault Detection]
• Data length of the VDC1 is not equal to the specified data length in the CAN-
DLC.
[Defect Debouncing]
Fault healing • Data length is correct
• Status of VDC lamp:
• StbIntv_stLampActv = 3.00-
• Status VDC operativity:
• StbIntv_stESPActv = 3.00-
• Status brake light request:
• StbIntv_stBrkLghtReq = 3.00-
• Status roll over prevention engine control:
System reaction • StbIntv_stRolOvrPrvEng =3.00-
• Status roll over prevention brake control:
• StbIntv_stRolOvrPrvBrk = 3.00-
• Status YC brake control:
• StbIntv_stYawCtlEng = 3.00-
• Status YC engine control:
• StbIntv_stYawCtlBrk = 3.00-
Failure cause • Wrong CAN configuration in the ABS/ASR/ESP/EBS
Failure repair • Check CAN configuration in the ABS/ASR/ESP/EBS
tem.
13E-540
13E
520325-9: Component 'Vehicle dynamics CAN bus' is faulty.
[Test Condition]
• Continuously
[Fault Detection]
• Fault is detected if a time out of the message occurs.
[Defect Debouncing]
• If the VDC1 message is received correct, after the debouncing time the DFC
Fault healing
is healed
• Status of VDC lamp:
• StbIntv_stLampActv = 3.00-
• Status VDC operativity:
• StbIntv_stESPActv = 3.00-
• Status brake light request:
• StbIntv_stBrkLghtReq = 3.00-
System reaction • Status roll over prevention engine control:
• StbIntv_stRolOvrPrvEng =3.00-
• Status roll over prevention brake control:
• StbIntv_stRolOvrPrvBrk = 3.00-
• Status YC brake control:
• StbIntv_stYawCtlEng = 3.00-
• Status YC engine control:
• StbIntv_stYawCtlBrk = 3.00-
• Defective CAN controller of Vehicle Dynamics Control Unit, under voltage of
Failure cause VDCU, missing VDCU, CAN cable connecting the VDCU is disconnected or
• Check presence and correct connection of the VDCU to the network, check
Failure repair correct functioning of the VDCU CAN controller and its voltage supply.
Check wiring.
520327-12: ECU internalSPI and COM errorsCY320

[Test Condition]
• Continuously
[Fault Detection]
Generation condition • Communication disturbances detected between processor and CY320 (data
incorrect or a data transfer is not possible).
[Defect Debouncing]
Fault healing • Communication correctly restored
Failure cause • ECM internal failure
13E-541
TROUBLESHOOTING
520330-2: SCRTemperature sensorPlausibility error in the dynamic test
[Test Condition]
• Following conditions fulfilled: Engine temperature > 39.96°C {103.93°F}, Ex-
haust Temperature before SCR > 299.96°C {571.93°F}, NOx Sensor re-
leased by FID_DStgyStatNOxSens and Engine Break not active
• Exhaust flow > 65.00Kg/h (actual Temperature Difference set to 0, if exhaust
flow < 65.00Kg/h)
[Fault Detection]
• The Difference (averaged from 3.43min at 0.00Kg/h over 37.54min at
417.40Kg/h to 24.00min at 650.00Kg/h] “Temperature before - after SCR” >
exhaust flow dependant limit (from 137.96°C {280.33°F} at 0.00Kg/h over
130.76°C {267.37°F} at 200.00Kg/h to 110.96°C {231.73°F} at 600.00Kg/h)
[Defect Debouncing]
• The “long time” Difference “Temperature before - after SCR” < exhaust flow
Fault healing dependant limit (from 137.96°C {280.33°F} at 0.00Kg/h over 130.76°C
{267.37°F} at 200.00Kg/h to 110.96°C {231.73°F} at 600.00Kg/h)
System reaction • 1) Fid / Reagent dosing for SCR inhibited
• One of the SCR Temperature sensors defective
• One of the SCR Temperature sensors with corroded connector or defect wir-
ing harness
Failure cause • One of both SCR Temperature sensors not mounted correctly (e.g. not in ex-
haust flow due to mounting problems)
• Temperature increase over SCR due to oil or fuel in exhaust (exothermic re-
action): If temperature after SCR much higher than before SCR
• Check the SCR temperature sensors for correct mounting (sensor in exhaust
flow, not covered by insulation of SCR housing etc.), correct connectors (no
corrosion) and wiring (correct insulation, not broken).
Failure repair • Check temperature sensors and replace them if necessary.
• If problem not solved and the temperature measurement OK: Check if there
is oil or fuel in the exhaust system (by turbocharger, possibly defective Oxi-
cat etc..)
520336-31: There is an internal fault in control unit ‘Combustion engine Control unit’.
[Test Condition]
• Whenever an erase operation is started.
[Fault Detection]
Generation condition • If sector erase (Flash memory) cannot be performed or successfully com-
pleted, an error will be registered.
[Defect Debouncing]
• Immediate
System reaction • 2) FId / Interrupt DPF efficiency monitor
Failure cause • Wrong programming/flashing of the ECM, internal defect of the ECM.
• Try to flash the ECM correctly with a proper dataset, if defect persists: re-
Failure repair
place ECM.
13E-542
13E
[Test Condition]
• At every read access to memory media.
[Fault Detection]
• If at least three memory blocks cannot be read, an error will be registered.
[Defect Debouncing]
• Immediate
• For defect Blocks, Replace-Values could be delivered (if provided)
• 1) Fid / Trip recorder not updated due to EEPROM error
Failure repair
place ECM.
[Test Condition]
• At every write access to memory media.
[Fault Detection]
Generation condition • If one memory block cannot be written more than 3 times, an error will be
registered
[Defect Debouncing]
• Immediate
Failure repair
place ECM.
13E-543
TROUBLESHOOTING
520340-0: The efficiency of the exhaust gas recirculation cooler is not sufficient.
[Test Condition]
• Following release conditions are considered: stationary engine operating
mode is detected, EGR mass flow ASMod_dmEGRDs lies within the thresh-
olds 200.00Kg/h and 30.00Kg/h and A switch-off case not be pending for
closed-loop EGR control (AirCtl_stMon = 0; engine temperature
EngDa_tEng
• lies within the thresholds 111.96°C {233.53°F} and 47.96°C {118.33°F}; aver-
age engine speed Epm_nEng lies within the thresholds 3500.00rpm and
2500.00rpm; injection quantity InjCtl_qCurr lies within the thresholds
100.00mg/hub and
• 35.00mg/hub; engine operating in normal mode (no regeneration))
[Fault Detection]
• If the measured value EGRClg_tSens_mp is greater than the calculated val-
ue EGRClg_tMon_mp, then the EGR cooler is defective.
• EGRClg_tMon_mp takes all sensor and system tolerances into account. and
depends on the engine speed and the injection quantity.
[Defect Debouncing]
disabled
active
Failure cause • EGR cooler efficiency low
Failure repair • Check EGR cooler
13E-544
13E
520344-1: EGR Valve has Under voltage of H-bridge.
[Test Condition]
exceeded
• Plausibility Check for Short Circuit Overload not active
[Fault Detection]
• Hardware reports Under Voltage error
[Defect Debouncing]
Fault healing • Hardware does not report Under Voltage error
afterrun)
da sensor signal)
DPF failure)
disabled
active
• Too high Voltage fluctuations in system
Failure cause
• internal failure of ECU
• Check electrical system of vehicle
Failure repair
• Replace ECU
13E-545
TROUBLESHOOTING
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
13E-546
13E
[Test Condition]
exceeded
[Fault Detection]
• Short Circuit to Battery at Out2 of TLE7209/CJ230 error
[Defect Debouncing]
• Healing if Hardware does not report “short circuit to battery” (SCB) failure.
afterrun)
DPF failure)
disabled
active
Failure cause • Short circuit of wiring to external source
13E-547
TROUBLESHOOTING
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
13E-548
13E
[Test Condition]
exceeded
[Fault Detection]
• Short Circuit to Ground at Out2 of TLE7209/CJ230 error
[Defect Debouncing]
• Healing if Hardware does not report “short circuit to battery” (SCG) failure.
afterrun)
DPF failure)
disabled
active
Failure cause • Short circuit of wiring to ground
13E-549
TROUBLESHOOTING
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
13E-550
13E
520344-6: EGR Valve has short circuit or over load of H-bridge.
[Test Condition]
exceeded
• Failure “Short Circuit to Battery” (SCB) or “short circuit to Ground” (SCG) de-
tected.
[Fault Detection]
• Short Circuit over Load error.
• In case of short-circuit-to-ground error, the High side switches are closed
with -0.01%. If there is no more short-circuit-to-ground error then it is detect-
ed as short-circuit-over-load error.
• In case of short-circuit-to-battery error, low side switches are closed with
0.00%. If there is no more short-circuit-to-battery error then it is detected as
short-circuit-over-load error.
• If short-circuit overload error is detected, then the pre-existing SCG/SCB er-
ror is healed.
[Defect Debouncing]
• Healing if Hardware does not report “short circuit Overload” failure.
afterrun)
DPF failure)
disabled
active
Failure cause • Short circuit of wiring
13E-551
TROUBLESHOOTING
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
13E-552
13E
520344-7: EGR valveJammed open
[Test Condition]
• After a governor deviation is detected
[Fault Detection]
• Jammed valve in open state is detected if:
Generation condition • If permanent control deviation exist for a time greater than 300.00ms
• Valve release attempts have failed (5.00- trials)
• EGR actuator position is <= 15.00%
[Defect Debouncing]
• 300.00ms after last release trial
• Healing not possible in same driving cycle, when fault condition don’t sub-
Fault healing
sists (governor deviation healed or release succeeds)
• Timer for repeated release function becomes active and the governor is
shutoff.
afterrun)
failure)
disabled
active
• EGR valve can not be closed as desired within expected time
• EGR valve blocked mechanically
Failure cause
• EGR valve sticks
Failure repair • Check Functionality of EGR valve and the corresponding position
13E-553
TROUBLESHOOTING
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step4
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
520347-31: Injection cutoff demand for shutoff coordinator

[Test Condition]
• Continuously.
[Fault Detection]
• If engine speed Epm_nEng > 1600.00rpm.
[Defect Debouncing]
• Immediate.
Fault healing • If engine speed Epm_nEng < 1600.00rpm.
13E-554
13E
• If threshold of 1500.00rpm is reached try to limit speed increase by reducing
fuel injection, if a second threshold of 1600.00rpm is reached, cut injection
System reaction off.
• Another failure requested engine speed limitation.
Failure cause • This failure path should always appear in failure memory with another lead
failure from ECM monitoring level (level 2)
Failure repair • No action, this is only an information path
520348-0: Signal Range Check (SRC) for ‘Exhaust temperature upstream of oxidation catalytic converter’ re-
ports HIGH.
[Test Condition]
• Monitoring not inhibited by FId_EnhSRCT1ExhTMon due to another failure
[Fault Detection]
• Exhaust Temperature before Oxicat > 649.96°C {1201.93°F}
[Defect Debouncing]
Fault healing • Measured temperature < 649.96°C {1201.93°F}
sistance disabled
• 4) FId / Integrators of the soot mass simulation of particulate filter (DPF) are
initialized with the value of the residual soot mass calculation after a suc-
System reaction cessful regeneration
failure)
nals
• Exhaust Temperature Sensor before Oxicat measures wrong values or inter-
Failure cause
changed with Temperature before Oxicat
Failure repair
sary.
Incorrect assembly of B28 (Temperature sensor “SCR catalytic converter” 1),
Step1
B32 (Temperature sensor “SCR catalytic converter” 2)
sary.
fault code.
Go to Step3
13E-555
TROUBLESHOOTING
sary.
Go to Step4
2).
No: Go to Step5
Yes: Go to Step10
Step5
Go to Step6
Step6
No: Go to Step9
Yes: Go to Step7
sary.
Incorrect assembly of B28 (Temperature sensor “SCR catalytic converter” 1),
Step7
B32 (Temperature sensor “SCR catalytic converter” 2)
Go to Step8
Go to Step9
Step10
No: Go to Step11
Yes: Go to Step12
No: Go to Step9
Yes: Go to Step5
13E-556
13E
No: Go to Step9
Yes: Go to Step5
520352-0: Corrected energizing time of Zero Fuelling Calibration for injector 1 TOO HIGH
[Test Condition]
• Zero fuel calibration not inhibited by FId_ZFCClbActv or ZFCPCLClbActv
due to other failures
• Intake air temperature > -8.04°C {17.53°F}
• Fuel temperature between -0.04°C {31.93°F} and 79.96°C {175.93°F}.
• System Voltage > 10.00V
• Air conditioner: pressure < 2MPa {290psi, 20kgf/cm2}
• Accelerator Pedal Position < 0.01%
• Clutch not pressed
• System in overrun, but not longer than a time, which is dependant on intake
air temperature (from 0.00ms at -8.04°C {17.53°F} over 10000.00ms at
9.96°C {49.93°F} and 25000.00ms at 39.96°C {103.93°F} to 25000.00ms at
106.86°C {224.35°F}), but longer than 0.00ms.
• Engine speed between (1000.00rpm - 30.00rpm) and (2000.00rpm +
30.00rpm)
• Vehicle speed > threshold depending on fuel pressure set point:
• At set point 0 35MPa {5080psi, 355kgf/cm2} > 0km/h {0mph}
• Rail pressure must be reached since 300.00ms
• If 1.00- learning cycles were executed successfully, a minimal distance >
1000.00km has to be driven, before next learning cycles starts (this time only
for 5.00- learning cycles). No gear change occurring
• The sensor wheel adaptation must be executed correctly
[Fault Detection]
• If the energising time of the corrected “zero quantity”, exceeds the maximum
energising time in at least one of the calibration points for cylinder 1:
• (382.00us-20.40us) at pressure set point 35MPa {5080psi, 355kgf/cm2}
[Defect Debouncing]
• If the energising time of the corrected “zero quantity” are all below maximum
Fault healing
value for cylinder 1
• Clogged nozzles in the injector of cylinder 1, mechanical defect partially jam-
Failure cause
ming the valve lift, implausible lambda signal
• Check injector of cylinder 1 for blocked nozzles and jammed valve needle,
Failure repair
check lambda sensor for plausible signals, replace injector if necessary
13E-557
TROUBLESHOOTING
sary.
fault code.
Go to step2
Step2
circuit.
No: Go to step3
Yes: Go to step7
Inspection procedure (Combustion engine Control unit) learns.
unit) learns.
Go to step4
Step4
No: Go to step5
Yes: Go to step6
Step7
No: Go to step5
Yes: Go to step3
13E-558
13E
520352-1: Corrected energizing time of Zero Fuelling Calibration for injector 1 TOO LOW
[Test Condition]
30.00rpm)
[Fault Detection]
• If the energising time of the corrected “zero quantity”, is below the minimum
• (129.60us+20.40us) at pressure set point 35MPa {5080psi, 355kgf/cm2}
[Defect Debouncing]
• If the energising time of the corrected “zero quantity”, are all above minimum
Fault healing
for value for cylinder 1
• Defective injector of cylinder 1, the injector could be jammed and cannot
Failure cause
close entirely, implausible lambda signal
• Check injector of cylinder 1 for proper functioning, check lambda sensor for
Failure repair
plausible signals, replace injector if necessary
sary.
fault code.
Go to step2
13E-559
TROUBLESHOOTING
Step2
circuit.
No: Go to step3
Yes: Go to step7
unit) learns.
Step4
No: Go to step5
Yes: Go to step6
Step7
No: Go to step5
Yes: Go to step3
13E-560
13E
[Test Condition]
30.00rpm)
[Fault Detection]
[Defect Debouncing]
Fault healing
Failure cause
Failure repair
sary.
fault code.
Go to step2
13E-561
TROUBLESHOOTING
Step2
circuit.
No: Go to step3
Yes: Go to step7
unit) learns.
Step4
No: Go to step5
Yes: Go to step6
Step7
No: Go to step5
Yes: Go to step3
13E-562
13E
[Test Condition]
30.00rpm)
[Fault Detection]
[Defect Debouncing]
Fault healing
Failure cause
Failure repair
sary.
fault code.
Go to step2
13E-563
TROUBLESHOOTING
Step2
circuit.
No: Go to step3
Yes: Go to step7
unit) learns.
Step4
No: Go to step5
Yes: Go to step6
Step7
No: Go to step5
Yes: Go to step3
13E-564
13E
[Test Condition]
30.00rpm)
[Fault Detection]
[Defect Debouncing]
Fault healing
Failure cause
Failure repair
sary.
fault code.
Go to step2
13E-565
TROUBLESHOOTING
Step2
circuit.
No: Go to step3
Yes: Go to step7
unit) learns.
Step4
No: Go to step5
Yes: Go to step6
Step7
No: Go to step5
Yes: Go to step3
13E-566
13E
[Test Condition]
30.00rpm)
[Fault Detection]
[Defect Debouncing]
Fault healing
Failure cause
Failure repair
sary.
fault code.
Go to step2
13E-567
TROUBLESHOOTING
Step2
circuit.
No: Go to step3
Yes: Go to step7
unit) learns.
Step4
No: Go to step5
Yes: Go to step6
Step7
No: Go to step5
Yes: Go to step3
13E-568
13E
[Test Condition]
30.00rpm)
[Fault Detection]
[Defect Debouncing]
Fault healing
Failure cause
Failure repair
sary.
fault code.
Go to step2
13E-569
TROUBLESHOOTING
Step2
circuit.
No: Go to step3
Yes: Go to step7
unit) learns.
Step4
No: Go to step5
Yes: Go to step6
Step7
No: Go to step5
Yes: Go to step3
13E-570
13E
[Test Condition]
30.00rpm)
[Fault Detection]
[Defect Debouncing]
Fault healing
Failure cause
Failure repair
sary.
fault code.
Go to step2
13E-571
TROUBLESHOOTING
Step2
circuit.
No: Go to step3
Yes: Go to step7
unit) learns.
Step4
No: Go to step5
Yes: Go to step6
Step7
No: Go to step5
Yes: Go to step3
520357-0: A fault was detected during regeneration of the diesel particulate filter.The current value for the
‘Exhaust temperature upstream of diesel particulate filter’ component is too low.
[Test Condition]
• Engine speed and load within a specified range (by calibration) for more than
0.00s.
• Engine in “steady state condition, i.e. the variation of the exhaust tempera-
ture < 30.00K since 10.00s.
• Regeneration and outer control loop active, i.e. the Adapted DPF upstream
temperature in interval between 561.96°C {1043.53°F} and 699.96°C
{1291.93°F} but at least 149.96°C {301.93°F} (to guarantee burning of fuel)
for at least 1.50s resp. not longer than 0.00s outside this range.
[Fault Detection]
• If the controller is on maximum output and the Temperature after Oxicat is
lower than the desired one by more than an engine speed and load depen-
dant threshold, but at least > 0.00K.
[Defect Debouncing]
13E-572
13E
System reaction
• Difficult ambient conditions resp vehicle use (demanded temperature can not
reached due to ambient conditions)
• Problems with temperature measurement after Oxicat (sensor defect or sen-
Failure cause
sors before/after Oxicat interchanged)
• Oxicat defective (does not burn fuel)
• Problems with injection system (too low post injection quantity)
• Check Temperature sensors
• Check Oxicat (execute service regeneration --> does tempa fter Oxicat in-
Failure repair
crease with activated Post injection?)
• Check injection system
sary.
If this diagnosis code has occurred during operation in an extremely low tem-
perature environment, investigate the driving conditions at that time because it
may have been temporary.
Check the installation condition of B23 (Temperature sensor Exhaust system 1)
Step1 and B24 (Temperature sensor ‘Exhaust system’ 2)
If proper temperature can not be attained even after conducting DPF regenera-
tion, faulty DPF is suspected. Repair or replace the DPF.
If one of diagnosis codes associated with {0} is generated, make a system diag-
nosis according to the diagnosis code.
Go to Step2
Step2
positive.
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Go to Step8
13E-573
TROUBLESHOOTING
No: Go to Step5
Yes: Go to Step3
520357-1: A fault was detected during regeneration of the diesel particulate filter.The current value of com-
ponent ‘Exhaust temperature upstream of diesel particulate filter’ is too high.
[Test Condition]
• Engine speed and load within a specified range (by calibration) for more than
0.00s.
• Engine in “steady state condition, i.e. the variation of the exhaust tempera-
ture < 30.00K since 10.00s.
[Fault Detection]
• If the controller is on minimum output and the Temperature after Oxicat is
higher than desired by more than an engine speed and load dependant
threshold, but at least > 0.00 °K.
[Defect Debouncing]
System reaction
• Problems with temperature measurement after Oxicat (sensor measures
Failure cause much too high temp)
• Problems with injection system (too high post injection quantity)
Failure repair
sary.
Step1
If one of diagnosis codes associated with {0} is generated, make a system diag-
nosis according to the diagnosis code.
Go to Step2
Step2
positive.
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-574
13E
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Go to Step8
Step8
No: Go to Step5
Yes: Go to Step3
520357-31: A fault was detected during regeneration of the diesel particulate filter.Regeneration takes too
long.
[Test Condition]
[Fault Detection]
• The control for increased temperature after Oxicat (i.e. Post injection) is ac-
tive longer than an exhaust gas temperature dependant threshold (from
120.00s at -0.04°C {31.93°F} over 120.00s at 149.96°C {301.93°F} and
120.00s at 399.96°C {751.93°F} to 120.00s at 799.96°C {1471.93°F}), cor-
rected by an engine speed and load dependant factor and frozen to the max-
imum value obtained during the monitoring period.
[Defect Debouncing]
• Defect condition fulfilled continuously > 1.00 events
System reaction
• Problems with temperature measurement after Oxicat (sensor defect or sen-
sors before/after Oxicat interchanged)
Failure cause
• Oxicat defective (does not burn fuel)
• Problems with injection system (too low post injection quantity)
Failure repair
13E-575
TROUBLESHOOTING
sary.
Check the installation condition of B23 (Temperature sensor Exhaust system 1)
and B24 (Temperature sensor ‘Exhaust system’ 2)
Step1
Go to Step2
Step2
positive.
No: Go to Step3
Yes: Go to Step7
Step3
Step4
No: Go to Step5
Yes: Go to Step6
Go to Step5
Go to Step8
Step8
No: Go to Step5
Yes: Go to Step3
520358-2: Exhaust Flap actuator has sticking valve or loose connection.

[Test Condition]
exceeded
• Continuously
[Fault Detection]
• Sticking counter exceeds 5.00-
[Defect Debouncing]
• Immediate
13E-576
13E
Fault healing • Exhaust flap not sticking for at least 800.00ms
System reaction
Failure cause • Electrical problem in exhaust flap (loose connection) or sticking flap
Failure repair • Check exhaust flap, check electrical connection
sary.
Step1
fault code.
No: Go to Step3
Yes: Go to Step
Step3
Go to Step4
Step4
No: Go to Step
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
X39.
No: Go to Step6
Yes: Go to Step3
13E-577
TROUBLESHOOTING
No: Go to Step6
Yes: Go to Step3
520359-2: Exhaust Flap actuator reports an error by a defined SCG duration of PWM wiring (X2 Error).
[Test Condition]
exceeded
• Continuously
[Fault Detection]
• The Exhaust Flap Power stage reports the failure class 3 “Flap closed
blocked”: “Overtemperature” OR “Supply voltage out of range” or “Wrong
PWM command” (SCG active for 600mse and inactive 400ms).
[Defect Debouncing]
• The Flap is actuated with 5.00%, i.e. the Exhaust brake does no more work.
• 1) Fid / Exhaust flap position (PWM) set to fix replacement value
System reaction (ExhFlpLP_Cal.rPwrStgDis_C)
failure)
• Exhaust flap too hot (due to bad cooling or too high current due to electrical
problem)
Failure cause
• Supply wiring defect / or ECM Supply to Exhaust flap actuator defect
• PWM wiring defect (sporadic interruptions lead to “wrong PWM” detection)
Failure repair • Check exhaust flap actuator and wiring
sary.
fault code.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-578
13E
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
X39.
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
520360-2: Exhaust Flap actuator reports an error by a defined SCG duration of PWM wiring (X Error).
[Test Condition]
exceeded
• Continuously
• The Exhaust Flap actuator reports the failure class 1 “Flap blocked in closed
position (SCG active for 200mse / inactive 800ms)
[Defect Debouncing]
13E-579
TROUBLESHOOTING
(ExhFlpLP_Cal.rPwrStgDis_C)
active
failure)
disabled
• Exhaust flap mechanically blocked in closed position
Failure cause
• Internal failure in Exhaust flap actuator.
sary.
Step1
fault code.
No: Go to Step3
Yes: Go to Step
Step3
Go to Step4
Step4
No: Go to Step
Yes: Go to Step5
Go to Step6
13E-580
13E
Step7
No: Go to Step8
Yes: Go to Step9
X39.
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
520361-2: Exhaust Flap actuator reports an error by a defined SCG duration of PWM wiring (Y2 Error).
[Test Condition]
exceeded
• Continuously
[Fault Detection]
• The Exhaust Flap Power stage reports the failure class 4, which means “EE-
PROM fault, i.e. a fatal error inside the electronic part of the Exhaust flap ac-
tuator. (SCG active 800ms and inactive 200ms)
[Defect Debouncing]
failure)
Failure cause • Fatal failure of the electronic part inside the Exhaust flap actuator.
sary.
fault code.
Go to Step2
13E-581
TROUBLESHOOTING
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
X39.
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
13E-582
13E
520362-2: Exhaust Flap actuator reports an error by a defined SCG duration of PWM wiring (Y Error).
[Test Condition]
exceeded
• Continuously
[Fault Detection]
• The Exhaust Flap Power stage reports the Failure 2 which means:
• Flap blocked in intermediate or opened position OR
• Over current detected
• Sensor fault detected
• (SCG active for 400mse / inactive 600ms)
[Defect Debouncing]
failure)
• Exhaust flap mechanically blocked or high movement resistance
Failure cause
• Internal failure in Exhaust flap actuator.
Failure repair • Check exhaust flap actuator
sary.
Step1
fault code.
No: Go to Step3
Yes: Go to Step
Step3
Go to Step4
Step4
No: Go to Step
Yes: Go to Step5
Go to Step6
13E-583
TROUBLESHOOTING
Step7
No: Go to Step8
Yes: Go to Step9
X39.
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
520364-2: More than one exhaust temperature sensors are defect.

[Test Condition]
chograph).
[Fault Detection]
• If more than 1 of the sensors compared to each other shows too high devia-
tion. Following sensors are compared: Exhaust Temperature Sensor before
Oxicat and Exhaust Temperature Sensor after Oxicat (if available) and Ex-
haust Temperature Sensor before DPF (if available) and Exhaust Tempera-
ture Sensor after DPF (if available) and Exhaust Temperature Sensor after
DPF (if available) and Exhaust Temperature Sensor after DPF (if available)
[Defect Debouncing]
• Healing only at next driving cycle possible, if test conditions fulfilled. Healing
Fault healing if all temperatures similar OR a clear identification of a defective sensor pos-
sible (in this case a dedicated failure path stored)
System reaction sistance disabled
13E-584
13E
• Several sensors have wrong measurement values.
Failure cause • Too fast change of ambient temperature (e.g. due to sun shining in the morn-
ing after cold night.) --> see ambient conditions
• Check with ambient conditions, which sensors show highest deviation form
intake air temperature in AFS, Boost temperature and Coolant temperature.
If Boost temperature and coolant temperature are similar but higher than the
exhaust temperatures --> failure caused probably by “fast ambient tempera-
ture change” --> no action needed.
• Else identify sensors which deviate most from the intake air temperature.
Failure repair • Note: Too fast ambient temperature change, e.g. vehicle (and dedicated
an external source like a “exhaust stream” of a building climatisation) can
520379-0: Corrected value of injection quantity is too high.

[Test Condition]
• Continuously monitoring
[Fault Detection]
• Error is detected when the total quantity correction minus the current value
exceeds the limit defined in the map.
• AND
• The correction quantity from the learning map minus the current value ex-
ceeds the limit from the map.
[Defect Debouncing]
Fault healing • Correction quantity in range
• Calculated lambda may be wrong: air mass meter defect or injectors defect.
Failure cause
Measured lambda-value wrong, check lambda sensor.
Failure repair • Check air mass meter, injectors and lambda sensor.
sary.
Step1
code.
Inspection procedure If one of diagnosis codes associated with Y2 Valve is generated, make a sys-
Go to Step2
Step2
Go to Step3
13E-585
TROUBLESHOOTING
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step7
Yes: Go to Step4
520379-1: Corrected value of injection quantity is too low.

[Test Condition]
• Continuously monitoring
[Fault Detection]
• Error is detected when the total quantity correction minus the current value
falls below the limit defined in the map.
• AND
• The correction quantity from the learning map minus the current value falls
below the limit from the map.
[Defect Debouncing]
Fault healing • Correction quantity in range
13E-586
13E
• Calculated lambda may be wrong: air mass meter defect or injectors defect.
Failure cause
Measured lambda-value wrong, check lambda sensor.
Failure repair • Check air mass meter, injectors and lambda sensor.
sary.
Step1
code.
If one of diagnosis codes associated with Y2 Valve is generated, make a sys-
Go to Step2
Step2
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
13E-587
TROUBLESHOOTING
No: Go to Step7
Yes: Go to Step4
520380-12: Component ‘10271-494’ is faulty.

[Test Condition]
• continuously
[Fault Detection]
• The NOx Sensor sends the message “Sensor temperature not OK” (Bits 0-1
= 00)
[Defect Debouncing]
• The NOx Sensor sends the message “Sensor temperature OK” (Bits 0-1 =
Fault healing
01)
sensor inhibited
Failure cause • Defective NOx sensor heating
Failure repair
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Replace component "B29 (Oxygen sensor)".
Step3
Go to Step4
13E-588
13E
Step4
No: Go to Step5
Yes: Go to Step6
No: Go to Step8
Yes: Go to Step9
ate connector).
No: Go to Step5
Yes: Go to Step3
No: Go to Step5
Yes: Go to Step3
520380-31: NOx sensor: The power supply is faulty.

[Test Condition]
• continuously
[Fault Detection]
• The NOx Sensor sends the message “Supply not OK” (Bits 6-7 = 00)
[Defect Debouncing]
Fault healing • The NOx Sensor sends the message “Supply OK” (Bits 6-7 = 01)
13E-589
TROUBLESHOOTING
sensor inhibited
Failure cause • Defective NOx sensor supply
Failure repair
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
No: Go to Step8
Yes: Go to Step9
13E-590
13E
ate connector).
No: Go to Step5
Yes: Go to Step3
No: Go to Step5
Yes: Go to Step3
520382-31: Test internal resistance of component ‘R9/1 (Cylinder 1 glow plug)’.: Implausible data
[Test Condition]
• Only if glow plug are actuated and no other glow plug failure already detect-
ed.
[Fault Detection]
Generation condition • Glow plug resistance GlwCtl_resGlpRstnEff_mp is not between thresholds
determined by the map GlwCtl_resGlpRstnEffThresHi_MAP or
GlwCtl_resGlpRstnEffThresLo_MAP. The input values of the map are the
derivation of the glow plug current and the effective glow plug voltage.
[Defect Debouncing]
Fault healing • Glow plug resistance is in range
• Glow Plug resistance not matching specification: wiring problem, defective
Failure cause
glow plug or glow plug installed not matching dataset application
Failure repair • Check wiring, check glow plug
sary.
fault code.
Go to step2
sary.
Go to step3
13E-591
TROUBLESHOOTING
Remove the connector of A31 (Preglow system Control unit).
Remove the connector of Y11 (Glow plug 1).
Remove the connector of HF5.
Step3 Check the circuit across A4.X2.94/44 and A31.11/10 for open or short circuit.
Check the circuit across A31.11/1 and Y11.1/1 for open or short circuit.
Check the circuit across A31.11/11 and HF5 for open or short circuit.
No: Go to step4
Yes: Go to step10
Step4
Execute the control “Cold start”.
Replaced the damaged electrical parts
Go to step5
Step5
No: Go to step6
Yes: Go to step7
Step7 Replace component “A31 (Preglow system Control unit)”.
Go to step8
Step8
No: Go to step6
Yes: Go to step9
Step10 Execute the control “Cold start”.
No: Go to step6
Yes: Go to step4
13E-592
13E
[Test Condition]
ed.
[Fault Detection]
[Defect Debouncing]
Failure cause
sary.
fault code.
Go to step2
sary.
Go to step3
Inspection procedure Remove the connector of Ground.
No: Go to step4
Yes: Go to step10
Step4
Go to step5
13E-593
TROUBLESHOOTING
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
No: Go to step6
Yes: Go to step4
[Test Condition]
ed.
[Fault Detection]
[Defect Debouncing]
Failure cause
13E-594
13E
sary.
fault code.
Go to step2
sary.
Go to step3
No: Go to step4
Yes: Go to step10
Step4
Go to step5
13E-595
TROUBLESHOOTING
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
No: Go to step6
Yes: Go to step4
[Test Condition]
ed.
[Fault Detection]
[Defect Debouncing]
Failure cause
sary.
fault code.
Go to step2
sary.
Go to step3
13E-596
13E
No: Go to step4
Yes: Go to step10
Step4
Go to step5
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
No: Go to step6
Yes: Go to step4
13E-597
TROUBLESHOOTING
520386-9: Control unit GCU4 has LIN timeout error while receiving glow plug current information.
[Test Condition]
• Continuously if not inhibited by LIN BUS Off failure
[Fault Detection]
• TimeOut of Receive Frame GLP_CURB1 (0x18) is determined (receive
frame glow plug current)
[Defect Debouncing]
Fault healing • Time out no more detected
Failure cause • LIN Disturbance, glowplug connection interruption, defective glow plug
Failure repair • Check LIN connection, check glow plugs
sary.
fault code.
Go to step2
sary.
Go to step3
Inspection procedure Check the circuit across A31.11/4 and Y14.1/1 for open or short circuit.
No: Go to step4
Yes: Go to step10
Step4
Go to step5
Step5
No: Go to step6
Yes: Go to step7
13E-598
13E
Go to step8
Step8
No: Go to step6
No: Go to step6
Yes: Go to step4
520387-9: Control unit GCU4 has LIN timeout error while receiving glow plug status information.
[Test Condition]
[Fault Detection]
• Timeout of Receive Frame GCU_DIAG (0x1D) is detected (glow plug diag-
nostic information)
[Defect Debouncing]
Fault healing • Time out no more detected
sary.
fault code.
Go to step2
sary.
Go to step3
13E-599
TROUBLESHOOTING
No: Go to step4
Yes: Go to step10
Step4
Go to step5
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
No: Go to step6
Yes: Go to step4
13E-600
13E
520388-9: Control unit GCU4 has LIN timeout error while receiving glow plug current information and status
information.
[Test Condition]
[Fault Detection]
• All receive frames selected via 3.00- timed out: Messages GLP_CURB1 and
GCU_DIAG timed out
[Defect Debouncing]
Fault healing • At least one receive frame received
System reaction • 1) FId / Funktionsidentifier for Receive Frame GLP_CURB1 (x18)
• 2) FId / Funktionsidentifier for Receive Frame GCU_DIAG (x1D)
sary.
fault code.
Go to step2
sary.
Go to step3
No: Go to step4
Yes: Go to step10
Step4
Go to step5
13E-601
TROUBLESHOOTING
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
No: Go to step6
Yes: Go to step4
520391-0: Component ‘Glow Plugs’ has detected an overvoltage.

[Test Condition]
• If glow plugs are activated (LIN communication active only when glow plugs
are active)
• If Over voltage error is reported by LIN (Com_stOvrVltg = 1).
[Defect Debouncing]
Fault healing • If Over voltage error is not reported
Failure cause • Overvoltage at main power supply / GCU4
• Check GCU4 voltage at connector term.30 with running engine, if overvolt-
age is not present, failure can be deleted. Failure was probably caused by
Failure repair jump start (24V).
• If voltage is abnormal, problem at alternator control.
• Check alternator.
sary.
fault code.
Go to Step2
13E-602
13E
sary.
Go to Step3
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
13E-603
TROUBLESHOOTING
Inspection procedure Step10 Execute the control “Cold start”.
No: Go to Step6
Yes: Go to Step4
520391-9: Engine control unit has LIN timeout error while receiving informations from control unit GCU4.
[Test Condition]
are active)
[Fault Detection]
• If GlwPlg_stGCUComActv is true (LIN communication active) and no new
frames received from GCU4
[Defect Debouncing]
Fault healing • If frame is received from GCU4
System reaction
• 1) Fid / Inhibit glowplug monitor
Failure cause • LIN communication problem or glow plug failure
Failure repair • Check LIN, check glow plugs
sary.
fault code.
Go to step2
sary.
Go to step3
No: Go to step4
Yes: Go to step10
13E-604
13E
Step4
Go to step5
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
No: Go to step6
Yes: Go to step4
520391-12: Component ‘Glow plug’ is thermally overloaded.

[Test Condition]
are active)
• When over temperature is reported by LIN.(Com_stOvrTemp=1)
[Defect Debouncing]
Fault healing • When over temperature is not reported by LIN.(Com_stOvrTemp=1)
• Glow Plug switched OFF
System reaction • Further reactions see FIDs
• High battery voltage, high temperature inside Glow Plug Control, high load or
Failure cause
wiring problem
Failure repair • Check battery load and output, check wiring, replace Glow Plug Control
13E-605
TROUBLESHOOTING
sary.
fault code.
Go to Step2
sary.
Go to Step3
No: Go to Step4
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
13E-606
13E
Go to Step6
No: Go to Step6
Yes: Go to Step4
520391-31: The Glow Plugs Control Unit could not be reset.

[Test Condition]
are active)
[Fault Detection]
• When GlwPlg_stMch = CD535_RST_CMD and GlwPlg_stPRFlg = 0 i.e.
GCU4 not responding for request to reset.
• OR when GlwPlg_stMch = GE_CLR_CMD and GlwPlg_stPRFlg = 1 i.e.
GCU4 not responding for request to set the GE flag.
[Defect Debouncing]
Fault healing • Command from ECU to GCU and status replied by GCU are compatible
Failure cause • GCU not responding to set/reset command from ECU
• Internal GCU4 SW failure code, no direct check possible
Failure repair
• Replace GCU4.
520392-1: Component ‘Fuel pump’ has detected an undervoltage.

[Test Condition]
are active)
[Fault Detection]
• When there is charge pump under voltage reported by LIN
(Com_stCPUV=1).
[Defect Debouncing]
Fault healing • Undervoltage no more detected
Failure cause • Glow plug failure
Failure repair • Replace glow plug
sary.
fault code.
Go to step2
13E-607
TROUBLESHOOTING
sary.
Go to step3
No: Go to step4
Yes: Go to step10
Step4
Go to step5
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
13E-608
13E
No: Go to step6
Yes: Go to step4
520393-5: Component Y11 (Glow plug 1) has an Open Load error.

[Test Condition]
are active)
• If the plug current on cylinder 1 Com_uGlpCurrA < 0.23V
[Defect Debouncing]
Fault healing • Plug current on cylinder 1 Com_uGlpCurrA > 0.23V
System reaction
• 1) Fid / Glow control monitor deactivated
Failure cause • Open load error in the glow plug of cylinder 1
Failure repair • Check glow plug and wiring
sary.
fault code.
Go to step2
sary.
Go to step3
No: Go to step4
Yes: Go to step10
13E-609
TROUBLESHOOTING
Step4
Go to step5
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
No: Go to step6
Yes: Go to step4
520393-6: The electric circuit of component ‘Y11 (Glow plug 1)’ is overloaded.
[Test Condition]
are active)
• If the plug current Com_uGlpCurrA > 2.20V
[Defect Debouncing]
Fault healing • Plug current Com_uGlpCurrA < 2.20V
• Glow plug for cylinder 1 is deactivated.
System reaction • Further reactions according to FIDs
Failure cause • Current overload for Glow Plug of cylinder 1
13E-610
13E
• Check glow plug cylinder 1
• Check wiring between glow plug cylinder 1 and GCU4
• After repair, system can be checked using actuator test:
Failure repair • Activate Glow plugs by sending duty cycle > 8% for at least 5 seconds at
PWM Outputs: Glow Plug Actuator (Id: $D90C).
• After that verify Failure memory to check if failure was detected again.
• If not, problem is solved.
sary.
fault code.
Go to Step2
sary.
Go to Step3
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
13E-611
TROUBLESHOOTING
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
No: Go to Step6
Yes: Go to Step4
520393-31: Glow Plug control unit 4 has a Transistor failure for glow plug in cylinder 1.
[Test Condition]
are active)
• Glow plug of cylinder 1 reports over LIN a MOSFET error (Transistor failure)
[Defect Debouncing]
Fault healing • Glow plug of cylinder 1 does not report a MOSFET error (Transistor failure)
Failure cause • Glow plug failure of cylinder 1
Failure repair • Replace glow plug for cylinder 1
sary.
fault code.
Go to step2
sary.
Go to step3
13E-612
13E
No: Go to step4
Yes: Go to step10
Step4
Go to step5
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
No: Go to step6
Yes: Go to step4
13E-613
TROUBLESHOOTING
[Test Condition]
are active)
[Defect Debouncing]
System reaction
sary.
fault code.
Go to Step2
sary.
Go to Step3
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
13E-614
13E
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
No: Go to Step6
Yes: Go to Step4
[Test Condition]
are active)
[Defect Debouncing]
sary.
fault code.
Go to Step2
13E-615
TROUBLESHOOTING
sary.
Go to Step3
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
13E-616
13E
No: Go to Step6
Yes: Go to Step4
[Test Condition]
are active)
[Defect Debouncing]
sary.
fault code.
Go to step2
sary.
Go to step3
No: Go to step4
Yes: Go to step10
13E-617
TROUBLESHOOTING
Step4
Go to step5
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
No: Go to step6
Yes: Go to step4

[Test Condition]
are active)
[Defect Debouncing]
System reaction
13E-618
13E
sary.
fault code.
Go to Step2
sary.
Go to Step3
No: Go to Step4
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
13E-619
TROUBLESHOOTING
Go to Step6
No: Go to Step6
Yes: Go to Step4
[Test Condition]
are active)
[Defect Debouncing]
sary.
fault code.
Go to Step2
sary.
Go to Step3
13E-620
13E
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
No: Go to Step6
Yes: Go to Step4
13E-621
TROUBLESHOOTING
[Test Condition]
are active)
[Defect Debouncing]
sary.
fault code.
Go to step2
sary.
Go to step3
No: Go to step4
Yes: Go to step10
Step4
Go to step5
13E-622
13E
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
No: Go to step6
Yes: Go to step4

[Test Condition]
are active)
[Defect Debouncing]
System reaction
sary.
fault code.
Go to Step2
sary.
Go to Step3
13E-623
TROUBLESHOOTING
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
No: Go to Step6
Yes: Go to Step4
13E-624
13E
[Test Condition]
are active)
[Defect Debouncing]
sary.
fault code.
Go to Step2
sary.
Go to Step3
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
13E-625
TROUBLESHOOTING
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
No: Go to Step6
Yes: Go to Step4
[Test Condition]
are active)
[Defect Debouncing]
sary.
fault code.
Go to step2
sary.
Go to step3
13E-626
13E
No: Go to step4
Yes: Go to step10
Step4
Go to step5
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
No: Go to step6
Yes: Go to step4
13E-627
TROUBLESHOOTING
520397-31: Component ‘Y11 (Glow plug 1)’ has a short circuit.
[Test Condition]
• If glow plugs are activated (LIN communication active)
[Fault Detection]
• If a Short circuit error is reported for a glow plug over LIN.
(Com_stGlpStat=03 and Com_stErrGlpX>0, both in GCU_DIAG message).
[Defect Debouncing]
• Immediate
Fault healing • No short circuit reported
Failure cause • Short circuit in glow plug of cylinder 1 or in its wiring
Failure repair • Check wiring, check and replace glow plug
sary.
fault code.
Go to Step2
sary.
Go to Step3
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
13E-628
13E
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
No: Go to Step6
Yes: Go to Step4

[Test Condition]
[Fault Detection]
[Defect Debouncing]
• Immediate
sary.
fault code.
Go to Step2
sary.
Go to Step3
13E-629
TROUBLESHOOTING
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
No: Go to Step6
Yes: Go to Step4
13E-630
13E
[Test Condition]
[Fault Detection]
[Defect Debouncing]
• Immediate
sary.
fault code.
Go to Step2
sary.
Go to Step3
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
13E-631
TROUBLESHOOTING
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
No: Go to Step6
Yes: Go to Step4

[Test Condition]
[Fault Detection]
[Defect Debouncing]
• Immediate
sary.
fault code.
Go to Step2
sary.
Go to Step3
13E-632
13E
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
No: Go to Step6
Yes: Go to Step4
13E-633
TROUBLESHOOTING
520401-31: The power supply of circuit 30 is not OK.
[Test Condition]
are active)
[Fault Detection]
Generation condition • When there is no voltage present at the Terminal 30, reported over LIN
(Com_uT30Vltg1=0x00) or
• (Com_uT30Vltg2=0x00 in message GCU_DIAG)
[Defect Debouncing]
Fault healing • Missing voltage not reported
Failure cause • No supply on T30, GCU4 detects no terminal 30 voltage
• Measure GCU4 voltage at connector term.30
Failure repair • If voltage is not present or very low failure can be result of disconnected T30
supply wire. Check wire and connection (slackly screw at battery)
sary.
fault code.
Go to Step2
sary.
Go to Step3
No: Go to Step4
Yes: Go to Step10
Step4
Go to Step5
13E-634
13E
Step5
No: Go to Step6
Yes: Go to Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step6
No: Go to Step6
Yes: Go to Step4
520418-0: Signal Range Check (SRC) for ‘voltage of the piezo fuel injector actuator’ reports HIGH.
[Test Condition]
• Continuously speed synchronously with each measurement of a main injec-
tion.
[Fault Detection]
• If the raw actuator voltage of Piezo Injector > 3.30V
[Defect Debouncing]
Fault healing • If the raw actuator voltage of Piezo Injector < 3.30V
• Failure in wiring harness between ECU and injectors
Failure cause • Failure in injector (actuator)
• Failure in ECU (power stage)
• Check wiring harness between ECU and injectors
Failure repair • Check injectors
• Check/Replace ECU
13E-635
TROUBLESHOOTING
No: Go to Step2
Yes: Go to Step6
Step2
Inspection procedure Perform the learned value resetting procedure of Fuel injector which A4 (Com-
learns.
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
Step6
No: Go to Step5
Yes: Go to Step2
520418-1: Signal Range Check (SRC) for ‘voltage of the piezo fuel injector actuator’ reports LOW.
[Test Condition]
• Continuously speed synchronously with each measurement of a main injec-
tion.
[Fault Detection]
• If the raw actuator voltage IVActr_uActrRaw_mp or
IVActr_uImmdMeasRaw_mp falls below the limiting value 0.00mV, an error
will be detected.
[Defect Debouncing]
Fault healing • If the raw actuator voltage of Piezo injectors > 0.00mV
13E-636
13E
• Failure in wiring harness between ECU and injectors
Failure cause • Failure in injector (actuator)
• Failure in ECU (power stage)
• Check wiring harness between ECU and injectors
Failure repair • Check injectors
• Check/Replace ECU
No: Go to Step2
Yes: Go to Step6
Step2
learns.
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
13E-637
TROUBLESHOOTING
No: Go to Step5
Yes: Go to Step2
520419-2: Injector Adjustment: IMA/ISA programming not correct for cyl 1.

[Test Condition]
• After each switch on of the ECU (Key 15 “on”)
[Fault Detection]
• The checksum is not correct
• OR
• one correction class is not within 1.00- and 6.00-
• OR
• the EEPROM displays a value of 0 (not IMA/ISA programming not done)
[Defect Debouncing]
• immediate
• No healing at actual driving cycle.
Fault healing • Healing possible if all values correct at next system start or after a repro-
gramming of the injector correction.
• The dedicated injector is not corrected, i.e. the fuel quantity of this injector
could deviate more than usual. Possibly irregular engine idle
• Invalid IMA/ISA code has been programmed
Failure cause • wrong programming/flashing of the EDC (initialization of EEPROM)
• internal defect of the ECU
• Reprogram IMA/ISA code
Failure repair • Reflash the ECU (including EEPROM initialisation)
• if defect persists: replace EDC
520419-31: Injector Adjustment: IMA programming not correct for injector cyl 1.
[Test Condition]
• After each programming with tester.
[Fault Detection]
• the checksum of the injector adjustment code words is not correct
• OR
• the basic correction quantity of at least 1 correction class not within the ac-
ceptable range for this class
• OR
• no injector adjustment values could be read due to faulty EEPROM access.
[Defect Debouncing]
• immediate
13E-638
13E
• Invalid IMA code has been programmed
• Reprogram IMA code

[Test Condition]
[Fault Detection]
• OR
• OR
[Defect Debouncing]
• immediate
[Test Condition]
[Fault Detection]
• OR
• OR
[Defect Debouncing]
• immediate
13E-639
TROUBLESHOOTING

[Test Condition]
[Fault Detection]
• OR
• OR
[Defect Debouncing]
• immediate
[Test Condition]
[Fault Detection]
• OR
• OR
[Defect Debouncing]
• immediate
13E-640
13E

[Test Condition]
[Fault Detection]
• OR
• OR
[Defect Debouncing]
• immediate
[Test Condition]
[Fault Detection]
• OR
• OR
[Defect Debouncing]
• immediate
13E-641
TROUBLESHOOTING
520423-16: Signal Range Check (SRC) for ‘Accelerator pedal position during Low Idle Accelerator pedal po-
sition Adjustment’ reports HIGH.
[Test Condition]
Generation condition • The signal range checks are only carried out if ADC has not reported a mod-
[Fault Detection]
• The sensed raw voltage value LIAdj_uAPPRaw is above 4.50V
[Defect Debouncing]
Fault healing • The sensed raw voltage value LIAdj_uAPPRaw is less than 4.50V
• Low idle accelerator pedal adjustment value jumps to fixed replacement val-
System reaction
ue 0.00%
Failure cause • Short circuit to external source or defective sensor
sary.
fault code.
Go to Step2
sary.
Go to Step3
Inspection procedure Check the circuit across A4.X2.94/30 and B17.6/5 for open or short circuit.
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
13E-642
13E
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step7
Yes: Go to Step4
No: Go to Step7
Yes: Go to Step4
520423-18: Signal Range Check (SRC) for ‘Accelerator pedal position during Low Idle Accelerator pedal po-
sition Adjustment’ reports LOW.
[Test Condition]
[Fault Detection]
• The sensed raw voltage value LIAdj_uAPPRaw is less than 500.00mV
[Defect Debouncing]
Fault healing • The sensed raw voltage value LIAdj_uAPPRaw is above 500.00mV
• Low idle accelerator pedal adjustment value jumps to fixed replacement val-
System reaction
ue 0.00%
13E-643
TROUBLESHOOTING
sary.
fault code.
Go to Step2
sary.
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
13E-644
13E
No: Go to Step7
Yes: Go to Step4
No: Go to Step7
Yes: Go to Step4
520424-0: Signal Range Check (SRC) for ‘Accelerator Pedal position during Low Idle Speed Adjustment’ re-
ports HIGH.
[Test Condition]
[Fault Detection]
• The sensed raw voltage value LIAdj_uSpdRaw is above 4.50V
[Defect Debouncing]
Fault healing • The sensed raw voltage value LIAdj_uSpdRaw is less than 4.50V
• Low idle speed adjustment value is frozen at last valid value on preliminary
System reaction
failure and jumps to fixed replacement value 0.00mV
sary.
fault code.
Go to Step2
sary.
Go to Step3
13E-645
TROUBLESHOOTING
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Check the circuit across A4.X2.94/45 and X10.1/5[VCC1] for open or short cir-
cuit.
Check the circuit across A4.X2.94/46 and X10.1/5[VCC2] for open or short cir-
cuit.
Check the circuit across A4.X2.94/57 and X10.2/5[SIG1] for open or short cir-
cuit.
Step8
cuit.
cuit.
Check the circuit across A4.X2.94/8 and X10.1/5[GND2] for open or short cir-
cuit.
No: Go to Step9
Yes: Go to Step10
No: Go to Step7
Yes: Go to Step4
13E-646
13E
No: Go to Step7
Yes: Go to Step4
520424-1: Signal Range Check (SRC) for ‘Accelerator Pedal position during Low Idle Speed Adjustment’ re-
ports LOW.
[Test Condition]
[Fault Detection]
• The sensed raw voltage value LIAdj_uSpdRaw is less than 500.00mV
[Defect Debouncing]
Fault healing • The sensed raw voltage value LIAdj_uSpdRaw is above 500.00mV
• Low idle speed adjustment value is frozen at last valid value on preliminary
System reaction
failure and jumps to fixed replacement value 0.00mV
sary.
fault code.
Go to Step2
sary.
Go to Step3
Inspection procedure Check the circuit across A4.X2.94/30 and B17.6/5 for open or short circuit.
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
13E-647
TROUBLESHOOTING
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step7
Yes: Go to Step4
No: Go to Step7
Yes: Go to Step4
520425-19: Communication malfunction with LIN bus (Default)

[Test Condition]
• Continuously
[Fault Detection]
• Short circuit of the LIN-Bus to Ubatt or Ground, or all LIN-Frames of all LIN-
Nodes timed out.
[Defect Debouncing]
Fault healing • LIN Bus working correctly
• No Lin communication possible, Glow plugs activation not possible.
• Further reactions according to FIDs.
System reaction • 1) FId / Funktionsidentifier for GCU4-Node TimeOut
• 2) FId / Funktionsidentifier for Receive Frame GLP_CURB1 (x18)
• 3) FId / Funktionsidentifier for Receive Frame GCU_DIAG (x1D)
• 4) FId / Funktionsidentifier for LIN-BusOff
Failure cause • LIN-Bus disturbance
Failure repair • Check LIN-Bus
13E-648
13E
sary.
Go to step2
sary.
Go to step3
No: Go to step4
Step4
Go to step5
Step5
No: Go to step6
Yes: Go to step7
Go to step8
Step8
No: Go to step6
Yes: Go to step9
13E-649
TROUBLESHOOTING
No: Go to step6
Yes: Go to step4
520426-5: Lambda sensor has an Open circuit at the Nernst cell pin.
[Test Condition]
• Following condition must be fulfilled:
• The LSU Temperature is in operating range (> 804.96°C {1480.93°F}) for at
least 10.00s
• The Vehicle is not in Overrun (engine not motored) since 0.00ms or in Over-
run not longer than 100.00ms
• Battery Voltage > 10.70V for at least 2.00s or < 10.70V not longer than
0.00ms
• LSU in normal operation (no error)
• Monitoring not inhibited by FID_LSUUNVGOpnLdTst_0 due to another fail-
Generation condition ure
[Fault Detection]
• If the Heater voltage (LSU_uRiFlt0) > 2.10V for at least 0.00ms or below
2.10V not longer than 0.00ms the Test state is activated. If the test state is
active for at least 2.00s AND the O2 Raw signal (LSU_uO2Raw0) > 1.50V or
< -1300.00mV during further 2.00s the failure is recognised (but not yet de-
bounced!)
[Defect Debouncing]
da sensor signal)
• 5) FId / Lambda Sensor Heater Control and Monitoring disabled
System reaction • 9) FId / Shunting Detection of Lambda Sensor disabled
reset to
• 15) Fid / Calibrated inner resistance of Lambda Sensor is not valid
• 16) FId / Calibration of inner resistance of Lambda Sensor disabled
• 17) FId / Electrical check for Short to Battery and Short to Ground of Lambda
Sensor disabled
• Defect in wiring (open load in Nernst Cell (UN) line, Nernst cell; Due to SW
Failure cause bug: open load in heater line, K51) of the lambda sensor, defective lambda
sensor
13E-650
13E
• Check entire wiring of lambda sensor, check lambda sensor itself, if neces-
sary replace lambda sensor (and reset all learning values in EEPROM with
tester)
Failure repair
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Inspection procedure Perform the learned value resetting procedure of B29 (Oxygen sensor) which
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
13E-651
TROUBLESHOOTING
520427-5: Lambda sensor has an Open circuit at pump current pin.
[Test Condition]
• The O2 signal is valid and Lambda sensor in normal mode
• The Open load test not inhibited by FID_LSUIPOpnLdTst0 due to another
failure
• The calculated O2 content >0.07- longer than 2.00s
• Engine not in Overrun condition since 100.00ms or not longer in overrun
than 0.00ms
• Battery voltage >= 10.70V since 2.00s or < 10.70V not longer than 0.00ms
Generation condition • By Data Set (LSU_stOpMLmbd1EnaMsk): Engine in normal operation
[Fault Detection]
• The temperature compensated and filtered (2.00s) O2 value < 0.01- while
O2 content in exhaust gas is expected due to engine conditions (no rich mix-
ture).
[Defect Debouncing]
• No healing possible at this driving cycle. Failure no more active at start of
Fault healing
next driving cycle
da sensor signal)
set to
• Defect in wiring (open load in IP line, pump current; of the lambda sensor,
Failure cause
defective lambda sensor
tester)
Failure repair
Go to Step2
13E-652
13E
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
520428-5: Lambda sensor has an Open circuit at Virtual ground pin.

[Test Condition]
• Following condition must be fulfilled:
• The LSU Temperature is in operating range (> 804.96°C {1480.93°F}) for at
least 10.00s
• The Vehicle is not in Overrun (engine not motored) since 0.00ms or in Over-
run not longer than 100.00ms
• Battery Voltage > 10.70V for at least 2.00s or < 10.70V not longer than
0.00ms
• LSU in normal operation (no error)
• Monitoring not inhibited by FID_LSUUNVGOpnLdTst_0 due to another fail-
Generation condition ure
[Fault Detection]
• If the Heater voltage (LSU_uRiFlt0) > 2.10V for at least 0.00ms or below
2.10V not longer than 0.00ms the Test state is activated. If the test state is
active for at least 2.00s AND the O2 Raw signal (LSU_uO2Raw0) between -
200.00mV AND 200.00mV during further 2.00s the failure is recognised (but
not yet debounced!)
[Defect Debouncing]
13E-653
TROUBLESHOOTING
da sensor signal)
Sensor disabled
• Defect in wiring (open load in Virtual Ground (VG) line, virtual ground; Due to
Failure cause SW bug: open load in heater line, K51) of the lambda sensor, defective
lambda sensor
tester)
Failure repair
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
13E-654
13E
Step3
Go to Step4
Step4
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
520429-18: The dynamic check of Lambda Sensor reports SLOW.

[Test Condition]
• Sensor is working in normal operation and O2 signal is valid
• Monitoring not disabled by FID_LSUDynChk0 by another failure
tion
• engine speed > 1500.00rpm and engine load > 10.00mg/hub
• steady state condition, i.e. the engine load variation < 2.50mg/hub during
0.90s
• Dynamic check is started if all conditions above are fulfilled and the engine
load drops down from 10.00mg/hub (or higher) by more than 2.50mg/hub to
< 0.50mg/hub within 0.60s and must remain < 0.50mg/hub until OK or defect
recognition happens. Otherwise test is aborted and restarted if the condi-
tions are fulfilled again.
[Fault Detection]
• The measured and pressure compensated O2-concentration
• needs longer than 1.50s to rise from 30% to 60% of the expected step be-
tween actual O2 concentration to 20.95%
• OR
• 60% of expected step are not reached within 2.50s.
[Defect Debouncing]
• The measured and pressure compensated O2-concentration
• needs less than 1.50s to rise from 30% to 60% of the expected step between
Fault healing actual O2 concentration to 20.95%
• AND
• 60% of expected step are reached within 2.50s.
13E-655
TROUBLESHOOTING
da sensor signal)
set to
• Defect in wiring of lambda sensor, defective lambda sensor, problems in in-
Failure cause jection system (e.g. leaky injectors) or EGR valve does not close in overrun
condition
• Check wiring, check injection system, replace lambda sensor (and reset all
learning values in EEPROM with tester)
sary.
Go to Step2
Step2
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
13E-656
13E
Step5
No: Go to Step7
Yes: Go to Step6
Step8
No: Go to Step7
Yes: Go to Step4
520431-2: Component Lambda Sensor Heater has an Open Load error.

[Test Condition]
• Continuously if all following conditions are fulfilled:
• LSU Heater Power stage active: ECU not in After-run state and Battery Volt-
age > 9.50V (with switch off Hysteresis at 9.00V)
• By Data Set (LSU_stPsDiaDisbl): ECU not in After-run state
• Battery voltage > 10.70V longer than 2.00s or Battery Voltage < 10.70V less
than 0.00ms Integrated Circuit CJ125 not defective (FID_LSU_HtrPS0 not
set)
[Fault Detection]
• The SPI chip CJ125 reports a “no load” defect.
[Defect Debouncing]
Fault healing • The SPI chip CJ125 reports no “no load” failure.
• Heater power stage switched off, therefore Lambda sensor not working. All
calibration and monitoring by lambda Sensor switched off
da sensor signal)
set to
Failure cause • Broken or disconnected wiring or defective lambda sensor
13E-657
TROUBLESHOOTING
• Check wiring and lambda sensor, if necessary replace lambda sensor (and
reset all learning values in EEPROM with tester)
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
13E-658
13E
520431-3: Lambda Sensor Heater has a SCB error.
[Test Condition]
than 0.00ms Integrated Circuit CJ125 not defective (FID_LSU_HtrPS0 not
set)
[Fault Detection]
• The SPI chip CJ125 reports a “short circuit to battery” defect.
[Defect Debouncing]
• The power stage is switched off, if a final short circuit to battery is reported.
In order to detect the healing, the power stage is switched on every 5.00s
with a dutycycle of 5.00% and switched off in case a failure is recognised
Fault healing within 100ms, for a maximum of 1000.00- number of times within actual driv-
ing cycle. If within this number one further error is detected, the error can’t be
healed in the current driving cycle (i.e. healing only, if within 1000.00- tests
no further failure was detected)
da sensor signal)
set to
• Short circuit of wiring to external source, defective lambda sensor or power
Failure cause
stage
reset all learning values in EEPROM with tester) or ECU.
Go to Step2
13E-659
TROUBLESHOOTING
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
520431-4: Lambda Sensor Heater has a SCG error.

[Test Condition]
Generation condition than 0.00ms
[Fault Detection]
• The SPI chip CJ125 reports a “short circuit to ground” defect.
[Defect Debouncing]
Fault healing • The SPI chip CJ125 reports no “short circuit to ground” failure
13E-660
13E
da sensor signal)
set to
• Short circuit of wiring to external ground, defective lambda sensor or power
Failure cause
stage
reset all learning values in EEPROM with tester) or ECU
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-661
TROUBLESHOOTING
Step4
No: Go to Step6
Yes: Go to Step5
Step7
No: Go to Step6
Yes: Go to Step3
520434-2: Diagnostic fault check to report SPI chip error of Lambda sensor.
[Test Condition]
• Detection is done continuously
[Fault Detection]
• If the initialisation register value of the SPI chip read by HWE is different
from the value written into the chip in the previous cycle by HWE function,
then there is a non plausible defect.
[Defect Debouncing]
• Immediate
• If the initialisation register value of the SPI chip read by HWE and the value
Fault healing
written into the chip in the previous cycle by HWE function are identical.
• 5) Fid / Lambda Sensor Heater Power stage Monitoring disabled
• 8) FId / Monitoring for Low Battery Voltage for lambda Sensor SPI (CJ125)
disabled
System reaction set to
Sensor disabled
Failure cause • SPI chip in ECU defective
13E-662
13E
520434-31: The low battery voltage of Lambda Sensor is detected by the SPI Chip.
[Test Condition]
• Battery voltage > 10.70V at least for 2.00s or < 10.70V not longer than
0.00ms.
• Engine running in normal state
• No temporary communication error to the SPI
• The monitoring not inhibited by FID_LSULoBatt0 due to another failure
[Fault Detection]
• The SPI chip CJ125 reports a “very low battery voltage” defect (i.e. Voltage
at the ASIC < 9V)
[Defect Debouncing]
• The SPI chip CJ125 reports no “very low battery voltage” failure (i.e. Voltage
Fault healing
at the ASIC > 9V)
da sensor signal)
• 8) Fid / Lambda Sensor Heater Power stage Monitoring disabled
System reaction • 10) FId / Shunting Detection of Lambda Sensor disabled
reset to
Sensor disabled
Failure cause • wiring defect, defective lambda sensor or SPI chip in ECU
• Check Wiring of lambda sensor, if necessary replace lambda sensor (and re-
set the learning factors in EEPROM with tester) or ECU
Go to Step2
13E-663
TROUBLESHOOTING
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
520435-0: The temperature of Lambda Sensor heater exceeds the maximum limit.
[Test Condition]
• The test frequency is continuous as long as following conditions are met:
• The battery voltage > 10.70V for at least 2.00s and not longer than 0.00ms
below 10.70V
• Engine not in Overrun (motoring) for at least 0.00ms and not longer in Over-
rrun than 100.00ms
• LSU Heater in control mode
[Fault Detection]
• The calculated temperature (based on inner resistance Ri) of the sensor ex-
ceeds 823.96°C {1515.13°F}
[Defect Debouncing]
• The calculated temperature (based on inner resistance Ri) of the sensor is
Fault healing
below 823.96°C {1515.13°F})
13E-664
13E
• LSU Heater on Minimal 3.67%, therefore no function of LSU possible and
therefore all calibration / monitorings with O2 disabled
da sensor signal)
set to
• Defect in wiring of sensor.
• Disconnected lambda sensor.
Failure cause
• Short circuit to ground in UN line.
• Defective lambda sensor.
• Check entire wiring of the sensor and the sensor itself,
• check connection of lambda sensor,
• if necessary replace lambda sensor (and reset the learning factors in EE-
PROM with tester)
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
13E-665
TROUBLESHOOTING
Step4
No: Go to Step6
Yes: Go to Step5
Step7
No: Go to Step6
Yes: Go to Step3
520435-1: The temperature of Lambda Sensor heater exceeds the minimum limit.
[Test Condition]
• The test frequency is continuous as long as following conditions are met:
• The battery voltage > 10.70V for at least 2.00s and not longer than 0.00ms
below 10.70V
• Engine not in Overrun (motoring) for at least 0.00ms and not longer in Over-
rrun than 100.00ms
• LSU Heater in control mode
[Fault Detection]
• The calculated temperature (based on inner resistance Ri) of the sensor is
below or equal 805.96°C {1482.73°F}
[Defect Debouncing]
• The calculated temperature (based on inner resistance Ri) of the sensor ex-
Fault healing
ceeds 805.96°C {1482.73°F}
• LSU Heater on Minimal 3.67%, therefore no function of LSU possible and
therefore all calibration / monitorings with O2 disabled
da sensor signal)
set to
• Disconnected lambda sensor.
• Open load in VM or UN sensor line
Failure cause
• Defect in wiring of sensor
• Defective lambda sensor
13E-666
13E
• Check connection of lambda sensor,
• check entire wiring of the sensor and the sensor itself,
• if necessary replace lambda sensor (and reset the learning factors in EE-
PROM with tester)
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
13E-667
TROUBLESHOOTING
520436-3: Lambda sensor Wiring has a Short Circuit to battery at Pump Cell (IA,IP), Nernst Cell (UN), or vir-
tual ground (VG).
[Test Condition]
• Continuously when all following conditions fulfilled:
• No open load failure Pump Cell (IA,IP), Nernst Cell (UN) or Virtual Ground
(VG)
• Open load test for Nernst Cell (UN) and Virtual Ground (VG) not active
• Monitoring not inhibited by FID_LSUShCir0 due to another failure
• The Nernst Cell is monitored only if Lambda Sensor temperature measure-
ment is valid (no Ri failure)
Generation condition • The Pump Cell is monitored additionally at cold condition: During EDC initial-
isation the Short to Batt test is executed for 3.00s
[Fault Detection]
• The SPI chip CJ125 reports a “short circuit to battery” defect at any of the
lines for Nernst Cell (UN), Virtual Ground (VG), or Pump Cell (IA,IP)
[Defect Debouncing]
• All Short to battery and Short to ground checks for Lambda sensor wiring are
disabled
• The Current for Pump Cell is switched off for 2.00s
da sensor signal)
reset to
Sensor disabled
• Short circuit to external source in one of the wiring lines of the lambda sen-
Failure cause
sor, open load in virtual ground VG, defective LSU
sary replace lambda sensor (and reset the learning factors in EEPROM with
tester)
Failure repair
13E-668
13E
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
520436-4: Lambda sensor Wiring has a Short Circuit to ground at Pump Cell (IA,IP), Nernst Cell (UN), or vir-
tual ground (VG).
[Test Condition]
• Continuously when all following conditions fulfilled:
• No open load failure Pump Cell (IA,IP), Nernst Cell (UN) or Virtual Ground
(VG)
• Open load test for Nernst Cell (UN) and Virtual Ground (VG) not active
• Monitoring not inhibited by FID_LSUShCir0 due to another failure
• The Nernst Cell is monitored only if Lambda Sensor temperature measure-
Generation condition ment is valid (no Ri failure)
[Fault Detection]
• The SPI chip CJ125 reports a “short circuit to ground” defect at any of the
lines for Nernst Cell (UN), Virtual Ground (VG), or Pump Cell (IA,IP)
[Defect Debouncing]
13E-669
TROUBLESHOOTING
• The Diagnostic for the Pump Cell (IA line) is SET as soon as the Lambda
sensor temperature reaches 804.96°C {1480.93°F} to avoid the toggling of
IA.
da sensor signal)
reset to
Sensor disabled
• Short circuit to ground in one of the wiring lines of the lambda sensor, defec-
Failure cause
tive LSU
sary replace lambda sensor (and reset the learning factors in EEPROM with
tester)
Failure repair
Step1
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
13E-670
13E
Step3
Go to Step4
Step4
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step6
Yes: Go to Step3
520437-0: Fuel in Lube Oil has exceeded the Maximum limit.

[Test Condition]
• Engine running
[Fault Detection]
• When fuel mass in engine oil (Lub_mFl) exceeds applied limit of 760.00g
[Defect Debouncing]
• When fuel in oil integrator is reset (EEPROM value reset) or when enough
Fault healing
fuel gets evaporated (Lub_mFl < 600.00g)
• None
System reaction
• Excessive oil dilution by fuel due to post injections during particulate filter re-
Failure cause
generation
• Change lubrication oil and reset the fuel-in-oil calculation via tester, using
Failure repair
UDS Routine Control Service (ID $0255)
520437-16: Fuel in Lube Oil has exceeded the warning limit.

[Test Condition]
• Engine running
[Fault Detection]
• When fuel mass in engine oil (Lub_mFl) exceeds applied limit of 700.00g
[Defect Debouncing]
13E-671
TROUBLESHOOTING
• When fuel in oil integrators are reset (EEPROM value reset), or when
Fault healing
enough fuel gets evaporated (Lub_mFl < 999.94mg)
• Excessive oil dilution by fuel due to post injections during particulate filter re-
Failure cause
generations
• Change lubrication oil and reset the fuel-in-oil calculation via tester, using
Failure repair
520438-0: Soot in Lube Oil has exceeded the Maximum limit.

[Test Condition]
• Engine running
[Fault Detection]
• When soot mass in oil (Lub_mSot) exceeds applied limit of 11.00kg
[Defect Debouncing]
Fault healing • When “soot in oil” integrators are reset (EEPROM value reset)
Failure cause • Soot accumulation in the lubrication oil too high
• Change lubrication oil and reset the soot-in-oil calculation via tester, using
Failure repair
520439-31: The signal value of component ‘analog/digital converter of accelerator pedal’ is implausible.
[Test Condition]
• When accelerator pedal input is stationary
[Fault Detection]
Generation condition • If the difference between accelerator pedal converted by external ADC and
CPU internal ADC > 64.00mV more than 12.00-.
[Defect Debouncing]
• Defect condition fulfilled continuously >12.0 times
13E-672
13E
520440-31: There is an internal control unit fault in the analog/digital converter.
[Test Condition]
• Continuously
[Fault Detection]
• A fixed test input voltage is cyclically converted by ADC, its value
MoCADC_uTst_mp should be in range between 4.73V and 4.83V, if not a
counter is incremented. If counter exceeds 15.00- failure is detected.
[Defect Debouncing]
System reaction • Engine is stopped (injection cut off)
520441-31: The voltage ratio of the analog/digital converter is not plausible.

[Test Condition]
• Continuously.
[Fault Detection]
Generation condition • If the ratio between 3.3V and 5V voltage supply converted is not in range be-
tween 0.6239814 and 0.7439814.
[Defect Debouncing]
• Immediate Defect condition fulfilled continuously >15.0 times
520442-31: Diagnostic fault check to report errors in query-/response-communication.

[Test Condition]
• If there is no active shut-off path test (MocSOP_stRdyMsg == TRUE) the er-
ror counters MoCCom_ctErrMM and MoCCom_ctErrFC are tested during
every call of the process MoCCom (80ms task).
[Fault Detection]
• If one of the error counters exceed limit.
[Defect Debouncing]
• Immediate
Fault healing • If both error counters are below limits.
• ECM reset takes places for a maximum of 7 times, if error is still present en-
System reaction
gine is stopped.
• Defective monitoring module or CPU (e.g. impaired functioning of the CPU
Failure cause
clock) of the EDC. Disturbed SPI-Bus.
• If error exists only temporary (i.e. injection reoccurs) error can be ignored
Failure repair and error deleted in the fault memory. In case of a permanent error the injec-
tion remains blocked and the ECU has to be replaced
13E-673
TROUBLESHOOTING
520443-31: Diagnostic fault check to report SPI-communication Error.

[Test Condition]
• If there is no active shut-off path test (MocSOP_stRdyMsg == TRUE) the er-
ror counter MoCCom_ctErrSPI is tested during every call of the process
MoCCOM (80ms task).
• If the error counter MoCCom_ctErrSPI is greater than 0 and there is no ac-
tive shut-off path test
[Defect Debouncing]
• Immediate
Fault healing • In case of error counter MoCCom_ctErrSPI = 0, the error path is reset.
• ECM reset takes places for a maximum of 7 times, if error is still present en-
System reaction
gine is stopped.
Failure cause • Disturbed SPI-Bus
• If ECM functions correctly after recovery only temporary SPI error occurred
Failure repair and fault memory can be deleted and error ignored. If permanent SPI error is
present and the ECM does not leave boot block --> Replace ECM
520444-31: Diagnostic fault check to report multiple error while checking the complete ROM-memory.
[Test Condition]
• During after-run.
[Fault Detection]
• If checksum errors in ROM-memory blocks are detected.
[Defect Debouncing]
• Immediate
Fault healing • None.
System reaction • Power stages are shut OFF, no engine running possible.
Failure cause • Corrupted datas in the ECM,ECM internal failure
Failure repair • Reprogram ECM, replace ECM
520445-31: Communication timeout from CPU to Monitoring Module

[Test Condition]
• During ECM start up
[Fault Detection]
• Wrong response from processor to CY320 (power stage supply), detected
Generation condition during Shut Off Path test
[Defect Debouncing]
• Defect condition fulfilled > 10 times (software constant
MOCSOP_MM_RESPBYTE_
• RESET_ERROR)
Fault healing • Irreversible
13E-674
13E
System reaction • Software reset is performed
Failure repair • Contact Help desk
520446-31: Error during Shut Off Path test due to defective injector or shut-off path.
[Test Condition]
• Continuously.
[Fault Detection]
• At least one error detected in redundant shut off paths test (MoCSOP_st >0)
and also injector diagnostic reported an error (bit 13 in MoCSOP_st is addi-
tionally set)
[Defect Debouncing]
• Immediate
• Software reset is performed
System reaction • 2) FId / Torque limitation 2 activated for power reduction
active
Failure cause • ECM internal failure or injector problem
Failure repair • Contact Help Desk
520447-31: Internal error: Wrong set response time

[Test Condition]
[Fault Detection]
• Timeout error of monitoring module
[Defect Debouncing]
MOCSOP_MM_RESPTIME_
• RESET_ERRORS)
13E-675
TROUBLESHOOTING
520448-31: ECU internal: Too many SPI errors during shut off path test execution
[Test Condition]
[Fault Detection]
Generation condition • If faulty communication over SPI detected during Shut Off Path test
[Defect Debouncing]
MOCSOP_SPI_RESET_ERRORS)
520449-31: ECU internal: Diagnostic fault check to report Error in undervoltage monitoring.
[Test Condition]
[Fault Detection]
• Under voltage detected during Shut Off Path test
[Defect Debouncing]
• Defect condition fulfilled > 209.00 times
System reaction • None. Software reset is performed
520450-31: ECU internal: Diagnostic fault check to report Power stage supply not working correctly.
[Test Condition]
[Fault Detection]
• Implausible response in the power stage feedback during Shut Off Path test
[Defect Debouncing]
• Immediate
System reaction • None. Software reset is performed
13E-676
13E
520451-31: ECU internal: OSTimeout in the shut off path test-Failed to set alarm task period
[Test Condition]
[Fault Detection]
• Alarm task cannot be set or reset detected after having detected a timeout
Generation condition problem during Shut Off Path test
[Defect Debouncing]
MOCSOP_MM_OSTIMEOUT_
• RESET_ERRORS)
520452-31: ECU internal: Error during positive test

[Test Condition]
[Fault Detection]
• Irreversible error bit 10 set in MoCSOP_st
[Defect Debouncing]
• Immediate
520453-31: ECU internal: Diagnostic fault check to report Timeout in the shut off path test.
[Test Condition]
[Fault Detection]
• Timeout in the power stage feedback detected during Shut Off Path test
[Defect Debouncing]
13E-677
TROUBLESHOOTING
520454-31: ECU internal: Diagnostic fault check to report Error in the overvoltage monitoring.
[Test Condition]
[Fault Detection]
• Over voltage detected during Shut Off Path test
[Defect Debouncing]
520455-31: ECU internal: Diagnostic fault check to report Accelerator pedal position error.
[Test Condition]
• Continuously
[Fault Detection]
• Implausible accelerator pedal voltage. The two voltage values (ADC_VAL1,
Generation condition ADC_VAL2), detected by the accelerator pedal, are not plausible to each
other, difference > 410.00mV if both values < 1.29V otherwise if difference >
352.00mV
[Defect Debouncing]
• Debouncing of the error and setting of the test bit with 330.00ms.
• None during this “running cycle”. After ECM Reset failure healed automati-
Fault healing
cally.
• The ECU is reset 1.0 times, i.e. ECU switches off for a short time and reboo-
ts automatically --> engine has no injection during this time!.
• The engine speed is limited to 1500.00rpm with a ramp 16384000.00rpm/s
(to prevent jumps - comfort limitation) Additionally the injection is switched
off at engine speed > 1600.00rpm, i.e. engine speed “stalls with misfiring” at
System reaction 1600.00rpm, and the failure “EngICO” is set (see description of “EngICO”)
additionally.
• If engine speed exceeds 1720.00rpm more than 2.00- times (i.e. the previ-
ous reactions did not limit the engine speed) the engine is stopped by the ir-
reversible power stage switch off.
Failure cause • ECM internal failure or calibration error.
Failure repair • Contact Helpdesk
520456-31: ECU internal: Diagnostic fault check to report Engine speed error.
[Test Condition]
• If the engine speed, calculated in level 2 MoFESpd_nEngL2_mp >=
1200.00rpm.
[Fault Detection]
• Fault is set if difference between Level2 speed (MoFESpd_nEngL2_mp) and
Level1 speed (Epm_nEngLRes) > 400.00rpm.
[Defect Debouncing]
• Defect condition fulfilled continuously > 8.0 times
Fault healing
cally.
13E-678
13E
additionally.
520457-31: ECU internal: Plausibility error of injection energizing time

[Test Condition]
• Continuously if engine speed > 1200.00rpm AND rail pressure > 20MPa
{2900psi, 205kgf/cm2}
[Fault Detection]
Generation condition • Implausible injection energizing time for either Pilot Main or Post-injection, if
the difference between measured and programmed injection duration >
72.00us
[Defect Debouncing]
Fault healing
cally.
additionally.
520458-31: ECU internal: Plausibility error of energising angle start

[Test Condition]
• Continuously
[Fault Detection]
Generation condition • Implausible Start of Energising of either Main or a Pilot or a Post-injection,
detection not inhibited by another failure.
[Defect Debouncing]
Fault healing
cally.
13E-679
TROUBLESHOOTING
• System reset is performed for a maximum of 1.00-, if implausibility persists
injection cut off request is activated. The ECU is reset 1.0 times, i.e. ECU
switches off for a short time and reboots automatically --> engine has no in-
jection during this time!.
System reaction off at engine speed > 1600.00rpm, i.e. engine speed “stalls with misfiring” at
1600.00rpm, and the failure “EngICO” is set (see description of “EngICO”)
additionally.
520459-31: ECU internal: Diagnostic fault check to report Error due to implausible ZFC.
[Test Condition]
• Continuously
[Fault Detection]
• The energising times of the zero fuel quantity calibration ZFC are outside tol-
erance range defined by a minimum curve MoFInjQnt_tiZFCETMin and max-
imum curve MoFInjQnt_tiZFCETMax.
[Defect Debouncing]
• None during this “running cycle”. After ECU Reset failure healed automati-
Fault healing
cally.
additionally.
520461-31: ECU internal: Diagnostic fault check to report ICO demand error in the POI2 shut off.
[Test Condition]
• Continuously
[Fault Detection]
• Post injection 2 quantity exceeds limit 5.00mg in normal mode.
[Defect Debouncing]
Fault healing
cally.
13E-680
13E
additionally.
520462-31: ECU internal: Plausibility error in POI3 efficiency

[Test Condition]
• Continuously.
[Fault Detection]
• Implausible PoI3 efficiencies. The efficiency of PoI3
MoFInjDat_facPoI3EffSet is tested of its plausible value range.
• If efficiency < -4.0039814 or > 4.0039814 failure is detected.
[Defect Debouncing]
Fault healing
cally.
additionally.
13E-681
TROUBLESHOOTING
520463-31: ECU internal: Diagnostic fault check to report Error due to over run.
[Test Condition]
• “Overrun” (= no requested fuel injection) is active since > 226.00- 20ms-
Tasks (surge dampener could be active - gear ratio dependant - for
400.00ms at 1.00- to 400.00ms at 6.00- --> assurance, that surge dampener
is no more active).
• “Overrun” is active if all following conditions fulfilled:
• Driver Demand = 0 (Accelerator Pedal request = 0).
• Idle speed governor not active, i.e. engine speed > 2000.00rpm. AND En-
gine start system not active, i.e. engine speed > 80.00rpm (which is higher).
Generation condition • No Cruise control request OR Vehicle Brake actuated > 80.00ms.
• No torque request of the vehicle dynamics control.
• No torque request of the gear box.
• No torque request by an auxiliary (e.g. A/C).
[Fault Detection]
• The current energising time > engine speed dependant limit (from 6.00ms at
0.00rpm to 200.00ms at 4000.00rpm).
[Defect Debouncing]
• Continuously 20.00- Events
Fault healing
cally.
(to prevent jumps - comfort limitation) If engine speed > 1600.00rpm the in-
jection is switched off, i.e. engine speed “stalls with misfiring” at 1600.00rpm,
System reaction
and the failure “EngICO” is set (see description of “EngICO”) additionally.
• Electronic disturbances, requested torque increase via tester, wrong applica-
Failure cause
tion of injection relevant parameters, defective ECU
13E-682
13E
520464-31: ECU internal: Diagnostic fault check to report Error due to injection quantity correction.
[Test Condition]
• Continuously
[Fault Detection]
• One of the following conditions fulfilled:
• Correction of Main injection > 5.00mg while all Pilot quantities (1,2,3) are 0.
• Correction of Main injection exceeds the maximum possible correction of
10.00mg or falls below -10.00mg by more than 5.00mg, while at least one of
the 3 Pilot quantities > 0.
• Correction of Pilot injection 1 > 5.00mg while all Pilot quantities (1,2,3) are 0.
• Correction of Pilot injection 1 exceeds the maximum possible correction of
10.00mg or falls below -10.00mg by more than 5.00mg, while at least one Pi-
lot quantity (1,2,3) is not 0.
• Correction of Pilot injection 2 > 5.00mg while both quantities of Pilot 2 and 3
are 0.
the Pilot quantities 2 and 3 is not 0.
• Correction of Post injection 2 > 5.00mg while both quantities of Main and
Post 2 are 0.
the quantities Main and Post 2 is not 0.
[Defect Debouncing]
• Continuously 11.00- Events
Fault healing
cally.
System reaction
Failure cause • ECU internal failure or calibration error.
520465-31: Actual value 'Rail pressure' is implausible.

[Test Condition]
• continuously as long as the failure paths RailPSRCMin, RailPSRCMax and
RailPGradMon are not set.
[Fault Detection]
• Depending on calibration: Fuel pressure out of range (Case1) AND/OR fuel
pressure gradient out o range (Case 2).
• Case 1: The Fuel pressure is > 204MPa {29580psi, 2080kgf/cm2} or <
20MPa {2900psi, 205kgf/cm2} and Level 1 monitoring did not detect an SRC
failure of the fuel pressure sensor (RailPSRCMax and RailPSRCMin not ac-
tive)
[Defect Debouncing]
• Case 1 (Rail pressure > 204MPa {29580psi, 2080kgf/cm2} or < 20MPa
{2900psi, 205kgf/cm2}): Continuously 510.00ms
• infinite for Case 2 (Pressure Gradient))
Fault healing
cally.
13E-683
TROUBLESHOOTING
System reaction and the failure “EngICO” is set (see description of “EngICO”) additionally.
•
520466-31: ECU internal: Diagnostic fault check to report Error due to torque comparison.
[Test Condition]
• Engine running with load (i.e. fuel quantity >0)
• No engine test active
[Fault Detection]
• The actual plausible requested inner engine torque (MoFCoOfs_rTrqPtdOfs)
> maximal allowed torque (MoFTrqIdc_rTrq)
[Defect Debouncing]
• Continuously 13.00- events
Fault healing
cally.
System reaction
520469-31: ECU internal: Diagnosis of engine torque limit forced by ECU monitor level2
[Test Condition]
[Fault Detection]
• The calculated (inner) engine torque (PthSet_trqInrSetNoMo) > than max
Generation condition acceptable (inner) engine torque (EngTrqPtd_trqInrSet) longer than
120.00ms
[Defect Debouncing]
• The calculated (inner) engine torque (PthSet_trqInrSetNoMo) < than max
Fault healing
acceptable (inner) engine torque (EngTrqPtd_trqInrSet)
• Engine Torque limited to max allowed torque (EngTrqPtd_trqLim)
System reaction • Note: this should mot be detected by driver, as max allowed torque is nor-
mally higher than all “physical” limitations
13E-684
13E
• ECU internal failure or failure in the data set calibration of ECU or another
Failure cause
vehicle control unit
Failure repair • Contact Help desk
520486-12: Internal error: Diagnostic fault check to report “WDA active” due to errors in query-/response
communication.
[Test Condition]
• Continuously if shut off path test not active
[Fault Detection]
• Unexpected communication (wire active when it should not be)
[Defect Debouncing]
• Immediate
Fault healing • No fault detected
520487-12: Internal error: Diagnostic fault check to report “ABE active” due to undervoltage detection.
[Test Condition]
• Continuously if battery voltage BattU_u > 8.00V and shut off path test not ac-
tive
[Fault Detection]
• ABE wire between CJ945 (power stage chips) and CY320 (power stage volt-
age supplier) is active due to undervoltage detection
[Defect Debouncing]
• Immediate
Fault healing • No undervoltage detection
520488-12: Internal error: Diagnostic fault check to report “ABE active” due to overvoltage detection.
[Test Condition]
• Continuously if shut off path test not active
[Fault Detection]
• Active ABE wire due to overvoltage
[Defect Debouncing]
Fault healing • No overvoltage detection
13E-685
TROUBLESHOOTING
520489-12: Internal error: Diagnostic fault check to report “ABE or WDA active” due to an unknown reason.
[Test Condition]
• Continuously if shut off path test not active and battery voltage > 8.00V
[Fault Detection]
• Active WDA/ABE communication wire due to unknown reason
[Defect Debouncing]
• Immediate
Fault healing • No undervoltage detection
tion and then replace the ECU.
520491-2: The function of component ‘Oxidation catalytic converter’ is not OK.

[Test Condition]
• The monitoring is STARTED if following conditions are all fulfilled:
• By Data set via Bit Mask OxiCat_stMskMonPas: DPF Regeneration 1 active
• The time since last post injection sequence > 0.00s (to be sure that Oxicat is
“cold” enough, i.e. no more hot due to last thermic reaction)
• The measured Temperature before Oxicat > 219.96°C {427.93°F} (light off of
Oxicat guaranteed)
• HC mass (post injection) flow > 0.00Kg/h (for enough exothermic energy)
• The Difference between measured and calculated temperature after Oxicat
is between -200.00K and 200.00K for at least 1.00s (i.e. calculation and
measurement congruent)
• The monitoring is ABORTED (and no evaluation made!) if one of the follow-
ing conditions is fulfilled:
• Monitoring inhibited by FID_OxiCatMonPas due to another failure.
• By Data set via Bit OxiCat_stMskAbrtMonPas: engine in normal operation
and DPF Regeneration 1 active
• During ACTIVE monitoring the converted HC mass by the Oxicat is integrat-
ed as:
• MEASURED HC conversion by comparing the MEASURED temperature af-
ter catalyst and CALCULATED Temperature after catalyst WITHOUT HC
Conversion energy
• CALCULATED (=expected) HC conversion by comparing the CALCULATED
Temperatures after Catalyst WITH and WITHOUT HC Conversion energy.
• The Duration of integration lasts until the DPF regeneration has finished OR
the injected HC mass has reached 50.00g, which is enough for a validation
of the exothermic.
• Evaluation of the results takes place if:
• The average HC flow during integration > 0.00g/s
• The Total converted HC > 25.00g
[Fault Detection]
• The ratio “expected / measured” HC Conversion energy < 0.30-
[Defect Debouncing]
• Note: As Monitoring is made only each regeneration, debouncing can last
several 100km’s
Fault healing • The ratio “expected / measured” HC Conversion energy > 0.30-
13E-686
13E
• DPF Regeneration does probably not work --> risk of DPF clogging respec-
tive detection of corresponding failure
• Temperature sensors before and after Oxicat interchanged
Failure cause • Oxicat thermal aged (too low efficiency)
• Post injection not working
• Check correct connection of Temperature sensors at Oxicat
Failure repair • Check / Replace Oxicat
• Check Injectors
520495-12: The signal of circuit conversion maps of fuel quantity/torque is implausible.

[Test Condition]
• At ECU initialisation
[Fault Detection]
• If the fuel quantity co-ordinates above the basic torque values has not a
strictly monotonously increasing course for every engine speed co-ordinate
in PhyMod_trq2qBasEOM_MAP a failure is detected.
[Defect Debouncing]
• Immediate
Fault healing • Healing takes place if the condition for detecting the error is no longer met.
System reaction • None (only via Inhibit Handler)
• Wrong application of the basic map for conversion of injection quantity to in-
Failure cause
ner torque and vice versa (FMTC_trq2qBas_MAP).
• Application error, the dataset has a faulty application and should not be
Failure repair
used.
520496-2: SCR Reagent pump has not defrosted within time.

[Test Condition]
exceeded
• System start and “DEF heating” active OR remaining defrosting time of DEF
tank < 120.00s.
• Pump Actuation between 87 and 91% (Dataset = 88.00%)
[Fault Detection]
• If the duration of active heating lasts more than 120.00s
[Defect Debouncing]
• Native (ECU internal, not calibrated)
Fault healing • Native (ECU internal, not calibrated)
• Pump blocked
Failure cause
• heating system not OK
• Check if Pump runs in warm condition:
Failure repair • If OK: problem of heating system
• If not OK: replace Pump module
13E-687
TROUBLESHOOTING
520497-0: Signal Range Check (SRC) for ‘PTO Accelerator pedal position’ reports HIGH.
[Test Condition]
• The error monitoring is carried out if the PTO state of the accelerator position
sensor checked a value out of the range (DFC_PTOAPPSRCMax or
DFC_PTOAPPSRCMin). Or if the PTO accelerator pedal is enabled during
the PTO operation (PTOCtl_st = PTOCTL_CNA_PTO_APP_BP (2).
[Fault Detection]
• If the PTO accelerator position sensor tension (PTO_uAPPRaw) is higher
than 4.40V, then the control unit detects a failure.
[Defect Debouncing]
Fault healing • The PTO_uAPPRaw tension is lower than 4.40V.
• The PTO speed adjustment value jumps to the fixed replacement value
System reaction
0.00%.
Failure cause • Short circuit of sensor to battery plus or defective sensor.
Failure repair • Check wiring and sensor.
sary.
fault code.
Go to Step2
sary.
Go to Step3
Remove the connector of B33 (PTO load sensor).
No: Go to Step4
Yes: Go to Step8
Replace component “B33 (PTO load sensor)”.
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
13E-688
13E
Go to Step7
No: Go to Step9
Yes: Go to Step10
Repair or replace the harness across B33 (PTO load sensor) and X40 (Interme-
diate connector).
No: Go to Step7
Yes: Go to Step4
No: Go to Step7
Yes: Go to Step4
520497-1: Signal Range Check (SRC) for ‘PTO Accelerator pedal position’ reports LOW.
[Test Condition]
• The error monitoring is carried out if the PTO state of the accelerator position
sensor checked a value out of the range (DFC_PTOAPPSRCMax or
DFC_PTOAPPSRCMin). Or if the PTO accelerator pedal is enabled during
the PTO operation (PTOCtl_st = PTOCTL_CNA_PTO_APP_BP (2).
[Fault Detection]
• If the PTO accelerator position sensor tension (PTO_uAPPRaw) is lower
than 600.00mV, then the control unit detects a failure.
[Defect Debouncing]
Fault healing • The PTO_uAPPRaw tension is higher than 600.00mV.
• The PTO accelerator pedal position value jumps to the fixed replacement
System reaction
value 0.00%.
Failure cause • Short circuit of sensor to ground or defective sensor.
Failure repair • Check wiring and sensor.
sary.
fault code.
Go to Step2
13E-689
TROUBLESHOOTING
sary.
Go to Step3
Remove the connector of B33 (PTO load sensor).
No: Go to Step4
Yes: Go to Step8
Replace component “B33 (PTO load sensor)”.
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
No: Go to Step9
Yes: Go to Step10
Repair or replace the harness across B33 (PTO load sensor) and X40 (Interme-
diate connector).
No: Go to Step7
Yes: Go to Step4
No: Go to Step7
Yes: Go to Step4
13E-690
13E
520499-20: The fuel pressure in the metering device is too low.
[Test Condition]
• Monitoring not inhibited by FID_RailMeUn0Blk due to another failure
• Fuel Tank not Empty, i.e. FID_RailTnkLo not set due to Failure FlSysTnkLo
(see description of FlSysTnkLo)
• Pressure control by metering unit (Rail_stCtlLoop == 5)
• The high pressure pump delivery quantity > than max engine speed depen-
dant quantity (from 8200.00mm3/s at 800.00rpm to 34830.00mm3/s at
3900.00rpm) for MeUn Control
[Fault Detection]
• The measured rail pressure is lower than the desired pressure by > engine
speed dependant threshold (from 20MPa {2900psi, 205kgf/cm2} at
630.00rpm over 20MPa {2900psi, 205kgf/cm2} at 1600.00rpm to 17MPa
{2470psi, 175kgf/cm2} at 3600.00rpm)
[Defect Debouncing]
active
System reaction vented or a currently-running regeneration is interrupted.
• 7) FId / Monitoring of positive governor deviation of fuel rail pressure and
sure) disabled
• 10) FId / Fuel Rail pressure reduced (by Rail_pSet pointRed_C) in case of
torque limitation active
• Leakage in the high pressure system:
Failure cause internal leakage of injector, leaking pressure control valve
• Check feeding of pre supply pump (possibly low due to clogged tubes at tank
outlet)
Failure repair
sary.
Inspection procedure Step1 Fuel leakage of Y29 (Pressure limiting valve in rail)
Component ‘Supply pump’ is faulty.
Go to Step2
13E-691
TROUBLESHOOTING
Step2
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step9
Step4
Perform the learned value resetting procedure of Y10 (Pressure regulating
valve in rail) which A4 (Combustion engine Control unit) learns.
Go to Step5
Step5
No: Go to Step8
Yes: Go to Step6
sary.
Step6 Fuel leakage of Y29 (Pressure limiting valve in rail)
Go to Step7
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step4
13E-692
13E
520500-0: Fuel rail pressure is too low in fast transient condition with MeUn Control.
[Test Condition]
yet, while the engine isn’t cranking and 2.00s after engine startup
• The high pressure pump delivery quantity > engine speed dependant quanti-
Generation condition ty (from 9200.00mm3/s at 1000.00rpm to 34330.00mm3/s at 4800.00rpm)
[Fault Detection]
1000.00rpm over 30MPa {4350psi, 305kgf/cm2} at 2500.00rpm to 30MPa
{4350psi, 305kgf/cm2} at 4500.00rpm)
[Defect Debouncing]
engine stop)
outlet)
Failure repair
• Check PCV for thightness in closed position (100% PWM)
sary.
Go to Step2
Step2
Go to Step3
13E-693
TROUBLESHOOTING
Step3
No: Go to Step4
Yes: Go to Step9
Step4
Go to Step5
Step5
No: Go to Step8
sary.
Step6
Go to Step7
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step4
13E-694
13E
520500-16: Fuel pressure is too high with MeUn on 0-delivery state.
[Test Condition]
• Fuel injection quantity > 2.50mg/hub and Desired fuel flow of MeUn <= -
2100.00mm3/s and fuel temperature > 9.96°C {49.93°F}
• The measured fuel rail pressure higher than the desired one by more than
engine speed dependant value (from -35000kPa {-5080psi, -355kgf/cm2} at
600.00rpm over -25000kPa {-3630psi, -255kgf/cm2} at 1600.00rpm to -
20000kPa {-2900psi, -205kgf/cm2} at 3200.00rpm) although the requested
fuel feeding by MeUn < -2100.00mm3/s
[Defect Debouncing]
active
System reaction abled (control exclusively by pressure control valve)
sure) disabled
disabled
• Metering unit stuck in open position, zero-delivery throttle clogged, metering
unit without power due to electrical error.
Failure cause
• Low pressure side: Pressure before gear pump too high (e.g. by pressure re-
lieve valve), pressure after zero-delivery throttle too high
• Check electric wiring to PCV and MeUn
Failure repair
sary.
Component ‘Y10 (Pressure regulating valve in rail)’ is stuck.
The electrical line between pins A4 (Combustion engine Control unit) and Y29
Step1
(Pressure limiting valve in rail) has an open circuit.
Go to Step2
Step2
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step9
13E-695
TROUBLESHOOTING
Step4
Go to Step5
Step5
No: Go to Step8
Yes: Go to Step6
sary.
Inspection procedure Component ‘Y10 (Pressure regulating valve in rail)’ is stuck.
Step6
Go to Step7
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step4
520500-20: Fuel rail pressure is too low concerning the fuel feeding with MeUn Control.
[Test Condition]
• Pressure control by metering unit (Rail_stCtlLoop == 5)”
• Monitoring only active if requested by another failure by FID_RailMeUn1Rls
• Desired fuel quantity for MeUn Control (MeUn_dvolSet) > engine speed de-
Generation condition pendant maximal Set point (i.e. required quantity rises due to too low mea-
sured fuel pressure)
[Fault Detection]
• The measured rail pressure is lower than the desired pressure by > 20MPa
{2900psi, 205kgf/cm2}
[Defect Debouncing]
13E-696
13E
System reaction • 4) FId / Monitoring of positive deviation of fuel rail pressure (too low pres-
sure) disabled
disabled
• Check tubing between presupply and gear pump
outlet)
Failure repair
sary.
Go to Step2
Step2
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step9
Step4
Go to Step5
13E-697
TROUBLESHOOTING
Step5
No: Go to Step8
Yes: Go to Step6
sary.
Step6
Go to Step7
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step4
520502-0: Fuel Rail pressure above maximum limit with MeUn Control.
[Test Condition]
• Monitoring not inhibited by FId_RailMeUn4Blk due to another failure
[Fault Detection]
• Measured rail pressure > 215MPa {31180psi, 2190kgf/cm2}
[Defect Debouncing]
active
System reaction • 6) FId / Closed loop control of Fuel Rail pressure by metering unit MeUn dis-
sure) disabled
disabled
13E-698
13E
• Metering unit stuck in open position, zero-delivery throttle clogged, metering
unit without power due to electrical error.
Failure cause
• Low pressure side: Pressure before gear pump too high (e.g. by pressure re-
lieve valve), pressure after zero-delivery throttle too high
• Check electric wiring to PCV and MeUn
Failure repair
sary.
Step1
Go to Step2
Step2
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step9
Step4
Go to Step5
Step5
No: Go to Step8
Yes: Go to Step6
sary.
Step6
Go to Step7
Go to Step8
13E-699
TROUBLESHOOTING
No: Go to Step8
Yes: Go to Step4
520502-1: Fuel rail pressure below limit with MeUn Control

[Test Condition]
• Monitoring not inhibited by FId_RailMeUn1Blk due to another failure
• The rail pressure < engine speed dependant minimal value (from 12000kPa
{1740psi, 120kgf/cm2} at 600.00rpm over 12000kPa {1740psi, 120kgf/cm2}
at 1600.00rpm) to 12000kPa {1740psi, 120kgf/cm2} at 3200.00rpm))
[Defect Debouncing]
engine stop)
outlet)
Failure repair
sary.
Go to Step2
Step2
Go to Step3
13E-700
13E
Step3
No: Go to Step4
Yes: Go to Step9
Step4
Go to Step5
Step5
No: Go to Step8
sary.
Step6
Go to Step7
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step4
13E-701
TROUBLESHOOTING
520503-15: Too low fuel rail pressure concerning PCV Control.
[Test Condition]
• Monitoring not inhibited by FID_RailPCV1Blk due to another failure
• Fuel Tank not empty, i.e. FID_RailTnkLo not set by Failure FlSysTnkLo (se
description there)
• Monitoring only active if requested by another failure by FID_RailPCV1Rls
• Pressure control by metering unit (Rail_stCtlLoop == 4) or in CPC (“both de-
vices”) mode ((Rail_stCtlLoop == 15)
• Control output for PCV (PCV_pSet) > Desired fuel pressure dependant max-
imum limit
[Fault Detection]
speed dependant threshold (20MPa {2900psi, 205kgf/cm2} at 650.00rpm to
20MPa {2900psi, 205kgf/cm2} at 3600.00rpm)
[Defect Debouncing]
engine stop)
System reaction • 5) Fid / Reagent dosing quantity for SCR reduced (to
outlet)
Failure repair
sary.
Step1
Inspection procedure Fuel leakage of Fuel pipe
Go to Step2
sary.
fault code.
Go to Step3
13E-702
13E
Step3
No: Go to Step4
Yes: Go to Step9
Step4
Go to Step5
Step5
No: Go to Step8
sary.
Step6
Go to Step7
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step4
520503-16: Maximum rail pressure exceeded with PCV control.

[Test Condition]
description there)
Generation condition vices”) mode ((Rail_stCtlLoop == 15)
[Fault Detection]
• The measured rail pressure> 215MPa {31180psi, 2190kgf/cm2}
[Defect Debouncing]
13E-703
TROUBLESHOOTING
active
disabled
• Pressure Control Valve (PCV) stuck in close position,
• additional current through PCV due to electric problem in wiring,
Failure cause • return flow tube from PCV clogged
• Metering Unit (MeUn) stuck in full feeding position
• No electrical power to metering unit
• Check PCV for opening (PWM=0% --> no pressure)
• Check wiring harness for “external” electric power (short circuit)
• Check return tube from PCV to tank for clogging
• Check metering Unit for 0-delivery (PWM=100% --> no delivery)
Failure repair
• Check wiring for metering unit for partial short circuit (current by-passes Me-
Un)
• Check 0-delivery valve of CP
• Check return flow tube from zero delivery valve to tank for clogging
sary.
Component ‘Y29 (Pressure limiting valve in rail)’ is stuck.
Step1 Clogging of Return tube from Y29 (Pressure limiting valve in rail)
Go to Step2
sary.
fault code.
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step9
Step4
Go to Step5
13E-704
13E
Step5
No: Go to Step8
Yes: Go to Step6
sary.
Step6 Component ‘Y10 (Pressure regulating valve in rail)’ is stuck.
Clogging of Return tube from Y29 (Pressure limiting valve in rail)
Go to Step7
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step4
520503-18: Minimum rail pressure not reached with PCV Control

[Test Condition]
description there)
• Pressure control by PCV(Rail_stCtlLoop == 4) or in CPC (“both devices”)
mode ((Rail_stCtlLoop == 15)
[Fault Detection]
• The measured rail pressure < engine speed dependant threshold (12000kPa
{1740psi, 120kgf/cm2} at 600.00rpm to 12000kPa {1740psi, 120kgf/cm2} at
3600.00rpm)
[Defect Debouncing]
engine stop)
13E-705
TROUBLESHOOTING
outlet)
Failure repair
sary.
Go to Step2
sary.
fault code.
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step9
Step4
Go to Step5
Step5
No: Go to Step8
Yes: Go to Step6
sary.
Go to Step7
13E-706
13E
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step4
520503-20: Too low fuel rail pressure with PCV control

[Test Condition]
• Pressure control by PCV(Rail_stCtlLoop == 4) or in CPC (“both devices”)
mode ((Rail_stCtlLoop == 15)
description there)
[Fault Detection]
650.00rpm to 20MPa {2900psi, 205kgf/cm2} at 3200.00rpm)
[Defect Debouncing]
active
• 9) FId / Fuel Rail pressure reduced (by Rail_pSet pointRed_C) in case of
torque limitation active
disabled
outlet)
Failure repair
13E-707
TROUBLESHOOTING
sary.
Step1
Go to Step2
sary.
fault code.
Go to Step3
Step3
No: Go to Step4
Yes: Go to Step9
Inspection procedure Replace component “Y29 (Pressure limiting valve in rail)”.
Step4
Go to Step5
Step5
No: Go to Step8
Yes: Go to Step6
sary.
Step6
Go to Step7
Go to Step8
13E-708
13E
No: Go to Step8
Yes: Go to Step4
520503-21: Too high fuel rail pressure with PCV Control

[Test Condition]
description there)
vices”) mode ((Rail_stCtlLoop == 15)
• PCV governor output in open position (PCV_pSet < 1MPa {145psi, 10kgf/
cm2})
[Fault Detection]
• The measured rail pressure exceeds the desired pressure by > 25MPa
{3630psi, 255kgf/cm2}
[Defect Debouncing]
active
disabled
• Pressure Control Valve (PCV) stuck in close position, additional current
Failure cause though PCV due to electric problem in wiring, return flow tube from PCV
clogged
• Check PCV for opening (PWM=0% --> no pressure)
Failure repair • Check wiring harness for “external” electric power (short circuit)
• Check return tube from PCV to tank for clogging
sary.
Step1
sary.
fault code.
Go to Step3
13E-709
TROUBLESHOOTING
Step3
No: Go to Step4
Yes: Go to Step9
Step4
Go to Step5
Step5
No: Go to Step8
Yes: Go to Step6
sary.
Step6
Go to Step7
Go to Step8
Step9
No: Go to Step8
Yes: Go to Step4
520505-31: SCR reagent tank level below first warning level.

[Test Condition]
• Continuously
[Fault Detection]
Generation condition • Reducing agent tank level (UDC_rRdcAgRmn) below the calibratable limit
10.00%.
[Defect Debouncing]
• Reducing agent tank level (UDC_rRdcAgRmn) above the calibratable limit
Fault healing
10.00%.
• 1) FId / Function Identifier to trigger Mild Warning level for Status Block 3
System reaction • 2) FId / OBD Performance Limiter 121 switched ON
• 3) FId / OBD Performance limiter 121 released if failure path is tested and
OK
Failure cause • Reducing agent tank level below first warning level
Failure repair • Refill reducing agent tank
13E-710
13E
520506-31: SCR reagent tank level below second warning level.

[Test Condition]
• Continuously
[Fault Detection]
Generation condition • Reducing agent tank level (UDC_rRdcAgRmn) below the calibratable limit
5.00%.
[Defect Debouncing]
• Reducing agent tank level (UDC_rRdcAgRmn) above the calibratable limit
Fault healing
5.00%.
System reaction • 2) FId / Function Identifier to trigger Mild Warning level for Status Block 5
• 3) FId / Function Identifier to trigger Moderate Warning level for Status Block
3
Failure cause • Reducing agent tank level below low second warning level
Failure repair • Refill reducing agent tank
520509-2: Invalid dataset identifier

[Test Condition]
• During ECM start up.
[Fault Detection]
• Invalid variant identifier.
[Defect Debouncing]
• Immediate
System reaction • Master dataset is used
Failure cause • Dataset not correct
Failure repair • Check programmed dataset, contact Help Desk
520510-2: Dataset switching error

[Test Condition]
[Fault Detection]
• Error during switchover to desired dataset variant in code word
[Defect Debouncing]
• Immediate.
Failure cause • Dataset incorrect, possibly not compatible with End of Line application
Failure repair • Check dataset, contact Help Desk
13E-711
TROUBLESHOOTING
Perform the appropriate coding.
Coding items
Step1 All
Set items
All
Go to step2
Perform the appropriate settings.
Set items
Step2 Default settings of sensors
All
520511-2: EEPROM codeword read error

[Test Condition]
[Fault Detection]
• Code word could not be read correctly from EEPROM
[Defect Debouncing]
• Immediate
• Code word could be read correctly from EEPROM, healing possible at next
Fault healing
ECM start up.
Failure cause • ECM End of line programming not correctly completed
Failure repair • Check ECM programming, contact Help Desk
Perform the appropriate coding.
Coding items
Step1 All
Set items
All
Go to step2
Perform the appropriate settings.
Set items
Step2 Default settings of sensors
All
520512-12: SW reset for all testers

[Test Condition]
• None
[Fault Detection]
• The evaluation of the reset reason will be done after every reset. Depending
on the configured visibility of the current reset, one of the fault checks in the
array will be set.
[Defect Debouncing]
• None
• When the detected reset was no trap and no SoftwareReset all fault checks
Fault healing
will be cleared.
• An ECU reset occurring while driving should cause a short power reduction,
System reaction all instrument panel lights could flash (power on test) and the instruments
could shortly go to zero.
• Electronic disturbances, various hardware defects (ECU internal) or configu-
Failure cause
ration problems
13E-712
13E
• Analyze what error triggered the recovery (Read out label
Failure repair HWEMon_numRecovery and compare the value with the according table). If
error occurs repeatedly, reprogram EDC. If error remains, replace EDC.
520513-12: SW reset for manufacturer only

[Test Condition]
• None
[Fault Detection]
array will be set.
[Defect Debouncing]
• None
Fault healing
will be cleared.
Failure cause
ration problems
520514-12: SW reset invisibility

[Test Condition]
• None
[Fault Detection]
array will be set.
[Defect Debouncing]
• None
Fault healing
will be cleared.
Failure cause
ration problems
13E-713
TROUBLESHOOTING
520530-0: Catalyst upstream temperature Signal range checkHIGH
[Test Condition]
exceeded
[Fault Detection]
• The Sensed raw voltage value SCR_uRawUCatUsT is above 4.00V
[Defect Debouncing]
Fault healing • The Sensed raw voltage value SCR_uRawUCatUsT is below 4.00V
• DEF catalyst upstream temperature is frozen at last valid value on prelimi-
nary failure and ramps to fixed replacement value 26.96°C {80.53°F} if fail-
• 1) FId / Freeze Cat Upstream temperature if preliminary failure is detected
• 2) FId / Replace Cat Upstream temperature with default value if failure is val-
idated
• 7) FId / Inhibit Physical Range Check of sensed Catalyst Upstream tempera-
ture
• 8) Fid / Replace modelled Catalyst Upstream temperature value with a de-
fault value
sary.
fault code.
Go to Step2
sary.
Go to Step3
Inspection procedure Remove the connector of B28 (Temperature sensor "SCR catalytic converter"
1).
No: Go to Step4
Yes: Go to Step8
Replace component "B28 (Temperature sensor "SCR catalytic converter" 1)".
Step4
Go to Step5
13E-714
13E
Step5
No: Go to Step6
Yes: Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
Repair or replace the harness across B28 (Temperature sensor "SCR catalytic
converter" 1) and X42 (Intermediate connector).
No: Go to Step6
Yes: Go to Step4
No: Go to Step6
Yes: Go to Step4
13E-715
TROUBLESHOOTING
520530-1: Catalyst upstream temperature Signal range checkLOW
[Test Condition]
exceeded
[Fault Detection]
• The Sensed raw voltage value SCR_uRawUCatUsT is below 500.00mV
[Defect Debouncing]
Fault healing • The Sensed raw voltage value SCR_uRawUCatUsT is above 500.00mV
• 1) FId / Freeze Cat Upstream temperature if preliminary failure is detected
idated
• 7) FId / Inhibit Physical Range Check of sensed Catalyst Upstream tempera-
ture
• 8) Fid / Replace modelled Catalyst Upstream temperature value with a de-
fault value
Failure cause • Sensor defective or short circuit in wiring to ground
sary.
fault code.
Go to Step2
sary.
Go to Step3
Inspection procedure Remove the connector of B28 (Temperature sensor "SCR catalytic converter"
1).
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
13E-716
13E
Step5
No: Go to Step6
Yes: Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step6
Yes: Go to Step4
No: Go to Step6
Yes: Go to Step4
520530-16: Exhaust temperature upstream of SCR catalytic converter: Signal value above maximum limit
[Test Condition]
exceeded
and the Signal Range Check error for the catalyst upstream temperature
sensor is not set
[Fault Detection]
• The sensed sensor signal SCR_tSensUCatUsT is above 999.96°C
{1831.93°F}
[Defect Debouncing]
• The sensed sensor signal SCR_tSensUCatUsT is below 999.96°C
Fault healing
{1831.93°F}
13E-717
TROUBLESHOOTING
System reaction • 1) FId / Freeze Cat Upstream temperature if preliminary failure is detected
idated
• DEF Catalyst temperature upstream sensor drifted or not correctly mounted
Failure cause
• Check sensor
Failure repair
• Check wiring
sary.
fault code.
Go to Step2
sary.
Go to Step3
Remove the connector of B28 (Temperature sensor "SCR catalytic converter"
1).
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No:Go to Step6
Yes: Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
13E-718
13E
No: Go to Step6
Yes: Go to Step4
No: Go to Step6
Yes: Go to Step4
520530-18: Exhaust temperature upstream of SCR catalytic converter: Signal value below minimum limit
[Test Condition]
exceeded
and the Signal Range Check error for the catalyst upstream temperature
Generation condition sensor is not set
[Fault Detection]
• The sensed sensor signal SCR_tSensUCatUsT is below -45.04°C {-49.07°F}
[Defect Debouncing]
• The sensed sensor signal SCR_tSensUCatUsT is above -45.04°C {-
Fault healing
49.07°F}
System reaction • 1) FId / Freeze Cat Upstream temperature if preliminary failure is detected
idated
• DEF Catalyst temperature upstream sensor drifted or not correctly mounted
Failure cause
• Check sensor
Failure repair
• Check wiring
sary.
fault code.
Go to Step2
sary.
Go to Step3
13E-719
TROUBLESHOOTING
Remove the connector of B28 (Temperature sensor "SCR catalytic converter"
1).
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step6
Yes: Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step6
Yes: Go to Step4
No: Go to Step6
Yes: Go to Step4
13E-720
13E
520531-3: SCR dosing valve: Short circuit to positiveOn the high side switch
[Test Condition]
exceeded
[Fault Detection]
• The measured current > 200.00mA AND Low side switch does NOT report
an Open Load error (i.e. failure “UDosVlvOL” not active.
[Defect Debouncing]
• The measured current < 200.00mA AND Low side switch does NOT report
Fault healing
an Open Load error (i.e. failure “UDosVlvOL” not active.
ing
failure)
• Short circuit in the wiring (+ wire) to U-Batt
Failure cause
• Short circuit inside dosing valve actuator.
Failure repair
• Check Dosing valve actuator
Step1
No: Go to Step2
Yes: Go to Step6
Step2
Inspection procedure Perform the learned value resetting procedure of Y7 (DEF metering device)
Go to Step3
Step3
No: Go to Step5
Yes: Go to Step4
Go to Step5
13E-721
TROUBLESHOOTING
No: Go to Step5
Yes: Go to Step2
520531-4: Component DEF metering device has a short circuit to ground.

[Test Condition]
yet, while the battery voltage is over 10.00V and as long as the battery volt-
age is over 10.00V and 2.00s after this threshold has been exceeded
[Fault Detection]
• The measured current > 1.60A OR High side switch reports an directly an er-
ror.
[Defect Debouncing]
Fault healing
power stage does not report a an error AND the measured current < 1.60A.
Else no healing possible at this driving cycle.
ing
failure)
• Short circuit in the wiring (+ wire) to Ground
Failure cause
• Short circuit inside dosing valve actuator.
Failure repair
• Check Dosing valve actuator
Step1
No: Go to Step2
Step2
Go to Step3
13E-722
13E
Step3
No: Go to Step5
Yes: Go to Step4
Step6
No: Go to Step5
Yes: Go to Step2
520532-4: DEF pressure line heater: Short circuit to ground

[Test Condition]
exceeded
• Once per heating cycle if a jump is detected or if 0.20s has expired.
[Fault Detection]
• An error will be detected if the conductance is above the value 0.601/Ohm
after a
• conductance increase or after the time after heater actuation 0.20s.
[Defect Debouncing]
Fault healing • Fault no more detected
Failure cause • Short circuit error in the heater element of DEF Pressure Line or in wiring
Failure repair • Check and replace wiring and DEF Pressure Line Heater
Step1
Go to Step2
Step2
13E-723
TROUBLESHOOTING
Step3
Go to Step4
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
13E-724
13E
No: Go to Step12
Yes: Go to Step13
Inspection procedure termediate connector).
line heater).
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
520532-5: DEF pressure line heater: Open circuit

[Test Condition]
exceeded
[Fault Detection]
• An error will be detected if no conductance increase is detected after the
time after heater
• actuation 0.20s
[Defect Debouncing]
Failure cause • Open circuit error in the heater element of DEF Pressure Line or in the wiring
Failure repair • Check and replace wiring and DEF Pressure Line Heater
13E-725
TROUBLESHOOTING
Step1
Go to Step2
Step2
Step3
Go to Step4
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
13E-726
13E
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
Yes: Go to Step13
line heater).
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
13E-727
TROUBLESHOOTING
520533-4: DEF supply module heater: Short circuit to ground
[Test Condition]
exceeded
[Fault Detection]
• An error will be detected if the conductance is above the value 1.201/Ohm
after a
• conductance increase or after the time after heater actuation 2.00s.
[Defect Debouncing]
Failure cause • Short circuit error in the heater element of DEF Supply Module or in wiring
Failure repair • Check and replace wiring and DEF Supply Module Heater
Step1
Go to Step2
Step2
Step3
Go to Step4
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
13E-728
13E
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
No: Go to Step12
Yes: Go to Step13
line heater).
No: Go to Step10
Yes: Go to Step3
13E-729
TROUBLESHOOTING
nector).
Inspection procedure Step13 tor).
No: Go to Step10
Yes: Go to Step3
520533-5: DEF supply module heater: Open circuit

[Test Condition]
exceeded
[Fault Detection]
• An error will be detected if no conductance increase is detected after the
time after heater
• actuation 2.00s
[Defect Debouncing]
Failure repair • Check and replace wiring and Supply Module Heater
Step1
Go to Step2
Step2
Step3
Go to Step4
13E-730
13E
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
No: Go to Step12
Yes: Go to Step13
13E-731
TROUBLESHOOTING
line heater).
No: Go to Step10
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
520534-6: SCR Reagent heating: Short circuitPressure line heater

[Test Condition]
exceeded
• Continuously if DEF Pressure Line heater is OFF
[Fault Detection]
• An error will be detected if the conductance UHC_cndUHtrPLWp_m > 0.101/
Ohm when heater is OFF
[Defect Debouncing]
Fault healing • if the conductance UHC_cndUHtrPLWp_m < 0.101/Ohm when heater is OFF
• Short circuit error in the wiring or the DEF Pressure Line Heater or DEF
Failure cause
Module Supply Heater
Failure repair • Check wiring or replace defective heater
Go to Step2
13E-732
13E
Step2
Step3
Go to Step4
Step4
No: Go to Step10
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
13E-733
TROUBLESHOOTING
No: Go to Step12
Yes: Go to Step13
line heater).
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
520536-5: SCR Reagent heating: Tank open circuit error

[Test Condition]
exceeded
• Continuously if heater is ON
[Fault Detection]
• If conductance UHC_cndUHtrTnkWp_mp < 0.061/Ohm, while heater is ac-
tive
[Defect Debouncing]
System reaction • 1) FId / Inhibit DEF Tank cavity check
• 2) FId / Disable the DEF Tank heater lerning function
13E-734
13E
Failure cause • Open circuit error in the wiring or the Tank Heater
Failure repair • Check wiring or replace tank heater
Step1
Go to Step2
No: Go to Step3
Yes: Go to Step11
Step3
Go to Step4
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
13E-735
TROUBLESHOOTING
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
Step11
No: Go to Step12
Yes: Go to Step13
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
13E-736
13E
520536-6: SCR Reagent heating: Tank short circuit error
[Test Condition]
exceeded
• Continuously if the heater is not activated.
[Fault Detection]
• An error will be detected if a current is measured in an OFF state. iTnkSens-
Dia >= 200.00uA
[Defect Debouncing]
Fault healing • Current measured in an OFF state iTnkSensDia < 200.00uA
Failure cause • Possible short circuit in the wiring or the Tank Heater
Failure repair • Check wiring and replace tank heater
Step1
Go to Step2
Yes: Go to Step11
Step3
Go to Step4
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
13E-737
TROUBLESHOOTING
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
Step11
No: Go to Step12
Yes: Go to Step13
No: Go to Step10
Yes: Go to Step3
13E-738
13E
nector).
No: Go to Step10
Yes: Go to Step3
520537-5: SCR Reagent heating: PTCShort circuit

[Test Condition]
exceeded
• Continuously if heater activated
[Fault Detection]
• If the maximum conductance UHC_cndTnkMaxVal_mp is above the thresh-
old UHC_cndTnkMaxCalc_mp and the heating activation time
UHC_tiTnkHtrDur_mp is above 70.00s
[Defect Debouncing]
Failure cause • Short circuit in the PTC element of Tank Heater
Failure repair • Check and replace tank heater
Step1
Go to Step2
Inspection procedure Check the circuit across A4.X2.94/10 and R3.X2.4/1 for open or short circuit.
No: Go to Step3
Yes: Go to Step11
Step3
Go to Step4
13E-739
TROUBLESHOOTING
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
Step11
No: Go to Step12
Yes: Go to Step13
13E-740
13E
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
520537-6: SCR Reagent heating: PTCOpen circuit

[Test Condition]
exceeded
• Continuously if heater activated
[Fault Detection]
• If UHC_cndTnkMaxVal_mp is below the threshold UHC_cndTnkMinCalc_mp
and the heating
• activation time UHC_tiTnkHtrDur_mp is above 70.00s
[Defect Debouncing]
System reaction • 1) FId / Inhibit DEF Tank cavity check
• 2) FId / Disable the DEF Tank heater lerning function
Failure cause • Open circuit error in the PTC element of Tank Heater
Failure repair • Check and replace tank heater
Go to Step2
13E-741
TROUBLESHOOTING
No: Go to Step3
Yes: Go to Step11
Step3
Go to Step4
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
13E-742
13E
Step11
No: Go to Step12
Yes: Go to Step13
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
520538-0: SCR Reagent heating: DEF pressure line heaterSignal range checkHIGH
[Test Condition]
exceeded
[Fault Detection]
• The Sensed raw voltage > 3.20V
[Defect Debouncing]
13E-743
TROUBLESHOOTING
• 1) FId / Inhibit monitoring of Pressure Line Heater Circuit
System reaction • 2) FId / Disable the sending of TESTING signal for heater PressureLine
• 3) FId / state release pressure line heating
• 4) FId / Freeze DEF pressure line heater raw voltage if preliminary failure is
detected
• 5) FId / Inhibit physical range check DEF pressure line heater current
• 6) FId / Replace DEF pressure line heater raw voltage with default value if
failure is validated
• Wiring Harness defect (short circuit)
Failure cause • Relay defect.
• Heating element in pressure line defect
• Check Wiring Harness
• Check Heating element in pressure line
Step1
Go to Step2
Step2
Step3
Go to Step4
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
13E-744
13E
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
No: Go to Step12
Yes: Go to Step13
line heater).
No: Go to Step10
Yes: Go to Step3
13E-745
TROUBLESHOOTING
nector).
No: Go to Step10
Yes: Go to Step3
520538-1: SCR Reagent heating: DEF pressure line heaterSignal range checkLOW
[Test Condition]
exceeded
[Fault Detection]
• The Sensed raw voltage < 0.00mV
[Defect Debouncing]
Fault healing • The sensed raw voltage > 0.00mV
System reaction
• 1) FId / Freeze DEF pressure line heater raw voltage if preliminary failure is
detected
• 2) FId / Inhibit physical range check DEF pressure line heater current
• 3) FId / Replace DEF pressure line heater raw voltage with default value if
failure is validated
• Wiring Harness defect (short circuit or Open load)
Failure cause • Relay defect.
• Heating element in pressure line defect
• Check Wiring Harness
• Check Heating element in pressure line
Go to Step2
13E-746
13E
Step2
Step3
Go to Step4
Step4
No: Go to Step10
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
13E-747
TROUBLESHOOTING
No: Go to Step12
Yes: Go to Step13
line heater).
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
13E-748
13E
520538-3: SCR Reagent heating: Pressure line heaterShort circuit to positive
[Test Condition]
exceeded
> 16.50V)
[Fault Detection]
the power stage of DEF Pressure Line heater
[Defect Debouncing]
Fault healing
driving cycle.
• Test impulse is sent to power stage via SPI.
• 1) FId / Disable the sending of TESTING signal for heater PressureLine
Failure cause • Short circuit of wiring to external source or inside SCR Reagent Heating
Failure repair • Check of wiring, replace SCR Reagent Heating
Step1
Go to Step2
Step2
Step3
Go to Step4
13E-749
TROUBLESHOOTING
Step4
No: Go to Step10
Yes: Go to Step5
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
No: Go to Step12
Yes: Go to Step13
13E-750
13E
line heater).
No: Go to Step10
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
520538-4: SCR Reagent heating: Pressure line heaterShort circuit to ground

[Test Condition]
exceeded
Generation condition • Power stage not switched off, i.e. ECU not in pre drive condition, Battery
> 16.50V)
[Fault Detection]
for the power stage of DEF Pressure Line heater
[Defect Debouncing]
• Defect condition exceeded immediately
Fault healing • SCG fault not detected
System reaction • 1) FId / Inhibit monitoring of Pressure Line Heater Circuit
Failure cause • Short circuit of wiring to ground or inside SCR Reagent Heating
Failure repair • Check of wiring, replace SCR Reagent Heating
Go to Step2
13E-751
TROUBLESHOOTING
Step2
Step3
Go to Step4
Step4
No: Go to Step10
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
13E-752
13E
No: Go to Step12
Yes: Go to Step13
line heater).
No: Go to Step10
Yes: Go to Step3
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
13E-753
TROUBLESHOOTING
520538-5: SCR Reagent heating: Pressure line heaterOpen circuit
[Test Condition]
exceeded
> 16.50V)
[Fault Detection]
• Hardware reports an Open Load (OL) error on the power stage for the power
stage of DEF Pressure Line heater
[Defect Debouncing]
• Hardware does not report an Open Load (OL) error on the power stage for
Fault healing
the power stage of DEF Pressure Line heater
System reaction
Failure cause • Broken or disconnected wiring or defective relay
Failure repair • Check of wiring, replace DEF Pressure Line heater actuator
Step1
Go to Step2
Step2
Inspection procedure Check the circuit across R3.X1.5/5 and A20.X10.14/6 for open or short circuit.
Step3
Go to Step4
Step4
No: Go to Step10
Yes: Go to Step5
13E-754
13E
Go to Step6
Step6
No: Go to Step10
Yes: Go to Step7
Step7
Go to Step8
Step8
No: Go to Step6
Yes: Go to Step9
Go to Step10
No: Go to Step12
Yes: Go to Step13
13E-755
TROUBLESHOOTING
line heater).
No: Go to Step10
nector).
Step13 tor).
No: Go to Step10
Yes: Go to Step3
520539-0: SCR reagent pressure: The pressure rise is too high.

[Test Condition]
exceeded
• Plausibility Monitoring not inhibited by FID_pUPmpPPlaus due to another
failure.
• Dosing system not yet pressurised after start or depressurised at system
stop (after-run) (“No pressure control”).
• System not in “defreezing mode”, i.e. reagent not frozen.
[Fault Detection]
• The measured relative pressure, corrected depending on ambient tempera-
ture (from 0kPa {0psi, 0kgf/cm2} at -50.04°C {-58.07°F} over 0kPa {0psi,
0kgf/cm2} at -10.04°C {13.93°F} and 0kPa {0psi, 0kgf/cm2} at 39.96°C
{103.93°F} to 0kPa {0psi, 0kgf/cm2} at 149.96°C {301.93°F})> 50kPa {7.3psi,
0.5kgf/cm2}
[Defect Debouncing]
13E-756
13E
• Possibly also failures related to too high NOx emissions or NH3 slip stored,
as the real reagent injection quantity is not correct due to wrong pressure
measurement.
• 2) Pressure build up of Reagent dosing system inhibited --> pressure reduc-
tion
sure reduction by open dosing valve and pump speed =)
System reaction sure reduction with closed sosing valve and pump speed = - pressure reduc-
tion through back flow throttle)
sure reduction with closed sosing valve and pump speed = - pressure reduc-
tion through back flow throttle)
• 8) FId/ Release of the SCRMon function/no emergency shut-off with empty-
ing
failure)
• Sensor in Pump module defective
Failure cause • Possibly emptying not executed correctly (clogged tubes, reverting valve not
opening etc)
• Check sensor signal: Set Pump speed to 0, wait 1 minute (to give to the sys-
tem for pressure release), open dosing valve to 100%, wait again some sec-
onds and measure the DEF pressure: the value must be near 0 (between -
50kPa {-7.3psi, -0.5kgf/cm2} and 50kPa {7.3psi, 0.5kgf/cm2})
• If OK --> failure occurred under “strange circumstances” and system seems
OK.
• If not OK: Check if system clogged:
Failure repair • Backflow test: Set pressure to ~500kPa {73psi, 5.1kgf/cm2}, switch off pump
(set to 0) --> pressure must decrease slowly --> if OK tube OK
• Dosing test: Set pressure to ^500kPa {73psi, 5.1kgf/cm2}, switch off pump,
open dosing valve 100% --> pressure must decrease fast. --> if OK --> sen-
sor does not measure correctly --> replace sensor (or whole pump module)
• If pressure does not decrease: dismount dosing valve and repeat “dosing
test”. If DEF exits form dosing valve --> pressure sensor defect, if no flow -->
dosing valve or DEF tubes possibly clogged.
sary.
Inspection procedure If one of diagnosis codes associated with Y20 (DEF switchover valve) is gener-
Go to Step2
sary.
Go to Step3
13E-757
TROUBLESHOOTING
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
Go to Step7
Inspection procedure Remove DEF tube from A18 (DEF delivery pump).
Step8
No: Go to Step9
Yes: Go to Step10
No: Go to Step7
Yes: Go to Step4
No: Go to Step7
Yes: Go to Step4
13E-758
13E
520539-2: SCR Reagent pump: Motor speed deviation
[Test Condition]
exceeded
• Failure “UPmpMotOL” and “UPmpMotSCG” not yet debounced.
[Fault Detection]
• “OL” or “SCG” failure active longer than 4.00s but less than 6.00s.
[Defect Debouncing]
• No healing at this driving cycle. Healing at the end of next driving cycle, if
Fault healing
failure was not reported during that cycle.
• Pump motor defective (blocked, possibly due to crystallisation (after long
Failure cause
stand still period) or frozen DEF in case of cold ambient condition)
• Check if Pump is delivering:
• If OK: failure is only sporadic (possibly long still stand period or by frozen Re-
Failure repair agent - check ambient conditions) --> probably no action needed. If failure
appears several times --> replace pump module.
• If Not OK: Replace Pump module
sary.
Component ‘Due to Crystallization of DEF A18 (DEF delivery pump)’ is stuck.
Step1
Component ‘Due to Freeze of DEF A18 (DEF delivery pump)’ is stuck.
Go to Step2
sary.
fault code.
Go to Step3
Check the circuit across A20.X10.14/2 and A18.5/3 for open or short circuit.
Check the circuit across Ground and A18.5/4 for open or short circuit.
No: Go to Step4
Yes: Go to Step8
Step4
Go to Step5
Step5
No: Go to Step7
Yes: Go to Step6
13E-759
TROUBLESHOOTING
Go to Step7
Step8
No: Go to Step9
Yes: Go to Step10
Repair or replace the harness across A18 (DEF delivery pump) and X19 (Inter-
Inspection procedure mediate connector).
mediate connector).
No: Go to Step7
Yes: Go to Step4
nector).
Step10 tor).
No: Go to Step7
Yes: Go to Step4
520539-3: SCR Reagent pump: Output to DEF pump motor-Short circuit to positive
[Test Condition]
exceeded
• DEF Pump is actuated
• DEF Pump Motor Power stage not disabled, i.e. Battery voltage > 9.50V
(switch off < 9.00V) and Battery voltage < 16.00V (switch off > 16.50V)
[Fault Detection]
• The power stage hardware reports a “Short to Battery” (SCB) error.
[Defect Debouncing]
Fault healing
driving cycle.
13E-760
13E
• Power stage for DEF Pump Module Motor Actuator is shut-off.
not inject DEF)
tion
System reaction • 7) FId / Inhibit DEF pressure compensation in afterrun
• 9) FId / Refilling of SCR Dosing system inhibited
• 10) FId / Function inhibiting afterrun temperature check DEF
• 11) Fid / SCR Dosing system ventilation inhibited
DPF failure)
Failure cause • Short circuit of wiring to external source or inside DEF pump motor
Failure repair • Check of wiring, replace DEF pump motor
sary.
fault code.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-761
TROUBLESHOOTING
Step7
No: Go to Step8
Yes: Go to Step9
mediate connector).
mediate connector).
No: Go to Step6
Yes: Go to Step3
nector).
Step9 tor).
No: Go to Step6
Yes: Go to Step3
520539-4: SCR Reagent pump: Output to DEF pump motor-Short circuit to ground
[Test Condition]
exceeded
• DEF Pump not actuated
[Fault Detection]
[Defect Debouncing]
• The power stage hardware does not report a “short circuit to ground” (SCG)
Fault healing
error.
13E-762
13E
not inject DEF)
tion
DPF failure)
Failure cause • Short circuit of wiring to ground or inside DEF pump motor
sary.
fault code.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-763
TROUBLESHOOTING
Step7
No: Go to Step8
Yes: Go to Step9
mediate connector).
mediate connector).
No: Go to Step6
Yes: Go to Step3
nector).
Step9 tor).
No: Go to Step6
Yes: Go to Step3
520539-5: SCR Reagent pump: Output to DEF pump motor-Open circuit

[Test Condition]
exceeded
• DEF Pump not actuated
[Fault Detection]
• The power stage hardware reports a “open load” (OL) error.
[Defect Debouncing]
Fault healing • The power stage does not report an “open load” (OL) error
13E-764
13E
not inject DEF)
tion
DPF failure)
Failure cause • Broken or disconnected wiring or defective relay
sary.
fault code.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-765
TROUBLESHOOTING
Step7
No: Go to Step8
Yes: Go to Step9
mediate connector).
mediate connector).
No: Go to Step6
Yes: Go to Step3
nector).
Step9 tor).
No: Go to Step6
Yes: Go to Step3
520539-12: SCR Reagent pump: Output to DEF pump motor-Overtemperature

[Test Condition]
• DEF Pump is actuated
[Fault Detection]
• The power stage hardware reports an “Overtemperature” (OT) error.
[Defect Debouncing]
Fault healing
stage does not report an SCB error. Else no healing possible at this driving
cycle.
13E-766
13E
not inject DEF)
tion
DPF failure)
Failure cause
lem
• No reaction needed if failure isn’t present after short time, check load and
Failure repair
output, check wiring, replace ECU
sary.
fault code.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-767
TROUBLESHOOTING
Step7
No: Go to Step8
Yes: Go to Step9
Repair or replace the harness across A18 (DEFdelivery pump) and X19 (Inter-
mediate connector).
mediate connector).
No: Go to Step6
Yes: Go to Step3
nector).
Step9 tor).
No: Go to Step6
Yes: Go to Step3
520540-3: Component ‘SCR catalytic converter heating’ has a short circuit to positive.
[Test Condition]
exceeded
Generation condition • Power state not switched off, i.e. Battery voltage > 9.50V (switch off < 9.00V)
and Battery voltage < 16.00V (switch off > 16.50V)
[Fault Detection]
the DEF Reverting Valve Actuator.
[Defect Debouncing]
Fault healing
driving cycle.
13E-768
13E
• Power stage is shut-off DEF Reverting Valve Actuator in open position).
• Test impulse is send to power stage via SPI.
not inject DEF)
failure)
• Short circuit of wiring to external source or inside DEF Reverting Valve Actu-
Failure cause
ator
Failure repair • Check of wiring, replace DEF Reverting Valve Actuator
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-769
TROUBLESHOOTING
No: Go to Step8
Yes: Go to Step9
Repair or replace the harness across Y20 (DEF switchover valve) and X19 (In-
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
520540-4: Component ‘SCR catalytic converter heating’ has a short circuit to ground.
[Test Condition]
exceeded
[Fault Detection]
for the DEF Reverting Valve Actuator.
[Defect Debouncing]
13E-770
13E
not inject DEF)
tion
System reaction • 6) FId / Refilling of SCR Dosing system inhibited
ing
• 8) FId / Release of Standby state
DPF failure)
Failure cause • Short circuit of wiring to ground or inside DEF Reverting Valve Actuator
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-771
TROUBLESHOOTING
No: Go to Step8
Yes: Go to Step9
No: Go to Step6
Yes: Go to Step3
No: Go to Step6
Yes: Go to Step3
520540-5: Component SCR catalytic converter heating has a no load error.

[Test Condition]
exceeded
[Fault Detection]
• Hardware reports an open load (OL) error on the power stage for the DEF
Reverting Valve Actuator.
[Defect Debouncing]
• Hardware does not report an open load (OL) error on the power stage for the
Fault healing
DEF Reverting Valve Actuator.
not inject DEF)
• 4) FId / Inhibit DEF pressure compensation in afterrun
System reaction • 5) Pressure reduction of reagent dosing system inhibited
failure)
Failure cause • Broken or disconnected wiring or defective DEF Reverting Valve Actuator
13E-772
13E
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
No: Go to Step8
Yes: Go to Step9
No: Go to Step6
Yes: Go to Step3
13E-773
TROUBLESHOOTING
No: Go to Step6
Yes: Go to Step3
520541-0: Component ‘DEF’ has a plausibility error.High temperature

[Test Condition]
• At cold start conditions, when coolant temperature and environmental tem-
perature are similar, if no fault on environmental temperature or coolant tem-
perature or tank temperature already detected
[Fault Detection]
• Difference between DEF tank temperature and environmental temperature is
above 49.96°C {121.93°F}
[Defect Debouncing]
Fault healing
in range
System reaction • Replacement value:-5°C {23°F} <T<threshold for heating
Failure cause • DEF Tank temperature sensor drifted
Failure repair • Check sensor connector, wiring and sensor measured value
sary.
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
13E-774
13E
Step7
No: Go to Step8
Yes: Go to Step9
Step8
No: Go to Step6
Yes: Go to Step3
X19.
No: Go to Step6
Yes: Go to Step3
520541-1: Component ‘DEF’ has a plausibility error.Low temperature

[Test Condition]
• At cold start conditions, when coolant temperature and environmental tem-
perature are similar, if no fault on environmental temperature or coolant tem-
perature or tank temperature already detected
[Fault Detection]
below -30.04°C {-22.07°F}
[Defect Debouncing]
Fault healing
in range
System reaction • Replacement value:-5°C {23°F} <T<threshold for heating
Failure cause • DEF Tank temperature sensor drifted
Failure repair • Check sensor connector, wiring and sensor measured value
sary.
Go to Step2
Step2
No: Go to Step3
Yes: Go to Step7
13E-775
TROUBLESHOOTING
Step3
Go to Step4
Step4
No: Go to Step6
Yes: Go to Step5
Go to Step6
Step7
No: Go to Step8
Yes: Go to Step9
Step8
No: Go to Step6
Yes: Go to Step3
X19.
No: Go to Step6
Yes: Go to Step3
520544-9: CAN Timeout Error during CAN-Transmit-Frame to Transmission Control message TC1.
[Test Condition]
• Continuously
[Fault Detection]
• Timeout of transmitted Transmission Control (TC1) message
[Defect Debouncing]
• Timeout of transmitted Transmission Control (TC1) message no more de-
Fault healing
tected
13E-776
13E
Failure cause
wiring.
Failure repair
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step1
*9: Manual leveling
No: Go to step2
Yes: Go to step5
No: Go to step3
Yes: Go to step4
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
13E-777
TROUBLESHOOTING
520549-31: Actual value ‘Specified value of NOx concentration’ is implausible.
[Test Condition]
is not in afterrun
• In case of a mismatch in the lambda signal between NOx-Sensor and Lamb-
da-Sensor (DStgyLambdaRecMon) or in case of increased NOx emissions
Generation condition (DStgyNOxLvl1 is set).
[Fault Detection]
• NOx-Sensor signal is not similar to the NOx estimation (in ECU) and also a
component which is an input fot he NOx estimation has detected a failure.
[Defect Debouncing]
• immediate
• To reset this failure both failures (DStgyLambdaRecMon and DStgyNOxLvl1)
Fault healing
has to be detected as healed
Failure cause • A component which is relevant for the NOx estimation has detected a failure.
Failure repair • See error memory for further failures
520550-31: The emission value of the NOx sensor is implausibel.

[Test Condition]
is not in afterrun
• In case of a mismatch in the lambda signal between NOx-Sensor and Lamb-
da-Sensor (DStgyLambdaRecMon) or in case of increased NOx emissions
Generation condition (DStgyNOxLvl1 is set).
[Fault Detection]
• NOx-Sensor signal is similar to the NOx estimation (in ECU) and no failure in
the Lambda-Sensor is active.
[Defect Debouncing]
• immediate
• To reset this failure both failures (DStgyLambdaRecMon and DStgyNOxLvl1)
Fault healing
has to be detected as healed
Failure cause • Defect in dosing system.
Failure repair • Check dosing system.
sary.
If amount of DEF in DEF tank is not sufficient, add DEF.
If DEF is leaking from A18 (DEF delivery pump), repair or replace
Step1
If DEF is leaking from Y7 (DEF metering device), repair or replace
If DEF is leaking from DEF tube, repair or replace
Go to Step2
If one of diagnosis codes associated with Y20 (DEF switchover valve) is gener-
Go to Step3
13E-778
13E
sary.
Go to Step4
No: Go to Step5
Yes: Go to Step9
Step5
Go to Step6
Step6
Yes: Go to Step8
Go to Step7
Remove DEF tube from A18 (DEF delivery pump).
Step9
No: Go to Step10
Yes: Go to Step11
No: Go to Step7
Yes: Go to Step5
13E-779
TROUBLESHOOTING
Inspection procedure Step11 Reinstall all the removed connectors.
No: Go to Step7
Yes: Go to Step5
520553-31: Warning Block 1 for SCR inducement ia activated. Data valid but above normal operational
range.
[Test Condition]
• Continuously (after a SCR-failure, which trigger this function occurs)
[Fault Detection]
• This Info-failure is set directly by a failure (via
Generation condition FId_SCRCtlWarnBlk1SetImmd) or after the operating time accumulation or
the distance accumulation is reached. Info-failure set after 120.00min Info-
failure set after 160.00Km
[Defect Debouncing]
• If the leading failure is healed following reaction will happen: After 0.00s the
Fault healing timer ramp down with the factor 8.00-. After 0.00s the distance accumulator
ramp down with 655.35km/h {407.2mph}.
• see FID
System reaction 5
1
Failure cause • This Info-failure is triggered by a leading (SCR) failure.
Failure repair • See the actual active leading failure.
520554-31: SCR Warning Block 2 is activated.

[Test Condition]
[Fault Detection]
the distance accumulation is reached. Info-failure set after 4.00h Info-failure
set after 320.00Km
[Defect Debouncing]
• see FID
System reaction 5
1
13E-780
13E
520555-31: SCR Warning Block 3 is activated.

[Test Condition]
[Fault Detection]
the distance accumulation is reached. Info-failure set after 60.00min Info-fail-
ure set after 80.00Km
[Defect Debouncing]
• If the leading failure is healed following reaction will happen: After 6.67d the
Fault healing timer ramp down with the factor 8.00-. After 6.67d the distance accumulator
• see FID
• 1) FId / OBD Performance Limiter 211 switched ON
System reaction • 2) FId / OBD Performance limiter 211 released if failure path is tested and
OK
520556-31: SCR Inducement: Warning Block 4 activated.

[Test Condition]
[Fault Detection]
the distance accumulation is reached. Info-failure set after 0.00s Info-failure
set after 0.00Km
[Defect Debouncing]
• See FID
System reaction • 1) FId / Function Identifier to trigger Moderate Warning level for Status Block
3
IInspection procedure
13E-781
TROUBLESHOOTING
[Test Condition]
[Fault Detection]
set after 0.00Km
[Defect Debouncing]
• see FID
OK

[Test Condition]
[Fault Detection]
set after 0.00Km
[Defect Debouncing]
• see FID
OK

[Test Condition]
[Fault Detection]
set after 0.00Km
[Defect Debouncing]
13E-782
13E
• see FID
OK
520561-0: Engine start: The maximum number of operating cycles has been exceeded.
[Test Condition]
• Continuously
[Fault Detection]
Generation condition • Number of weighted engine starts reaches the threshold 350000.00-.
• Manual and automatic starts are considered and weighted (automatic starts
are a lesser stress for the system)
• Manual start are counted with +1 increment
• Automatic starts are counted with a weighting factor of 1.00- (normally < 1)
[Defect Debouncing]
Fault healing • Only possible if number of starts reset by service tester
System reaction • The start stop functionality is disabled.
• Number of engine starts exceeded, starter and possibly other component rel-
Failure cause
evant for engine start reached end of life.
• Replace starter (and other specified components defined as relevant for en-
Failure repair gine start) and reset weighted number of starts (Routine control $0274: Re-
set of engine start counter value)
520562-31: Information: Torque limitation active Refilling fuel tank without refilling DEF tank.
[Test Condition]
• When creep mode activation is pending
[Fault Detection]
Generation condition • If the fuel level in the tank changes by 10.00% (refill detected) when there is
a request for the activation of creep mode pending
[Defect Debouncing]
Fault healing • No creep mode requested
• Creep mode is activated:
System reaction • maximum speed allowed 7km/h {5mph}
• only reverse neutral or first gear possible
• Inducement activation (creep mode) for driving with empty DEF tank or bad
Failure cause
DEF quality or technical failure which leads to too high NOx emissions.
• Reason for creep mode must be eliminated.
• DEF tank must be refilled
Failure repair
• DEF quality must be OK
• NOx emission should be in range
13E-783
TROUBLESHOOTING
520563-31: Information: Torque limitation active After a long parking time.

[Test Condition]
[Fault Detection]
• If the vehicle stands still for at least 24855.13d if ECU ON time for current
driving cycle < 24.00h. or vehicle stands still for at least 24855.13d if ECU
ON time > 24.00h.
[Defect Debouncing]
Failure cause
Failure repair
520564-31: Information: Torque limitation active Engine restart

[Test Condition]
[Fault Detection]
• If there was a request for the activation of creep mode in the previous driving
cycle or if the number of
• engine stalls EngReq_numStalEng exceeds the threshold 2.00-.
[Defect Debouncing]
Failure cause
Failure repair
13E-784
13E
520569-31: Component ‘AMT’ reports an implausible gear.
[Test Condition]
• Continuously
[Fault Detection]
• If ETC2 CAN message is disabled
• OR
• if selected gear Com_numGearTrgt == 0x7F (not plausible value) OR
• if current gear ration Com_rTrqTra== 0x7FFF (not plausible value) OR
• if current gear Com_numGear==0x7F (not plausible value)
[Defect Debouncing]
• If ETC2 CAN message is enabled
• AND selected gear Com_numGearTrgt != 0x7F (plausible value) AND
Fault healing
• current gear ration Com_rTrqTra!= 0x7FFF (plausible value) AND
• current gear Com_numGear!=0x7F (plausible value)
• Selected gear is replaced by default value 0.00-
• Current gear is replaced by default value 1.00-
System reaction • Current gear ratio is replaced by default value 0.00-
• Status for Parking/Neutral Position of Current Gear is replaced by default
value 0.00-
• ETC2 message from AMT transmission is disabled or AMT problem with
Failure cause
gear recognition
• Check if dataset in ECU is compatible to AMT transmission, check AMT for
Failure repair
gear recognition problem
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Step1
*8: Auto leveling
*9: Manual leveling
Go to step2
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
Step2
*9: Manual leveling
No: Go to step3
Yes: Go to step8
13E-785
TROUBLESHOOTING
No: Go to step4
Yes: Go to step7
No: Go to step5
Yes: Go to step6
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
520570-31: Torque limitation activeOBD performance limiter group 111

[Test Condition]
• Monitoring is active never (readiness set)
• Continuously
[Fault Detection]
• A failure is requested the performance limiter via
FId_CoVehPrfmLim111OBD.
[Defect Debouncing]
• Immediate
Fault healing • If all failure of the performance limiter group 111 are tested OK.
Failure cause • A failure is requested the performance limiter.
13E-786
13E
Failure repair • see leading failure

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
• Immediate

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
• Immediate

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
• Immediate
13E-787
TROUBLESHOOTING

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
• Immediate

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
• Immediate

[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
• Immediate
13E-788
13E
[Test Condition]
• Continuously
[Fault Detection]
[Defect Debouncing]
• Immediate
520578-31: Information: Torque limitation active The current value for the ‘DEF content’ component is too
low.
[Test Condition]
• Continuously
[Fault Detection]
• The creep mode request is activated Engreq_stCrpMode == 1
[Defect Debouncing]
Fault healing • No creep mode request present Engreq_stCrpMode ==0
Failure cause • A failure related to the SCR system should be present ot DEF tank is empty
Failure repair • Refill DEF tank if empty, check and repair SCR failures
520579-31: Component 'NOx sensor' has an open circuit or short circuit. / Component 'NOx sensor' has a
mechanical defect.
[Test Condition]
• Continuously
[Fault Detection]
• The NOx Sensor sends the message “Lambda signal not plausible” (Bits 2-3
= 00)
[Defect Debouncing]
• The NOx Sensor sends the message “Lambda signal plausible” (Bits 2-3 =
Fault healing
01)
sensor inhibited
13E-789
TROUBLESHOOTING
Failure cause
done, otherwise there is the risk tha performance limiter gets active, al-
sary.
Go to Step2
No: Go to Step3
Yes: Go to Step7
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
No: Go to Step8
Yes: Go to Step9
13E-790
13E
ate connector).
No: Go to Step5
Yes: Go to Step3
No: Go to Step5
Yes: Go to Step3
520580-31: Component 'NOx sensor' has an open circuit or short circuit. / Component 'NOx sensor' has a
mechanical defect.
[Test Condition]
• Continuously
[Fault Detection]
• The NOx Sensor sends the message “NOx signal not plausible (bits 4-5=00)
[Defect Debouncing]
Fault healing • The NOx Sensor sends the message “NOx signal plausible (bits 4-5=01)
sensor inhibited
Failure cause
sary.
Go to Step2
13E-791
TROUBLESHOOTING
No: Go to Step3
Yes: Go to Step7
Replace component “B29 (Oxygen sensor)".
Step3
Go to Step4
Step4
No: Go to Step5
Yes: Go to Step6
No: Go to Step8
Yes: Go to Step9
ate connector).
No: Go to Step5
Yes: Go to Step3
No: Go to Step5
Yes: Go to Step3
13E-792
13E
520583-0: The HFM value at cold start is too high.
[Test Condition]
• Monitoring is active if the ECU is not in afterrun and never (readiness set)
haust-gas recirculation
• control has been exceeded.
[Defect Debouncing]
• infinite
• When the error is present, to allow healing the closed control loop is restored
in a speed/fuelling range between 600.00rpm and 600.00rpm / 0.00mg/hub
Fault healing and 10.00mg/hub
the limit
are output.
System reaction abled
Failure cause ical defect in EGR actuators (EGR valve or Exhaust throttle) or defect in wir-
ing of EGR actuators,
sary.
Go to Step2
sary.
Step2
code.
Step3
Go to Step4
Execute the control “{0}”.
Step4
No: Go to Step5
Yes: Go to Step6
13E-793
TROUBLESHOOTING
No: Go to Step6
Yes: Go to Step10
Step6
Go to Step7
Step7
No: Go to Step8
Yes: Go to Step9
Go to Step8
Step10
No: Go to Step8
Yes: Go to Step6
520583-1: The HFM value at cold start is too low.

[Test Condition]
• Monitoring is active if the ECU is not in afterrun and never (readiness set)
[Fault Detection]
[Defect Debouncing]
• infinite
• When the error is present, to allow healing the closed control loop is restored
in a speed/fuelling range between 600.00rpm and 600.00rpm / 0.00mg/hub
Fault healing and 10.00mg/hub
the limit
13E-794
13E
are output.
System reaction bration of Release Masks)
bration of Relea
• Defective air mass flow sensor, obstruction or leakage in air duct, electrical
Failure cause or mechanical defect in EGR actuators (EGR valve or Exhaust throttle) or
defect in wiring of EGR actuators
sary.
Step1
Go to Step2
sary.
Step2
code.
Go to Step3
Step3
Go to Step4
Execute the control “{0}”.
Step4
Inspection procedure Can occurrence of a mechanical fault be confirmed?
No: Go to Step5
Yes: Go to Step6
No: Go to Step6
Yes: Go to Step10
Step6
Go to Step7
13E-795
TROUBLESHOOTING
Step7
No: Go to Step8
Yes: Go to Step9
Go to Step8
Step10
No: Go to Step8
Yes: Go to Step6
520584-31: Regeneration was aborted due to a fault.

[Test Condition]
• Continuously
[Fault Detection]
• If DPF Lamp status indicates:
• Over long regeneration (bit8 in PFltRgn_stLmp is set): regeneration time >
Generation condition 41.33min OR
• DPF state machine is in state ON (bit5 in PFltRgn_stLmp is set) OR
• Overload 1 (bit3 in PFltRgn_stLmp is set): soot load exceeds 54.99g OR
• Overload 2 (bit4 in PFltRgn_stLmp is set): soot load exceeds 63.00g
[Defect Debouncing]
• Immediate
Fault healing • When lamp failure status not indicated (correct regeneration identified)
• DPF lamp is activated
System reaction
• DPF regeneration not successful, not started or interrupted to often. This
Failure cause could have technical reason or simply mission dependent reason (for exam-
ple: always drive in city traffic)
Failure repair • Start service regeneration
520586-31: Information error Monitor function of Nox level is aborted.

[Test Condition]
• DEF dosing valve component protection is active
• Creep mode is not active
[Fault Detection]
• DEF doing valve component protection active, or terminated since less than
4.00min
[Defect Debouncing]
Fault healing • DEF doing valve component protection terminated since longer than 4.00min
• NOx level monitor interrupted
System reaction bration of Release Masks)
el
13E-796
13E
• Non a fault, information that NOx monitoring was suspended due to DEF
Failure cause
dosing valve component protection
Failure repair • No action needed
520588-12: The vehicle speed signal is missing. (The electrical fuse of component 'Instrument panel' is de-
fective.)
[Test Condition]
• The FId_VehVPlausA is not inhibited by another failure.
[Fault Detection]
• The acceleration value VehV_aUnFlt_mp < -9.50m/s^2 for at least 0.05s.
[Defect Debouncing]
• Vehicle speed VehV_vSens > 10km/h {6.2mph} OR the acceleration
Fault healing VehV_aUnFlt_mp > 5.00m/s^2 for the time 0.10s
• OR ECU is restarted.
is validated
validated
active
due to a failure
System reaction • 16) FId / Vehicle speed assumed by engine speed and load for calculation of
is inhibited
(DPF) is inhibited
13E-797
TROUBLESHOOTING
Failure cause • Instrument Cluster fuse burned or removed.
Failure repair • Check Instrument Cluster fuse, check IC is running correctly.
13E-798
13E
M E M O
13E-799
TROUBLESHOOTING
2. FUSO Diagnostics Service Data (Actual values)
Current
value Description Value Remarks
group
Temperature of componentEGR cooler Displays the Temperature of componentEGR
-459.7°F
outlet temperature sensor cooler outlet temperature sensor
Temperature of componentEGR cooler Displays the Temperature of componentEGR
-459.4°F
outlet temperature sensor cooler outlet temperature sensor
Intake air temperature upstream inlet Displays the Intake air temperature upstream inlet
-459.4°F
valve valve
Intake air temperature of component Air Displays the Intake air temperature of component
-459.4°F
flow and intake air temperature sensor Air flow and intake air temperature sensor
Internal temperature of compo- Displays the Internal temperature of compo-
-459.4°F
nentSCR catalyst nentSCR catalyst
Internal temperature of componentDPF Displays the Internal temperature of component
-459.4°F
catalyst DPF catalyst
Displays the Internal temperature of component
Internal temperature of componentDPF -459.4°F
DPF
Tempera-
ture Displays the Internal temperature of component
Internal temperature of componentDPF -459.4°F
values DPF
Displays the Exhaust gas temperature before
Exhaust gas temperature before DPF -459.4°F
DPF
Fuel temperature -459.4°F Displays the Fuel temperature
Temperature of Lambda sensor -459.4°F Displays the Temperature of Lambda sensor
Temperature after SCR catalyst -459.4°F Displays the temperature after SCR catalyst
Temperature before SCR catalyst -459.4°F Displays the temperature before SCR catalyst
Temperature of componentDEF tank -459.4°F Displays the Temperature of componentDEF tank
Temperature of engine control unit -459.4°F Displays the Temperature of engine control unit
Ambient temperature -459.4°F Displays the Ambient temperature
Intake air temperature of component Air Displays the intake air temperature of component
-273.140 deg C
flow and intake air temperature sensor Air flow and intake air temperature sensor
Coolant temperature -273.140 deg C Displays the Coolant temperature
Signal voltage of temperature sensor in Displays the Signal voltage of temperature sensor
component Pressure and temperature 0 psi in component Pressure and temperature sensor
sensor 'Turbocharger' 'Turbocharger'
Pressure of component Blow-by gas Displays the pressure of component Blow-by gas
0.000 psi
pressure sensor1 pressure sensor1
Pressure of component Blow-by gas Displays the pressure of component Blow-by gas
0.000 psi
pressure sensor2 pressure sensor2
Adapted value of DPF differential pres- Displays the adapted value of DPF differential
0 psi
Pressure sure pressure
values DPF differential pressure 0 psi Displays the DPF differential pressure
Differential pressure between compo- Displays the Differential pressure between com-
0 psi
nentDPF catalyst and componentDPF ponentDPF catalyst and componentDPF
Oil pressure of Engine oil 0 psi Displays the Oil pressure of Engine oil
Status of Oil pressure switch 00 Displays the Status of Oil pressure switch
Desired value of boost pressure for Displays the Desired value of boost pressure for
0 psi
PCR (pressure charging regulator) PCR (pressure charging regulator)
Rail pressure (actual value) 0 psi Displays the Rail pressure (actual value)
13E-800
13E
Current
group
Pressure of component DEF delivery Displays the pressure of component DEF delivery
0 psi
pump pump
Pressure Ambient pressure 0 psi Displays the Ambient pressure
values
Boost pressure 0 psi Displays the Boost pressure
Refrigerant compressor 0.00 psi Displays the Refrigerant compressor
Battery voltage 0.0000V Displays the Battery voltage
Operating state of heater in component Displays the Operating state of heater in
0.000 to 96.00%
Oxygen sensor component Oxygen sensor
component Pressure and temperature 0.000000V in component Pressure and temperature sensor
component Air flow and intake air tem- 0.000000V in component Air flow and intake air temperature
perature sensor sensor
Signal voltage of component 'Intercool- Displays the Signal voltage of component
0.000000V
er outlet temperature sensor' 'Intercooler outlet temperature sensor'
Signal voltage of component 'Position 0.850000 to Displays the Signal voltage of component
sensor 'Accelerator pedal'1' 4.150000V 'Position sensor 'Accelerator pedal'1'
Signal voltage of component 'Position 0.850000 to Displays the Signal voltage of component
Voltage sensor 'Accelerator pedal'2' 4.150000V 'Position sensor 'Accelerator pedal'2'
values
Signal voltage of component 'Atmo- Displays the Signal voltage of component
0.000000V
spheric pressure sensor' 'Atmospheric pressure sensor'
component Humidity and temperature 0.000000V in component Humidity and temperature sensor
sensor “Intake air” “Intake air”
Sensor voltage (DPF differential pres- Displays the Sensor voltage (DPF differential
0.000000V
sure) (raw value) pressure) (raw value)
Signal voltage of component 'Tempera- Displays the Signal voltage of component
0.000000V
ture sensor “SCR catalytic converter”2' 'Temperature sensor “SCR catalytic converter”2'
Signal voltage of component 'Tempera- Displays the Signal voltage of component 'Tem-
0.000000V
ture sensor Exhaust system1' perature sensor Exhaust system1'
Signal voltage of humidity sensor in Displays the Signal voltage of humidity sensor in
component Humidity and temperature 0.000000V component Humidity and temperature sensor
sensor “Intake air” “Intake air”
Sensor voltage (accelerator pedal posi- Displays the Sensor voltage (accelerator pedal
0.000000V
tion by power take-off) (raw value) position by power take-off) (raw value)
Actuation value from tester for compo- Displays the Actuation value from tester for
0.0000V
nent Glow plug component Glow plug
Signal voltage of component 'Idle adjust Displays the Signal voltage of component 'Idle
0.000000V
volume' adjust volume'
Engine speed 0.00rpm Displays the Engine speed
Maximum Idle speed 0.00 to 4000.00rpm Displays the Maximum Idle speed
Speed Minimum Idle speed 0.00 to 650.00rpm Displays the Minimum Idle speed
values Maximum vehicle speed 0.0000mph Displays the Maximum vehicle speed
Transmission ratio 0.0000- Displays the Transmission ratio
Vehicle speed 0.0000mph Displays the Vehicle speed
13E-801
TROUBLESHOOTING
Current
group
Status of switch SLD1 00 Displays the Status of switch SLD1
Speed Status of switch SLD2 00 Displays the Status of switch SLD2
values
Displays the Required engine speed for PTO
Required engine speed for PTO control 0.00rpm
control
Amount of intake air 0.000m^3/s Displays the Amount of intake air
Displays the Desired value of Desired value of
Desired value of Amount of intake air 0.000lb
Air mass Amount of intake air
(speci-
Displays the Desired value of Desired value of
fied val- Desired value of Amount of intake air 0.000mg/Hub
Amount of intake air
ue)
Humidity of intake air 0.000% Displays the Humidity of intake air
Lambda value 0.00000- Displays the Lambda value
Desired engine torque 30.000 to 50.000Nm Displays the Desired engine torque
Engine torque calculated from fuel in- Displays the Engine torque calculated from fuel
30.000 to 50.000Nm
jection quantity injection quantity
calculated engine torque 0.000% Displays the calculated engine torque
Maximum engine torque request 0.000Nm Displays the Maximum engine torque request
Torque
values Minimum engine torque request 0.000Nm Displays the Minimum engine torque request
Output torque of engine speed gover- Displays the Output torque of engine speed
30.000 to 50.000Nm
nor governor
Limitation of engine torque 0.000Nm Displays the Limitation of engine torque
Reducing torque instruction to the com- Displays the Reducing torque instruction to the
00
pressor of Air Condition compressor of Air Condition
Required post injection quantity 0.0000mg/hub Displays the Required post injection quantity
Fuel injection quantity (calculated val- Displays the Fuel injection quantity (calculated
3 to 10mg/hub
ue) value)
Fuel injection quantity (raw value) 3 to 10mg/hub Displays the Fuel injection quantity (raw value)
current fuel injection quantity 3 to 10mg/hub Displays the current fuel injection quantity
Fuel mass contained in engine oil 0.00lb Displays the Fuel mass contained in engine oil
Status of injection valve (cylinder 0): 00 Displays the Status of injection valve (cylinder 0):
Injection Actual pattern of injections 00 Displays the Actual pattern of injections
quantity Correction value of fuel quantity Displays the Correction value of fuel quantity
0.0000mg/hub
(Cylinder 1) (Cylinder 1)
Correction value of fuel quantity Displays the Correction value of fuel quantity
0.0000mg/hub
0.0000mg/hub
0.0000mg/hub
Soot content of engine oil 0.0000lb Displays the Soot content of engine oil
Vehicle mileage after healing the SCR Displays the Vehicle mileage after healing the
0ft
failure. SCR failure.
Vehicle mileage after SCR warning 1 0mi Displays the Vehicle mileage after SCR warning 1
Vehicle Vehicle mileage after SCR warning 3 0mi Displays the Vehicle mileage after SCR warning 3
mileage
13E-802
13E
Current
group
Exact remaining vehicle mileage 0mi Displays the Exact remaining vehicle mileage
Vehicle Vehicle mileage when healing the SCR Displays the Vehicle mileage when healing the
mileage 0mi
failure 1. SCR failure 1.
Vehicle mileage when healing the SCR Displays the Vehicle mileage when healing the
0mi
failure 2. SCR failure 2.
Debouncing time of SCR warning 1 0s Displays the Debouncing time of SCR warning 1
Time
Time since engine start 0.0ms Displays the Time since engine start
Degradation time of component Oxida- Displays the Degradation time of component
0-
tion catalyst Oxidation catalyst
PRES_Time_s_M_32_SIG 0.0000s Displays the PRES_Time_s_M_32_SIG
Efficiency of catalytic converter (calcu- Displays the Efficiency of catalytic converter
0.000000-
lated value) (calculated value)
Efficiency
of catalyt- Efficiency of catalytic converter (Mea- Displays the Efficiency of catalytic converter
0.000000-
ic con- sured value) (Measured value)
verter
Catalyst efficiency ratio (calculated/ Displays the Catalyst efficiency ratio (calculated/
0.000000-
measured) measured)
Denounced value of fuel filter water lev- Displays the Denounced value of fuel filter water
00
el sensor signal level sensor signal
Fuel filter heater ON/OFF Displays the Fuel filter heater
Diesel Ash content of diesel particulate filter 0.00000lb Displays the Ash content of diesel particulate filter
particu-
late filter Displays the Soot content of diesel particulate
Soot content of diesel particulate filter 0.0000lb
filter
Status of DPF lamp 00 Displays the Status of DPF lamp
Status of regeneration Stage_0 to 10 Displays the Status of regeneration
Desired value of EGR valve 0.000% Displays the Desired value of EGR valve
NOX concentration (raw value) 0ppm Displays the NOX concentration (raw value)
• Displays the actual position of exhaust flap
actual position of exhaust flap 5.0000 to 95.0000%
• Value must be >90% during engine brake.
Desired value of Engine brake valve 5.000 to 95.00% Displays the Desired value of Engine brake valve
Actual position of exhaust flap 5.0000 to 95.0000% Displays the actual position of exhaust flap
Accelerator pedal position by power Displays the accelerator pedal position by power
0.0000%
EGR take-off take-off
Ramped smoke limitation quantity 0.0000mg/hub Displays the ramped smoke limitation quantity
Exhaust gas volume at Upstream area Displays the Exhaust gas volume at Upstream
0.000m^3/s
of DPF area of DPF
Exhaust gas recirculation actuator 5.0000 to 95.0000% Displays the Exhaust gas recirculation actuator
NOx concentration 0- Displays the NOx concentration
Storage quantity of NH3 0.0000lb Displays the Storage quantity of NH3
Switch off event of EGR 00 00 00 00 Displays the Switch off event of EGR
13E-803
TROUBLESHOOTING
Current
group
Actual position of VGT 0.0000% Displays the actual position of VGT
VGT Desired value of Turbocharger 0.0000% Displays the Desired value of Turbocharger
VGT actuator output 5.0000 to 95.0000% Displays the VGT actuator output
Actual value of DEF dosing injection 0.000mg/s Displays the actual value of DEF dosing injection
Displays the desired value of DEF dosing
Desired value of DEF dosing injection 0.000kg/s
injection
DEF quantity 0.00000lb Displays the DEF quantity
DEF tank level 0.0000% Displays the DEF tank level
Refill status of the DEF tank FALSE/TRUE Displays the Refill status of the DEF tank
DEF dosing valve 5.0000 to 95.0000% Displays the DEF dosing valve
DEF
values Status of DEF heater 0- Displays the Status of DEF heater
Status of DEF tank heater 0- Displays the Status of DEF tank heater
Desired value of DEF delivery pump 5.0000 to 95.0000% Displays the Desired value of DEF delivery pump
Output to DEF pump motor 5.0000 to 95.0000% Displays the Output to DEF pump motor
Input status of DEF reverting valve 00 Displays the input status of DEF reverting valve
Output status of DEF reverting valve 00 Displays the output status of DEF reverting valve
DEF Level 0.0000% Displays the DEF Level
Status of Exhaust brake switch 00 Displays the Status of Exhaust brake switch
• Displays the Current mode of Engine Brake
Current mode of Engine Brake 00
• 0: Brake RELEASED
• Displays the Status of electric parking brake
Status of electric parking brake 00 • 0=OFF
• 1=ON
Brake pedal NOT
Position of brake pedal OPERATED / Brake Displays the Position of brake pedal
Engine
pedal OPERATED
brake
• Displays the Raw value of the Auxiliary brake
Raw value of the Auxiliary brake cut
ON/OFF cut switch
switch
• 1: Engine brake cut requested by ABS
• Displays the Debounced value of the auxiliary
Debounced value of the auxiliary brake
ON/OFF brake cut switch
cut switch
• 1: Engine brake cut requested by ABS
Debounced value of Engine Brake Displays the Debounced value of Engine Brake
00
switch signal switch signal
Status of Engine shutoff 00 00 00 00 Displays the Status of Engine shutoff
EPM_ALE_SYNC/
Synchronisation state of Engine Posi- EPM_CAS_SYNC/ Displays the Synchronisation state of Engine
tion Management EPM_NO_SYNC/ Position Management
EPM_FULL_SYNC
COENG_FINISH/
COENG_RUNNING/
COENG_READY/
Status of Engine control Displays the Status of Engine control
COENG_STOPPING/
Status COENG_STANDBY/
COENG_CRANKING
Normal/
CldStrt/
NSC_Rgn/
DeSOx/
Mode of engine operation Displays the Mode of engine operation
PFlt_Rng1/
PHC/
PFlt_Rng2/
EGTM
13E-804
13E
Current
group
Stored fault - Displays the Stored fault
Status of Idle up request 00 Displays the Status of Idle up request
Displays the Accelerator pedal sensor 1
Accelerator pedal sensor 1 (raw value) 0.000%
(raw value)
Accelerator pedal sensor 1 0.000% Displays the Accelerator pedal sensor 1
Status
The transmission is in
Neutral position neutral / The transmis- Displays the neutral position
sion is not in neutral
Actual gear 0- Displays the Actual gear
Power stage of air condition compres- Displays the Power stage of air condition
00
sor actuator compressor actuator
Status of air conditioning ON/OFF Displays the Status of air conditioning
• Displays the Status of EGR control
Status of EGR control ON/OFF • 0=OFF
• 1=ON
• Displays the The actual value indicates the
The actual value indicates the kickdown kickdown position of the accelerator pedal.
ON/OFF
position of the accelerator pedal. • With accelerator pedal fully depressed: 1
• With accelerator pedal not depressed: 0
• Displays the Status of power take-off
Status of power take-off ON/OFF • 0=OFF
• 1=ON
Status of quantity wave correction ON/OFF Displays the status of quantity wave correction
Clutch pedal NOT
Status of clutch pedal OPERATED / Clutch Displays the Status of clutch pedal
pedal OPERATED
• Displays the Status of button 'CRUISE
CONTROL'
Status of button 'CRUISE CONTROL' ON/OFF
• 0=OFF
• 1=ON
Status of MI-Lampe (Malfunction Indica- Displays the status of MI-Lampe (Malfunction
ON/OFF
Switch tor Lamp) Indicator Lamp)
status Status of system lamp ON/OFF Displays the status of system lamp
• Displays the Status of Torque limitation
Switches
Status of Torque limitation Switches 00
• 0=OFF
• 1=ON
• Displays the Status of oxygen sensor heater
Status of oxygen sensor heater 00 • 0=OFF
• 1=ON
• Displays the Status of ECU main relay
Status of ECU main relay 00 • 0=OFF
• 1=ON
• Displays the Status of fuel pump² 0=OFF
Status of fuel pump 00
• 1=ON
Current value of component Oxygen Displays the Current value of component Oxygen
00
sensor sensor
Control signal for starter relay 00 Displays the Control signal for starter relay
Status of Safety relay (1) 00 Displays the Status of Safety relay (1)
Status of Safety relay (2) 00 Displays the Status of Safety relay (2)
• Displays the Coolant level
Coolant level 00
• 0: The coolant level is too low.
13E-805
TROUBLESHOOTING
Current
group
Switch Status of Cab tilt system 00 Displays the Status of Cab tilt system
status Status of cold start lamp 00 Displays the Status of cold start lamp
status of glow plug control 00 Displays the status of glow plug control
Status of glow plug 00 Displays the Status of glow plug
Status of
glow Displays the PWM signal of component 'Glow
PWM signal of component 'Glow plug' 0.0000%
system plug'
Feedback signal of component Glow Displays the Feedback signal of component Glow
00
plug plug
Status of SCR system 00 00 Displays the Status of SCR system
Displays the Status of Terminal 15 after
Status of Terminal 15 after debouncing 00
debouncing
Displays the Status of Terminal 50 after
Status of Terminal 50 after debouncing 00
debouncing
Output of throttle valve actuator 5.0000 to 95.0000% Displays the Output of throttle valve actuator
Desired value of Pressure regulating Displays the Desired value of Pressure regulating
0.000A
valve in rail valve in rail
Other
Control diviation of PCR (pressure Displays the control diviation of PCR (pressure
actual 0psi
charging regulator) charging regulator)
values
Desired value of Pressure limiting valve Displays the Desired value of Pressure limiting
0.000A
in rail valve in rail
PWM output for PCV (pressure control Displays the PWM output for PCV (pressure
0.000%
valve) control valve)
Rail pressure governor deviation 0psi Displays the Rail pressure governor deviation
Desired value of Common rail pressure Displays the Desired value of Common rail
0psi
governor pressure governor
State of rail pressure governor 00 Displays the state of rail pressure governor
13E-806
13E
3. FUSO Diagnostics Actuator Test (Actuations)
Section Comment
Forcibly drives the next lamp.
• Engine control lamp (amber)
• Engine control lamp (red)
Lamp actuations
• Cold start lamp
• Exhaust brake lamp
• Water temperature warning lamp
Forcibly drives the cold start
[Test prerequisite]
• Engine stop
[Test procedure]
Cold start
• Carry out actuation.
• Battery tension negative peak should be detected
• Terminate actuation.
• Battery tension positive peak should be detected
Forcibly drives the check metering unit zero delivery
[Note]
• Engine running at idle
Check metering unit zero delivery • Carry out actuation.
• Engine should stop
• Check that there is no leakage from Pressure regulating valve in rail.
• Switch ignition off and then back on again.
Forcibly drives the check PCV opening
[Note]
Check PCV opening • Carry out actuation.
• Engine should stop
• Check that fuel is supplied from Pressure limiting valve in rail.
• Switch ignition off and then back on again.
Forcibly drives the check control of shutting off cylinders
[Test prerequisite]
• Vehicle in idle state
Control of shutting off cylinders
[Note]
• During the test, the combustion engine must be operated at idle.
• Press button to continue
Forcibly drives the check boost pressure control
[Test prerequisite]
• Engine start
• The engine speed must be between 650 and 2000 rpm.
Forcibly drives the check control of exhaust flap
[Test prerequisite]
Control of exhaust gas recirculation
• Engine start
Forcibly drives the check control of exhaust flap
[Test prerequisite]
control of exhaust flap
• Engine start
Forcibly drives the check DEF dosing test
[Test prerequisite]
DEF dosing test • Dismount dosing injector from catalyst and inject into a glass
• Ignition ON
• Internal combustion engine OFF
13E-807
TROUBLESHOOTING
Section Comment
Forcibly drives the check DEF leakage test
[Requirement]
• Ignition ON
• Internal combustion engine OFF
DEF leakage test
[Note]
• Start actuation. - DEF system is pressurized
• Check system for leaks
• Stop actuation. - DEF system is depressurized
Forcibly drives the check emptying DEF lines
Emptying DEF lines [Requirement]
• The specified value for the temperature must be < 200°C.
Forcibly drives the check DPF regeneration
[Test prerequisite]
DPF regeneration
• Engine start
13E-808
13E
4. ALTERATION AND RESET OF CODING DATA IN ENGINE ELECTRONIC CON-
TROL UNIT
4.1 General
• In the engine electronic control unit, information such as vehicle information and equipment specifications are reg-
istered as the coding data.
• When a specified equipment is replaced, alteration of the coding data or resetting of information using the FUSO
Diagnostics must be performed. Otherwise, the discrepancies between the vehicle information in the engine elec-
tronic control unit and the actual conditions may generate the engine-control-related diagnosis code(s).
(1) Replacing Engine Oil

• During vehicle life time, the engine electronic control unit counts up the quantity of post-injected fuel in order to
activate and maintain regeneration.
• A least fraction of this fuel, comes into contact with lubrication oil and dissolves into it.
• The engine electronic control unit is capable to calculate the limit quantity of fuel dissolved into oil and, conse-
quently, to suggest oil refilling.
• It is obvious that, if after engine oil refilling the function is not reset, the engine electronic control unit will keep on
counting the increase of oil fraction in engine oil even with new oil and, sooner or later, groundlessly request to re-
place engine oil by flashing warning lamp (red).
• See Gr12, “Engine Oil Replacement in ON-VEHICLE INSPECTION AND ADJUSTMENT” for the procedure of re-
setting the engine oil parameter.
(2) Replacing Injector

• When electrical injectors mounted on the vehicle must be re-
placed, meet following warnings:
• Where electrical injectors are dismounted and do not need to
be replaced, their mounting position has to be noted down in
order to remount them later in the same position; this is done
to avoid to reprogram the engine electronic control unit;
• After replacing one or more injectors, the engine electronic
control unit has to be reprogrammed;
• Where the engine electronic control unit is replaced, reprogram
the new engine electronic control unit with the IMA codes of the
electrical injectors mounted on the engine and copy down the
rectification coefficients of replaced engine electronic control
unit;
(3) Replacing air flow and intake air temperature sensor

• Each time after air flow and intake air temperature sensor is replaced, perform the following:
1. Reset the learnings of the air flow and intake air temperature sensor using FUSO Diagnostics.
2. Warm up the engine.
3. Run the engine at idle for 5 minutes.
4. Fully depress the accelerator pedal to accelerate the engine to such a level that it runs at a speed of 2000 to
3800 rpm with the 5th or 6th gear selected. (Be sure to keep the pedal depressed 100%.)
5. Place the starter switch in OFF position and leave it there for 1 minute (until afterrun is completed).
6. Repeat the above steps 3 to 5 three times.
13E-809
TROUBLESHOOTING
4.2Alteration or Resetting of Coding Data
• The items which require alteration or resetting of coding data are listed below.
• For the details of resetting of the coding data, refer to the later section. For the details of alteration of the coding
data, contact your nearest MITSUBISHI FUSO dealer or distributor.
(1) Alteration of Coding Data
Engine electronic control unit data
A vehicle peculiar parameter excluding the following
Engine relation equipment learning value

Programmable speed imitation device
Remarks
Glow electronic control unit

Anti-lock brake system
Fuel filter (fuel heater)
Exhaust brake switch
Injector correction
Engine oil factor
Power take-off
Air conditioner
Auto cruise
Disposition of equipment
Replacement of engine electronic control unit O O O O O O O O O O O O
Replacement of engine oil O
Replacement of injector O
Removal/Installation of air conditioner O
Removal/Installation of power take-off O
Removal/Installation of fuel filter (fuel heater) O
Removal/Installation of combination switch (exhaust brake
O
switch)
Removal/Installation of glow electronic control unit O
Removal/Installation of anti-lock brake system related device O
Removal/Installation of auto cruise related device O
O: Denotes the necessity of alteration of coding data.
13E-810
13E
(2) Resetting of Coding Data
Engine electronic control unit data
Air flow and intake air temperature sensor learning value

Air flow and intake air temperature sensor factor
Pressure regulation valve learning value
DPF differential pressure factor

Pressure sensor learning value
Remarks
lambda sensor learning value
SCR related information

DPF related information
Injector learning value
Boost pressure factor
lambda sensor factor

EGR valve factor
Disposition of equipment
Replacement of injector O
Replacement of boost pressure and temperature
O
sensor
Replacement of air flow and intake air temperature
O O
sensor
Replacement of pressure regulation valve O
Replacement of pressure sensor O
Replacement of EGR valve O
Replacement of lambda sensor O O
Replacement of DPF differential pressure sensor O
Replacement of diesel particulate filter O
Replacement of SCR muffler O
Replacement of DEF tank O
Replacement of DEF dosing module O
O: Denotes the necessity of resetting of coding data.
13E-811
INSPECTION OF ELECTRICAL EQUIPMENT
#001 Inspection of combination switch
• Because it is not easy to independently check the switch for the
function, determine quality of the switch indirectly by checking
the related parts, such as harness, horn switch, etc. in the sys-
tem.
• If there is nothing abnormal in the related parts, but the problem
remains in the system, then replace the switch. (See Gr37.)
#002 Inspection of starter switch

• Perform the following checks, and if any fault is found, replace
the switch. (See Gr37.)
(1) Starter switch
Switch position Continuity terminal
without key –
LOCK
with key (1)–(2)
ACC (1)–(2), 4–5
ON (1)–(2), 4–5–6
START (1)–(2), 3–4–5–6
(2) Key interlock solenoid
• Check that applying battery voltage between the terminals 1 and
2 prevents the key from turning toward the LOCK position.
#038 Inspection of parking brake switch

• Measure continuity between terminals 1 and 2 (body) ground.
Pull the parking brake lever Continuity exists
Release the parking brake lever Continuity does not exist
• If any fault is found, replace the switch. (See Gr36.)
13E-812
13E
#042 Inspection of stop lamp switch
A 1–2
B 3–4
• If any fault is found, replace the switch. (See Gr35.)
#044 Inspection of oil pressure switch

(1) Inspection without applying air pressure
• Make sure that there is continuity between terminals 1 and body.
(2) Inspection by applying air pressure
• Gradually apply air pressure to the switch starting from 0 kPa {0
psi, 0 kgf/cm2}.
• Measure the degree of air pressure at the moment when conti-

nuity is not detected between terminals 1 and body, and make
sure to confirm if the value meets the standard.
Standard value
50 ± 10 kPa {7.1 ± 1.4 psi, 0.5 ± 0.1 kgf/cm2}
(operating pressure)
#054 Inspection of power take-off control switch

OFF –
ON 1–2
#089 Inspection of switch

the switch.
• DPF cleaning switch
Switch position Continuity terminal Night illumination
OFF –
(+) 1–10 (–)
ON 3–7
• Cruise control main switch
Continuity Operation Night
Switch position
terminal illumination illumination
OFF 4–8, 5–7 –
Neutral 4–6, 5–7 – (+) 1–10 (–)
ON 3–7, 4–6 (+) 9–10 (–)
13E-813
#187 Inspection of starter relay
• Perform continuity check and operation check, and if any fault is
found, replace the relay.
#201 Inspection of relay (normally open type 5 pin)

• Perform continuity check and operation check, and if any fault is
found, replace the relay.
#252 Inspection of pressure sensor

• Because it is not easy to check these switches individually, de-
termine quality of the sensors indirectly by checking related
parts, such as harnesses, etc. in the system.
• If any fault is not found in the related parts, and the problem still
remains in the system, replace the sensors.
#258 Inspection of fuel level sensor

• Measure resistance values between terminals 1 and 2 when
bringing the float arm into contact with stoppers (at EMPTY and
FULL positions) and placing it at the midpoint position.
at FULL position 0 +20 Ω
Standard value at 1/2 position 50 ± 3 Ω
at EMPTY position 150 ± 10 Ω
• If the measured value deviates from the standard value, replace
the sensor. (See Gr13.)
#262 Inspection of water temperature sensor

• Dip the sensor in a container filled with engine oil.
• Raise the oil temperature to the specified one while stirring oil.
• Measure resistance values between terminal 1 and 2.
–30°C {–22°F} 22.307 to 310.194 kΩ
Standard 20°C {68°F} 2.262 to 2.760 kΩ
value 80°C {176°F} 0.304 to 0.342 kΩ
120°C {248°F} 0.106 to 0.119 kΩ
13E-814
13E
#263 Inspection of engine speed sensor
• Measure the resistance value between terminals 1 and 2.
Standard value (at 20°C {68°F}) 860 ± 86 Ω
#297 Inspection of lambda sensor

• Because it is not easy to check these sensor individually, deter-
mine quality of the sensor indirectly by checking related parts,
such as harnesses, etc. in the system.
remains in the system, replace the sensor. (See Gr15.)
#298 Inspection of NOx sensor

• Because it is not easy to check these sensor individually, deter-
mine quality of the sensor indirectly by checking related parts,
such as harnesses, etc. in the system.
remains in the system, replace the sensor. (See Gr17.)
#306 Inspection of air flow and intake air temperature sensor

<Inspection of on-vehicle condition>
• Using the FUSO Diagnostics, check if its service data changes
in accordance with changes in the engine speed.
• Replace the sensor if the service data is not changed. (See
Gr15.)
<Inspection of standalone condition>
• Connect the air flow and intake air temperature sensor, multime-
ter capable of measuring frequency output, resistor and batter-
ies as shown in the illustration.
• Blow air against the sensor and check if the frequency is
changed.
• Replace the sensor if the frequencies not changed. (See Gr15.)
13E-815
#320 Inspection of camshaft timing sensor
• Apply 5 volts DC to terminals 3 and 1 and measure, using a mul-
timeter the output from terminal 2 and 1.
• With no metallic part close to sensor tip the output should be 5 V.
• Draw up a metallic part to sensor tip around 1 mm {0.039 in.},
the output should become 0 V.
• If the measurement is out of specification, replace the sensor.
(See Gr11.)
• This kind of test is made in static condition, and it isn’t able to
detect all sensor failure mode on the engine during normal func-
tioning.
#323 Inspection of fuel filter (fuel temperature sensor)

• Measure the resistance between terminals 8–9.
–30°C {–22°F} 26.114 ± 2.533 Ω
0°C {32°F} 5.896 ± 0.430 Ω
Standard 25°C {77°F} 2.057 ± 0.115 Ω
value 60°C {140°F} 596 ± 23 Ω
100°C {212°F} 186 ± 4 Ω
110°C {230°F} 144 ± 3.456 Ω
• If the measurement is out of specification, replace the fuel filter.
(See Gr13.)
#324 Inspection of accelerator pedal position sensor
• Apply 5 volts DC to terminals 6 and 5 (sensor 1) and terminals 3
and 2 (sensor 2) of the accelerator pedal position sensor.
• Measure the output voltage at terminals 4 and 5 (sensor 1) and
the output voltage at terminals 1 and 2 (sensor 2) with the accel-
erator lever in each specified position.
Lever position Output voltage
Sensor 1 4.5 ± 0.05 V
Standard Full load position A
Sensor 2 2.25 ± 0.05 V
value
Sensor 1 1.2 ± 0.05 V
Idling position B
Sensor 2 0.6 ± 0.05 V
13E-816
13E
#334 Inspection of DPF differential pressure sensor
• Apply 5 volts DC to terminals 1 and 2.
• Apply air pressure (gauge pressure) and measure the output
voltage occurring at terminals 2 and 3 (left figure).
0 kPa {0 psi, 0 kgf/cm2} 0.5 V
Standard value 2
100 kPa {15 psi, 1.02 kgf/cm } 4.5 V
(See Gr17.)
#336 Exhaust gas temperature sensor 1, 2, SCR temperature

sensor 1, 2
• Measurement must be carried out with DPF (diesel particulate
filter) cooled enough.
• Unplug electrical connector, but do not remove sensor from DPF
and SCR (selective catalytic reduction).
• Measure the resistance between terminals 1 and 2.
• See the chart below for normal resistance versus temperature.
–18°C {0°F} 187 Ω
–12°C {10°F} 191 Ω
–7°C {19°F} 195 Ω
–1°C {30°F} 200 Ω
0°C {32°F} 201 Ω
4°C {39°F} 204 Ω
Standard value
10°C {50°F} 208 Ω
16°C {61°F} 212 Ω
21°C {70°F} 217 Ω
27°C {81°F} 221 Ω
32°C {90°F} 225 Ω
38°C {100°F} 229 Ω
• Check if the measured value is within the standard value by
comparing the measured value with the value according to the
chart and outside temperature.
• Measure resistance between each pin to sensor body. Resis-
tance should be greater than 1 MΩ (open circuit).
• If the measurement is out of standard value, replace the sensor.
(See Gr17.)
13E-817
#339 Inspection of DEF temperature sensor and DEF tank
heater
• Unplug electrical connector, but do not remove sensor from DEF
tank.
• Measure the resistance between terminals 3 and 4 while chang-
ing surrounding temperature of the DEF level and temperature
sensor.
15°C {59°F} 13.75 to 17.76 kΩ
20°C {68°F} 11 to 14.09 kΩ
Standard value 25°C {77°F} 8.83 to 11.21 kΩ
30°C {86°F} 7.08 to 9.03 kΩ
35°C {95°F} 5.75 to 7.35 kΩ
• If the measurement is out of standard value, replace the DEF
tank. (See Gr17.)
#346 Inspection of boost pressure and temperature sensor

(1) Boost pressure sensor inspection
• Apply 5 volts DC to terminals 3 and 1.
• Apply air pressure and gradually increase it, measuring the out-
put voltage occurring at terminals 2 and 1.
Air pressure (gauge) Voltage
Standard value 100 kPa {15 psi, 1 kgf/cm2} 3V
2}
250 kPa {36 psi, 2.5 kgf/cm 4.35 V
• If a boost pressure and temperature sensor was replaced with a
new one, the data must be reset in the engine electronic control
unit.
• For the data resetting work, consult your nearest authorized
dealer or distributor.
(2) Boost temperature sensor inspection

• Place the sensor in ambient with temperature controlled to 20°C
{68°F} for 15 min.
0°C {32°F} 5895 ± 250 Ω
Standard value 20°C {68°F} 2499 ± 80 Ω
40°C {104°F} 1174 ± 30 Ω
• If a boost pressure and temperature sensor was replaced with a
new one, the data must be reset in the engine electronic control
unit.
• For the data resetting work, consult your nearest authorized
dealer or distributor.
13E-818
13E
#347 Inspection of humidity and intake air temperature sensor
• Measure the resistance value between terminals 2 (or 4) and 3.
0°C {32°F} 5750 to 6230 Ω
30°C {86°F} 1759 to 1875 Ω
Standard value
60°C {140°F} 634 to 690 Ω
90°C {194°F} 265 to 293 Ω
• If the measurement is out of standard value, replace the sensor.
(See Gr15.)
#431 Inspection of condenser fan motor

• Make sure that the motor operates when 12 volts DC is applied
between each terminal.
• If any fault is found, replace condenser. (See Gr55.)
#497 Inspection of fuel pump

• Make sure that the motor operates when battery voltage is ap-
plied between each terminal.
• If any fault is found, replace the fuel pump. (See Gr13.)
#530 Inspection of EGR actuator

• Because it is not easy to check these actuator individually, deter-
mine quality of the actuator indirectly by checking related parts,
such as harnesses, power window motor, etc. in the system.
remains in the system, replace the EGR actuator. (See Gr17.)
#536 Inspection of vacuum modulator

• Apply battery voltage between each terminals confirm that the
vacuum modulator operates.
• If any fault is found, replace the vacuum modulator. (See Gr15.)
13E-819
#572 Inspection of FMU (fuel metering unit)
• Because it is not easy to check these FMU (fuel metering unit)
individually, determine quality of the FMU (fuel metering unit) in-
directly by checking related parts, such as harnesses, etc. in the
system.
remains in the system, replace the FMU (fuel metering unit).
#582 Inspection of injector

Standard value
180 ± 30 kΩ
(at 20°C {68°F})
• If the measurement is out of specification, replace the injector.
(See Gr13.)
• If an injector was replaced with a new one, the data must be writ-
ten and reset in the engine electronic control unit.
• For the data writing and resetting work, consult your nearest au-
thorized dealer or distributor.
#764 Inspection of glow plug

• Measure using a multimeter the resistance between the housing
and the connection pin.
Standard value
0.6 to 1.0 Ω
(at 20°C {68°F})
the glow plug. (See Gr11.)
#773 Inspection of DEF heater power unit

• Because it is not easy to check these DEF heater power unit in-
dividually, determine quality of the DEF heater power unit indi-
rectly by checking related parts, such as harnesses, etc. in the
system.
remains in the system, replace the DEF heater power unit. (See
Gr17.)
13E-820
13E
#828 Inspection of controller area network resistor
• Measure the resistance of the resistor number marked on the
controller area network resistor.
1 270 ± 13.5 Ω
2 510 ± 25.5 Ω
3 820 ± 41 Ω
4 1300 ± 65 Ω
5 2000 ± 100 Ω
Standard value 6 3300 ± 165 Ω
Resistor No.
(at 20°C {68°F}) 7 5600 ± 280 Ω
8 15000 ± 750 Ω
9 390 ± 19.5 Ω
10 4300 ± 215 Ω
11 9100 ± 455 Ω
12 120 ± 6 Ω
• If the measurement is out of specification, replace the controller
area network resistor with one that has the same resistor num-
ber and same specified resistance.
CAUTION
The controller area network resistor are matched to the en-
gine. If you replace any of them, be sure to replace it with one
that has the same resistor number.
13E-821
INSTALLED LOCATIONS OF PARTS
13E-822
13E
13E-823
13E-824
13E
13E-825
13E-826
13E
13E-827
13E-828
13E
M E M O
13E-829
13E-830
13E
13E-831
13E-832
13E
13E-833
13E-834
13E
M E M O
13E-835
13E-836
13E
13E-837
13E-838
13E
13E-839
13E-840
13E
13E-841
13E-842
13E
13E-843
13E-844
13E
M E M O
13E-845
13E-846
13E
R
13E-847
R
13E-848
13E
M E M O
13E-849
13E-850
13E
Wire diameter -
Location Circuit No. Destination Remarks
wire color
CFE1 1.25-B Condenser fan motor FE
EAC1 1.25-B JOINT (EAC1)
[12] FHE1
1.25-B Fuel filter FG
FHE1S
HSE1 2-B R
DEF tank BlueTec exhaust gas aftertreatment
HSE2 2-B
[13] EAB1 8-B SAM ECU (8C)
EDE1 2.5-B
EDE2 2.5-B
[14] Engine ECU
EDE3 2.5-B
EXE1 1.25-B
[15] FHE1 1.25-B Fuel filter FE
15-B Battery FG
[16]
30-BY Battery FE
[17] FPE1X 0.85-B Fuel pump FE
SAM : Signal detect and actuation modules

ECU : Electronic control unit
DEF : Diesel exhaust fluid
13E-851
ELECTRIC CIRCUIT DIAGRAM
13E-852
13E
13E-853
13E-854
13E
13E-855
13E-856
13E
13E-857
Group 14
Cooling
Pub.No.00ELT0001-14
INDEX
SPECIFICATIONS ............................................................................... 14-2

1. Cooling System ............................................................................. 14-3
2. Water Pump .................................................................................. 14-4
3. Thermostat .................................................................................... 14-4

1. Inspection of Auto Tensioner ........................................................ 14-6
2. Inspection of Coolant Level........................................................... 14-9
3. Inspection for Coolant Leaks ........................................................ 14-9
4. Coolant Replacement and Cleaning of Cooling System ................ 14-9
5. Air Bleeding of Cooling System .................................................. 14-13
6. Air/Gas Leakage Test .................................................................. 14-13
7. Inspection of Cracks or Damage of the Belt ................................ 14-13
DISCONNECTION AND CONNECTION

OF HOSES AND PIPES .................................................................... 14-14
RADIATOR......................................................................................... 14-22
PRESSURE CAP, SURGE TANK...................................................... 14-24
RESERVOIR TANK ........................................................................... 14-26
COOLING FAN .................................................................................. 14-28
BELT, WATER PUMP, DAMPER PULLEY ........................................ 14-32
THERMOSTAT................................................................................... 14-38
14-1
SPECIFICATIONS
Item Specifications
Cooling system Forced water circulation system
Water pump Belt-driven involute type
Type N.I.
Thermostat Start of opening °C {°F} 79 ± 2 {174 ± 3.6}
Max opening °C {°F} 92 ± 2 {198 ± 3.6}
Automatic cooling fan coupling Continuous control type (viscous coupling)
Radiator Tube and corrugated fin type
Except crew cab Approx. 14 {15}
Coolant capacity L {qts} Crew With rear air conditioner Approx. 15.1 {16}
cab With rear heater Approx. 15.2 {16}
14-2
1. Cooling System
• The engine cooling system is the type with forced circulation in a closed circuit. It comprises the following parts.
• A surge tank.
• An engine cooling module to dissipate the heat taken from the engine by the coolant with a radiator.
• An oil cooler to cool the lubricating oil.
• A water pump incorporated in the crankcase.
• A cooling fan activated by a viscous coupling.
• A thermostat governing the circulation of the coolant.
• The water pump driven by a V belt by the crankshaft sends coolant into the crankcase and into the cylinder head.
• When the coolant temperature reaches and exceeds the working temperature, it causes the thermostat to open
and the fluid is channelled from there to the radiator and is cooled by the fan.
• The pressure in the system due to the change in temperature is governed by the outlet and inlet valves incorpo-
rated in the surge tank pressure cap.
• The outlet valve has the following twofold function.
• To keep the system slightly pressurized so as to raise the boiling point of the coolant.
• To discharge into the atmosphere the excess pressure produced in case of high coolant temperatures.
14-3
• The function of the inlet valve is to permit transferring the coolant from the surge tank to the radiator when a lower
pressure is created in the system due to the reduction in volume of the coolant as a result of its temperature low-
ering.
2. Water Pump
• The water pump is the belt-driven in-
volute type.
3. Thermostat
• The thermostat casing is fitted with the
thermometric switch/transmitter and
water temperature sensor.
Valve travel at 79 ± 2°C {174 ± 3.6°F}
= 0.3 mm {0.012 in.}
Valve travel at 92 ± 2°C {198 ± 3.6°F},
min. 7.5 mm {0.30 in.}
14-4
TROUBLESHOOTING 14
Symptoms
Electronic control unit diagnosis lamp

Overheating (poor cooling)
Excessive coolant loss

Reference Gr
Abnormal noise
Overcooling
Possible causes
Damaged O O
V-belt
Oil on belt O
Incorrectly mounted water pump O O O O
Water pump Defective gasket O O O
Defective water pump O O O O
Incorrectly mounted thermostat O O O
Valve opening temperature too high (valve remains
Thermostat O O
closed)
Valve opening temperature too low (valve remains open) O
Leakage from coolant temperature sensor O O
Clogged core O O
Radiator Cracked core and/or separation in welds O O O
Cracks in upper tank and/or lower tank O O O
Defective bearing O O O
Automatic cooling fan Damaged bimetal O O
coupling Contaminated bimetal O O O
Silicone oil leakage O O O
Incorrectly mounted cylinder head O O O
Cylinder head Gr11
Incorrectly mounted oil cooler O O O
Oil cooler Gr12
Incorrectly mounted exhaust gas recirculation gas pipes O O
Incorrectly mounted exhaust gas recirculation coolant
O O
Exhaust gas recircu- pipes
Gr17
lation-related items Exhaust gas recirculation cooler clogged (coolant side) O
Damaged O-ring (exhaust gas recirculation-coolant
O O
sealing)
Poorly airtight pressure cap O O O
Insufficient coolant amount, contaminated coolant O O
Clogged or scaled coolant passage O O
Incorrectly connected hoses O O O
Incorrectly connected pipes O O O
Excessively low exterior temperature O
14-5
1. Inspection of Auto Tensioner
Special tools (Unit: mm {in.})

Sonic belt tension

ME357715 Measurement of tension of belt
gauge
• The fan belt is automatically adjusted for proper tension by the

auto tensioner. So, check the auto tensioner for correct opera-
tion.
• Confirm that the tension pulley moves smoothly when each of
the midpoints between pulleys of the fan belt indicated by the ar-
rows is pushed with your palm or pull on it.
1.1 Looseness of belt

• Use a sonic belt tension gauge to check to see that the belt ten-
sion is within the standard.
[Inspection of tension]
• Measurement using sonic belt tension gauge
• Direct the sensor microphone of to the position shown in
the illustration and measure the belt tension. For the operation of
the sonic belt tension gauge, see the instruction manual of the
tension gauge.
: Sonic belt tension gauge ME357715
CAUTION
• When checking or adjusting the belt tension, measure the
belt tension with the belt surface temperature being similar
to the room temperature. Higher temperature will increase
the belt tension, leading to incorrect tension measure-
ments.
• Turn on .
• Press “ (means “execute”)” key with no belt type number
entered.
• Set the sensitivity of its sensor microphone when measuring the
belt tension.
ON ( : means “low”): Measuring in noisy environment, or out-
doors in heavy wind
ON ( : means “high”):Measuring in silent environment, or
measuring a hard-to-vibrate belt
14-6
14
• Enter the unit mass of the belt and push “ (means “exe-
cute”)”.
Measuring point on the belt Unit mass of the belt

Fan belt 0.016 kg/m
• Select the type of the belt. (Select “3” for ribbed belt.)
• Enter the number of ribs and push “ (means “execute”)”.
Measuring point on the belt Number of ribs

Fan belt 7
• Enter the length of span and push “ (means “execute”)”.
Measuring point on the belt Length of span

Fan belt 202 mm
14-7
• Set the sensor microphone of approx. 10 mm {0.39 in.} above
the belt, at the middle position between pulleys.
• Tap the belt lightly with a grip of a screwdriver to vibrate the belt.
• Measure the tension a few times and calculate the average val-
ue.
Standard value 300 to 700 N
• Confirm that the belt is in correct alignment with the tension pul-
ley.
• If the belt is not in correct alignment with tension pulley, check

the auto tensioner or replace the belt with a new one.
14-8
14
2. Inspection of Coolant Level
• Perform the coolant level inspection when the coolant is cold be-
fore the engine is started.
• Confirm that the coolant level is between the “FULL” and “LOW”
lines of the reservoir tank.
• If the coolant level is lower than the “LOW” line, check that the
cooling system for leaks. If no leaks are found, then add coolant
up to the “FULL” line. Use coolant containing the predetermined
amount of coolant to protect the cooling system from freezing
and corrosion. (See the Owner’s Manual for how to prepare the
coolant.)
• If the coolant level is abnormally low or lowers in an abnormally
short period of time, the cooling system may be leaking. Inspect
the system for leaks. (See “3. Inspection for coolant leaks” in
ON-VEHICLE INSPECTION AND ADJUSTMENT.)
3. Inspection for Coolant Leaks

• Sufficiently warm up the engine. With the engine still running at
idle, check that no coolant leaks from the radiator, reservoir tank,
water pump, radiator hose, heater hose, or other associated
components.
• If there is a coolant leak, check connections of the correspond-
ing components. Tighten any loose connections to the specified
torques. Replace any cracked or otherwise damaged part with a
new one. (See later section.)
4. Coolant Replacement and Cleaning of Cooling System

– Radiator drain cock 2.5 ± 0.5 {1.8 ± 0.4, 0.3 ± 0.1} –
• Using the radiator for extended periods of time without cleaning can increase chance of rust and scale formation,
which may cause engine overheating. The cooling system must be cleaned periodically.
14-9
4.1 Draining of coolant
• Place a container to catch coolant under the radiator drain cock.
• Remove the cap from the reservoir tank.
• Before draining the coolant, loosen the pressure cap to reduce

the pressure in the cooling system. Remember to drain the cool-
ant out of the reservoir tank as well.
WARNING
• Drain the coolant only after it has cooled sufficiently to
avoid getting scalded.
• Opening the pressure cap while the coolant temperature is
still high can cause hot coolant to spray out. Cover the
pressure cap with a cloth, and loosen it slowly to let the
pressure out before opening it fully.
• Remove the under cover below the radiator, if the vehicle is so

equipped.
14-10
14
• Loosen the radiator drain cock to let the coolant run through the
nipple.
4.2 Cleaning procedure

• Using coolant additive
To prevent the cooling system freezing up and minimize corrosion, use coolant or an equivalent. Coolant is an
ethylene-glycol-based antifreeze (SAE J814-C) with both anti-freeze and anti-corrosion properties. Dilute it with
soft water to the specified concentration.
• Keep the coolant temperature at approximately 90°C {194°F} so that the thermostat valve remains open and the
coolant continues to circulate in the radiator.
• For the sake of convenience you can raise the coolant temperature quickly by covering the front of the radiator
with corrugated cardboard or something similar.
• In cases where a large amount of rust has accumulated it is common for the radiator to leak as a result of clean-
ing. Conduct a thorough check for leakage after cleaning.
• After completing the cleaning, check the reservoir tank coolant level. Add coolant if necessary.
• If the coolant has been completely replaced, reset the service and maintenance memory of the multi-information
system. (See Chapter 6 “Multi-information system” of Owner’s Manual.)
WARNING
• If you splash coolant in your eye, immediately rinse the eye with water and then seek medical attention.
CAUTION
• Coolant is flammable. Never bring an open flame close to it.
14-11
• Select an appropriate cleaning method according to the condition of the cooling system as shown below.
• Ordinary condition • Coolant extremely dirty • Radiator clogged
Cleaning using radiator cleaner.

Flushing with water.
Drain out coolant.
Make water solution of radiator cleaner at 5 to 10%

concentration in volume.
Pour solution into reservoir tank.
Let the engine idle for 30 minutes with the solution at

approximately 90°C {194°F}.
CAUTION
• Limit the engine idling period to one hour. Operating
an engine containing the cleaning solution for long-
er time may lead to damage of the cooling system.
Drain out coolant/cleaning solution.
Pour tap water (preferably hot) into the surge tank.
Let the engine idle for 10 minutes with water at

approximately 90°C {194°F}.
Drain out water.
Cleaning is complete if drained water is clear.

Repeat procedure if drained water is not clear.
CAUTION
• After cleaning the cooling system using cleaning so-
lution, fill it with coolant containing the specified ad-
ditive as soon as possible.
• To prevent freezing of the coolant and corrosion of
the cooling system, use the coolant with the speci-
fied ratio of coolant.
14-12
14
5. Air Bleeding of Cooling System
• With the pressure cap removed and the coolant temperature at 90°C {194°F}, let the engine idle in order to bleed
air completely out of the cooling system.
• After air bleeding is completed, refill the surge tank with coolant as needed.
6. Air/Gas Leakage Test

• Presence of air or exhaust gas in coolant accelerates corrosion of the cooling system components. To prevent
this, carry out air/gas leakage tests in accordance with the following procedure.
• Remove the pressure cap.
WARNING
• If the engine is hot, boiling coolant may spurt out from the filler port when the pressure cap is loosened.
To avoid burning yourself, make sure to remove the pressure cap only when the coolant is cold.
• Run the engine until the coolant temperature rises to approximately 90°C {194°F}.
• If air bubbles appear continuously through the filler port, there is air or exhaust gas penetrating into the cooling
system.
• Presence of air in coolant can be an indication of loose cylinder head bolts, loose water pump mounting bolts,
loose hose connections, and/or a damaged hose.
• Presence of exhaust gas in coolant can be an indication of a damaged cylinder head gasket and/or cracks in the
cylinder head.
7. Inspection of Cracks or Damage of the Belt

• If a belt is cracked or otherwise damaged, have it replaced it as soon as possible. Belt replacement requires com-
ponent disassembly.
Belt condition Remaining service life (reference)
• The belt has reached the end of its service life and must be
replaced.
14-13
DISCONNECTION AND CONNECTION OF HOSES AND PIPES
Radiator Hose and Pipe
Removal sequence
1 Reservoir tank (See later sec- 6 Water hose C 12 Water hose G
tion.) 7 Water pipe B 13 Upper radiator hose
2 Water hose A 8 Water hose D 14 Lower radiator hose
3 Water pipe A 9 Water hose E 15 Radiator (See later section.)
4 Surge tank (See later section.) 10 Water hose F
5 Water hose B 11 Supply hose
14-14
14

Clamp 4.0 ± 0.1 {3.0 ± 0.1, 0.4 ± 0.01} Wet
Clamp 1 ± 0.5 {0.7 ± 0.4, 0.1 ± 0.05} –
Installation: Upper radiator hose, lower radiator hose
• Each hose end should overlap with the fitting to the dimension
shown in the illustration.
• Install the radiator end of the radiator hose with its white marking
aligned with the stopper on the hose fitting of the radiator.
• Install the clamps at the angles shown.
14-15
Installation: Water hose, water pipe
• Insert the water hose all the way up to the stopper or marking on
the water pipe.
• Insert the reservoir tank end of the water hose all the way until it
stops against the stopper or butt end.
• The white or yellow marking on the water hose, if provided,
should face upward of the vehicle when the water hose is in-
stalled.
• The reservoir tank end of the water hose should overlap with the
filling by 25 mm {0.98 in.} and the white marking should face the
rear of the vehicle. Affix the hose on the cab bridge while making
the edges of the clips align with the markings on the hose as
shown in the illustration.
• Fasten the clamps firmly.
Installation: Supply hose

• Insert the hose up against the stopper. Turn the white and yellow
markings on the hose upward.
• Install the clamp at the angle shown.
14-16
14
Heater Hose and Pipe <Front Heater>
Removal sequence
1 Heater hose A 5 Heater hose D : Non-reusable parts
2 Heater hose B 6 Heater pipe C
3 Heater pipe A 7 Heater hose E
4 Heater hose C 8 Heater hose F
14-17
Installation: Heater hoses, heater pipes
• Install the heater hoses to the pipes as shown in the illustration.
Installation: Heater hose E, heater hose F

• Connect the heater hoses E and F to the heater unit with the
markings facing the rear of the vehicle and to the heater pipes C
with the markings facing the front of the vehicle.
Installation: Heater hose A, heater hose B

• Connect the hoses aligning the shown markings with each other.
14-18
14
Installation: Heater hose A, heater hose B
• Install the engine ends of the hoses with the markings facing up-
ward.
14-19
Heater Hose and Pipe <Rear Heater>
Removal sequence
1 Heater hose A 7 Heater pipe B 13 Heater pipe E
2 Heater pipe A 8 Heater hose D 14 Heater hose G
3 Heater hose B 9 Heater hose E 15 Connector
4 Connector 10 Heater pipe C 16 Gasket
5 Gasket 11 Heater hose F
6 Heater hose C 12 Heater pipe D
14-20
14

Connector 50 to 60 {37 to 44, 5.1 to 6.1} –
Installation: Connector, heater hose G
• Install the gasket and connector on the connection fitting on the
engine side.
• Connect the heater hose G to the connector with its marking fac-
ing upward. Connect the heater hose G to the heater pipe D with
the markings on them aligned with each other.
Installation: Heater pipe D

• Install heater pipe D with its round mark facing upward and
aligned with the edge of the clip.
Installation: Connector, heater hose B

• Install the gasket and connector on the connection fitting on the
engine side.
• Connect the heater hose B to the connector with its marking fac-
ing the rear of the vehicle. Connect the heater hose B to the
heater pipe A with its marking facing upward.
14-21
RADIATOR
Removal sequence
1 Shroud seal 7 Support cushion 13 Lower support
2 Radiator shroud 8 Radiator 14 Side bracket LH
3 Baffle plate RH 9 Side member RH 15 Side bracket RH
4 Baffle plate LH 10 Side member LH 16 Radiator filter
5 Upper baffle plate 11 Radiator drain cock
6 Support rod 12 Support cushion
14-22
14
Service standards
Air leakage from radiator
8 0 cm3 {0 mL} – Repair or replace
(air pressure 147 kPa {21 psi, 1.47 kgf/cm2})

Radiator drain cock 2.5 ± 0.5 {1.8 ± 0.4, 0.3 ± 0.1} –
Inspection: Radiator air leakage
• Connect a hose and radiator cap tester to the upper tank.
• Plug the lower tank and put the entire radiator into a tank filled
with water.
• Use the radiator cap tester to apply an air pressure of 147 kPa
{21 psi, 1.47 kgf/cm2} and check for air leakage.
• If air leakage is found, replace the radiator.
14-23
PRESSURE CAP, SURGE TANK
Removal sequence
1 Water hose A 6 Pressure cap
2 Water hose B 7 Surge tank
3 Water hose C 8 Bracket
4 Water level sensor 9 Surge tank bracket
5 O-ring
Service standards
110 ± 15 kPa
1 Pressure cap valve opening pressure {16 ± 2.2 psi, 1.1 ± 0.15 – Replace
kgf/cm2}

Water level sensor 3 +10 {2.2 +0.7 +0.1
0 , 0.3 0 } –
14-24
14
Inspection: Pressure cap
(1) Pressure valve opening pressure
• Measure the pressure valve opening pressure using a pres-
sure cap tester.
• Replace the pressure cap if the measured value deviates
from the standard value range.
(2) Inspection: Vent valve

• Check the reservoir tank for water level in advance.
• Let the engine run at high speeds and, when a certain amount
of coolant overflows to the reservoir tank, stop the engine.
• Leave the unit to stand for some time. When the coolant tem-
perature becomes the atmospheric temperature, check that
the water level of the reservoir tank is the same as that before
the engine was started.
• If the water level does not lower, the vent valve is faulty. So,
replace the pressure cap with a new one.
CAUTION
• If the pressure cap is removed before the coolant tempera-
ture lowers to the atmospheric level, a vacuum develops in-
side the radiator, so that the coolant cannot return to the
reservoir tank.
Installation: Water level sensor
• The water level sensor is installed on the surge tank.
14-25
RESERVOIR TANK
Removal sequence
1 Water hose A 4 Tank bracket B
2 Water hose B 5 Tank protector
3 Tank bracket A 6 Reservoir tank
14-26
14
M E M O
14-27
COOLING FAN
Removal sequence
1 Fan shroud 4 Shroud lower stay
2 Spacer 5 Cooling fan
3 Shroud upper stay 6 Automatic cooling fan coupling

5.0 to 9.0 Correct or
– Clearance between fan shroud and cooling fan –
{0.20 to 0.35} replace
14-28
14
Automatic cooling fan coupling 90 to 112 {66 to 83, 9.2 to 11} –
Bolt (cooling fan mounting) 7 to10 {5.2 to 7.4, 0.7 to 1.0} –
Bolt 19 to 28 {14 to 21, 1.9 to 2.8} –
Bolt 45 to 55 {33 to 41, 4.5 to 5.6} –
Bolt 32 to 48 {24 to 35, 3.3 to 4.9} –

Coupling fan
attachment tool
A B C MH064219 Holding of fan pulley
101 12.7 230
{3.98} {0.50} {9.06}
Inspection and cleaning procedure

Inspection: Automatic cooling fan coupling
• Make an inspection of the following points. Replace the automat-
ic cooling fan coupling if defective.
Check the followings.
• The hydraulic oil sealed inside the coupling is not leaking.
• The coupling does not make any abnormal noise or rotate un-
evenly due to defects in the inside bearing when rotated man-
ually.
• The automatic cooling fan coupling does not move too much
when pushed and pulled in the axial directions when the en-
gine is cold.
Cleaning: Automatic cooling fan coupling
• When removing foreign matter from the bimetal, be careful not to
press too hard against the bimetal.
Removal procedure
Removal: Automatic cooling fan coupling
• Fit to the fan pulley.
• While holding , remove the automatic cooling fan coupling.
CAUTION
14-29
COOLING FAN
Installation: Automatic cooling fan coupling
• While holding , tighten the automatic cooling fan coupling to
the specified torque.
CAUTION
• If it is difficult to check the tightening torque during tightening the

automatic cooling fan coupling, perform the following steps: set
a torque wrench on while holding down the automatic cool-
ing fan coupling with a wrench and tighten the automatic cooling
fan coupling by turning the fan pulley, to thereby check the tight-
ening torque.
• In this case, the length 230 mm {9.06 in.} of should be tak-
en into consideration when setting the tightening torque.
Installation: Cooling fan

• Mount the cooling fan on the automatic cooling fan coupling.
Installation: Fan shroud

• Install the fan shroud on the engine main body.
• Make sure that, when assembled, there is the specified clear-
ance between the fan shroud and cooling fan throughout the en-
tire periphery.
14-30
14
M E M O
14-31
BELT, WATER PUMP, DAMPER PULLEY
Removal sequence
1 Belt 9 Gasket
2 Idler pulley 10 Damper pulley
3 Belt tensioner 11 Alternator
4 Air conditioner compressor 12 Alternator pulley
5 Dowel pin 13 Cover
6 Pulley
7 Water pump : Non-reusable parts
8 Lock plug

Bolt (damper pulley mounting) 350 {260, 35} –
M8 25 {18, 2.5}
Bolt (water pump mounting) –
M10 50 {37, 5}
Bolt (belt tensioner mounting) 40 {30, 4} –
Bolt (belt tensioner mounting)
Bolt (pulley mounting) 25 {18, 2.5} –
Bolt (support pulley mounting)
Pulley 60 to 70 {44 to 52, 6.1 to 7.1} –
14-32
14
Wrench for alternator pulley (free

Wrench, alternator pulley MH063986
wheel) removal/refitting
Tool to retain engine Stop the rotation of the engine

MH064194
flywheel flywheel
Coupling fan
attachment tool
A B C MH064219 Holding of fan pulley
101 12.7 230
{3.98} {0.50} {9.06}
Removal procedure
Removal: Belt
• Using a wrench of an adequate type, operate automatic belt ten-
sioner in the direction of the arrow to loosen the belt.
CAUTION
• Use care not to allow your finger to be caught between the
belt and pulley.
• Remove the auxiliary mechanism drive belt.
14-33
Removal: Automatic belt tensioner
• Loosen the bolt and remove the automatic belt tensioner.
Removal: Pulley
• While holding , remove the automatic cooling fan coupling.
Removal: Water pump

• Unscrew and remove the attaching bolts; remove the water
pump taking care to remove the gasket.
Removal: Damper pulley

• Using , block rotation of the engine flywheel.
14-34
14
• Take out the bolt and remove the damper pulley.
Removal: Alternator pulley

• Insert , into the inner gear of the pulley.
• While holding the rotor shaft of the alternator with a multi-point
wrench, remove the pulley using and φ17 {0.67 in.} box
wrench.
Installation: Alternator pulley
• Insert , into the inner gear of the free wheel pulley.
• While holding the rotor shaft of the alternator with a multi-point
wrench, tighten the pulley to the specified torque using and
φ17 {0.67 in.} wrench.
14-35
Installation: Damper pulley
• Stop the rotation of the engine flywheel by means of .
• Fit the damper pulley. Drive in the screw and tighten it to the pre-
scribed torque.
Installation: Water pump

• Install the water pump with a new gasket.
• Drive in the bolts and tighten them to the prescribed torque.
Installation: Pulley
• Attach to the fan pulley.
• While holding , tighten the automatic cooling fan coupling to
a torque of 25 N·m {18 ft.lbs, 2.5 kgf·m}.
Installation: Air compressor

• Install the air compressor on the alternator bracket.
14-36
14
Installation: Automatic belt tensioner
• Install the automatic belt tensioner and tighten the bolt.
Installation: Belt
• Position the auxiliary mechanism drive belt.
• Using a wrench of an adequate type, operate the automatic belt

tensioner in the direction of the arrow to tighten the accessory
drive belt.
CAUTION
• Use care not to allow your finger to be caught between the
belt and pulley.
14-37
THERMOSTAT
Removal sequence
1 Water temperature sensor
2 Thermostat
3 Gasket

Valve opening temperature 79 ± 2°C {174 ± 3.6°F}
1 Thermostat 7.5 or more / 92°C – Replace
Valve lift / temperature
{0.30 or more / 198°F}

Bolt (thermostat mounting) 25 {18, 2.5} –
Water temperature sensor 40 {30, 4.1} –
Inspection: Thermostat
• Stir the water using a stirring rod to maintain an even water tem-
perature in the container, then conduct the tests indicated below.
• If the measured values deviate from the standard value ranges,
replace the thermostat.
(1) Valve opening temperature
• Hold the thermostat with wire to keep it away from the heat
source.
• Heat the water gradually to the valve opening temperature.
• Maintain this temperature for five minutes and make sure that
the valve is completely open.
• Make sure that the valve closes completely when the water tem-
perature drops below 77°C {171°F}.
14-38
14
(2) Valve lift
• Heat the water to 94°C {201°F} and keep the temperature for
five minutes with the valve opened completely. Measure the
amount of the valve lift.
Removal procedure
Removal: Thermostat, water temperature sensor
• Remove four bolts and remove the thermostat together with the
water temperature sensor.
Installation: Thermostat, water temperature sensor
• Install the thermostat together with the water temperature sen-
sor. Mount a new gasket between the thermostat and cylinder
head.
14-39
Group 15
Intake and Exhaust
Pub.No.00ELT0001-15
INDEX
SPECIFICATIONS ............................................................................... 15-2

1. Air Cleaner .................................................................................... 15-3
2. Turbocharging System .................................................................. 15-4
3. EBS (Exhaust Brake System) Valve ............................................... 15-9
TROUBLESHOOTING <GENERAL> ................................................ 15-10

1. Exhaust Emission Condition ....................................................... 15-11
2. Cleaning and Inspection of Air Cleaner Element ......................... 15-11
3. Installation, Looseness, and Damage of
Exhaust Pipe and Muffler ............................................................ 15-12
4. Functions of Muffler .................................................................... 15-13
AIR DUCT AND AIR CLEANER

<EXCEPT CREW CAB> .................................................................... 15-14
<CREW CAB> .................................................................................. 15-20
TURBOCHARGER ............................................................................ 15-26
EXHAUST MANIFOLD ...................................................................... 15-32
INTERCOOLER ................................................................................. 15-34
INTAKE MANIFOLD .......................................................................... 15-38
FRONT PIPE...................................................................................... 15-42
15-1
SPECIFICATIONS
Item Specifications
Air cleaner element type Filter paper type
Type K03 B2 waste-Gate
Manufacturer BORG WARNER
Turbocharger
Turbocharger shaft radial play mm {in.} 0.396 to 0.602 {0.016 to 0.024}
Turbocharger shaft end float mm {in.} 0.034 to 0.106 {0.0013 to 0.0042}
Intercooler type Tube and corrugated fin air cooled type
15-2
1. Air Cleaner
• The air cleaner is a single element
type.
• When the engine slows down below
the predetermined speed, the level of
vacuum in the air cleaner changes and
causes the unloader valve to vibrate.
Vibration of the unloader valve allows
the air cleaner to automatically dis-
charge any water and dust that has
accumulated inside.
15-3
2. Turbocharging System
• The turbocharging system is composed of: an air filter, two-stage turbocompressor and intercooler.
• The air filter is the dry type comprising a filtering cartridge to be periodically replaced.
• The function of the two-stage turbocharger is to use the energy of the engine’s exhaust gas to send pressurized
air to the cylinders.
• The intercooler comprises a radiator included in the engine coolant radiator and its function is to lower the temper-
ature of the air leaving the turbocharger to send it to the cylinders.
15-4
15
2.1 Turbocharger system function diagram
• For electronic control unit connector diagram of turbocharger system, see Gr13.
15-5
2.2 Turbocharger
• The borg warner turbcompressor is of the two-stage type with waste gate. It basically consists of;
• A primary high-pressure turbocharger consisting of.
• Central body in which a shaft is fitted, supported by bushings, fitted with the turbine impeller and compressor
impeller at opposite ends.
• A small fixed geometry turbine casing and a compressor casing mounted at the end of the central casing.
• A secondary low-pressure turbocharger consisting of:
• central casing in which a shaft is fitted, supported by bushings, fitted with the turbine impeller and compressor
impeller at opposite ends;
• a larger fixed geometry turbine casing and a compressor casing mounted at the end of the central casing;
• A gas pipe connecting the two turbines;
• A pipe connecting the compressed air between the two compressors;
• An overpressure relief valve fitted on the high pressure turbine casing. This partialises the exhaust gas outlet and
sends part directly to the low pressure turbine via the pipe connecting the two turbines when the supercharging
pressure exceeds the set value. The waste gate valve is controlled by a modulator valve which modulates the un-
derpressure taken from the air circuit of the servo brake, according to the information exchanged between the
electronic control unit and the sensors: engine speed, throttle pedal position and pressure/temperature fitted on
the intake manifold.
15-6
15
(1) Operation at low speed

• At low engine speed, the WG valve is closed and the exhaust gases from the exhaust manifold offer a weak kinet-
ic energy to rotate the high-pressure turbine slowly. The residual kinetic energy of the exhaust gases flowing out
of the high-pressure turbine also rotate the low-pressure turbine slowly, activating both compressors and thus al-
lowing the outside air to be compressed and sent through the connection piping to the intercooler with a limited
turbocharge pressure.
(2) Operation at high speed

• When the engine speed increases, the kinetic energy of the exhaust gases also increases, therefore the high-
pressure turbine speed increases, which in turn causes the WG valve to intervene and create a rise in tubocharg-
ing pressure.
• Waste Gate valve intervention allows the part of the exhaust gases with greater kinetic energy to bypass the high-
pressure turbine and go directly to the low-pressure turbine, which is rotating more quickly; also, by activating
both compressors and thus allowing the outside air to be compressed, it is sent through the connection piping to
the intercooler with a limited turbocharge pressure.
15-7
2.3 Actuator
• The actuator diaphragm, connected to
the control rod, is governed by the low
pressure on the top of the actuator.
• The underpressure modulated by the
proportional magnetic valve varies the
movement of the diaphragm and, as a
result, of the rod governing the throttle.
15-8
15
3. EBS (Exhaust Brake System) Valve
• The EBS valve fitted on the turbocharger outlet it modulates the pressure of the exhaust gases flowing out of the
turbine to increase the “EGR” function in aspiration with the purpose of graduating the value of the exhaust emis-
sion. It improves the value of the gaseous emissions bringing it to the parameters required by the norm.
• Following the value of restriction defined by the valve the exhaust gas pressure is increased upstream of the tur-
bine. Greater the pressure determined by the restriction, the greater will be the flow of the exhaust gases that are
diverted, upstream of the turbine inlet, toward the EGR (Exhaust Gas Recirculation) unit and recirculated in the in-
let.
• The engine electronic control unit is mapped for the management of the gaseous emissions values and following
these parameters it controls the opening of the EBS valve.
• The flow of the exhaust gases “not diverted” is sent to the exhaust pipe.
15-9
TROUBLESHOOTING <GENERAL>
Symptoms
DPF premature clogging

Reference Gr
Excess oil consumption

ECU diagnosis lamp
Engine hard to start
Poor engine power

White exhaust gas
Black exhaust gas
Possible causes
Air cleaner Clogged air cleaner element O O O
Defective turbocharger O O O O
Turbocharger Damaged air pipe, air hose, and air duct; defec-
O
tive air valve
Foreign substances deposited on intercooler front
Intercooler O
core
Front pipe/DPF/tail pipe deformed Gr17
Front pipe/DPF/tail pipe fitted poorly Gr17
Rocker arms broken/out of place O O O Gr11
Cylinder head gasket defective O O Gr11
Wear/carbon deposits on valves and valve seats O Gr11
Valve spring weakened O O O Gr11
Piston rings worn/damaged O O O O Gr11
Piston ring grooves worn/damaged O O O O Gr11
Cooling system malfunctioning O O
Engine oil quantity excessive O Gr12
Major moving parts seized O O O
Uneven or excessive fuel injection O Gr13
DPF: Diesel particulate filter
15-10
ON-VEHICLE INSPECTION AND ADJUSTMENT 15
1. Exhaust Emission Condition
• With the engine warmed up sufficiently, visually check to see if
an abnormal black smoke is discharged.
• If an abnormal condition is evident, check different parts and cor-
rect or replace any defective part.
2. Cleaning and Inspection of Air Cleaner Element

[Inspection]
• Shine light inside the element.
• Replace the element if thin spots or broken parts are evident in
the filter paper, or if the packing at the top of the element is dam-
aged.
Also replace the element if the dust on the element is damp with
oily soot, regardless of the replacement schedule.
[Cleaning]
• Blow a jet of compressed air at a pressure not higher than 685
kPa {100 psi, 7 kgf/cm2} against the inside surfaces of the ele-
ment.
• Move the compressed air jet up and down along all pleats of the
filter paper element.
CAUTION
• For the frequency and timing of cleaning, see the relevant
instruction manual. More frequent cleaning than necessary
may damage the element, causing dust and foreign matter
to be sucked into the engine.
• Do not strike the element or hit it against another object to
remove dust.
• Do not blow compressed air against outside surfaces of the
element.
[Installation]
• Insert the air cleaner element straight into the air cleaner case.
Then move the lock lever in the air cleaner case to the “LOCK”
position.
15-11
• Install the cover while inserting its projections into the holes in
the air cleaner case.
3. Installation, Looseness, and Damage of Exhaust Pipe and Muffler
• Check the following and when a loose or faulty part is detected, correct or replace the part.
• Check the mounting and connecting portions of the exhaust (front) pipe, muffler, DPF, and oxidation catalyst for
looseness by shaking them by hand.
• Using a wrench or similar tool, check the mounting bolts and nuts of the exhaust (front) pipe, muffler, DPF, oxi-
dation catalyst, and heat insulating board (insulator) for looseness.
• Check the rubber hanger for deterioration, damage, and installed condition.
• Check the exhaust (front) pipe, muffler, DPF, oxidation catalyst, and heat insulating board (insulator) for dam-
age and corrosion.
• Check the exhaust (front) pipe, muffler, DPF, and oxidation catalyst for possible contact with other parts.
• Start the engine (and let it warm up thoroughly) and check for possible leakage of exhaust gas from connec-
tions.
CAUTION
• Do not touch water that comes out from the DPF or SCR. If such water attaches to your skin, wash it off
thoroughly with running water.
15-12
15
4. Functions of Muffler
• Start the engine (and let it warm up thoroughly). Then, change
its speed to listen for any unusual exhaust noise.
• If any unusual noise is heard, correct or replace the defective
part.
CAUTION
• Do not touch water that comes out from the DPF or SCR. If
such water attaches to your skin, wash it off thoroughly
with running water.

SCR: Selective catalytic reduction
15-13
AIR DUCT AND AIR CLEANER <EXCEPT CREW CAB>
15-14
15
1 Air intake duct 8 Air hose B 15 Air cleaner cover
2 Connector 9 Air flow and intake air temper- 16 Gasket
3 PCV hose ature sensor 17 Element
4 Humidity and intake air tem- 10 Air hose C 18 Air cleaner cover
perature sensor 11 Dust indicator 19 Air cleaner cover lever
5 Air duct A 12 Indicator hose 20 Air cleaner case
6 Air hose A 13 Air box
7 Air duct B 14 Unloader valve : Non-reusable parts
PCV: Positive Crankcase Ventilation
Assembly sequence

Clamp 3.0 to 3.4 {2.2 to 2.5, 0.3 to 0.35} –
Clamp 9.0 to 11.0 {6.6 to 8.1, 0.9 to 1.1} –
Bolt 12 to15 {8.9 to 11, 1.2 to 1.5} –

Humidity and intake air temperature sensor ThreeBond 1855 As required
Removal procedure
Removal: Air cleaner element
• Make sure the parking brake is firmly applied.
• Chock the wheels.
• Undo the clamps at 2 places, then remove the cover by pulling it
in the direction of the clamps.
15-15
• Move the lock lever in the air cleaner case to the “UNLOCK” po-
sition.
• Pull the air cleaner element straight out of the air cleaner case.
Inspection: Element
aged.
Cleaning procedure
Cleaning: Element
ment.
CAUTION
• For the cleaning interval of the element, refer to the Owner’s
Manual. Unnecessarily frequent cleaning may damage the
element and can be the cause of dust and foreign objects
being trapped in the engine.
remove dust.
element.
15-16
15
Installation: Air cleaner element, air cleaner cover
• Insert the air cleaner element straight into the air cleaner case,
then move the lock lever in the air cleaner case to the “LOCK”
position.
• Install the cover while inserting its protrusions into the holes in
the air cleaner case.
Installation: Air flow sensor

• Install the air flow sensor to the dimensions indicated in the illus-
tration.
• Align the marks “o” on air hose and push it in until it hits stopper.
15-17
Installation: Air hose B, air duct B
• Connect the air hose B to the air duct B to the dimensions indi-
cated in the illustration.
• Align the marks “o” on air hose and push it in until it hits stopper.
CAUTION
• When assembling the secondary side hose or duct, use wa-
ter only for smooth installation. Appling soup suds, grease
or other lubricating material will cause malfunction of the
air flow sensor.
Installation: Humidity and intake air temperature sensor

• Apply sealant to the humidity and intake air temperature sensor,
then install the sensor on the air duct A.
15-18
15
M E M O
15-19
AIR DUCT AND AIR CLEANER <CREW CAB>
15-20
15
1 Air inlet duct 9 Air flow and intake air temper- 17 Unloader valve
2 Connector ature sensor 18 Air cleaner cover
3 PCV hose 10 Air hose C 19 Gasket
4 Humidity and intake air 11 Dust indicator 20 Element
temperature sensor 12 Indicator hose 21 Air cleaner cover
5 Air duct A 13 Air hose D 22 Air cleaner cover lever
6 Air hose A 14 Air pipe 23 Air cleaner case
7 Air duct B 15 Air hose E
8 Air hose B 16 Lower duct : Non-reusable parts
PCV: Positive Crankcase Ventilation
Assembly sequence

Clamp 3.0 to 3.4 {2.2 to 2.5, 0.3 to 0.35} –
Clamp 9.0 to 11.0 {6.6 to 8.1, 0.9 to 1.1} –
Bolt 12 to15 {8.9 to 11, 1.2 to 1.5} –

Humidity and intake air temperature sensor ThreeBond 1855 As required
Removal procedure
Removal: Air cleaner element
• Make sure the parking brake is firmly applied.
• Chock the wheels.
• Undo the clamps at 2 places, then remove the cover by pulling it
in the direction of the clamps.
15-21
• Move the lock lever in the air cleaner case to the “UNLOCK” po-
sition.
• Pull the air cleaner element straight out of the air cleaner case.
Inspection: Element
aged.
Cleaning procedure
Cleaning: Element
ment.
CAUTION
• For the cleaning interval of the element, refer to the Owner’s
Manual. Unnecessarily frequent cleaning may damage the
element and can be the cause of dust and foreign objects
being trapped in the engine.
remove dust.
element.
15-22
15
Installation: Air cleaner element, air cleaner cover
• Insert the air cleaner element straight into the air cleaner case.
• Move the lock lever in the air cleaner case to the “LOCK” posi-
tion.
• Install the cover while inserting its protrusions into the holes in
the air cleaner case, then fasten the clamps.
Installation: Air box, air hose, air pipe

• Connect the air hose E to the air box while respecting the dimen-
sions indicated in the illustration.
Installation: Air cleaner, air hose D, air pipe

• Connect the air hose D to the air cleaner while respecting the di-
mensions indicated in the illustration.
15-23
Installation: Air hose C, air flow sensor, air duct A
• Assemble the air hose C, air flow sensor, and air duct A together
to the dimensions indicated in the illustration.
• Connect the air hose with the embossed mark on it aligned with
that on the air duct.
Installation: Air hose A, air duct B, PCV (positive crankcase

ventilation) hose
• Assemble the air hose A, air duct B, and PCV (positive crank-
case ventilation) hose together to the dimensions indicated in
the illustration.
• Install the PVC hose with the indicated mark facing upward.
• Connect the air hose A to air duct B with the embossed marks
aligned.
CAUTION
• When assembling the secondary side hose or duct, use wa-
ter only for smooth installation. Appling soup suds, grease
or other lubricating material will cause malfunction of the
air flow sensor.
15-24
15
M E M O
15-25
TURBOCHARGER
15-26
15
Removal sequence
1 Oil return hose A 9 Water outlet pipe 17 Clamp
2 Oil return hose B 10 Clamp 18 EBS (Exhaust Brake system)
3 Connector A 11 Turbocharger coupler 19 Collar
4 Connector B 12 Gasket 20 Stud bolt
5 Oil pipe A 13 Air duct 21 Turbocharger
6 Connector C 14 Air inlet hose 22 Protector
7 Oil pipe B 15 Clamp
8 Water inlet pipe 16 Exhaust pipe : Non-reusable parts
CAUTION
• The turbocharger is a non-disassembly component. When it becomes unsmooth in rotation or has any
problems, replace the turbocharger.
Follow the removal sequence.

Bolt (exhaust manifold and turbocharger mounting)
Nut (exhaust manifold and turbocharger mounting)
25 {18, 2.5} –
Bolt (air duct mounting)
Bolt (oil return pipe mounting) 10 {7.4, 1.0} –
Connector and Eyebolt (pipe mounting) 30 {22, 3.1} –
Work before removal

• Open the radiator drain cock to discharge coolant.
• Perform the following steps to make a work space.
• Remove the air ducts and air hoses.
• Remove the air inlet hose and air inlet pipe.
• Remove the surge hose.
• Remove the heater hose.
• Remove the PCV hose.
• Remove the front pipe.
• Remove the protector.
• Remove the vacuum modulator.
• Remove the EGR (Exhaust Gas Recirculation) unit.
Removal procedure
Removal: Oil return hose A, oil return hose B
• Disconnect the oil return hose A and oil return hose B from the
turbocharger.
15-27
TURBOCHARGER
Removal: Oil pipe
• Remove the oil pipe.
Removal: Exhaust pipe, coolant inlet pipe, coolant outlet

coolant inlet pipe to the union on the EBS (Exhaust Brake Sys-
tem) valve.
• Remove the coolant inlet pipe from the EBS valve.
coolant outlet pipe to the union on the EBS valve. Remove the
coolant outlet pipe from the EBS valve.
• Undo the screw, loosen the clamp and detach the exhaust pipe
from the EBS valve.
• Undo the screw, loosen the clamp and remove the EBS valve
from the turbocharger.
•
Removal: Turbocharger coupler, air duct
• Unfasten the clamp and remove the turbocharger coupler.
• Remove the air duct after unfastening the clamp.
15-28
15
Removal: Bracket
• Remove the bracket that secures the turbocharger in place.
Removal: Turbocharger
• Remove the turbocharger from the exhaust manifold.
Installation: Turbocharger
• Install the turbocharger on the exhaust manifold.
15-29
TURBOCHARGER
• Fix the turbocharger to the cylinder head using the bracket.
Installation: Turbocharger coupler, air duct

• Install the turbocharger coupler and air duct on the turbocharger.
15-30
15
Installation: Exhaust pipe, coolant inlet pipe, coolant outlet
• Reinstall the EBS valve on the turbine outlet; place the clamp
and tighten the screw.
• Install the exhaust pipe on the EBS valve.
• Install the clamp and position it so that the screw doesn’t inter-
fere with the operation of the valve.
• Insert the coolant inlet pipe for EBS valve in the union. Tighten
• Insert the coolant outlet pipe for EBS valve in the union. Tighten
Installation: Oil pipe

• Install the oil pipe.
Installation: Oil return hose A, Oil return hose B

• Connect the oil return hose A and oil return hose B to the turbo-
charger.

• Reassemble those parts that have been removed to make the
work space.
• Install the vacuum modulator.
• Install the exhaust gas recirculation unit.
• Install the protector.
• Install the air ducts and air hoses.
• Install the air inlet hose and air inlet pipe.
• Install the surge hose.
• Install the heater hose.
• Install the PCV hose.
• Install the front pipe.
15-31
EXHAUST MANIFOLD
1 Spacer 3 Exhaust manifold : Non-reusable parts
2 Insulator 4 Gasket
Assembly sequence

Nut (exhaust manifold mounting) 25 {18, 2.5} –
Installation: Gasket
• Set the exhaust manifold in position together with a new gasket,
and fasten them by tightening the nuts via the spacers.
15-32
15
M E M O
15-33
INTERCOOLER
1 Air inlet hose A 5 Air inlet pipe RH
*a: Air inlet pipe
2 Air inlet pipe LH 6 Air inlet hose D
*b: Turbocharger coupler
3 Air inlet hose B 7 Intercooler
4 Air inlet hose C
CAUTION
• When removing the air inlet hose, do not try to pry it off with strong force using a screwdriver or other
similar tools. Doing that can damage the fluoro-layer on the inner surface of the hose, possibly compro-
mising the oil resistance of the hose.
Assembly sequence
Service standards
Intercooler air leakage (air pressure: 150 kPa
7 0 cm3 {0 mL} – Replace
{22 psi, 1.5 kgf/cm2} maintained for 30 seconds)
15-34
15
Clamp 8 to 9 {5.9 to 6.6, 0.8 to 0.9} –
Inspection: Air leakage from intercooler
• Plug one of the air ports of the intercooler and immerse it in a
tank of water. Apply the specified air pressure to the intercooler
through the other air port and retain pressure for 30 seconds.
• Replace the intercooler if any air leakage is evident.
Installation: Air inlet hose
• Install the air inlet hose on air inlet pipe RH so that the alignment
mark on the hose is aligned with the stopper on the pipe.
• Connect the air inlet hose to the air turbocharger coupler.
• Install the air inlet hoses to the intercooler, air inlet pipe RH and
turbocharger coupler to the illustrated dimensions.
15-35
INTERCOOLER
• Install the air inlet hose to the air inlet pipe LH so that the align-
ment mark on the hose is aligned with the stopper on the pipe.
• Connect the air inlet hose to the air inlet pipe aligning the notch-
es.
• Install the air inlet hoses to the intercooler, air inlet pipe LH and
air inlet pipe to the illustrated dimensions.
15-36
15
M E M O
15-37
INTAKE MANIFOLD
Removal sequence
1 Intercooler outlet temperature sensor 7 Gasket
2 Inlet pipe 8 Intake manifold
3 Gasket 9 Gasket
4 Mixing pipe
5 Gasket
*a: Connection pipe
6 Boost pressure and temperature sensor : Non-reusable parts
15-38
15
Bolt (intake manifold mounting)
Bolt (pipe mounting)
25 {18, 2.5} –
Nut (inlet pipe mounting)
Nut (connection pipe mounting)
Bolt (pressure and temperature sensor mounting) 10 {7.4, 1.0} –
Removal procedure
Removal: Air inlet pipe
• Remove the nuts and detach the air inlet pipe.
Removal: Mixing pipe

• Remove the bolt and detach the mixing pipe.
Removal: Boost pressure and temperature sensor

• Unscrew and remove the bolt; remove the boost pressure and
temperature sensor from the intake manifold.
15-39
INTAKE MANIFOLD
• Remove the gasket after removing the connection pipe.
• Unscrew and remove the stud bolts.
Removal: Intake manifold

• Unscrew and remove the fixing screws.
• Detach the intake manifold with its gasket.
Installation: Intake manifold
• Install the intake manifold with a new gasket.
• Drive in the screws and tighten them to the prescribed torque:
25 N·m {18 ft.lbs, 2.5 kgf·m}.
Installation: Boost pressure and temperature sensor

• Install the boost pressure and temperature sensor on the intake
manifold.
• Tighten the bolt to a torque of 10 N·m {7.4 ft.lbs, 10 kgf·m}.
15-40
15
Installation: Mixing pipe
• Fit the pipe with new gaskets.
• Tighten the bolts to a torque of 25 N·m {181 ft.lbs, 2.5 kgf·m}.
Installation: Air inlet pipe

• Fit the air inlet pipe on the intake manifold with a new gasket.
Screw in the fixing nuts and tighten them to a torque of 25 N·m
{181 ft.lbs, 2.5 kgf·m}.
15-41
FRONT PIPE
Removal sequence
1 Lambda sensor *a: DPF
2 Sensor stay : Non-reusable parts
3 Front pipe DPF: Diesel particulate filter
4 Gasket
5 Gasket

Lambda sensor 50 ± 10 {37 ± 7.4, 5.1 ± 1.0} –
Nut 50 ± 5 {37 ± 0.4, 5.1 ± 0.1} –
15-42
15
Installation: Front pipe
• Install the front pipe so that the amount of offset in both vertical
and horizontal directions between the pipes in front of and be-
hind the bellows are within the specified value.
CAUTION
• The function of the bellows on the front pipe is to reduce
the vehicle noise level. It is not intended for compensating
for misalignment that may result from improper installation
of the front pipe. Install the front pipe properly to avoid ex-
cessive tension or other stress on the bellows.
Installation: Lambda sensor

• Install the lambda sensor on the front pipe.
CAUTION
• Make sure that the sensor harness is free of tension, kink,
or interference with surrounding parts.
15-43
Group 17
Emission Control
Pub.No.00ELT0001-17
INDEX
SPECIFICATIONS ............................................................................... 17-2

1. EGR (Exhaust Gas Recirculation) System ..................................... 17-3
2. Blowby Gas Return System........................................................... 17-5
3. BlueTec® System .......................................................................... 17-6
TROUBLESHOOTING....................................................................... 17-13

1. Leakage of Diesel Exhaust Fluid ................................................ 17-14
2. Damage and Improper Installation of
Diesel Exhaust Fluid Lines ......................................................... 17-15
3. Replacement of Diesel Exhaust Fluid (AdBlue®) ......................... 17-16
4. Measures to be Taken if Diesel Exhaust Fluid Tank is
Filled with Incorrect Diesel Exhaust Fluid Solution ..................... 17-17
EGR (Exhaust Gas Recirculation) UNIT ......................................... 17-18
BLOWBY GAS RETURN SYSTEM................................................... 17-24
DEF (Diesel Exhaust Fluid) TANK................................................... 17-26
DPF (Diesel Particulate Filter)......................................................... 17-28
SCR (Selective Catalytic Reduction) .............................................. 17-32
17-1
SPECIFICATIONS
Item Specifications
Regeneration con- Muffler Mass kg {lb} 14.7 {32}
trol type DPF sys- DPF muffler
tem DPF Regeneration control type
SCR muffler Muffler Mass kg {lb} 21.1 {47}
BlueTec® system DEF AdBlue® (DEF)
DEF tank capacity L {qts} Approx.12 {13}
PCV
Blowby gas return system
(centrifugal blow-by recirculation system)
DEF: Diesel exhaust fluid
BlueTec®: A registered trademark of Daimler AG
17-2
1. EGR (Exhaust Gas Recirculation) System
• The engine electronic control unit processes the information coming from the: atmospheric pressure sensor, water
temperature sensor, engine speed sensor, accelerator pedal position sensor and, in accordance with suitably pro-
grammed modes in its memory, operate the opening of the plate in the EGR unit by means of a PWM signal.
• In this way, some of the exhaust gases are sent towards the EGR unit where they are cooled and directed to the
chamber for the intake manifold to be mixed with the air coming from the intercooler and flow to the intake mani-
fold. If the vehicle is fitted with a DPF (diesel particulate filter) catalytic converter, at the same time, the engine
electronic control unit, adapts the flow rate of the fuel to be injected into the cylinders depending on the quantity of
“recirculated” exhaust gases.
• When the engine is running and the recirculation of the gases is not required (regeneration of the particulate filter,
starting, engine cold, idle speed, load request, high altitude), the engine electronic control unit control signal is
cancelled.
• For electronic control unit connection diagram of EGR system, see Gr13.
17-3
1.1 EGR (Exhaust Gas Recirculation) unit
• The EGR unit comprises a heat exchanger and a flow regulation valve.
• The heat exchanger has the task of lowering the temperature of the exhaust gases which are partly sent to the in-
take manifold. This operation has only one aim: to lower the combustion temperature of the mixture. This takes
place because the exhaust gases, totally inert, mix with the mixture and slow down combustion. Lowering this
temperature produces a considerable decrease in NOx (nitrogen oxide) emissions which are harmful to the envi-
ronment.
• The body of the heat exchanger is composed of a tube bundle cooled on the outside by the coolant fluid circulat-
ing in the engine. Some of the exhaust gases destined for “recirculation” pass inside the tube bundle and are
cooled.
• The flow regulation valve is fitted on the end of the heat exchanger. The adjustment of the amount of recirculation
exhaust gases takes place by means of an electrically operated plate valve.
• The valve is cooled by the engine coolant coming out of the heat exchanger thereby ensuring it is more efficient
and lasts longer.
17-4
17
2. Blowby Gas Return System
• Part of the gas produced by the combustion during the engine operation blows by the piston snap ring ports, in the
oil sump, and mixes with the oil vapors present in the oil sump.
This mixture, conveyed from the chain compartment to the top, is partially separated from the oil by means of a
device situated on the top side of the distribution cover and is introduced in the air suction system. This device
consists mainly of a rotating filter, fit flush on the stem, a high pressure/shaft control and a cover.
• The mixture which passes through the rotating filter is partially purified from the oil particles, as a result of centrif-
ugation, and so these particles condense on the cover walls to return to the lubrication circuit.
The resulting purified mixture is let in through the stem holes inside the air vent upstream of the turbocharger.
• The oil still present in the mixture coming from the rotating filter and which condenses in the chamber is drained
into the chain.
• This presents the oil vapor solidifying and the water vapor freezing at low external temperatures, which would in-
crease the pressure in the crankcase, thus resulting in oil leaks through the crankcase gaskets.
17-5
3. BlueTec® System
3.1 Outline
• The BlueTec® system is an exhaust emission aftertreatment combining a regeneration control type DPF (Diesel
Particulate Filter) with a BlueTec® exhaust emission aftertreatment device.
• The regeneration control type DPF system captures soot (particulate matters) contained in exhaust gasses by us-
ing a ceramic filter incorporated in the muffler, and then burns the soot accumulated on the filter to remove it (re-
generates the filter continuously) by making use of the catalytic action of the pre-stage oxidation catalyst.
• When the filter will not be regenerated during driving at low speeds or other conditions, the system performs the
regeneration operation of the filter (burning the soot) by raising the exhaust gas temperature forcibly (automatic
DPF regeneration). However, it is necessary to perform the filter regeneration manually (parked DPF regenera-
tion) if driving at very low speeds or starting/stopping the engine is repeated so many times that the automatic
filter regeneration cannot be executed.
• The BlueTec® exhaust emission aftertreatment device doses (injects) AdBlue® (diesel exhaust fluid) in the ex-
haust line upstream from the SCR catalyst to decompose NOx into water and nitrogen, reducing NOx emission.
• Be sure to use the AdBlue® in conformity with JIS standards or ISO standards as diesel exhaust fluid in the sys-
tem.
SCR: Selective Catalytic Reduction
17-6
17
3.2 DPF (Diesel Particulate Filter) regeneration system
• DPF regeneration is managed by the engine electronic control unit. According to the values of the exhaust gas
temperature detected by the sensors and the degree of DPF clogging detected by the DPF differential pressure
sensor, the engine electronic control unit makes the injector inject small amounts of fuel in the cylinders when the
exhaust valve is closing, at approx. 1 to 3° from T.D.C. The combustion of this fuel increases the temperature of
the flowing gases.
• At the same time, the engine electronic control unit closes the flow regulation valve to prevent recirculated oil va-
pors and gases produced by post-injection from being sucked in the cylinders.
• Entering the silencer, the heated exhaust gases flow through the catalytic converter, where their pollutant ele-
ments (nitrogen oxides) are reduced or converted into inert substances (CO2 - water vapor), and then enter the
DPF where the regeneration process occurs. The high temperature of the exhaust gases causes combustion of
the particulate accumulated in the filter.
• The DPF is regenerated when the following conditions exist.
• Temperature of exhaust gases entering the catalytic converter >230°C {446°F} with the aid of post-injection.
• Temperature of exhaust gases in the particulate filter >530°C {986°F} with presence of > free oxygen at 8%.
• Minimum time for the above-mentioned conditions >10 min.
17-7
• If the function is not reset after changing the engine oil, the engine electronic control unit will continue to compute
the increase in fuel accumulation even with the new oil, with subsequent signalling of engine oil change.
• For electronic control unit connection diagram of DPF regeneration system, see Gr13.
(1) Forced regeneration

• In many cases of uncertainty regarding the actual cleanness of the DPF and/or the impossibility of its regener-
ation due to particular vehicle/engine operation conditions (insistence in idling, very low speeds and very fre-
quent stops), it is necessary to carry out forced safety regeneration.
• Independently of all the parameters that activate regeneration, the engine is made to run at a point where the
temperature of the exhaust gases (>230°C {446°F}) can activate the reaction in the Oxicat in the presence of
post-injection.
• The only limit to this operation is if there is too much particulate in the filter, in any case calculated by the en-
gine electronic control unit and being a condition for the start of regeneration.
(2) Engine oil replacement

• During vehicle use, the engine electronic control unit counts post-injected fuel quantity in order to activate and
maintain DPF regeneration.
• A small quantity of this fuel, which is injected into the cylinders after combustion has already taken place and re-
mains partially unburnt, leaks out through pistons spring rings into oil sump, accumulating to lubrication oil.
• Although a part of it, evaporating, will be burnt in the engine through recirculation system, its remaining part can
degrade oil characteristics, impairing its functionality.
• Quantity of accumulated fuel may increase in case of catalyst or engine inefficiency, and vehicle use in conditions
of low temperature and/or small amounts of miles covered.
• The engine electronic control unit counts the amounts of post-injections and consequently determines the quantity
of fuel accumulated in engine oil, and warns about replacement needed.
If, after replacing engine oil, the function is not reset, the engine electronic control unit will keep on counting fuel
accumulation increase even with new oil, with consequent engine oil replacement warning by flashing warn-
ing lamp (red).
17-8
17
(3) DPF (Diesel Particulate Filter)
• DPF is made up of a catalytic converter and a particulate filter. Catalytic converter is an exhaust gas post-treat-
ment device.
• Active substances, contained in the catalyst, oxidise, at 250 to 450°C {482 to 842°F} temperature, carbon oxide
(CO) and hydrocarbons (HC), turning them into carbon dioxide (CO2) and steam (H2O).
• Catalyst module is made up of a ceramic structure impregnated with platinum, as platinum is a catalysing sub-
stance in oxidation reactions. Exhaust gasses heat the catalyst, so triggering the conversion of pollutants into inert
compounds.
• Particulate filter, connected to the catalyst, has a double task: retaining particulate particles (PM) depositing be-
tween the pores of the ceramic structure of which the filter is made up and working as a particulate particles com-
bustion chamber when the filter is being clogged.
• If filter interior is kept at a temperature higher than 530°C {986°F} and oxygen percentage is higher than 8% (oxy-
gen being produced by the decomposition of nitrogen oxide NO2), then some combustion reactions, boosted by
the catalyst put before the filter, burn particulate particles (regeneration), so keeping the filter clean.
• On the contrary, if its temperature is lower, the filter is clogged, with negative effects, on counterpressure, on ex-
haust gasses generated by the filter.
• In this case, to regenerate the filter, temperature of exhaust gasses is artificially raised (up to 630°C {1166°F}) by
fuel post-injection.
• A DPF differential pressure sensor, connected to DPF, as it detects a pressure difference between inlet and outlet,
sends a (feed-back) signal to the engine electronic control unit to warn about particulate filter possible clogging.
• The exhaust gas recirculation quantity controlled by the relative flow regulation valve.
17-9
3.3 BlueTec® exhaust emission aftertreatment device
• This is a diesel exhaust fluid SCR system which decomposes
NOx into water and nitrogen through the chemical reaction with
AdBlue® (diesel exhaust fluid) with a help of SCR catalyst.
(1) SCR catalyst

• The diesel exhaust fluid is decom-
posed into ammonia (NH3) and carbon
dioxide (CO2) in the exhaust gas.
• Ammonia (NH3) and nitrogen oxides
(NOx) make a chemical reaction if
they are exposed to a SCR catalyst,
generating water (H2O) and nitrogen
(N2) both of which are harmless.
(2) Post-stage oxidation catalyst

• The post-stage oxidation catalyst acts
as follows:
• Helps the components (HC, CO) left
unprocessed during the DPF regen-
eration to be oxidized into water
and nitrogen.
• Keeps the excess of diesel exhaust
fluid (AdBlue®) dosed (injected) or
the amount of ammonia having not
made any chemical reaction due to
too low a temperature from being
exhausted.

17-10
17
(3) Flow of diesel exhaust fluid (AdBlue®)
• Diesel exhaust fluid (AdBlue®) needed to reduce the emission of nitrogen oxides is fed from the diesel exhaust
fluid tank to the diesel exhaust fluid dosing module through the diesel exhaust fluid supply module.
• The engine electronic control module activates or deactivates the diesel exhaust fluid supply module in such a
way that the diesel exhaust fluid pressure is kept within the predetermined range.
• Diesel exhaust fluid (AdBlue®), after sucked up from the diesel exhaust fluid tank by the electric pump in the die-
sel exhaust fluid supply module, is supplied under pressure to the diesel exhaust fluid dosing module.
• Diesel exhaust fluid (AdBlue®) is injected into the exhaust gas through the diesel exhaust fluid dosing module be-
ing controlled by the engine electronic control unit, where it is decomposed into ammonia (NH3) and carbon diox-
ide by the heat of the exhaust gas. Thereby, the nitrogen oxides make a chemical reaction with the ammonia
inside the SCR, being reduced to water and nitrogen.
17-11
(4) Diesel exhaust fluid tank
• Diesel exhaust fluid tank body

• The diesel exhaust fluid tank body is made of high density polyethylene which features a high corrosion resis-
tance to diesel exhaust fluid (AdBlue®).
• The diesel exhaust fluid tank is open to the atmosphere through the breather so that it may not be placed under
negative pressure due to lowered level of diesel exhaust fluid (AdBlue®).
• The diesel exhaust fluid tank has a built-in heater which serves for keeping the diesel exhaust fluid solution
warm to prevent it from freezing.
• Diesel exhaust fluid level sensor and temperature sensor
• The diesel exhaust fluid level sensor monitors the level of diesel exhaust fluid (AdBlue®) in the diesel exhaust
fluid tank and sends the signals to the electronic control module to have the amount of the remaining solution
shown by the diesel exhaust fluid level indicator.
• If the level of diesel exhaust fluid (AdBlue®) is lowered below the E level, the warning message “Amount of re-
maining AdBlue® too small” will be displayed on the meter cluster.
(5) Diesel exhaust fluid dosing module

• The diesel exhaust fluid dosing module injects the diesel ex-
haust fluid (AdBlue®) fed from the diesel exhaust fluid supply
module in such a way that it is mixed up uniformly with the ex-
haust gas.
• It takes some amount of time for the injected solution of diesel
exhaust fluid to mix up with the exhaust gas and to convert into
ammonia. Therefore, the diesel exhaust fluid dosing module is
installed in an accurately calibrated location upstream from the
SCR catalyst.
17-12
TROUBLESHOOTING 17
Symptoms
DPF regeneration is not established

Intake and exhaust system vibrates
and/or makes abnormal noises
Fuel consumption is too high
DPF premature clogging
Reference Gr
Black exhaust gas

Possible causes
Deformed tail pipe O
Poorly installed tail pipe O
Clogged filter O O O
DPF
Damaged diesel particulate filter O O O
Incoming or outgoing exhaust gas temperature sensor open-circuited or inter-
O
mittent connection
17-13
1. Leakage of Diesel Exhaust Fluid
• Check to confirm that there are not found any white crystals or traces of diesel exhaust fluid leakage at the con-
nections of the diesel exhaust fluid lines to the diesel exhaust fluid tank, diesel exhaust fluid dosing module, diesel
exhaust fluid pump unit and diesel exhaust fluid dosing nozzle.
• If any trace of diesel exhaust fluid leakage is found, wipe the white crystals off with a cloth moistened with diesel
exhaust fluid (AdBlue®) and then check each connection for tightening condition. Retighten any loose connec-
tions.
WARNING
• If diesel exhaust fluid (AdBlue®) splashes into your eyes, wash it away immediately with plenty of water
and seek medical attention as soon as possible.
• The diesel exhaust fluid (AdBlue®) is not harmful to the skin. However, if it makes contact with your skin,
wash it off with water immediately. If the skin swells or irritates, seek medical attention.
• Direct contact with white crystals can cause the skin to inflame. In such a case, wash the affected part
thoroughly with plenty of water without delay.
17-14
17
2. Damage and Improper Installation of Diesel Exhaust Fluid Lines
• Check the diesel exhaust fluid line connections at the diesel exhaust fluid tank (diesel exhaust fluid pump unit)
and diesel exhaust fluid dosing nozzle for installation condition.
• If any trace of diesel exhaust fluid leakage is found, wipe the white crystals off with a cloth moistened with diesel
exhaust fluid (AdBlue®) and then check each connection for tightening condition. Retighten any loose connec-
tions.
WARNING
• Direct contact with white crystals can cause the skin to inflame. In such a case, wash the affected part
thoroughly with plenty of water without delay.
17-15
3. Replacement of Diesel Exhaust Fluid (AdBlue®)

– Diesel exhaust fluid level check tube 2 {1.5, 0.2} –
WARNING
[Removal]
• Remove the diesel exhaust fluid tank cap.
• Undo the clamp of the diesel exhaust fluid level check tube.
• Disconnect the diesel exhaust fluid level check tube to drain the
diesel exhaust fluid (AdBlue®).
CAUTION
• The drained diesel exhaust fluid (AdBlue®) must be dis-
posed of as an industrial waste.
[Installation]
• Clamp the diesel exhaust fluid level check tube.
• Tighten the diesel exhaust fluid level check tube to the specified
torque. Fill the tank with the specified amount of diesel exhaust
fluid (AdBlue®).
CAUTION
• Use of diesel exhaust fluid other than AdBlue® can cause
the SCR system to malfunction. Always use the diesel ex-
haust fluid (AdBlue®) conforming to the automotive stan-
dards (JIS or ISO).
• Check to see that two or more segments of diesel exhaust fluid

level monitor lamp are illuminated, the warning message disap-
pears and the buzzer stops sounding when the starter switch is
turned from the LOCK into ON position.
CAUTION
• Neglecting to perform the above procedures in a cold dis-
trict can cause the diesel exhaust fluid (AdBlue®) to freeze,
making it impossible to start the engine.
Also note that thawing the diesel exhaust fluid tank with hot
water is not allowed.
17-16
17
4. Measures to be Taken if Diesel Exhaust Fluid Tank is Filled with Incorrect Diesel
Exhaust Fluid Solution
• If the diesel exhaust fluid tank has been filled by mistake with diesel exhaust fluid solution other than AdBlue®,
take the appropriate one of the following measures depending on whether or not the starter switch is turned to ON
position. This is because the devices through which the diesel exhaust fluid solution has flowed are different case
by case.
CAUTION
• Incorrect diesel exhaust fluid solution penetrating into harness can cause the harness to corrode, result-
ing in open or short-circuit.
1. In the case that the starter switch has not been turned to ON position (stayed in LOCK, OFF or ACC position):
• Drain the incorrect solution from the diesel exhaust fluid tank through the drain hose. (See 3. Replacement of
Diesel Exhaust Fluid (AdBlue®).)
• Replace the diesel exhaust fluid tank with a new one. (See DEF (Diesel Exhaust Fluid) TANK.)
2. When the starter switch has been placed in ON position (turned to the ON and START):
• Drain the solution from the diesel exhaust fluid tank through the drain hose. (See 3. Replacement of Diesel Ex-
haust Fluid (AdBlue®).)
• Replace the diesel exhaust fluid tank, diesel exhaust fluid line (tube), dosing module, intermediate pipe and
SCR (selective catalytic reduction) muffler with new ones. (See DEF (Diesel Exhaust Fluid) TANK, DPF (Diesel
Particulate Filter), SCR (Selective Catalytic Reduction).)
17-17
EGR (Exhaust Gas Recirculation) UNIT
Removal sequence
1 EGR cooler outlet temperature sensor 10 Cover
2 Spring clamp 11 Gasket
3 Connection pipe 12 EGR unit (See later section.)
4 Gasket 13 Gasket
5 Gasket 14 Bracket
6 Hose
7 Hose EGR: Exhaust gas recirculation
8 Threaded plug : Non-reusable parts
9 Seal gasket
17-18
17
Bolt (EGR unit mounting)
Bolt (connection pipe mounting) 25 {18, 2.5} –
Nut (connection pipe mounting)
Nut (cover mounting)
Nut (pipe mounting) 30 {22, 3.0} –
Removal procedure
Removal: Connection pipe
• Unscrew and remove the two nuts; disconnect the connection
pipe from the intake manifold.
• Unscrew the bolt and remove the clamp.

• Remove the connection pipe and gasket from the exhaust gas
recirculation unit.

• Unscrew and remove the stud bolts.
17-19
Removal: Hose
• Open the clamps and move them away from the position locking
the pipe to the water pipe and EGR (Exhaust Gas Recirculation)
unit.
• Remove the hose.
Removal: Hose
• Remove the retaining clamps.
• Remove the hose from the cooler and from the cover.
Removal: Protector, EGR unit

• Remove the protector.
• Remove the bolt that attaches the exhaust gas recirculation unit
and EGR valve pipe.
• Unscrew and remove the fixing bolts.

• Remove the EGR unit.
17-20
17
Installation: EGR unit, protector
• Fit the EGR unit on the overhead and tighten the fixing bolts to a
tightening torque of 25 N·m {18.0 ft.lbs, 2.5 kgf·m}.
• Install the pipe with a new gasket to the EGR unit.

• Tighten the two bolts.
• Install the protector.
Installation: Cross adapter, hose

• Connect the hose with the heat exchanger and the cover.
• Retain it by means of the new clamps.
Installation: Hose
• Connect the hose between the water pipe and the EGR (Ex-
haust Gas Recirculation) unit.
• Fasten the hose to the adapters by means of the clamps.
17-21
• Assemble the connection pipe on the cylinder head retaining it
by means of the clamps.
• Put the bolts and tighten it to a torque of 25 N·m {18.0 ft.lbs, 2.5
kgf·m}.
• Install the exhaust gas recirculation connection pipe and gasket

on the exhaust gas recirculation unit.
• Install the clamp as shown.
• Tighten the clamp bolt.
• Install the connection pipe with a new gasket on the intake man-
ifold.
• Tighten the nuts to a torque of 25 N·m {18.0 ft.lbs, 2.5 kgf·m}.
17-22
17
EGR Unit
Removal sequence
1 EGR cooler 5 EGR valve pipe
2 Gasket
3 EGR valve EGR: Exhaust gas recirculation
4 Gasket : Non-reusable parts
17-23
BLOWBY GAS RETURN SYSTEM
Removal sequence
1 Breather hose 7 Seal ring
2 Blow-by pressure sensor 1 8 Snap ring
3 Breather pipe 9 Air filter
4 Breather hose
5 Cover
*a: Air duct
6 O-ring : Non-reusable parts

Nut (cover mounting) 10 {7.4, 1.0} –
Clamp 9 to 11 {6.6 to 8.1, 0.9 to 1.1} –
17-24
17
Removal procedure
Removal: Air filter
• Remove the screws and the cover. Take off the snap ring. Pull
out the air filter.
NOTE
• The air filter and the seal ring of the cover must be changed
at every removal.
Installation: Air filter
• Fit a new air filter.
• Fit a new snap ring.
• Fit the cover, drive in the screws and tighten them to the pre-
scribed torque (10 N·m {7.4 ft.lbs, 1.0 kgf·m}).
Installation: Breather hose

• Install the hose as shown and tighten the clamp.
17-25
DEF (Diesel Exhaust Fluid) TANK
Removal sequence
1 DEF heater power unit 5 DEF tank
2 DEF tube 6 DEF tank bracket
3 Bracket
4 Band
*a: DEF tank harness
CAUTION
• Be careful not to damage the end of the connector on the DEF tank when removing the DEF tube.
• Plug the removed DEF tube and connector to prevent dust from entering them.
17-26
17
• Turn the starter switch to OFF, then wait at least 2 minutes to allow time for the BlueTec® system to stop its inter-
nal operation completely before starting the removal procedure.
WARNING
• If DEF gets in your eye, wash it with plenty of running water immediately and seek medical attention with-
out delay.
• DEF is usually harmless to your skin, but in the case of its contact with the skin, it should be removed
with running water immediately. Should any change in skin condition or irritation occurs as a result, ask
medical attention.
CAUTION
• If DEF is splashed over brackets, bolts, nuts, or other similar parts, wash it from them with water. DEF
may cause corrosion to these parts.
• To prevent corrosion of the harness and eventual open circuit due to DEF that can enter the harness con-
nectors during the work, remove the harness in the last stage of the procedure.
Removal procedure
Removal: DEF tube
• Hold the clip to release the stopper and disconnect the tube.
17-27
DPF (Diesel Particulate Filter)
Removal sequence
1 Exhaust gas temperature sensor 1 11 Cushion rubber
2 Exhaust gas temperature sensor 2 12 Gasket
3 Pressure pipe 13 Gasket
4 Pressure hose 14 DPF muffler
5 Pressure hose
6 Pressure pipe
*b:
a: Front pipe
7
8
DPF differential pressure sensor
Cap
*: Intermediate pipe
Non-reusable parts
9 Cushion rubber DPF: Diesel Particulate Filter
10 Collar
17-28
17
NOTE
• The color of the DPF surface may turn brown. This discoloration is due to the inherent characteristics of
stainless steel and does not indicate rusting or any other abnormality.

Exhaust gas temperature sensor 1, 2 45 ± 4.5 {33 ± 3.3, 4.6 ± 0.5} –
Nut 8 ± 0.9 {5.9 ± 0.7, 0.8 ± 0.1} –
Inspection: Pressure pipe and hose
• Check the pressure pipe and hose for clogging by blowing com-
pressed air into the pipe and hose.
CAUTION
• Inspection must be performed on an individual pressure
pipe or hose.
• If compressed air is blown into the pressure pipe or hose
with DPF differential pressure sensor still installed, the sen-
sor may become damaged.
Inspection: DPF (Diesel particulate filter)

CAUTION
• The DPF is very hot just after the engine is stopped. Wait
proceeding to the work until the DPF is cooled down suffi-
ciently to prevent getting burned.
• Inspection of pre-stage oxidation catalyst

• Check for clogging with foreign matters and damage.
• If the filter is clogged with foreign matters, replace the DPF
muffler with a new one.
• If any damaged or broken parts are found, replace the DPF
17-29
DPF (Diesel Particulate Filter)
• Inspection of ceramic filter and outlet cone
• Check for accumulation of soot and damage.
• If any damaged or broken parts are found, replace the DPF
Inspection: Exhaust gas temperature sensor

• Check that the sensor portion is free of soot, oily substance, etc.
• If not, clean the sensor portion as follows.
• Spray a cleaner on the sensor portion from 2 or 3 cm {0.79 or
1.18 in.} away.
Recommended cleaners:
Nonchlorinated solvent
• In 20 to 30 seconds after spraying, wipe the sensor portion clear
of the sprayed cleaner using a soft waste cloth the like.
CAUTION
• Be sure to wait for 20 to 30 seconds before wiping. It takes
the cleaner that long to dissolve foreign matter.
Installation: Exhaust gas temperature sensor
• Move the clips to the white tape portions on the exhaust gas
temperature sensors and install the sensor using them.
17-30
17
M E M O
17-31
SCR (Selective Catalytic Reduction)
17-32
17
Removal sequence
1 DEF tube 13 Cushion rubber B
2 Dosing module cover 14 SCR band
3 Dosing module 15 Tail pipe
4 Intermediate pipe 16 Gasket
5 Gasket 17 SCR muffler
6 NOx sensor
7 SCR temperature sensor 1
*a:DPF
8 SCR temperature sensor 2
*b:DPF muffler gasket
9 Heat insulator : Non-reusable parts
10 Cap DPF: Diesel particulate filter
11 Cushion rubber A DEF: Diesel exhaust fluid
12 Collar
CAUTION
• Be careful not to damage the end of dosing module when removing the diesel exhaust fluid tube.
• Plug the removed diesel exhaust fluid tube and dosing module to prevent dust from entering them.

SCR temperature sensor 1, 2 45 ± 4.5 {33 ± 3.3, 4.6 ± 0.5} –
Bolt 95 to 110 {66 to 81, 9.1 to 11} –
DEF dosing module 4.75 ± 0.25 {3.5 ± 0.2, 0.5 ± 0.025} –
NOx sensor 50 ± 10 {37 ± 7.4, 5.1 ± 1.0} –
Removal procedure
Removal: DEF (Diesel Exhaust Fluid) tube
• Hold the clip to release the stopper and disconnect the tube.
17-33
SCR (Selective Catalytic Reduction)
Installation: SCR band
• Align the marks on the SCR band with the positioning hole at the
bottom of the SCR.
Installation: SCR temperature sensor

CAUTION
• The Selective Catalytic Reduction temperature sensor can
be damaged if impacted.
• Do not give impact to the sensor (removal/installation using
an impact wrench, dropping the Selective Catalytic Reduc-
tion temperature sensor, etc.).
• Should the Selective Catalytic Reduction sensor be impact-
ed, check the sensor. (See Gr54-#336.)
Installation: NOx sensor

• Install the NOx sensor with its harness toward the SCR body.
• Locate and fasten the clip on the NOx sensor harness as shown
in the illustration.
17-34
17
Installation: Tail pipe
• Insert the tail pipe into the Selective Catalytic Reduction muffler
to achieve the dimensions shown.
17-35
Group 17E
BlueTec® System
INDEX

1. Overview ................................................................................... 17E-2
2. Electronic Control System ........................................................ 17E-3
TROUBLESHOOTING...........................................................(See Gr13E.)
INSPECTION OF ELECTRICAL EQUIPMENT .....................(See Gr13E.)
INSTALLED LOCATIONS OF PARTS ..................................(See Gr13E.)
ELECTRIC CIRCUIT DIAGRAM ...........................................(See Gr13E.)
17E-1
1. Overview
• The BlueTec® system consists of a regeneration-controlled DPF (diesel particulate filter) system combined with
BlueTec® exhaust gas aftertreatment.
• The regeneration-controlled DPF system collects the soot (particulate matter) contained in exhaust gas with a ce-
ramic filter incorporated in the muffler and burns soot off the filter (continuous filter regeneration) using front oxida-
tion catalyst.
• If continuous filter regeneration is not possible in a situation such as low speed driving, the exhaust temperature is
automatically raised to regenerate the filter (burn off soot) (automatic DPF regeneration). If automatic filter regen-
eration is not possible under certain conditions, such as when the vehicle is driven extremely slowly or during fre-
quent engine stop-start driving, the vehicle must be parked to perform manual regeneration (burning off soot)
(parked DPF regeneration).
• The BlueTec® exhaust gas aftertreatment reduces nitrogen oxides (NOx) by adding (injecting) DEF (diesel ex-
haust fluid) upstream of the SCR (selective catalytic ruduction) catalyst to decompose NOx into water and nitro-
gen.
17E-2
17E
2. Electronic Control System
• The BlueTec® system consists of the following:

• Engine with its engine electronic control unit and sensors for normal operation.
• DPF (diesel particulate filter) with oxidation catalyst in one housing for reduction of particulate emissions.
• Selective catalytic reduction together with a muffler in a housing for NOx emission reduction.
• Dosing system with a separate tank for DEF.
• Control area network communication between engine electronic control unit and NOx sensor.
2.1 System for NOx emission control

• The dosing system injects a quantity of DEF (diesel exhaust fluid) in the exhaust stream before the selective cat-
alytic reduction, depending on the temperature of the catalyst and the NOx emissions of the engine.
17E-3
2.2 Calculation of desired DEF quantity
• The NOx emissions of the engine are calculated depending on the actual engine speed and engine load for stan-
dard conditions.
• The basic NOx emissions are then corrected depending on the deviation of the standard conditions, which are de-
termined by following sensors:
• Engine water temperature.
• Absolute pressure and temperature in intake manifold.
• Fuel pressure of engine with high pressure electronic injection system.
• Start of fuel injection.
• Exhaust gas recirculation humidity (depended on the air humidity sensor).
• In case of a defect of any of the above sensors the NOx calculation takes the nominal values.
• The calculated DEF quantity is then transmitted from the engine electronic control unit to the pump module, which
realizes the DEF injection.
(1) Closed loop control:
• The expected NOx concentration after selective catalytic reduction is calculated by the estimated NOx emission of
the engine, the actual exhaust flow (by engine speed, boost pressure, air temperature and actual fuel quantity)
and the expected catalyst efficiency (calculated by DEF filling state, exhaust flow and actual catalyst tempera-
ture).
2.3 Basic functionality of dosing system: PC/LD schema
17E-4
17E
• The system incorporates heaters. If DEF (diesel exhaust fluid) is frozen, a thawing process is performed and, im-
mediately after that, the dosing system starts operating.
• The system starts the DEF pump and check if the needed DEF pressure is reached.
• The dosing system controls the DEF pressure in a closed loop control with the DEF pressure sensor.
• The dosing system sends to the engine electronic control unit a “ready state signal”. Then the engine electronic
control unit sends the requested DEF quantity to the dosing system PC/LD. The system recognizes the requested
DEF injection quantity and actuate the corresponding dosing valve.
• The dosing module of the dosing system is placed directly on the exhaust tube and the DEF is injected directly
into the exhaust gas. Therefore the dosing module has to be passively cooled with air.
(1) DPF (diesel particulate filter) for particulate control

• The DPF is placed upstream of the SCR (selective catalytic reduction) and works as a passive collection filter.
• The collected soot/particulates are burned continuously by the NO2 which are formed from the basic NO of the ex-
haust gas by the oxidation catalyst, which is placed upstream of the filter, but in the same housing.
• There is no active regeneration as long as the filter loading does not exceed a certain level. The loading level of
the DPF is monitored by the flow resistance over the filter, i.e. the DPF pressure difference depending on exhaust
flow, which is calculated by engine speed and load.
• If the flow resistance exceeds a limit – which happens only in very special cases (long driving times with very light
load, e.g. only city cycle) – the active regeneration is activated:
• The injection start is retarded to increase the exhaust temperature, to bring the filter to a level higher than the
specified temperature. If the temperature does not reach this limit within a time there is an additional procedure to
increase the exhaust temperature again:
• Reduction of the intake manifold pressure.
• Reduction of the common rail pressure.
• During forced regeneration, the temperature of the exhaust gas downstream of the DPF increases. This high tem-
perature, which is required to burn off the soot accumulated on the DPF, is achieved by optimizing the fuel injec-
tion timing. Forced regeneration is performed until the amount of soot accumulated on the filter reduces to the
specified value.
• During the active regeneration the DEF injection is not switched off.
17E-5
2.4 BlueTec® system warning function
(1) Regeneration-controlled DPF (diesel particulate filter) warning function
• The regeneration-controlled DPF system has a function to issue a warning when a system failure occurs and a
function to monitor the amount of particulate matter accumulated on the ceramic filter incorporated in the DPF.
• The meter indication varies depending on the failure, the amount of accumulated particulate matter and whether
or not DPF regeneration is active.
• Regardless of the meter reading on the multi-information display, a manual regeneration request ( (amber)
flashes) could be issued by the DPF function. In such a case, follow the flashing indicator and perform manual re-
generation.
• Parked DPF regeneration becomes possible when the DPF cleaning switch is pressed with the engine running
until the indicator lamp (amber) changes from flashing to illuminating.
• Parked DPF regeneration is impossible in the following conditions:
• Within 30 seconds after starting the engine
• When the coolant indicator shows the temperature by up to 5 segments
(Perform parked DPF regeneration after warming up the engine.)
• When the PTO (power take-off) switch is in the “ON” position (vehicles with a PTO)
• While the accelerator pedal or brake pedal is being depressed
• While the vehicle is moving
• When the gearshift lever is in any position other than “P” or “N”
Meter cluster display
Remarks
Multi-information display
Diesel particulate filter regen-
System malfunction O – –
eration control system stop.
When the number

of displayed seg- – – –
ments is 1 to 6:
• The (green) indicator is

displayed.
Perform parked DPF regener-

Particulate mat- When the number Flashes
ation within 50 km (31 miles)
ter (PM) accu- of displayed seg- – slowly
or 1 hour, whichever earlier,
mulation ments is 7 or 8: (amber)
after the lamp starts flashing.
amount
• The “PUSH DPF SW” mes-
sage flashes.
• The symbol turns from
green to amber.
When the number Flashes Immediately stop the vehicle

of displayed seg- – quickly in a safe place and perform
ments is 9: (amber) parked DPF regeneration.
• The “PUSH DPF SW” mes-

sage flashes.
• The warning is displayed.
17E-6
17E
Remarks
Multi-information display
• Immediately stop the vehi-

cle in a safe place and per-
Particulate mat-
When the DPF is Flashes form parked DPF
ter (PM) accu-
overloaded with – quickly regeneration.
mulation
PM: (amber) • The engine power is auto-
amount
matically reduced when the
• The “PUSH DPF SW” mes- warning is displayed.
sage flashes.
• The warning is displayed.
When the number
Lights
of displayed seg- –
(green)
ments is 6 or less.
When automat-
ic DPF regener-
–
ation is in When the number
progress: Lights
of displayed seg- –
(green)*
ments is 7 or more.
• The “CLEANING” message is
displayed.
• PM amount segments flash.
When parked DPF regeneration is in Lights

– –
progress: (amber)
• The “CLEANING” message is

displayed.
• The predicted time until com-
pletion of parked DPF regen-
eration is indicated.
*: When manual regeneration is required (7 or more segments displayed) during automatic regeneration (
(green) lit), the lamp color alternates between green and amber.
SW: switch
17E-7
(2) BlueTec® exhaust gas aftertreatment warning function
• The abnormal conditions detected and alerted of by the BlueTec® exhaust gas aftertreatment are broadly classi-
fied into three types (BlueTec® exhaust gas aftertreatment malfunction, low DEF (diesel exhaust fluid) level, and
poor DEF quality).
• The combination of warning indicators or buzzer sounding timing varies for each abnormal condition.
Buzzer Remarks
DEF level indicator
Quantity of DEF in DEF Lights Engine power is reduced in

– –
tank has fallen too low. (amber) stages.
Quantity of DEF in DEF Lights Engine power is further re-

Lights Sounds
tank has fallen further. (red) duced in stages.
A driving restriction automat-

ically engages, locking the
DEF tank has become Lights Loudly
Flash gear in 1st or reverse, so the
empty. (red) sounds
vehicle can be driven only
slowly. (creep mode)
Lights
DEF quality is degrad- Lights – Engine power is reduced in
(amber)
ed. *1 *3 stages. *4
*2
BlueTec® exhaust gas Lights

Lights – Engine power is reduced in
aftertreatment system is – (amber)
*5 *6 stages. *7
faulty. *2
*1: If you drive more than another 160 km {100 miles} or additional 2 hours, the warning lamp, which has illuminated,
starts flashing.
*2: If you drive more than another 80 km {50 miles} or additional 1 hour, the warning lamp color changes from amber
to red.
*3: If you drive more than another 80 km {50 miles} or additional 1 hour, the buzzer starts sounding. If you drive more
than another 160 km {100 miles} or additional 2 hours, the buzzer sound becomes louder.
*4: If you drive more than another 80 km {50 miles} or additional 1 hour, the engine power will be further reduced. If
you drive more than another 160 km {100 miles} or additional 2 hours, the transmission will be locked in 1st or re-
verse, limiting the vehicle operation to slow-speed driving. (creep mode)
The engine power will be further reduced in stages if you add any fluid (such as water, low-density DEF, etc.) oth-
er than the acceptable DEF within 160 hours of driving after the above condition occurs.
*5: If you drive more than another 320 km {200 miles} or additional 4 hours, the warning lamp, which has illuminated,
starts flashing.
*6: If you drive more than another 80 km {50 miles} or additional 1 hour, the buzzer starts sounding. If you drive more
than another 320 km {200 miles} or additional 4 hours, the buzzer sound becomes louder.
*7: If you drive more than another 80 km {50 miles} or additional 1 hour, the engine power will be further reduced. If
you drive more than another 320 km {200 miles} or additional 4 hours, the transmission will be locked in 1st or re-
verse, limiting the vehicle operation to slow-speed driving. (creep mode)
If BlueTec® exhaust gas aftertreatment malfunctions again within 160 operation hours, the engine output limit is
further lowered from the above-mentioned level gradually.
17E-8
17E
(2.1) Creep mode recovery
• In case an emission relevant error occurred and the failure was not repaired in time creep mode is activated.
• After repair the driver needs to perform a manual regeneration in order to recover from creep mode.
• Release conditions for creep mode recovery are exactly the same as for a manual regeneration.
• Abortion conditions for creep mode recovery are exactly the same as for a manual regeneration.
• Procedure is different. An additional phase for emission verification is added.
• During regeneration it is not possible to check emissions.
• Therefore the check has to be made after regeneration has finished.
• The engine needs to be run with higher exhaust flow in order to check emission. Therefore an engine speed in-
crease is necessary.
• If all relevant sensors are positively checked, the engine goes immediately to low idle, all driver indications are
switched off and creep mode is recovered.
• If the check was faulty, the emission check is aborted after 600 sec., the engine goes to low idle, creep mode is
continued and driver indication remains.
17E-9
Group 21
Clutch
Pub.No.00ELT0001-21
INDEX
DAMPER.............................................................................................. 21-4
21-1
TROUBLESHOOTING
Symptoms
Noise from transmission

Reference Gr
Possible causes
Torsion spring fatigued or damaged O
Hysteresis torque generation mechanism fa-
O
Damper tigued or damaged
Spline worn O
Damper mechanism oily or greasy O
Engine idling speed too low O Gr13
21-2
21
M E M O
21-3
DAMPER
Removal sequence
1 Transmission (See Gr22.)
2 Damper
*a:: Flywheel
Locating pin

0.04 to 0.14 0.3
2 Play in revolving direction in splines of damper Replace
{0.0016 to 0.0055} {0.012}

Bolt (damper mounting) 45 to 55 {33 to 41, 4.6 to 5.6} –

Molybdenum disulfide grease
Entire surface of splines As required
[NLGI No. 2 (Li soap)]
Inspection: Play in revolving direction in splines of damper
• Reshape a feeler gauge such that it can be inserted into the
drive pinion splines. Then, using the gauge, measure the splines
for play in revolving direction.
• If the measured value is equal to or exceeds the limit, replace
the faulty part.
21-4
21
Installation: Damper
• Apply thin coat of grease to the entire periphery of the splines in
the damper while taking care that any grease does seep out of
the spline ends. Then, install the damper to the flywheel with the
positioning pin and hole in alignment.
21-5
Group 22
TM
Transmission <DUONIC >
Pub.No.00ELT0001-22
INDEX
SPECIFICATIONS ..................................22-2 EXTENSION HOUSING AND PARKING

BRAKE <FE> ........................................22-58
1. Overview ..........................................22-4 TRANSFER CASE ADAPTER <FG> ...22-68
2. Valve Body .......................................22-5
3. Dual Clutch ......................................22-6 REVERSE IDLER GEAR <WITHOUT
4. Transmission .................................22-10 LARGE-CAPACITY POWER
5. Synchromesh Mechanism ..............22-15 TAKE-OFF> ..........................................22-76
6. Transmission Power Take-off .........22-18
REVERSE IDLER GEAR <WITH LARGE-
TROUBLESHOOTING..........................22-20 CAPACITY POWER TAKE-OFF>.........22-80
ON-VEHICLE INSPECTION AND TRANSMISSION BODY........................22-84

ADJUSTMENT
1. Transmission Oil Leakage and Oil OUTER DRIVE PINION ......................22-104
Quantity .........................................22-24
INNER DRIVE PINION ........................22-110
2. Inspection of Looseness in Engine to
Clutch Housing Connection ...........22-27 MAINSHAFT .......................................22-112
3. Inspection of Transmission Cooling
System for Leakage, Damage and COUNTERSHAFT...............................22-122
Installation Condition .....................22-27
4. Inspection of Looseness in Propeller TRANSMISSION CONTROL ..............22-132
Shaft Connection ...........................22-27
5. Replacement of Transmission Oil...22-28 OIL COOLER ......................................22-136
6. Replacement of Clutch Control
TRANSMISSION POWER TAKE-OFF
Oil ..................................................22-30
<STANDARD TYPE> ..........................22-138
7. Inspection of Transmission Mounting
Cushion Rubber .............................22-31
TRANSMISSION POWER TAKE-OFF
<LARGE-CAPACITY TYPE> ..............22-146
REMOVAL AND INSTALLATION OF
TRANSMISSION...................................22-32
VALVE BODY, DUAL CLUTCH ............22-38
GEAR SHIFT UNIT ...............................22-54
22-1
SPECIFICATIONS
Item Specifications
M038S6
Transmission model
(5.397/0.701)
1st 5.397
2nd 3.788
3rd 2.310
Gear ratio 4th 1.474
5th 1.000
6th 0.701
Rev 5.397
Classification API GL-3 SAE80
Standard Approx. 3.5 {Approx. 3.7}
Transmission With standard type transmis-
oil Increase of approx. 0.2 {approx. 0.2}
Quantity L {qts.} sion power take-off
With large-capacity transmis-
Increase of approx. 0.3 {approx. 0.3}
sion power take-off
Automatic Type FUSO ATF-SP III
transmission
fluid Quantity L {qts.} Approx. 4.3 {approx. 4.5}
Standard Approx. 122 {Approx. 270}
Mass kg {lb} With standard type transmission power take-off Approx. 132 {Approx. 290}
With large-capacity transmission power take-off Approx. 135 {Approx. 295}
Mode of control Instrument panel shift remote control
Clutch Wet-type dual clutch
Valve body Hydraulic control unit
22-2
22
M E M O
22-3
1. Overview
• The DUONICTM system automates clutch and gear shift operations when starting or driving the vehicle by provid-
ing integrated control of the clutch, transmission and engine. This helps to reduce the driver’s fatigue from fre-
quent manual gear shift operations while achieving excellent fuel economy equivalent to or better than that of
manual transmission vehicles.
• The clutch mechanism consists of two clutching systems (dual clutch) that allow smooth gear shift operations with
reduced gear shift shock.
• There is no clutch pedal. Since there are only two pedals (accelerator and brake pedals), the driver can start and
drive the vehicle with accelerator operations only. Manual operation can also be selected as required.
• The system consists of a DUONICTM electronic control unit (that controls the gear shift unit and valve body based
on the gear shift lever signals, transmission gear position, throttle opening, vehicle speed, etc.), engine electronic
control unit (that controls fuel injection amount and timing based on engine speed, engine timing, coolant temper-
ature, vehicle speed, etc.) and sensors that transmit/receive various signals to and from each electronic control
unit.
22-4
22
2. Valve Body
• The valve body is an electronically controlled hydraulic control unit.

• The dual clutch is installed inside the transmission and is operated by changing the flow direction of automatic
transmission fluid in the dual clutch using the solenoid valve in the valve body.
22-5
3. Dual Clutch
3.1 Inner clutch operation

(1) When the clutch engages
• The linear magnetic valve (for driving
the inner clutch) in the valve body op-
erates.
• Automatic transmission fluid enters
the inner automatic transmission fluid
chamber to push the inner piston. The
inner drive plates and inner discs are
then pressed together to engage the
clutch, thereby transmitting torque to
the inner output.
22-6
22
(2) When the clutch disengages
the inner clutch) in the valve body op-
erates.
• Automatic transmission fluid is dis-
charged from the inner piston housing
and the inner piston is pushed back by
the inner return spring. The inner drive
plates and inner discs are then re-
leased to disengage the clutch.
(3) Clutch cooling

• When the linear magnetic valve (for
driving the inner clutch) in the valve
body operates, automatic transmis-
sion fluid flows from the center of the
input shaft and is discharged out of the
outer clutch drum by centrifugal force,
thereby cooling the clutch.
22-7
3.2 Outer clutch operation
(1) When the clutch engages
the outer clutch) in the valve body op-
erates.
• Automatic transmission fluid enters
the outer piston housing to push the
outer piston. The outer drive plates
and outer discs are then pressed to-
gether to engage the clutch, thereby
transmitting torque to the outer output.
(2) When the clutch disengages

the outer clutch) in the valve body op-
erates.
• Automatic transmission fluid is dis-
charged from the outer piston housing
and the outer piston is pushed back by
the outer return spring. The outer drive
plates and outer discs are then re-
leased to disengage the clutch.
22-8
22
(3) Clutch cooling
• When the linear magnetic valve (for
driving the outer clutch) in the valve
body operates, automatic transmis-
sion fluid flows from the center of the
input shaft and is discharged out of the
outer clutch drum by centrifugal force,
thereby cooling the clutch.
22-9
4. Transmission
22-10
22
4.1 1st
4.2 2nd
22-11
4.3 3rd
4.4 4th
22-12
22
4.5 5th
4.6 6th
22-13
4.7 Reverse
4.8 Neutral
• Since all clutches are disengaged when in neutral position, driving force from the pinion gears will not be transmit-
ted to the mainshaft.
22-14
22
5. Synchromesh Mechanism
• The synchromesh mechanism, when a shift change is made, synchronizes the rotation speed of the mainshaft,
drive pinion and synchronizer hub that rotates integrally with the mainshaft with that of the gear to be shifted.
• The synchromesh mechanism is a Warner synchromesh type, and is used depending on the gear position as sin-
gle cone type or triple cone type.
5.1 Single cone type <Shifting plunger type>
• The inside of the synchronizer hub engages the spline of the mainshaft and rotates with it. The outside of the syn-
chronizer hub has a spline that engages the synchronizer sleeve and three grooves.
• Shifting plungers are inserted into these grooves. When the gear shift is in neutral, the shifting plunger engage
grooves in the synchronizer sleeve and are pressed against the inside of the synchronizer sleeve by shifting
plunger springs.
• Synchronizer rings are inserted into the respective taper cone of each gear.
• The outer splines of the synchronizer rings engage the synchronizer sleeve. On the synchronizer hub are three
grooves in which protrusions of the synchronizer rings are inserted. These grooves are wider than the width of the
protrusions of the synchronizer rings.
• Synchronizer rings rotate relative to the synchronizer sleeve by the amount of play (width difference).
• When the gear shift is in neutral (figure A), moving the shift fork in the direction of the arrow as illustrated, moves
the synchronizer sleeve slightly to the gear. At the same time, the shifting plunger, the central protrusion of which
engages the synchronizer sleeve, moves to the gear and presses the synchronizer ring against the taper cone of
the gear (figure B).
• The taper cones of synchronizer rings, which act as cone clutches, generate friction torque and perform synchro-
nous operation.
• The rotation speed of the synchronizer hub becomes gradually closer to that of the gear due to the synchronous
operation, and eventually they rotate at the same speed. This allows the synchronizer sleeve to move smoothly to
engage the synchronizer hub and gear, completing the shift change (figure C).
22-15
5.2 Single cone type <Shifting key type>
• The synchronizer hub is internally splined to the mainshaft and rotates with the mainshaft. The synchronizer hub
has external splines that engage with the synchronizer sleeve and three keyways.
• Shifting keys fit in these keyways. With the shift fork in the neutral position, the shifting keys are seated in the
grooves in the inside of the synchronizer sleeve and pressed against the inside surface of the synchronizer sleeve
by shifting key springs.
• Synchronizer rings are seated on the taper cones of each gear.
• The external splines of synchronizer rings engage with the synchronizer sleeve. On the hub side surface of the
synchronizer rings are provided three keyways, in which the ends of the synchronizer rings fit. These keyways are
wider than the width of the shifting keys.
• The synchronizer rings are allowed to rotate relative to the synchronizer sleeve as much as this play in the key-
ways (width difference).
• Shifting the shift fork in the illustrated direction of arrow from the neutral position (figure A) moves the synchroniz-
er sleeve slightly toward the gear. The shifting key, which engages with the synchronizer sleeve at the central pro-
jection, is also moved toward the gear to press the synchronizer ring against the taper cone of the gear. (figure B)
• As the taper cone of the synchronizer ring works as a cone clutch, frictional torque rises to make the rotation
speed of the synchronizer hub gradually close to the gear speed of the gear.
• When the rotation speeds become equal eventually, the synchronizer sleeve is allowed to smoothly move into
mesh with the synchronizer hub and gear, completing the speed change. (figure C)
22-16
22
5.3 Triple cone type
• The synchromesh structure and operation of the triple cone type are basically the same as for the single cone
type. The synchronizer ring is divided into three parts (synchronizer inner ring, synchronizer center cone and syn-
chronizer outer ring) and the center cone (both the inside and outside surfaces are tapered) and the inner ring
(both the inside and outside surfaces are tapered) are sandwiched between the outer ring and the taper cone of
each gear to shorten the time required for synchronization with cone clutches at three locations.
• Six protrusions on the outside of the synchronizer center cone fit into corresponding gear holes. As in the taper
cone of the single cone type, the center cone and the gear are installed as if integrated.
• The inside of the synchronizer hub engages the spline of the mainshaft and rotates with it. The outside of the syn-
chronizer hub has a spline that engages the synchronizer sleeve and three grooves.
• Shifting plungers are inserted into these keyways. When the gear shift is in neutral, the shifting plungers engage
grooves in the synchronizer sleeve and are pressed against the inside of the synchronizer sleeve by shifting
plunger springs.
• The synchronizer outer ring and synchronizer inner ring are inserted into synchronizer center cones, respectively.
• The outer spline of the synchronizer outer ring engages the synchronizer sleeve. On the synchronizer hub are
three grooves in which protrusions of the synchronizer outer ring are inserted. These grooves are wider than the
width of the protrusions of the synchronizer outer ring.
• The synchronizer outer ring rotates relative to the synchronizer sleeve by the amount of play.
• When the gear shift is in neutral (figure A), moving the shift fork in the direction of the arrow as illustrated, moves
the synchronizer sleeve slightly to the gear. At the same time, the shifting plunger, the central protrusion of which
engages the synchronizer sleeve, moves to the gear and presses the synchronizer outer ring and the center cone
against the taper cone of the synchronizer center cone and the synchronizer inner ring, respectively and in addi-
tion, presses the inner ring against the gear (figure B).
• The taper cones of synchronizer rings, which act as cone clutches, generate friction torque and perform synchro-
nous operation.
• The rotation speed of the synchronizer hub becomes gradually closer to that of the gear of the gear due to the
synchronous operation, and eventually they rotate at the same speed. This allows the synchronizer sleeve to
move smoothly to engage the synchronizer hub and gear, completing the shift change (figure C).
22-17
6. Transmission Power Take-off
<Standard transmission power take-off>
• The transmission power take-off takes
out the power when the power take-off
gear engages the reverse idler gear of
the transmission, and delivers the en-
gine power as it is.
22-18
22
<Large-capacity transmission power take-off>
• The transmission power take-off takes
out the power when the power take-off
idler gear engages the countershaft
3rd gear of the transmission, and
transmits the engine power to the
power take-off flange.
22-19
TROUBLESHOOTING
Symptoms
Clutch does not engage smoothly
Gears slip out of engagement
Noise when engine is idling
Noise when changing gear

Clutch does not switched
Gears hard to engage

Reference Gr
Noise when cruising

Clutch slips
Possible causes
Mainshaft companion flange mounting bolt loose O O
Mainshaft thrust washer worn O O
Mainshaft bearing worn or damaged O O O
Synchronizer ring and synchronizer sleeve spline worn O
Synchronizer ring and gears taper cone area worn O
Mainshaft pilot bearing worn or damaged O O
Outer drive pinion bearing worn or damaged O
Inner drive pinion bearing worn or damaged O
Transmission Countershaft thrust washer worn O O
body faulty
Countershaft bearing worn or damaged O O
Needle bearings of gears worn or damaged O O
Reverse idler gear or countershaft 3rd gear and power
O
take-off gear backlash excessive
Mainshaft and countershaft gears backlash excessive O
Spline of gears worn O
Gears damaged O
Transmission oil insufficient O
Automatic transmission fluid insufficient O O O O O O O O
Single cone Contacting surface of synchronizer ring
O O
type and gear taper cone worn
Contacting surface of synchronizer inner
O O
Triple cone and outer rings and center cone worn
type Contacting surface of synchronizer inner
O O
Synchronizer ring and gear taper cone worn
faulty
Synchronizer ring spline chamfer worn O
Shifting plunger and shifting key worn O
Shifting plunger spring and shifting key spring deteriorated
O
or damaged
Synchronizer sleeve worn or damaged O O
22-20
22
Symptoms
Clutch does not engage smoothly
Gears slip out of engagement
Noise when engine is idling
Noise when changing gear

Clutch does not switched
Gears hard to engage

Reference Gr
Noise when cruising

Clutch slips
Possible causes
Control cable adjustment faulty O
Control cable routing inadequate O
Control cable length inadequate O
Bushings worn O O
Control mecha-
Steel ball and groove of shift rail worn O
nisms faulty
Poppet spring of shift rail fatigued or damaged O
Shift rail sliding movement faulty O
Shift fork jaws worn O
Shift fork bent O
Clutch faulty Clutch disengagement faulty O O
Clogged filter O O O O O O O O
Faulty ATF filter Clogged filter in eyebolt for connecting gearshift unit oil
O O O O O
pipe
22-21
TROUBLESHOOTING
Symptoms
Indicator does not light though power take-off is engaged

Indicator lights though power take-off is not engaged
Power take-off slips out of engagement
Power take-off does not stay engaged

Power take-off cannot be disengaged
Power take-off cannot be engaged
Reference Gr
Noise from power take-off

Possible causes
Shift rail bent O O
Shift fork bent O O
Poppet spring deteriorated or damaged O
Power take-off Bearings worn or damaged O O O
body abnormal Transmission oil insufficient O
Gears broken or worn O
Gear backlash excessively large O
Gear backlash excessively small O
Transmission power take-off switch faulty O O
Blowout of fuse and high-current fuse O O
Battery overcharge O
Gr54
Power take-off Power take-off control switch faulty O O
control system
faulty 3-way magnet valve faulty O O O
Broken wire, poor connection or faulty indicator O
Air leakage in vacuum piping O O O
Vacuum chamber faulty O O O O
22-22
22
M E M O
22-23
1. Transmission Oil Leakage and Oil Quantity

Inspection plug
– 68.6 ± 14.7 {51 ± 11, 7.0 ± 1.5} –
Drain plug

Thread area of inspection plug
– ThreeBond 1105 As required
Thread area of drain plug
Approx. 3.5 L
– Transmission case API GL-3 SAE80
{3.7 qts.}
Approx. 4.3 L
– Clutch housing FUSO ATF-SP III
{4.5 qts.}
• Grease depends on the driving conditions.

• For a model with standard type transmission power take-off, the quantity is increased by approx. 0.2 L {0.2 qts.}.
• For model with large-capacity transmission power take-off, the quantity is increased by approx. 0.3 L {0.3 qts.}.
1.1 Inspection of oil leakage at each part of transmis-

sion body
• Check the oil leakage at each part of transmission body in visu-
al.
If the oil leakage is found, replace the defective part.
1.2 Inspection of oil leakage around transmission

mounting part
• Check there is not oil stain on transmission mounting part
caused by oil leakage from engine.
• If there is the oil stain, remove the transmission and clean the
mounting surface of clutch housing and flywheel housing using
brake cleaner etc. after repairing oil leakage part. Because the
oil stain may loosen the transmission mounting bolts. (See “RE-
MOVAL AND INSTALLATION OF TRANSMISSION”.)
22-24
22
1.3 Inspection of oil quantity
WARNING
• Temperature of transmission oil is high immediately after
driving. Perform work when oil is cold.
(1) Transmission case

• Remove the inspection plug, and check that oil is filled up to the
neck.
• If oil is not sufficient, fill oil from the inspection plug hole up to the
neck.
• After filling, apply sealant to the inspection plug and tighten it to
the specified torque.
22-25
(2) Clutch housing
• Follow the flowchart below to check the automatic transmission
fluid level.
Flowchart for checking automatic transmission fluid level
Remove the inspection plug and check if automatic trans-

mission fluid is filled up to the bottom of the plug hole.
Automatic transmission Automatic transmission

fluid is filled up to the fluid is not filled up to the
bottom of the plug hole. bottom of the plug hole.
Fill automatic transmis-

sion fluid from the in-
spection plug hole up to
the bottom of the plug
hole.
Fill automatic transmission fluid in the hydraulic circuit as

follows:
• Start the engine.
• While pressing the brake pedal, move the gear shift le-
ver between the “R” and “D” positions (hold the lever for
three to five seconds in each position) and repeat this
operation three times.
Then, place the gear shift lever in the “P” position.
• Stop the engine.
Check if automatic transmission fluid is filled up to the

bottom of the plug hole.
Automatic transmission Automatic transmission

fluid is filled up to the fluid is not filled up to the
bottom of the plug hole. bottom of the plug hole.
Inspection is complete.
• When the inspection is complete, tighten the inspection plug.

CAUTION
• After filling automatic transmission fluid, promptly install
the inspection plug to prevent dirt and dust from entering
the clutch housing.
22-26
22
2. Inspection of Looseness in Engine to Clutch Housing Connection
– Bolt (transmission mounting) 47.1 {35, 4.8} –
• Check the engine to clutch housing connection for looseness.

• Check the transmission mounting bolts and nuts for looseness.
• Retighten any loose bolt to the specified torque.
3. Inspection of Transmission Cooling System for Leakage, Damage and Installa-

tion Condition
• Check the fluid leakage and damage in transmission cooling
system. If there is any abnormality, replace the defective part(s).
(See “Oil cooler” section.)
4. Inspection of Looseness in Propeller Shaft Connection

• Check the propeller shaft mounting bolts for looseness. (See
Gr25.)
• Move the parking brake drum in axial and vertical directions to
check for excessive play between the companion flange and
mainshaft.
• If excessive play is detected, remove the propeller shaft, then
check the companion flange mounting bolt for looseness and the
splines on companion flange and mainshaft for abnormalities. If
any part is found defective, replace the part. (See “EXTENSION
HOUSING” section.)
22-27
5. Replacement of Transmission Oil

Inspection plug
– 68.6 ± 14.7 {51 ± 11, 7.0 ± 1.5} –
Drain plug

– ThreeBond 1105 As required
Approx. 3.5 L
– Transmission case API GL-3 SAE80
{3.7 qts.}
• Grease depends on the driving conditions.
• For a model with standard type transmission power take-off, the quantity is increased by approx. 0.2 L {0.2 qts.}.
• For a model with large-capacity transmission power take-off, the quantity is increased by approx. 0.3 L {0.3 qts.}
WARNING
• Temperature of transmission oil is high immediately after driving. Perform work when oil is cold.
[Replacement]
• Remove the drain plug to drain transmission oil. Drainage can
be made quickly with the inspection plug removed.
• After draining transmission oil, apply sealant to the drain plug
and tighten it to the specified torque. Magnet type drain plugs
should be cleaned before installation.
• Fill transmission oil in the specified quantity from the inspection
plug hole.
22-28
22
• After filling, wait for 1 minute or more to check that oil is filled up
to the neck of the inspection plug hole by inserting a finger to the
inspection plug hole. If oil is not sufficient, replenish it.
• After completing work, apply sealant to the inspection plug and
tighten it to the specified torque.
• When automatic transmission fluid has been replaced, make ini-
tial setting of the DUONICTM system and perform a test drive.
(See Gr22E.)
• When transmission oil has been replaced, reset the inspection/
service memory of the multi information system. (See “Multi-in-
formation system” in chapter 6 of the Owner’s Manual.)
[Inspection]
• When draining transmission oil, check for oil quality, metal chips
and metal powder.
• If an abnormally large amount of metal chips and metal powder
is found, disassemble the transmission assembly for service, as
abnormalities may be caused inside. (See “TRANSMISSION
BODY” section.)
22-29
6. Replacement of Clutch Control Oil

Inspection plug 68.6 ± 14.7 {51 ± 11, 7.0 ± 1.5} –
– Drain plug (1) 9 to 13 {6.6 to 9.6, 0.9 to 1.3} –
Drain plug (2) 39 {2.9, 4.0} –

Approx. 2.0 L
– Clutch housing FUSO ATF-SP III
{2.1 qts.}
WARNING
• Automatic transmission fluid is hot immediately after driving. Perform work when the fluid is cold.
[Replacement]
• Remove the drain plug to drain automatic transmission fluid.
Drainage can be made quickly by removing the inspection plug.
• After draining automatic transmission fluid, tighten the drain
plug.
CAUTION
• After draining automatic transmission fluid, promptly install
the clutch housing.
• Fill automatic transmission fluid until it overflows from the in-

spection plug hole.
• After filling, wait for 1 minute or more to check the automatic
transmission fluid level. (See ON-VEHICLE INSPECTION AND
ADJUSTMENT.)
• When the work is complete, tighten the inspection plug.
CAUTION
• After filling automatic transmission fluid, promptly install
the clutch housing.
• When automatic transmission fluid has been replaced, make ini-

tial setting of the DUONICTM system and perform a test drive.
(See Gr22E.)
• When automatic transmission fluid has been replaced, reset the
inspection/service memory of the multi-information system. (See
“Multi-information system” in chapter 6 of the Owner’s Manual.)
22-30
22
[Inspection]
• When draining automatic transmission fluid, check for fluid qual-
ity, metal chips and metal powder.
• If an abnormally large amount of metal chips or metal powder is
found, disassemble the transmission assembly for service, as
abnormalities may be caused inside. (See VALVE BODY AND
DUAL CLUTCH and TRANSMISSION BODY.)
• If there is automatic transmission fluid on the bottom of the
transmission, wipe off the fluid and check for leaks from inside. If
fluid is leaking, disassemble the transmission assembly for ser-
vice, as abnormalities may be caused inside. (See VALVE
BODY AND DUAL CLUTCH and TRANSMISSION BODY.)
• Since it may not be possible to check for fluid leaks if the air
bleed hole in the clutch housing is clogged, add pure water (dis-
tilled water) from the inspection hole in the lower part of the fly-
wheel housing and check that the water flows out from the air
bleed hole. If the water will not flow out, clean the air bleed hole
with a wire or equivalent.
CAUTION
• To prevent rust on the components in the flywheel housing,
add modest amount of pure water (distilled water) so as not
to overflow from the inspection hole.
• Be careful not to forget to install the rubber cap on the in-
spection hole.
7. Inspection of Transmission Mounting Cushion Rubber
• Check that the cushion rubber on the transmission mounting is

free from damage such as scratches, cracks or peeling.
• Use a hand mirror in places that are difficult to see.
• If there is a problem, replace the cushion rubber. (See REMOV-
AL AND INSTALLATION OF TRANSMISSION.)
22-31
REMOVAL AND INSTALLATION OF TRANSMISSION
Removal sequence
1 Propeller shaft (See Gr25.) 6 Mounting bracket
2 Transmission oil cooler pipe and hose 7 Transmission
(See later section.) 8 Parking brake cable bracket
3 P-range cable (See later section.) 9 Mounting support
4 Parking brake cable (See Gr36.) 10 Mounting support bracket
5 Cushion rubber
22-32
22
Nut (transmission mounting) 235 ± 35 {175 ± 26, 24.0 ± 3.6} –
Bolt (transmission mounting) 47.1 {35, 4.8} –
Nut (cushion rubber mounting) 50.6 {37, 5.2} –
Nut (cushion rubber mounting) 260 ± 40 {190 ± 30, 27.0 ± 4.1} –
Nut (mounting support mounting) 145 ± 25 {105 ± 18, 15.0 ± 2.5} –
Nut (parking brake cable bracket mounting) 50.6 ± 4.4 {37 ± 3.2, 5.2 ± 0.4} –

Mating surface of clutch housing and engine ThreeBond 1215 As required
Work before removal

Removal: Front pipe and diesel particulate filter
• To ensure the clearance for removing the transmission, remove
the front pipe and diesel particulate filter. (See Gr15.)
Removal procedure
Removal: Harness
• Remove the harnesses and connectors shown in the drawing
from the transmission. If a harness or connector cannot be re-
moved from the bottom of the vehicle, remove it when removing
the transmission from the engine.
CAUTION
• The harnesses are also clamped to the transmission. Pull-
ing a harness after just removing the connector may cause
damage to the harness.
• Remove the connectors and clamps of the gear shift unit har-
ness as they will interfere with the mounting support when re-
moving the transmission.
22-33
Removal: Transmission
• Apply the transmission jack and two bottle jacks to the transmis-
sion and engine block respectively as shown in the drawing be-
fore removing the transmission mounting bolts (to the engine
and mounting support).
• Place a block under the jacks to apply bottle jacks to the engine
block.
CAUTION
• If the engine is not supported by the bottle jack, it will fall
when the transmission is removed.
• After removing the transmission mounting bolts, lower the trans-

mission by lowering the transmission jack and bottle jack until it
does not interfere with the transmission mounting support brack-
et.
• Remove the transmission mounting bracket as it will interfere
with the gear shift unit motor when removing the transmission.
• Remove the parking brake cable.
• Insert a screwdriver into the three removal grooves and remove

the transmission from the engine.
• Move the transmission backward until the spline of the drive pin-
ion is detached from the clutch.
CAUTION
• Make sure that you pull the transmission out in a straight
line. If you seesaw the transmission violently, you will dam-
age the spline that connects the drive pinion and the clutch.
• When the oil stain is found inside of clutch housing after remov-
ing the transmission, check the oil leakage portion of transmis-
sion or engine and replace the defective part.
22-34
22
• Inspect the entire circumference of the cushion rubber for
cracks, breaks, oil or other problems.
• If a problem is found, replace the cushion rubber.
Installation: Mounting support and parking brake cable
bracket
• Install the mounting support and parking brake cable bracket on
the mounting support bracket.
Installation: Mounting support bracket

• Install the mounting support bracket on the transmission.
Installation: Transmission
• Check the spline of the drive pinion of dual clutch for rust.
• If rust is found, remove it using a wire brush.
CAUTION
• Do not apply grease to the drive pinion as it may cause ab-
normal noise.
22-35
[Applying sealant]
• Apply sealant following manners shown below.
CAUTION
• Take care not to apply sealant under any of the following
conditions. Otherwise it causes water infiltration.
• There is dust, oil, grease, etc. on the mating surface.
• The diameter or thickness of the applied sealant is ex-
tremely different at each part.
• The applied sealant has some breaks.
• Use utmost care to prevent the applied sealant from cover-
ing the air vent holes on the side of the clutch housing and
engine.
<Case of using nozzle gun>

• Clean the mating surfaces of each part.
• Apply sealant on the width center of the mating surfaces so that
the diameter of the applied sealant is the same as the diameter
of the nozzle. The line of applying sealant is illustrated.
<Case of using spatula, etc.>

• Apply sealant evenly on the entire mating surfaces.
[Installation]
• After applying the sealant, install the transmission before the
sealant dries. Be sure not to allow the sealant to be displaced.
• Support the transmission on the transmission jack, and insert
the transmission into the pilot bearing of the flywheel paying at-
tention to the drive pinion spline.
• Tighten transmission mounting bolts to the specified torque.
• Do not start the engine within one hour after installing the trans-
mission.
• When loosening or removing transmission mounting bolts, be
sure to reapply the sealant.
Installation: Mounting bracket

• Install the mounting bracket on the frame.
22-36
22
• Install the cushion rubber on the mounting bracket and mounting
support.

Fill: Automatic transmission fluid
• Fill automatic transmission fluid. (See ON-VEHICLE INSPEC-
TION AND ADJUSTMENT.)
• After filling automatic transmission fluid, make initial setting of
the DUONIC™ system and perform a test drive. (See Gr22E.)
Inspection and adjustment: Parking brake lever

• Inspect and adjust the parking brake lever. (See Gr36.)
22-37
VALVE BODY, DUAL CLUTCH
Removal sequence
1 Pump driver 7 Thrust needle bearing A 13 Bushing connector
2 Oil seal 8 O-ring 14 O-ring
3 O-ring 9 Seal ring
4 Valve body 10 Dual clutch
*a: Transmission (See later sec-
5 O-ring 11 Thrust needle bearing B tion.)
6 Seal ring 12 Bearing thrust washer
: This work requires protection against dust. (See Gr00.)
• It is desirable that the job to service portions related to the hydraulic circuit of the transmission (DUONIC™) be
performed in an environment comparable to that of a meeting room partitioned from the outside air. If it is not fea-
sible to prepare such an environment, take necessary steps to protect the clutch housing with a vinyl bag for pre-
vention of entry of sand and dust.
• Replace the vinyl bag immediately when it is broken during servicing.

10 Installed height of dual clutch 12.9 ± 0.4 {0.51 ± 0.016} – Replace
22-38
22
Bolt (valve body mounting) 19 to 28 {14 to 21, 1.9 to 2.9} –
Bolt (bushing connector mounting) 12.7 ± 2.3 {9.4 ± 1.7, 1.3 ± 0.2} –

Sliding area of bearing thrust washer
Sliding area of thrust needle bearing
Sliding area of dual clutch
Seal ring FUSO ATF-SP III As required
O-ring
Sliding area of valve body
Lip area of oil seal

Guide bar
MH064241
A B C (set of 3 pcs.) Removal and installation
MH064239 of valve body
φ8.5 195 (1 pc.)
M8 1.25
{φ0.33} {7.68}
Puller
MH064242
A (set of 3 pcs.) Removal and installation
MH064240 of valve body
M8 1.25 (1 pc.)
Oil seal installer
A B MH064238 Installation of oil seal

φ67 φ49.5
{2.64} {1.95}
22-39
Transmission support stand kit
Removal and installation

MH064262 of valve body and dual
Component Part No. clutch
A Transmission support bracket MH064260
B Side stand MH064264
C Angle section A MH064265
D Angle section B MH064266
E Angle section C MH064267
Dual clutch plate
A B MH064269 Installation of dual clutch

180 60
{7.09} {2.36}
Work before removal

Cleaning: Transmission
• Drain automatic transmission fluid. (See ON-VEHICLE INSPEC-
TION AND ADJUSTMENT.)
CAUTION
• After draining automatic transmission fluid, promptly install
the automatic transmission fluid drain plug and automatic
transmission fluid level plug to prevent dirt and dust from
entering the clutch housing.
• Wash the transmission before removal from the vehicle. Thor-

oughly wash off dirt and dust around the clutch housing.
CAUTION
• Be careful not to allow water to enter the transmission from
the air bleed hole or other openings.
• Remove the transmission. (See REMOVAL AND INSTALLA-

TION OF TRANSMISSION.)
• Check the precautions on washing when servicing. (See Gr00.)
• Use rubber or vinyl gloves that cover hands and arms.
• Use of an apron also is desirable.
• Clean the general tools, special tools, and work benches with a
cleaner and a waste cloth before starting the service jobs.
NOTE
• Do not use cotton work gloves.
• Do not use air tools when working inside a plastic bag.
• Do not reuse the plastic bag used during the servicing.
22-40
22
• Wash the transmission once again. After blowing dirt and dust
off the clutch housing and valve body, thoroughly wipe them off
with a rag, and then perform air blowing once again.
Removal procedure
Removal: Pump driver
• Install a commercially available puller on the pump driver
grooves and dual clutch drive shaft as shown in the picture and
remove the pump driver.
Removal: Oil seal

• Drive a flat-blade screwdriver into the metal plate part of the oil
seal to remove the oil seal.
CAUTION
• Be careful not to damage the valve body when driving the
screwdriver.
Removal: Valve body and bushing connector
CAUTION
• If the valve body has been removed, the dual clutch may
have been displaced; remove and install the dual clutch.
• Remove the mounting bolts except those marked with a “ ” in

the picture.
• Loosen the bolts marked with a “ ” in the picture until they can
be removed by hand, and then make alignment marks.
22-41
• Cover the clutch housing with a plastic bag.
• Align the open end of the plastic bag with the mating surfaces of
the clutch housing and transmission case.
• Use a new plastic bag with a capacity of 90 L {95 qts.} (900 mm
{35.4 in.} wide) or more and a thickness of 0.05 mm {0.0020 in.}
or more.
NOTE
• Do not use air tools when working inside a plastic bag.
• Remove the busing connector.
• Push the harness connector of the valve body into the clutch
housing.
22-42
22
• Secure the open end of the plastic bag with a rubber band.
• Pull the bottom of the vinyl bag in the direction shown to elimi-
nate slack.
• Install -A over the plastic bag on the clutch housing at the

locations shown in the drawing.
CAUTION
• Tuck the plastic bag between the clutch housing and -A
to prevent dirt and dust from entering the bag through the
mounting bolt holes.
• Assemble -B to -E.
22-43
• Lift the transmission with a crane and secure it to -B to -E in
the vertical orientation.
• The gear shift unit side of the transmission should be on the
opening side of the assembly of -B to -E.
• Remove any slack in the plastic bag, and then draw lines of 300
mm {11.8 in.} long with a marking pen on the left and right sides
of the center of the dual clutch drive pinion.
• Cut the plastic bag along the marker lines with a cutter knife to
provide a working window.
• Reinforce both ends of the opening with plastic tape or equiva-
lent.
• Remove the three bolts remaining on the valve body by hand,

and then install .
• Install at the locations shown in the picture.
• Install a bolt at the location marked with in the figure to pre-
vent the valve body from coming off during the removal proce-
dure.
22-44
22
• When the valve body is lifted, the plastic bag will also be lifted
with it; make some slack in the plastic bag in advance.
• Holding over the plastic bag with your hands, lift the valve
body straight up to remove it. At this time, hold the leading end
of the drive pinion of the dual clutch in place to prevent the dual
clutch from being removed with the valve body.
• Temporarily place the valve body on and prepare a vinyl

bag. At this time, have the maintenance personnel support ,
to prevent the valve body from falling.
CAUTION
• Do not put your finger under the valve body.
• Before removing the valve body from the plastic bag, put it in a
new plastic bag inside the original plastic bag.
• To prevent dirt and dust from entering the removed valve body,
securely close up the opening of the plastic bag.
• Face the vehicle forward side of the valve body downward and
place the valve body, to which is left attached, on the work
bench.
22-45
Removal: Dual clutch
• Before removing the dual clutch, put it in a new plastic bag in-
side the original plastic bag.
• To prevent dirt and dust from entering the removed dual clutch,
securely close up the opening of the plastic bag.
Work after removal
• Secure the bottom end of the plastic bag with a rubber band to
prevent dirt and dust from entering the clutch housing through
the opening of the plastic bag.
Installation: Bearing thrust washer and thrust needle bear-
ing B
• Apply automatic transmission fluid to the sliding surface of each

component, and then install thrust needle bearing B so that its
black surface is toward the front side of the vehicle.
22-46
22
Installation: Seal rings and O-ring
• Apply automatic transmission fluid to the seal rings and O-ring,

and then install them on the dual clutch.
CAUTION
• Do not expand the seal ring excessively.
Installation: Dual clutch
• Degrease and wash the dual clutch to remove automatic trans-

mission fluid from the clutch.
• Install a rubber bands to prevent the dual clutch outer drum from
slipping off. Make sure the rubber bands does not catch the
spline of the dual clutch outer drum. (When reusing the dual
clutch)
• Do not remove the outer drum slipping-off prevention belt at-
tached to a new dual clutch. (When the dual clutch is replaced
with a new one)
• Replace the plastic bag covering the dual clutch with a new plas-
tic bag.
CAUTION
• Replace the plastic bag immediately before installing the
dual clutch on the clutch housing.
• When the dual clutch is completely inside the plastic bag cover-
ing the clutch housing, remove the plastic bag covering the dual
clutch and install the dual clutch on the clutch housing.
• After the dual clutch has been installed, turn it clockwise and
counterclockwise to make sure that the outer output and outer
drive pinion, and the inner output splines and inner drive pinion,
are in proper mesh with each other.
• After the check, remove the rubber bands or outer drum slip-
ping-off prevention belt.
22-47
• Check that the outer disc does not come off the outer clutch
drum.
• Check that the drive pinion of the dual clutch can be turned light-
ly by hand.
• Make sure that the seal rings are in place in the grooves of the
drive pinion of the dual clutch. They should not be unevenly po-
sitioned relative to, or protrude from, the grooves.
• Install on the clutch housing.

• Measure the distance between the top surface of the dual clutch
and the bottom surface of . Take measurements at four lo-
cations by rotating in 90° increments.
• If the measurement is deviated from the standard value, reinstall
thrust needle bearing B and dual clutch.
CAUTION
• If the valve body is installed with the measurement falling
outside the standard value, thrust needle roller bearing B
may be damaged. Be sure to start the installation procedure
over if the standard value is not met.
• If the measurement after reinstallation is still deviated from the

standard value, replace defective parts.
22-48
22
Installation: Thrust needle bearing A
• Apply automatic transmission fluid to the sliding surfaces, and

then install thrust needle bearing A so that its black surface is to-
ward the front side of the vehicle.
Installation: Seal rings and O-ring
• Apply automatic transmission fluid to the seal rings and O-ring,

and then install them on the valve body.
Installation: Valve body and bushing connector
• Install on the clutch housing at the locations shown in the

picture.
• Install on the valve body at the locations shown in the
drawing.
22-49
• Install the lead wire harness on the harness connector on the
valve body as shown in the picture.
• Replace the plastic bag covering the valve body with a new plas-
tic bag.
• Clean the mating surfaces of the valve body and clutch housing.
CAUTION
• Replace the plastic bag and clean the mating surfaces im-
mediately before installing the valve body on the clutch
housing.
• When the valve body is completely inside the plastic bag cover-
ing the clutch housing, remove the plastic bag covering the valve
body.
22-50
22
• Pull the lead wire installed on the harness connector on the
valve body out of the hole in the bushing connector mount on the
clutch housing.
• Remove the lead wire, and then install the bushing connector to
the harness connector on the valve body and clutch housing.
• Install the valve body on the clutch housing.

• Check that the valve body is entirely inside the clutch housing.
• Check that the drive pinion of the dual clutch can be turned by
hand.
• Remove , and then temporarily tighten the valve body

mounting bolts by hand.
• Remove .
22-51
• Remove the plastic bag covering the clutch housing.
• Install the valve body mounting bolts.
Installation: Oil seal

• Apply automatic transmission fluid to the lip area of the oil seal,
and then install the oil seal in the illustrated direction using .
Installation: Pump driver

• Install the pump driver as follows:
[Heating]
• Heat the pump driver evenly to 110°C {230°F} using one of the
following methods.
CAUTION
• If the pump driver is too hot, it may cause damage to the oil
seal; do not heat the pump driver to higher than 110°C
{230°F}.
<Temperature-controlled chamber>
• Heat the pump driver with a temperature setting of 110°C
{230°F} for more than 30 minutes.
<Ring heater>
• Repeat a heating process two to three times with a temperature
setting of 110°C {230°F} so that the entire pump driver is evenly
heated to 110°C {230°F}.
22-52
22
CAUTION
• Repeat the heating process two to three times because suf-
ficient thermal expansion of the pump driver cannot be
achieved in a single heating process.
<Oil bath>
• Heat automatic transmission fluid to 110°C {230°F} and immerse
the pump driver in the oil bath.
CAUTION
• Be sure to use automatic transmission fluid when heating
the pump driver in an oil bath.
• Be sure to put the pump driver in the oil bath with its protru-
sions facing up. If the protrusions are facing down, their
edges will make direct contact with the heat source, thus
heating the pump driver to higher than 110°C {230°F}.
• Since the automatic transmission fluid temperature drops when

the pump driver is immersed in the oil bath, reheat the fluid to
110°C {230°F} and keep the pump driver immersed in the oil
bath for more than 20 minutes while maintaining the fluid tem-
perature at 110°C {230°F}.
[Installation]
• If the pump driver is heated in an oil bath, wipe ATF completely.
• Install the pump driver by aligning the four protrusions with the
valve body.
WARNING
• Take care not to burn yourself when installing the hot pump
driver.
• If the pump driver is cool, reheat it before installation.

• After installation, check that distance A shown in the drawing is
the following value:
A: 23.45 mm {0.92 in.}
22-53
GEAR SHIFT UNIT
Removal sequence
1 Eyebolt 10 Harness bracket
2 Eyebolt with oil filter 11 Air breather
3 Gear shift unit oil pipe 12 Air breather bracket
4 Gear shift unit exhaust oil pipe 13 O-ring
5 Air breather
6
7
Gear shift unit
Poppet spring plate
*a:: Transmission case
Locating pin
8 Poppet spring : Non-reusable parts
9 Steel ball

61.2 ± 5.9 N 43 N
Poppet spring installed load (installed length 21.7
8 {14 ± 1.3 lbs, {9.7lbs, Replace
{0.85})
6.24 ± 0.6 kgf} 4.4 kgf}
22-54
22
Eyebolt 34 to 44 {25 to 32, 3.5 to 4.5} –
Eyebolt with oil filter 25 to 29 {18.5 to 21.0, 2.5 to 3.0} –
Bolt (gear shift unit mounting) +4.2 +3.1 +0.3
23.8 -4.8 {17.5 -3.5, 2.4 -0.5 } –
Bolt (poppet spring plate mounting)
Bolt (harness bracket mounting) 23.8 {17.5, 2.4} –
Bolt (harness bracket mounting) 12.7 {9.4, 1.3} –
Bolt (air breather bracket mounting) 5.45 {4.0, 0.6} –

ThreeBond 1194 or
ThreeBond 1215 or
Mating surface of gear shift unit and transmission case As required
ThreeBond 1216 or
Loctite 5999
Mating surface of poppet spring plate and transmission
ThreeBond 1215 As required
case
Removal procedure
Removal: Gear shift unit oil pipe and gear shift unit exhaust
oil pipe
• Store the removed oil pipes in a plastic bag to prevent dirt and
dust from entering the pipes.
Inspection: Eyebolt with oil filter
• Check the eyebolt with oil filter for contamination by foreign ob-
jects.
• If contaminated by foreign objects, replace the eyebolt with oil fil-
ter with a new one.
CAUTION
• If the oil filter is contaminated by foreign objects, do not re-
use the eyebolt by cleaning the filter.
Inspection: Poppet spring

• Measure the installed load at the installed length of the poppet
spring.
• If the measurement is below the limit, replace the poppet spring.
22-55
GEAR SHIFT UNIT
Installation: Air breather bracket
• Install the air breather bracket on the transmission case.
Installation: Harness bracket

• Install the harness bracket on the transmission case.
Installation: Poppet spring plate

• Apply sealant to the mating surfaces of the poppet spring plate
and transmission case, and then install the poppet spring plate
on the transmission case.
CAUTION
• Remove any sealant remaining in the bolt holes before in-
stallation. Otherwise damage may result.
Installation: Gear shift unit

[Applying sealant]
• Apply sealant onto the transmission case, following manners
shown below.
CAUTION
conditions. Otherwise it causes oil leak.
22-56
22

[Installation]
• After applying the sealant, install the gear shift unit before the
sealant dries. Be sure not to allow the sealant to be displaced.
• Do not start the engine within one hour after installing the gear
shifter upper.
• When loosening or removing gear shift unit mounting bolts, be
sure to reapply the sealant.
Installation: Oil pipe and exhaust oil pipe

• Install the oil pipes and exhaust oil pipes on the transmission
case and gear shift unit using the eyebolt with oil filter and eye-
bolts.
CAUTION
• Be careful not to install the eyebolt with oil filter in a wrong
place.
22-57
EXTENSION HOUSING AND PARKING BRAKE <FE>
Removal sequence
1 Lock plate 11 Clip 22 Lever shaft
2 O-ring 12 Parking gear switch 23 Shift rail lever
3 Dust plug 13 Parking cable lever 24 Oil seal
4 Parking brake drum 14 Parking sprag spring 25 Oil seal
(See Gr36.) 15 Parking sprag shaft 26 Sealing cap
5 Companion flange 16 Parking sprag 27 Extension housing
6 Reamer bolt 17 Support plate 28 Pulse rotor
7 Parking brake (See Gr36.) 18 Parking gear shift rail 29 Parking gear
8 Vehicle speed sensor 1 19 Reamer bolt
9 Vehicle speed sensor 2 20 Leaf spring : Locating pin
10 Clip bracket 21 Spring pin : Non-reusable parts
22-58
22

0.15
5 Runout at socket portion of companion flange 0 to 0.15 {0 to 0.0059} Replace
{0.0059}
Parking sprag spring installed load (installed length 13.7N {3.1
14 19.5N {4.4 lbs, 2.0 kgf} Replace
46.4 {1.83}) lbs, 1.4 kgf}

Bolt (lock plate mounting) 145 to 200 {105 to 145, 14.8 to 20.4} –
Reamer bolt 52.0 to 66.7 {38 to 49, 5.3 to 6.8} –
Vehicle speed sensor 45 to 50 {33 to 37, 4.6 to 5.1} –
Parking gear switch 29.4 to 39.2 {22 to 29, 3.0 to 4.0} Sealant
Bolt (clip bushing mounting) 19 to 28 {14 to 21, 1.9 to 2.9} –
Bolt (extension housing mounting) 44.5 {33, 4.5} –
Reamer bolt 14 to 16 {10 to 12, 1.4 to 1.6} –
Bolt (clip bracket mounting)
10 to 15 {7.4 to 11.0, 1.0 to 1.5} –
Bolt (support plate mounting)
Nut (parking cable lever mounting) 30.5 {22, 3.1} –

O-ring Wheel bearing grease
As required
Lip area of oil seal [NLGI No. 2 (Li soap)]
Mating surface of extension housing and transmission
case ThreeBond 1215 As required
Thread area of parking gear switch

Flange puller
A B C MH061848 Removal of companion flange

φ95 φ100 φ90
{3.74} {3.94} {3.54}
Oil seal installer

φ64 φ49
{2.52} {1.93}
22-59
Eyebolt
A Removal and installation of exten-

MH063515
sion housing
M14 1.5
Removal procedure
Inspection: Runout at socket portion of companion flange
• After removing the parking brake drum, measure the runout at
the socket portion of the companion flange.
• If the measurement exceeds the limit, replace the companion
flange.
Removal: Companion flange
Removal: Parking gear switch and extension housing

• Install on the mainshaft. Lift the mainshaft and set it in the
vertical orientation with the clutch housing facing down.
• Remove the parking gear switch.
• Remove the extension housing.
Removal: Spring pin

• Use a commercially available pin puller and sliding hammer to
remove the parking shift lever spring pin.
22-60
22
Inspection: Parking sprag spring
• Measure the installed load at the installed length of the parking
sprag spring.
• If the measurement is below the limit, replace the parking sprag
spring.
Installation: Parking gear
• Install the parking gear as follows.
[Heating]
• Heat the parking gear evenly to 150°C {302°F} using one of the
following methods.
• Heat the parking gear with a temperature setting of 150°C
<Ring heater>
setting of 150°C {302°F} so that the entire parking gear is evenly
CAUTION
ficient thermal expansion of the parking gear cannot be
<Oil bath>
• Heat automatic transmission fluid to 150°C {302°F} and im-
merse the parking gear in the oil bath.
the parking gear is immersed in the oil bath, reheat the fluid to
150°C {302°F} and keep the parking gear immersed in the oil
[Installation]
• Install the parking gear.
WARNING
• Take care not to burn yourself when installing the hot park-
ing gear.
22-61
Installation: Pulse rotor
• Install the pulse rotor in the illustrated orientation.

• Apply grease to the lip area of the oil seal.
• Install the oil seal in the extension housing in the illustrated di-
rection using .

• Apply grease to the lip area of the oil seal
• Install the oil seal in the extension housing in the illustrated di-
rection using a round bar with an outer diameter of 24 mm {0.94
in.}.
Installation: Support plate

• Install the support plate on the extension housing.
22-62
22
Installation: Shift rail lever, lever shaft and spring pin
• Install the shift rail lever and lever shaft on the extension hous-
ing.
• The spring pin is of a double-pin type with inner and outer
springs.
• Drive the spring pin until it touches the shift rail lever to prevent
the lever shaft from slipping off.
• After installing the spring pin, check that the spring pin is pro-
truded from the shift rail lever by the following amount.
Protrusion: 14 ± 1.5 mm {0.55 ± 0.059 in.}
Installation: Parking gear shift rail and leaf spring

• Install the parking gear shift rail.
• Install the leaf spring on the extension housing using the reamer
bolt.
Installation: Parking sprag, parking sprag shaft and parking

sprag spring
• Install each part.
Installation: Extension housing

[Applying sealant]
CAUTION

22-63
[Installation]
• After applying the sealant, install the extension housing before
the sealant dries. Be sure not to allow the sealant to be dis-
placed.
• Do not start the engine within one hour after installing the exten-
sion housing.
• When loosening or removing extension housing mounting bolts,
be sure to reapply the sealant.
Installation: Parking cable lever

• Install the parking cable lever, and then tighten nut A.
• While holding nut A with a wrench or the like, tighten nut B.
Installation: Parking gear switch

• Apply sealant to the threads of the parking gear switch, and then
install the switch on the extension housing.
CAUTION
• Remove any sealant remaining in the bolt hole before instal-
lation. Otherwise damage may result.
Installation: Clip and clip bracket

• Install the clip and clip bracket on the extension housing.
22-64
22
Installation: Vehicle speed sensor
• Install the vehicle speed sensor on the extension housing.
Installation: Parking brake

• Install the parking brake on the extension housing using the
reamer bolt.
Installation: Companion flange

• Install the companion flange as follows.
[Heating]
• Heat the companion flange evenly to 140°C {284°F} using one of
the following methods.
• Heat the companion flange with a temperature setting of 140°C
<Ring heater>
setting of 140°C {284°F} so that the entire companion flange is
evenly heated to 140°C {284°F}.
• Measure the temperature on the boss, not on the flange.
CAUTION
ficient thermal expansion of the companion flange cannot
be achieved in a single heating process.
<Oil bath>
merse the companion flange in the oil bath in the illustrated ori-
entation.
CAUTION
• Be sure to put the companion flange in the oil bath with its
boss facing up. If the boss is facing down, its edge will
make direct contact with the heat source, thus heating the
companion flange to higher than 140°C {284°F}.
22-65
the companion flange is immersed in the oil bath, reheat the fluid
to 140°C {284°F} and keep the companion flange immersed in
the oil bath for more than 20 minutes while maintaining the fluid
temperature at 140°C {284°F}.
[Installation]
• Install the companion flange.
WARNING
• Take care not to burn yourself when installing the hot com-
panion flange
CAUTION
• If the companion flange is too hot, it may cause damage to
the oil seal on the extension housing. Do not overheat the
companion flange.
Installation: O-ring, lock plate and lock bolt

• Apply grease to the O-ring and install it between the companion
flange and mainshaft, and then install the lock plate with the lock
bolt.
22-66
22
M E M O
22-67
TRANSFER CASE ADAPTER <FG>
Removal sequence
1 Transfer case adapter cover 10 Support plate 19 Transfer case adapter
2 Clip bracket 11 Parking gear shift rail 20 Lock nut
3 Clip 12 Reamer bolt 21 Parking gear
4 Stud bolt 13 Leaf spring 22 Stud bolt
5 Parking gear switch 14 Spring pin
6
7
Parking cable lever
Parking sprag spring
15
16
Lever shaft
Shift rail lever
*a:: Transfer (See Gr24.)
Locating pin
8 Parking sprag shaft 17 Oil seal : Non-reusable parts
9 Parking sprag 18 Sealing cap

Parking sprag spring installed load (installed length 13.7 N {3.1
7 19.5 N {4.4 lbs,2.0 kgf} Replace
46.4 {1.83}) lbs, 1.4 kgf}
22-68
22
Lock nut 441 to 539 {325 to 395, 45 to 55} –
Reamer bolt 14 to 16 {10 to 12, 1.4 to 1.6} –
Parking gear switch 29.4 to 39.2 {22 to 29, 3.0 to 4.0} Sealant
Bolt (clip bracket mounting)
10 to 15 {7.4 to 11.0, 1.0 to 1.5} –
Bolt (support plate mounting)
Bolt (clip mounting) 19 to 28 {14 to 21, 1.9 to 2.9} –
Bolt (transfer case adapter cover mounting)
45.8 {34, 4.7} –
Bolt (transfer case adapter mounting)

Lip area of oil seal Wheel bearing grease As required
Mating surface of transfer case adapter and transmission
case ThreeBond 1215 As required
Thread area of parking gear switch

Eyebolt
Removal and installation of transfer
A MH062340
case adapter
M10 1.5
Socket wrench
A MH064209 Removal and installation of lock nut

60
22-69
Removal procedure
Removal: Parking gear switch and transfer case adapter
• Install on the transfer case adapter. Lift the transmission
using the transfer case adapter and set it in the vertical orienta-
tion with the clutch housing facing down.
• Remove the parking gear switch.
• Remove the transfer case adapter.
Removal: Spring pin

• Use a commercially available pin puller and sliding hammer to
remove the parking shift lever spring pin.
Inspection: Parking sprag spring
• Measure the installed load at the installed length of the parking
sprag spring.
• If the measurement is below the limit, replace the parking sprag
spring.
Installation: Parking gear
• Install the parking gear as follows.
[Heating]
• Heat the parking gear evenly to 150°C {302°F} using one of the
following methods.
• Heat the parking gear with a temperature setting of 150°C
22-70
22
<Ring heater>
setting of 150°C {302°F} so that the entire parking gear is evenly
CAUTION
ficient thermal expansion of the parking gear cannot be
<Oil bath>
merse the parking gear in the oil bath.
the parking gear is immersed in the oil bath, reheat the fluid to
150°C {302°F} and keep the parking gear immersed in the oil
[Installation]
• Install the parking gear.
WARNING
• Take care not to burn yourself when installing the hot park-
ing gear.

• Apply grease to the lip area of the oil seal.
• Install the oil seal in the transfer case adapter in the illustrated
direction using a round bar with an outer diameter of 24 mm
{0.94 in.}.
Installation: Support plate

• Install the support plate on the transfer case adapter.
22-71
Installation: Shift rail lever, lever shaft and spring pin
• Install the shift rail lever and lever shaft on the transfer case
adapter.
• The spring pin is of a double-pin type with inner and outer
springs.
• Drive the spring pin until it touches the shift rail lever to prevent
the lever shaft from slipping off.
• After installing the spring pin, check that the spring pin is pro-
truded from the shift rail lever by the following amount.
Protrusion: 14 ± 1.5 mm {0.55 ± 0.059 in.}
Installation: Parking gear shift rail and leaf spring

• Install the parking gear shift rail.
• Install the leaf spring on the transfer case adapter using the
reamer bolt.
Installation: Parking sprag, parking sprag shaft and parking

sprag spring
Installation: Transfer case adapter

[Applying sealant]
CAUTION

22-72
22
[Installation]
• After applying the sealant, install the transfer case adapter be-
fore the sealant dries. Be sure not to allow the sealant to be dis-
placed.
fer case adapter.
• When loosening or removing transfer case adapter mounting
bolts, be sure to reapply the sealant.
Installation: Parking cable lever

• Install the parking cable lever, and then tighten nut A.
• While holding nut A with a wrench or the like, tighten nut B.
Installation: Parking gear switch

• Apply sealant to the threads of the parking gear switch, and then
install the switch on the transfer case adapter.
CAUTION
• Remove any sealant remaining in the bolt hole before instal-
lation. Otherwise damage may result.
Installation: Clip and clip bracket

• Install the clip and clip bracket on the transfer case adapter.
22-73
Installation: Transfer case adapter cover
• Install the transfer case adapter cover on the transfer case
adapter.
22-74
22
M E M O
22-75
REVERSE IDLER GEAR <WITHOUT LARGE-CAPACITY POWER TAKE-OFF>
1 Power take-off cover <Without power take-off> 4 Reverse idler gear
Transmission power take-off 5 Side washer
<With power take-off> (See later section.)
2 Reverse idler gear shaft
*a: Transmission case
3 Side washer : Non-reusable parts
Assembly sequence

0.045 to 0.107 0.4
Play in diameter direction of reverse idler gear
{0.0018 to 0.0042} {0.016}
– Replace
0.22 to 0.68 1.0
End play of reverse idler gear
{0.0087 to 0.027} {0.039}

Bolt (power take-off cover or transmission power take-off
44.5 {33, 4.54} –
mounting)
22-76
22
Power take-off cover mounting surface of transmission
Loctite 5999 As required
case
Transmission power take-off mounting surface of trans-
mission case

Reverse shaft puller
A 03726-82000 Removal of reverse idler gear shaft

M12 1.25
Removal procedure
Removal: Power take-off cover
• Insert a scraper from the lower right or lower left of the power
take-off cover to remove the power take-off cover.
CAUTION
• Beware that prying the scraper halfway could deform the
power take-off cover or damage the transmission case.
Inspection: Reverse idler gear

• After the power take-off cover or the transmission power take-off
is removed, perform the following check. If the measurement ex-
ceeds the limit, replace defective parts.
• Check the play again after assembly and make sure it does not
exceed the limit.
(1) Play in diameter direction
(2) End play

• Measure the end play using feeler gauge.
22-77
REVERSE IDLER GEAR <WITH LARGE-CAPACITY POWER TAKE-OFF>
Removal: Reverse idler gear shaft
• Draw out the reverse idler gear shaft using .
Installation: Power take-off cover or Transmission power
take-off
[Applying sealant]
shown below.
CAUTION


22-78
22
[Installation]
• Install the power take-off cover or transmission power take-off
according the following manners after applying the sealant. Be
sure not to allow the sealant to be displaced.
Power take-off cover: Install in three minutes
Transmission power take-off: Install before sealant dries
• Do not start the engine within one hour after installing the power
take-off cover or transmission power take-off.
• When loosening or removing power take-off cover or transmis-
sion power take-off mounting bolts, be sure to reapply the seal-
ant.
22-79
1 Transmission power take-off 6 Reverse idler gear
(See later section.) 7 Reverse idler gear cover
2 Adjusting gasket 8 Stud bolt
3 Spring pin
4 Reverse idler gear shaft
5 Side washer
*a:: Transmission case
Non-reusable parts
Assembly sequence

0.045 to 0.107
Play in diameter direction of reverse idler gear 0.4 {0.016}
{0.0018 to 0.0042}
– Replace
0.22 to 0.68
End play of reverse idler gear 1.0 {0.039}
{0.0087 to 0.027}
Backlash between power take-off idler gear of transmis-
0.08 to 0.26
*
1, a sion power take-off and countershaft constant mesh
gear 1 and 3rd gear of transmission
{0.0031 to 0.010}
– Replace
22-80
22
Bolt (reverse idler gear cover mounting) 44.5 {33, 4.54} –
Bolt (transmission power take-off mounting) 40.2 {30, 4.1} –

Thread area of stud bolt 3M™ Fastener Adhesive 2353 As required
Transmission power take-off mounting surface of trans-
mission case
Transmission power take-off mounting surface of adjust-
ing gasket
Removal procedure
Inspection: Reverse idler gear
• After the reverse idler gear cover is removed, perform the follow-
ing check. If the measurement exceeds the limit, replace defec-
tive parts.
• Check the play again after assembly and make sure it does not
exceed the limit.
(1) Play in diameter direction
(2) End play

Installation: Stud
• Apply sealant to the threads of the stud where the transmission
case is to be installed.
• Install the stud so that it protrudes from the transmission case by
the amount shown in the drawing.
22-81
Installation: Side washer
• Install the side washers by aligning the tabs with the grooves in
the reverse idler gear cover.
Installation: Spring pin

• Install the spring pin using a round bar with an outer diameter of
6 mm {0.24 in.} in the illustrated orientation.
Installation: Reverse idler gear cover or Transmission pow-

er take-off
[Applying sealant]
shown below.
CAUTION


22-82
22
[Installation]
• Install the reverse idler gear cover or transmission power take-
off according the following manners after applying the sealant.
Be sure not to allow the sealant to be displaced.
Reverse idler gear cover: Install in three minutes
Transmission power take-off: Install before sealant dries
• Do not start the engine within one hour after installing the re-
verse idler gear cover or transmission power take-off.
• When loosening or removing reverse idler gear cover or trans-
mission power take-off mounting bolts, be sure to reapply the
sealant.
Inspection: Backlash between power take-off idler gear of

transmission power take-off and countershaft constant
mesh 1st and 3rd gears of the transmission body
• Engage transmission gears to hold the countershaft.
• Install any type of gasket.
Gasket types: 0.13 ± 0.05, 0.25 ± 0.10 mm {0.0051 ± 0.0020,
0.0098 ± 0.0039 in.} (2 types)
• Insert a dial indicator through the inspection plug hole in the
transmission power take-off and bring its tip into contact with the
power take-off idler gear.
• Shift the power take-off to ON, and then measure the backlash
by moving the power take-off output flange.
• If the measurement is deviated from the standard value, replace
defective parts. (See later section.)
22-83
TRANSMISSION BODY
22-84
22
1 Transmission oil inspection 11 Lever set bolt 20 Oil pan
plug 12 Mainshaft rear bearing outer 21 Oil pan gasket
2 Transmission oil drain plug race 22 O-ring
3 Automatic transmission fluid 13 Transmission case 23 Oil filter
inspection plug 14 Oil separator 24 Outer drive pinion roller bear-
4 Automatic transmission fluid 15 Shift rail and shift fork (See lat- ing outer race
drain plug er section.) 25 Outer drive pinion taper bear-
5 Automatic transmission fluid 16 Countershaft (See later sec- ing outer race
drain plug tion.) 26 Oil seal
6 Rear bearing retainer 17 Mainshaft (See later section.) 27 Clutch housing
7 Shim 18 Inner drive pinion (See later
8 Snap ring section.) : Locating pin
9 Snap ring 19 Outer drive pinion (See later : Non-reusable parts
10 Countershaft rear bearing section.)
• When disassembling the countershaft, drive pinion and mainshaft, first remove the valve body and dual clutch
from the clutch housing. (See VALVE BODY AND DUAL CLUTCH.)
• If the countershaft, drive pinion and mainshaft are not disassembled, the shift rail and shift fork can be removed
and disassembled on its own with the valve body and dual clutch mounted on the clutch housing.
: This work requires protection against dust. (See Gr00.)
• It is desirable that the job to service portions related to the hydraulic circuit of the transmission (DUONICTM) be
performed in an environment comparable to that of a meeting room partitioned from the outside air. If it is not fea-
sible to prepare such an environment, take necessary steps to protect the clutch housing with a vinyl bag for pre-
vention of entry of sand and dust.
• Replace the vinyl bag immediately when it is broken during servicing.
• Cover the clutch housing with a plastic bag as described above.
Assembly sequence

1.5 N·m
17 Starting torque of mainshaft output side {1.1 ft.lbs, 0.15 kgf·m} – Replace
or less
22-85
TRANSMISSION BODY
Bolt (rear bearing retainer mounting) 44.5 {33, 4.5} –
Lever set bolt 153 ± 23 {110 ± 17, 15.6 ± 2.3} –
Bolt (transmission case mounting) 54 {40, 5.5} –
Inspection plug
68.6 ± 14.7 {51 ± 11, 7.0 ± 1.5} –
Drain plug
Drain plug 9 to 13 {0.7 to 9.6, 0.9 to 1.3} –
Bolt (oil strainer mounting)
10.2 {7.5, 1.04} –
Bolt (oil pan mounting)
Drain plug 39 {29, 4} –
Bolt (oil separator mounting) 23.8 {18, 2.4} –

Transmission case mounting surface of clutch housing ThreeBond 1215 As required
Thread area of lever set bolt Loctite 271 As required
O-ring
Sliding area of outer drive pinion roller bearing outer race
FUSO ATF-SP III As required
Sliding area of outer drive pinion
Between rollers of pilot bearing As required
[NLGI No.2 (Li soap)]

Snap ring expander MH061268 Removal and installation of snap ring
Oil seal installer

φ95 φ69
{3.74} {2.72}
Bearing installer
Installation of outer drive pinion taper
A B C MH064247 bearing outer race and outer drive
pinion roller bearing outer race
φ109 φ94 φ88
{4.29} {3.70} {3.46}
22-86
22
Bearing puller and in-

staller
MH062696 Removal of countershaft rear bearing
A B
φ76.8 φ30
{3.02} {1.18}
Bearing installer
A B Installation of countershaft rear bear-

MH064244
ing
φ45 φ41
{1.77} {1.61}
Eyebolt
A MH062340 Lifting of transmission case

M10 1.5
Bearing installer
A B Removal of outer drive pinion roller

MH064255
bearing outer race
φ87 φ80
{3.43} {3.15}
Steel lifting band MH064187
Removal and installation of counter-

shaft, mainshaft and inner drive pin-
ion
Eyebolt
A MH063515
M14 1.5
Shaft support bracket
A For preventing inner drive pinion from

MH064259
falling out
66.5
{2.62}
22-87
TRANSMISSION BODY
Mainshaft bearing fitting
tool
For selecting mainshaft bearing

MH064183
Component Part No. shims
A Fitting tool plate MH064186

B Fitting tool case MH064185
C Bolt MH063542
Removal of outer drive pinion taper

Bearing puller MH064254
bearing outer race
Removal procedure
Removal: Snap ring and countershaft rear bearing
• Remove the snap ring using .
• Remove the countershaft rear bearing using .
Removal: Transmission case

• Install on the transmission case for lifting it with a crane.
• Install the two diagonally near the center of the transmis-
sion case.
22-88
22
• After removing the bolts, lift the transmission case with a crane
while hitting the rear ribs (indicated by an arrow) of the clutch
housing with a plastic hammer to remove the transmission case.
CAUTION
• Be sure to hit the ribs as illustrated because hitting other
areas may break the clutch housing.
Removal: Mainshaft rear bearing outer race

• Remove the mainshaft rear bearing outer race by using a plastic
hammer on the inside of the transmission case.
Removal: Shift rail and shift fork, countershaft, mainshaft,

inner drive pinion and outer drive pinion
• Install on the mainshaft 3rd gear and inner drive pinion.
• Fasten the 3rd gears of the mainshaft and countershaft with

.
22-89
TRANSMISSION BODY
• Install on the mainshaft for lifting it with a crane.
• Put a piece of wood on the clutch housing, and while hitting the
wood with a plastic hammer, lift the mainshaft with a crane to re-
move it.
• When the mainshaft has been removed from the clutch housing,
support the mainshaft with your hands to prevent if from inclin-
ing.
• Remove and , and then remove the mainshaft, coun-
tershaft and inner drive pinion.
• Remove the outer drive pinion.
Removal: Outer drive pinion taper bearing outer race
• Hook the catch of in the notch on the clutch housing, and

then remove the outer drive pinion taper bearing outer race by
lifting it with a sliding hammer.
Removal: Oil seal
• Remove the oil seal by hitting it with a bar from the front side of
the clutch housing.
22-90
22
Removal: Outer drive pinion roller bearing outer race
• Remove the outer drive pinion roller bearing outer race from the
rear side of the clutch housing using .
Inspection: Oil filter
[Inspection]
• Check that the drained automatic transmission fluid is not con-
taminated.
• If contaminated, inspect the oil filter.
[Removal]
• Clean the clutch housing and the areas around the oil pan.
• Perform work with the transmission positioned vertically as
shown. (See VALVE BODY AND DUAL CLUTCH.)
• Displace the rubber band securing the plastic bag to provide

working space.
• Remove the oil pan.
NOTE
• If there is no problem (e.g. no contamination) in automatic
transmission fluid, do not remove the oil pan.
• Do not use air tools to remove the oil pan.
• Remove the oil filter.
22-91
TRANSMISSION BODY
[Inspection]
• Confirm that the oil filter is not contaminated by foreign objects.
• If contaminated by foreign objects, replace the oil filter with a
new one.
[Installation]
• Remove the gasket remaining on the oil pan and clutch housing
with a scraper, and then degrease with brake cleaner.
CAUTION
• Do not allow the scraped gasket to enter the clutch hous-
ing.
• Wipe off automatic transmission fluid and brake cleaner using a

non-woven cloth or paper towel.
CAUTION
• Do not use anything other than a non-woven cloth or paper
towel.
• Do not rub when using a paper towel.
• Apply automatic transmission fluid to the O-ring, and then install

the O-ring on the oil filter.
• Install the oil filter on the clutch housing.
22-92
22
• Install the oil pan gasket and oil pan.
Installation: Outer drive pinion roller bearing outer race
• Apply automatic transmission fluid to the sliding surface of the

outer drive pinion roller bearing outer race.
• Install the outer drive pinion roller bearing outer race from the
front side of the clutch housing using .
22-93
TRANSMISSION BODY
• Apply automatic transmission fluid to the lip areas of the oil

seals.
• Install the oil seals in the illustrated orientations from the front
side of the clutch housing using .
Installation: Outer drive pinion taper bearing outer race
• Install the outer drive pinion taper bearing outer race from the
rear side of the clutch housing using .
Installation: Outer drive pinion, mainshaft, countershaft, in-

ner drive pinion and shift rail and shift fork
• Apply automatic transmission fluid to the sliding surface of the
outer drive pinion, and then install the pinion on the clutch hous-
ing.
• Apply grease between the rollers of the mainshaft pilot bearing,
install the inner drive pinion, and then fasten the mainshaft 3rd
gear and inner drive pinion using .
• Fasten the 3rd gears of the mainshaft and countershaft using
.
• Install the shift rail and shift fork on the mainshaft and counter-
shaft.
• Install on the mainshaft, and then lift the mainshaft with a
crane and install it on the clutch housing.
• Be sure to remove all the tools used.
22-94
22
Installation: Oil separator
• Install the oil separator on the clutch housing.
Installation: Transmission case

[Applying sealant]
• Applying sealant onto the clutch housing and motor generator,
following manners shown below.
CAUTION

• Apply sealant on the width center of the mating surface so that

[Installation]
• After applying the sealant, install the transmission case before
the sealant dries. Be sure not to allow the sealant to be dis-
placed.
mission case.
• When loosening or removing transmission case mounting bolts,
be sure to reapply the sealant.
22-95
TRANSMISSION BODY
Installation: Mainshaft rear bearing outer race
• Temporarily install the mainshaft rear bearing outer race from
the rear side of the transmission case using a plastic hammer.
Installation: Countershaft rear bearing and snap ring

• Install the countershaft rear bearing in the illustrated orientation
using .
Installation: Lever set bolt

• Apply locking agent to the threads of the lever set bolts.
• Align the transmission case holes and reverse lever holes, and
then secure the reverse lever with the lever set bolts.
CAUTION
• After installing the lever set bolts, check that gears can be en-
gaged by shifting gear positions.
Installation: Shim and rear bearing retainer

[Selecting shim]
• Since a taper roller bearing is used on both ends of the main-
shaft, it is necessary to select a shim to apply preload to the
bearing.
• Install on the transmission case, and then tighten the bear-
ing press bolt to a torque of 13.3 N·m {9.8 ft.lbs, 130 kgf·cm}.
22-96
22
• Shift the mainshaft and countershaft to the 3rd and 4th speed
positions, respectively.
• With the mainshaft and countershaft in the 3rd and 4th speed
positions, respectively, rotate the mainshaft more than ten revo-
lutions. Next, loosen the bearing press bolt until it does not press
against , and then tighten it again to a torque of 3.2 N·m
{2.4 ft.lbs, 32.5 kgf·cm}.
• Measure dimension A from the transmission case end face to

the mainshaft rear bearing outer race end face at three loca-
tions.
• Measure dimension B of the rear bearing retainer at three loca-
tions.
• Calculate clearance C from measured dimensions A and B us-
ing the following formula.
Clearance C = (average of B at 3 locations) – (average of A at 3
locations)
Clearance after
Clearance C Shim thickness Number installation
(mm {in.}) (mm {in.}) of shims (reference value:
mm {in.})
1.15 to 1.19 0.56 ± 0.01 0.01 to 0.09
2
{0.0452 to 0.0468} {0.0220 ± 0.00039} {0.00039 to 0.0035}
l.20 to 1.24 1.16 ± 0.01 0.03 to 0.09
1
{0.0472 to 0.0488} {0.0456 ± 0.00039} {0.0012 to 0.0035}
1.25 to 1.29 1.21 ± 0.01 0.03 to 0.09
1
{0.0492 to 0.0507} {0.0476 ± 0.00039} {0.0012 to 0.0035}
1.30 to 1.34 1.26 ± 0.01 0.03 to 0.09
1
{0.051 to 0.0527} {0.0496 ± 0.00039} {0.0012 to 0.0035}
1.35 to 1.39 1.31 ± 0.01 0.03 to 0.09
1
{0.0531 to 0.0547} {0.0515 ± 0.00039} {0.0012 to 0.0035}
1.40 to 1.44 1.36 ± 0.01 0.03 to 0.09
1
{0.0551 to 0.0566} {0.0535 ± 0.00039} {0.0012 to 0.0035}
1.45 to 1.49 1.41 ± 0.01 0.03 to 0.09
1
{0.0570 to 0.0586} {0.0555 ± 0.00039} {0.0012 to 0.0035}
1.50 to 1.54 1.46 ± 0.01 0.03 to 0.09
1
{0.0590 to 0.0606} {0.0574 ± 0.00039} {0.0012 to 0.0035}
1.55 to 1.59 1.51 ± 0.01 0.03 to 0.09
1
{0.0610 to 0.0625} {0.0594 ± 0.00039} {0.0012 to 0.0035}
1.60 to 1.64 1.56 ± 0.01 0.03 to 0.09
1
{0.0629 to 0.0645} {0.0614 ± 0.00039} {0.0012 to 0.0035}
22-97
TRANSMISSION BODY
Clearance after
Clearance C Shim thickness Number installation
(mm {in.}) (mm {in.}) of shims (reference value:
mm {in.})
1.65 to 1.69 1.61 ± 0.01 0.03 to 0.09
1
{0.0649 to 0.0665} {0.0633 ± 0.00039} {0.0012 to 0.0035}
1.70 to 1.73 1.66 ± 0.01 0.03 to 0.09
1
{0.0669 to 0.0685} {0.0653 ± 0.00039} {0.0012 to 0.0035}
1.75 to 1.79 1.71 ± 0.01 0.03 to 0.09
1
{0.0688 to 0.0704} {0.0673 ± 0.00039} {0.0012 to 0.0035}
1.80 to 1.84 1.76 ± 0.01 0.03 to 0.09
1
{0.0708 to 0.0724} {0.0692 ± 0.00039} {0.0012 to 0.0035}
1.85 to 1.89 1.81 ± 0.01 0.03 to 0.09
1
{0.0728 to 0.0744} {0.0712 ± 0.00039} {0.0012 to 0.0035}
1.90 to 1.94 1.86 ± 0.01 0.03 to 0.09
1
{0.0748 to 0.0763} {0.0732 ± 0.00039} {0.0012 to 0.0035}
0.56 ± 0.01
1
1.95 to 1.99 {0.0220 ± 0.00039} 0.01 to 0.09
{0.0767 to 0.0783} 0.36 ± 0.01 {0.00039 to 0.0035}
1
{0.0141 ± 0.00039}
[Installation]
• Remove , and then install the selected shim, rear bearing
retainer and tighten the bolts.
Inspection: Starting torque on the mainshaft output side

• After installing the shim and rear bearing retainer, check that the
starting torque on the mainshaft output side agrees with the
standard value.
• If the measurement exceeds the standard value, select a shim
again.
Installation: Automatic transmission fluid drain plugs and

automatic transmission fluid inspection plug
• Install the automatic transmission fluid drain plugs on the oil pan.
• Install automatic transmission fluid inspection plug on the clutch
housing.
22-98
22
Installation: Transmission oil drain plug and transmission
oil inspection plug
• Apply sealant to the threads of the transmission oil drain plug
and transmission oil inspection plug, and then install the plugs
on the transmission case.
22-99
TRANSMISSION BODY
Shift Rail and Shift Fork
1 Spring pin 9 4th and 1st/6th/reverse shift 16 Reverse and 1st/2nd shift jaw
2 Spring pin rail 17 Reverse and 1st/2nd shift fork
3 5th/6th and 3rd shift rail 10 4th and 1st/6th/reverse shift
4 5th/6th and 3rd shift fork jaw A
*a: Mainshaft
5
6
5th/6th and 3rd shift jaw
Spring pin
11 4th and 1st/6th/reverse lever
12 Shift fork piece
*b:: Countershaft
Non-reusable parts
7 Spring pin 13 Spring pin
8 4th and 1st/6th/reverse shift 14 Spring pin
jaw B 15 Reverse and 1st/2nd shift rail
Assembly sequence
22-100
22
0 to 0.04 0.05
3, 9, 15 Bend of shift rail Replace
{0 to 0.0016} {0.0020}
Clearance between shift fork piece and synchronizer 0.3 to 0.6 1.0
*
12, a
sleeve of mainshaft {0.012 to 0.024} {0.039}
Replace
0.1 0.2
4, 17 Tilt of shift fork claw Replace
{0.0039} or less {0.0079}
Clearance between shift fork and synchronizer sleeve 0.3 to 0.6 1.0
*
4, 17, a
of mainshaft {0.012 to 0.024} {0.039}
Replace
Inspection: Bend of shift rail
• Measure the extent of bending at the middle of each of shift rail.
• While rotating the shift rail by one revolution, read how much the
dial gauge needle will move. A half of the reading observed rep-
resents the bend, if any, of the rail.
• If the measurement exceeds the limit, replace the shift rails.
Inspection: Clearance between shift fork piece and syn-

chronizer sleeve of mainshaft
• If the measurement exceeds the limit, replace defective parts.
Inspection: Tilt of shift fork claw

• Measure the tilt (difference between A and A´) of claw A-A´
against the shift rail hole of shift fork with pressing the rail to V-
block and standing it vertically.
• If the measurement exceeds the limit, replace the shift fork.
22-101
TRANSMISSION BODY
Inspection: Clearance between shift fork and synchronizer
sleeve of mainshaft
• If the measurement exceeds the limit, replace defective part.
Installation: Shift fork piece
• Install the shift fork piece on the shift fork as shown in the illus-
tration.
Installation: 4th and 1st/6th/reverse lever

• Place the synchronizer sleeve of mainshaft in neutral position
before installing the reverse lever on the mainshaft.

• Install the spring pin in the illustrated direction (the spring pin
notch to be positioned forward or rearward of the vehicle). When
installing the spring pin, leave 0 to 0.5 mm {0 to 0.020 in.} out-
side from each shift rail or each gear shift jaw.
• Drive the spring pin carefully so as not to impose too much load
on each shift rail and each gear shift jaw.
22-102
22
M E M O
22-103
OUTER DRIVE PINION
1 Snap ring 5 Outer drive pinion roller bear- 7 Outer drive pinion
2 Needle bearing ing inner race
3 Oil seal 6 Outer drive pinion taper bear- : Non-reusable parts
4 Snap ring ing inner race
Assembly sequence

Sliding area of needle bearing
Entire surface of snap ring
FUSO ATF-SP III As required
Sliding area of outer drive pinion roller bearing inner race

22-104
22
Bearing installer
A B Installation of outer drive pinion taper

MH064245
bearing inner race
φ75 φ71
{2.95} {2.80}
Bearing installer
A B Installation of outer drive pinion roller

MH064246
bearing inner race
φ65 φ61
{2.56} {2.40}
Bearing installer
A B MH064248 Installation of needle bearing

φ44 φ34.5
{1.73} {1.36}
Bearing puller
A B MH064190 Removal of needle bearing

φ39.8 φ100
{1.57} {3.94}
Oil seal installer

φ49 φ35.5
{1.93} {1.40}
Removal of outer drive pinion taper

Thrust plate MH064100 bearing inner race and outer drive
pinion roller bearing inner race
22-105
OUTER DRIVE PINION
Removal procedure
Removal: Snap ring
Removal: Outer drive pinion roller bearing inner race

• Install a commercially available bearing puller on the bottom of
the outer drive pinion roller bearing inner race.
• Install on the end of the outer drive pinion, and then re-
move the outer drive pinion roller bearing inner race by pushing
it out with a press.
Removal: Outer drive pinion taper bearing inner race

• Evenly hit the flange of the outer drive pinion taper bearing inner
race with a flat-blade screwdriver or the like to provide a clear-
ance from the outer drive pinion 6th gear.
• Install a commercially available bearing puller in the clearance
between the outer drive pinion taper bearing inner race and out-
er drive pinion 6th gear.
CAUTION
• Be sure to provide a clearance before installing the bearing
puller. Otherwise the outer drive pinion taper bearing inner
race may be damaged.
• Be sure to install the bearing puller on the 6th gear side.
The bearing will be seized if the puller is installed on the
outer drive pinion taper bearing inner race side.
• Install on the end of the outer drive pinion, and then re-
move the outer drive pinion taper bearing inner race by pushing
it out with a press.
22-106
22
Removal: Oil seal
• Remove the oil seal using a screwdriver or the like.
Removal: Snap ring and needle bearing

• Remove the snap ring.
• Using , remove the needle bearing by pushing it out with a
press.
Installation: Needle bearing and snap ring
• Apply automatic transmission fluid to the needle bearing, and
then install it on the outer drive pinion using .
• Apply automatic transmission fluid to the snap ring, and then in-
stall it on the outer drive pinion.

• Apply automatic transmission fluid to the lip areas of the oil
seals, and then install the oil seals on the outer drive pinion in
the illustrated orientations using .
22-107
OUTER DRIVE PINION
Installation: Outer drive pinion taper bearing inner race
• Install the outer drive pinion taper bearing inner race on the out-
er drive pinion using .
Installation: Outer drive pinion roller bearing inner race and

snap ring
• Apply automatic transmission fluid to the outer drive pinion roller
bearing inner race, and then install it on the outer drive pinion
using .
• Apply automatic transmission fluid to the snap ring, and then in-
stall it on the outer drive pinion using .
22-108
22
M E M O
22-109
INNER DRIVE PINION
1 Inner drive pinion taper bearing
inner race
2 Inner drive pinion
Assembly sequence
verse.

Bearing installer
A B Installation of outer drive pinion taper

MH064244
bearing inner race
φ45 φ41
{1.77} {1.61}
Removal procedure
Removal: Inner drive pinion taper bearing inner race
• Install a commercially available bearing puller between the inner
drive pinion taper bearing inner race and inner drive pinion 5th
gear.
• After installing the bearing puller, check that the rollers on the
taper bearing inner race rotate smoothly.
CAUTION
• If the rollers do not rotate smoothly, reinstall the bearing
puller. Otherwise the inner drive pinion taper bearing inner
race may be damaged.
• Remove the inner drive pinion taper bearing inner race by push-
ing it out with a press.
22-110
22
Installation: Inner drive pinion taper bearing inner race
• Install the inner drive pinion taper bearing inner race on the inner
drive pinion using .
22-111
MAINSHAFT
1 Mainshaft rear taper bearing inner race 8 Needle bearing
2 1st gear thrust washer 9 Pilot bearing
3 1st and 2nd gear 10 Snap ring
4 Needle bearing 11 3rd and 5th/6th synchronizer (See later section.)
5 Snap ring 12 3rd gear
6 1st/2nd and reverse synchronizer (See later sec- 13 Needle bearing
tion.) 14 Mainshaft
7 Reverse gear
Assembly sequence
22-112
22
0.15 to 0.46 0.7
1st and 2nd gear
{0.0059 to 0.018} {0.028}
0.15 to 0.51 0.7
– End play 3rd gear Replace
{0.0059 to 0.020} {0.028}
0.10 to 0.46 0.7
Reverse gear
{0.0039 to 0.018} {0.028}
0.02 to 0.06 0.12
1st and 2nd gear
{0.00079 to 0.0024} {0.0047}
Play in the diameter di- 0.02 to 0.06 0.12
– 3rd gear Replace
rection {0.00079 to 0.0024} {0.0047}
0.02 to 0.06 0.12
Reverse gear
{0.00079 to 0.0024} {0.0047}
1st and 2nd gear and 1st/
1.02 to 1.49 0.5
2nd and reverse synchroniz-
{0.040 to 0.059} {0.020}
er
Reverse gear and 1st/2nd 1.07 to 1.43 0.5
Clearance between gear and reverse synchronizer {0.042 to 0.056} {0.020}
– Replace
and synchronizer ring
3rd gear and 3rd and 5th/6th 1.17 to 1.53 0.5
synchronizer {0.046 to 0.060} {0.020}
Inner drive pinion and 3rd 1.10 to 1.60 0.5
and 5th/6th synchronizer {0.043 to 0.063} {0.020}

Entire periphery of pilot bearing roller As required
[NLGI No.2 (Li soap)]

Bearing installer
A B MH064243 Installation of pilot bearing

φ30 φ26
{1.18} {1.02}
Bearing installer
A B Installation of mainshaft rear taper

MH064253
bearing inner race
φ56 φ51
{2.20} {2.01}
22-113
MAINSHAFT
Work before removal
Inspection: End play of each gears
Inspection: Play in diameter direction of each gears

Alignment marks: Each gear and each synchronizer

• Put alignment marks on the each gear and the synchronizer
sleeve of the each synchronizer so that the combination of their
mating surfaces can be maintained when reassembled.
Removal procedure
Removal: Pilot bearing, snap ring, 3rd and 5th/6th synchro-
nizer and 3rd gear
• Remove the snap ring on the 3rd and 5th/6th synchronizer and
hook it onto the pilot bearing.
22-114
22
• Using a commercially available gear puller, remove the pilot
bearing, snap ring, 3rd and 5th/6th synchronizer and 3rd gear as
one unit.
CAUTION
• Be sure to hook the gear puller onto the bottom of the 3rd
gear; hooking it onto the bottom of the pilot bearing may
damage the bearing.
Removal: Mainshaft rear taper bearing inner race, 1st gear

thrust washer and 1st and 2nd gears
the 1st and 2nd gears.
• Remove the mainshaft rear taper bearing inner race, 1st gear
thrust washer and 1st and 2nd gears as one unit by pushing
them out with a press.
CAUTION
• Be sure to install the bearing puller on the bottom of the 1st
and 2nd gears; installing it on the bottom of mainshaft rear
taper bearing inner race may damage the inner race.
Removal: Snap ring, 1st/2nd and reverse synchronizer and

reverse gear
• Remove the 1st/2nd and reverse synchronizer and reverse gear.
Inspection: Clearance between gear and synchronizer ring
of synchronizer
<Triple cone type>
• When measuring the clearance, press the ring and the center
cone evenly against the gear and measure all around the cir-
cumference.
• If the measurement is less than the limit, replace the ring and
gear.
<Single cone type>

• When measuring the clearance, press the ring evenly against
the gear and measure all around the circumference.
• If the measurement is less than the limit, replace the ring and the
gear or inner drive pinion.
22-115
MAINSHAFT
Installation: Mainshaft rear taper bearing inner race
• Install the mainshaft rear taper bearing inner race on the main-
shaft using .
Installation: Pilot bearing

• Install the pilot bearing on the mainshaft using .
22-116
22
M E M O
22-117
MAINSHAFT
1st/2nd and Reverse Synchronizer
1 Synchronizer inner ring
2 Synchronizer center cone
3 Synchronizer outer ring
4 Synchronizer sleeve
5 Shifting plunger
6 Shifting plunger spring
7 Synchronizer hub
Assembly sequence
verse.

Clearance between synchronizer outer ring protrusion 3.0 to 3.3 4.0
3, 7 Replace
and synchronizer hub groove {0.12 to 0.13} {0.16}
Work before removal

Alignment marks
• Put alignment marks on the synchronizer inner ring, center
cone, outer ring and hub, each at one location, aligning with the
alignment mark put on the synchronizer sleeve before disas-
sembly.
Inspection: Clearance between synchronizer outer ring pro-
trusion and synchronizer hub groove
• If the clearance exceeds the limit, replace defective parts.
22-118
22
Installation: Synchronizer sleeve and synchronizer hub
• When replacing the synchronizer sleeve or synchronizer hub
with a new one, align the three keyways of the synchronizer hub
with three locations of the stub gear tooth of the synchronizer
sleeve to install.
22-119
MAINSHAFT
3rd and 5th/6th Synchronizer
1 Synchronizer ring
3 Shifting key
4 Shifting key spring
5 Shifting key retainer
6 Synchronizer hub
Assembly sequence
verse.

Clearance between synchronizer ring keyway and shift- 4.75 to 4.95 5.7
1, 3 Replace
ing key {0.187 to 0.194} {0.22}
Clearance between shifting key and synchronizer hub 0.05 to 0.20 0.5
3, 6 Replace
keyway {0.0020 to 0.0079} {0.020}
12 N
Shifting key spring installed load (installed length 3.95 17.16 ± 1.7 N {3.9 ± 0.4
4 {2.7 lbs, Replace
{0.16}) lbs, 1.75 ± 0.2 kgf}
1.23 kgf}
Work before removal

Alignment marks
• Put alignment marks on the synchronizer ring and hub, each at
one location aligning with the alignment mark put on the syn-
chronizer sleeve before disassembly.
22-120
22
Inspection: Clearance between synchronizer ring and shift-
ing key
Inspection: Clearance between shifting key and synchroniz-

er hub
Inspection: Shifting key spring

• Measure the installed load at the installed length of the shifting
key spring.
Installation: Shifting key retainer
• Install shifting key retainers as illustrated.

sleeve to install.
22-121
COUNTERSHAFT
1 Snap ring 8 Snap ring
2 Countershaft front bearing 9 4th and 1st/6th/reverse synchronizer (See later
3 Constant mesh gear 2 section.)
4 Snap ring 10 4th gear
5 Gear thrust washer 11 Needle bearing
6 Constant mesh gear 1 and 3rd gear 12 Countershaft gear
7 Needle bearing
Assembly sequence
22-122
22
Constant mesh gear 1 and 0.08 to 0.37 0.7
3rd gear {0.0031 to 0.015} {0.028}
– End play Replace
0.15 to 0.46 0.7
4th gear
{0.0059 to 0.018} {0.028}
0.02 to 0.06 0.12
Constant mesh gear 1
{0.00079 to 0.0024} {0.047}
Play in the diameter di- 0.02 to 0.06 0.12
– 3rd gear Replace
rection {0.00079 to 0.0024} {0.047}
0.02 to 0.06 0.12
4th gear
{0.00079 to 0.0024} {0.047}
3rd gear and 4th and 1st/6th/ 1.16 to 1.49 0.5
Clearance between gear reverse synchronizer {0.046 to 0.058} {0.020}
– Replace
and synchronizer ring 4th gear and 4th and 1st/6th/ 1.14 to 1.51 0.5
reverse synchronizer {0.045 to 0.059} {0.020}

Circumference of the constant mesh gear 2 mounting
Loctite 640 As required
section of the countershaft
Sliding area of needle bearing
API GL-3 SAE80 As required
Sliding area of 4th and 1st/6th/reverse synchronizer

Bearing installer
A B Installation of countershaft front bear-

MH064243
ing
φ30 φ26
{1.18} {1.02}
22-123
COUNTERSHAFT
Work before removal
Inspection: End play of each gears
Inspection: Play in diameter direction of each gears

Alignment marks: Each gear and each synchronizer

• Put alignment marks on the each gear and the synchronizer
sleeve of the each synchronizer so that the combination of their
mating surfaces can be maintained when reassembled.
Removal procedure
Removal: Snap ring and countershaft front bearing
• Remove the countershaft front bearing using a commercially
available bearing puller and gear puller.
22-124
22
Removal: Constant mesh gear 2
constant mesh gear 2, and then remove the gear by pushing it
out with a press.
Removal: Snap ring, gear thrust washer, constant mesh

gear 1 and 3rd gear and needle bearing
• Remove each part.
Removal: Snap ring, 4th and 1st/6th/reverse synchronizer,

4th gear and needle bearing
• Remove each part.
22-125
COUNTERSHAFT
Inspection: Clearance between 4th gear or constant mesh
gear 1 and 3rd gear and synchronizer ring of 4th and 1st/
6th/reverse synchronizer
• When measuring the clearance, press the ring evenly against
the gear and measure all around the circumference.
• If the measurement is less than the limit, replace the ring and the
gear.
Installation: Needle bearing, 4th gear, 4th and 1st/6th/re-
verse synchronizer and snap ring
• Apply oil to the sliding surfaces of the needle bearing and 4th
and 1st/6th/reverse synchronizer.
• Install the snap ring using .
22-126
22
Installation: Needle bearing, constant mesh gear 1 and 3rd
gear, gear thrust washer and snap ring
• Apply oil to the sliding surface of the needle bearing.
• Install the snap ring using .
Installation: Constant mesh gear 2

[Heating]
• Heat constant mesh gear 2 evenly to 130°C {266°F} using one
of the following methods.
• Heat constant mesh gear 2 with a temperature setting of 130°C
<Ring heater>
setting of 130°C {266°F} so that entire constant mesh gear 2 is
evenly heated to 130°C {266°F}.
CAUTION
ficient thermal expansion of constant mesh gear 2 cannot
be achieved in a single heating process.
<Oil bath>
• Heat gear oil to 130°C {266°F} and immerse constant mesh gear
2 in the oil bath in the orientation shown in the picture.
• Since gear oil temperature drops when constant mesh gear 2 is
immersed in the oil bath, reheat the oil to 130°C {266°F} and
keep constant mesh gear 2 immersed in the oil bath for more
than 15 minutes while maintaining the oil temperature at 130°C
{266°F}.
22-127
COUNTERSHAFT
[Installation]
• Apply locking agent to the circumference of the constant mesh
gear 2 mounting section of the countershaft.
• Install heated constant mesh gear 2.
WARNING
• Take care not to burn yourself when installing the hot con-
stant mesh gear 2.
• When constant mesh gear 2 has sufficiently cooled down, install

the snap ring using .
Installation: Countershaft front bearing

• Install the countershaft front bearing using .
22-128
22
M E M O
22-129
COUNTERSHAFT
4th and 1st/6th/Reverse Synchronizer
1 Synchronizer ring
3 Shifting plunger
4 Shifting plunger spring
5 Synchronizer hub
Assembly sequence
verse.

Clearance between synchronizer ring protrusion and 4.8 to 5.1 5.8
1, 5 Replace
synchronizer hub groove {0.19 to 0.20} {0.23}
Work before removal

Alignment marks: Synchronizer ring and synchronizer hub
• Put alignment marks on the synchronizer ring and hub, each at
one location aligning with the alignment mark put on the syn-
chronizer sleeve before disassembly.
Inspection: Clearance between synchronizer ring protru-
sion and synchronizer hub groove
22-130
22
sleeve to install.
22-131
TRANSMISSION CONTROL
Removal sequence
1
2
Shift knob
P-range cable
5
6
Shift lever unit
Shift lever bracket
*a:: Parking cable lever
Non-reusable parts
3 Collar 7 Bracket
4 Instrument panel bracket 8 Shift lever stay
• Place the gear shift lever in the R-range position before starting removal work because installation work will be
performed in the N range position.
• If the shift lever is placed into the R range due to a discharged battery or an electric circuit not connected yet, op-
erate the shift lock release lever to place the shift lever into the N range. (See Gr00.)
CAUTION
• Locking agent is applied to the nuts that are designated as non-reusable. Be sure to replace these nuts if
they have been loosened or removed.
22-132
22
Nut (P-range cable mounting) 19 to 24 {14 to 18, 1.9 to 2.4) –
10 to 15
Lock nut on transmission side –
{7.4 to 11.0, 1.0 to 1.5}
P-range cable
Lock nut on change lever unit
4 to 6 {3.0 to 4.4, 0.4 to 0.6} –
side
Bolt (bracket mounting} 37 to 53 {27 to 39, 3.8 to 5.4} –
Installation: P-range cable
• Install the cable as follows.
• Before installation, check the orientation and number of the
clamps, orientation of the ball joint and other cabling condi-
tions.
• In places where a cable marking is provided, align the mark-
ing and clamp positions to install the cable.
• Install the clamp at right angles to the cable.
• Install the casing cap portion as a straight line.
• Install the cable so that cable boot is not twisted. To eliminate
the twist of the cable boot, remove the cable from both the
gear shift lever and transmission, and then rotate the inner ca-
ble to remove the twist. When slight adjustment is required,
loosen the cable nut to make adjustments.
• Install the ball joint so that its stud does not come into one-sid-
ed contact with the boot. If the stud makes one-sided contact,
loosen the cable nut to make adjustments.
CAUTION
• Do not rotate the cable more than one revolution to elimi-
nate twist or one-sided contact and make sure that the ball
joint is screwed on the cable to a depth of 8 mm {0.31 in.} or
more. Otherwise damage may result.
• Provide a large bending radius to the cable.

• The bending angle from the movable section of the cable
should not exceed 5°.
• Install the cable on the bracket and parking cable lever.
22-133
TRANSMISSION CONTROL
• Fix the cable with a clip with care not to allow an excessive force
to be applied to the cable.
• Fit the clip all the way.
CAUTION
• Be careful not to damage the cable cover when securing the
cable with the clip.
• Place the shift knob and parking cable lever to the R range posi-
tions, respectively.
• After checking that the shift knob is in the R range position, in-
stall the P-range cable on the shift lever unit.

Inspection: Shift knob
[Inspection]
• Operate the shift knob to and fro between the P and N range po-
sitions two to three times, and then check the following.
(1) The parking cable lever is positioned in the range corre-
sponding to the shift knob position without any deviation and
the indicator for the selected range in the meter cluster lights
up.
(2) Hard operation or poor detent feel is not observed in any of
the ranges.
• If there is a problem, adjust the P-range cable.
22-134
22
[Adjustment]
• Loosen the lock nuts on the P-range cable, and then rotate the
turnbuckle to adjust the cable length.
• Make sure that the engagement margins of the threads of the
turnbuckle comply with the specified dimensions.
CAUTION
• Do not adjust the P-range cable length on the ball joint side
(parking cable lever side).
• An engagement margin of the threads of the turnbuckle that
falls short of the specified dimension could cause a break-
age.
• Tighten the lock nuts.

• After adjustment, inspect the selector cable again to check that
there is no problem.
• If there is a problem that cannot be solved by adjustment, in-
spect the indicator-related parts in the meter cluster circuit.
22-135
OIL COOLER
Removal sequence
1 Oil cooler tube
2 Oil cooler hose
4 Oil cooler feed tube
5 Oil cooler return tube
*a:: Radiator
Non-reusable parts
3 Eyebolt

Eyebolt 43 to 57 {32 to 42, 4.4 to 5.8} –
Clip band (oil cooler tube and hose mounting) 2.5 to 3.0 {1.8 to 2.2, 0.25 to 0.30} –
Clip band (oil cooler hose mounting) 1.3 to 1.8 {1.0 to 1.3, 0.13 to 0.18} –
22-136
22
Installation: Eyebolt
• Install the oil cooler feed tube and oil cooler return tube on the
transmission with the eyebolts.
Installation: Oil cooler hose

• Fit the oil cooler hose all the way to the spool or marking location
at the end or the oil cooler tube.
• Fasten the hose with the clip avoiding the bulge.
CAUTION
• Install the oil cooler hose without forced bend and twist.
• When installing the oil cooler hose, do not apply oil to its
joints.

Inspection: Automatic transmission fluid quantity
• After oil line is removed, check the automatic transmission fluid
level and replenish the fluid if necessary. (See ON-VEHICLE IN-
SPECTION AND ADJUSTMENT.)
22-137
TRANSMISSION POWER TAKE-OFF <STANDARD TYPE>
1 Clip 9 Set bolt 17 Power take-off shift fork
2 Clip bracket 10 Power take-off companion 18 Bearing
3 Bracket flange 19 Oil seal
4 Clevis pin 11 Sunk key 20 Oil seal
5 Vacuum chamber 12 Bearing 21 Oil seal
(See later section.) 13 Power take-off shaft 22 Power take-off case
6 Front cover 14 Power take-off gear
7 Shift clevis 15 Power take-off shift sleeve : Locating pin
8 Power take-off control switch 16 Power take-off shift rail : Non-reusable parts
Assembly sequence
22-138
22
0.07 to 0.11 0.2
13, 14 Play in diameter direction of power take-off gear Replace
{0.0028 to 0.0043} {0.0079}
Clearance between power take-off shift sleeve and 0.3 to 0.5 1.0
15, 17 Replace
power take-off shift fork {0.012 to 0.020} {0.039}

Bolt (bracket, vacuum chamber and front cover mounting) 23.2 {17, 2.37} –
Vacuum chamber joint mounting nut 9.8 to 15.6 {7.2 to 12, 1.0 to 1.6} –
Power take-off control switch 49 {36, 5} Sealant
Power take-off shift fork mounting section on power take-off
83.4 {62, 8.5} –
shift rail
Set bolt
11.2 {8.3, 1.14} –
Nut (power take-off companion flange mounting)
Nut (clip bracket mounting) 12.7 {9.4, 1.3} –

Threads of power take-off control switch ThreeBond 1105 As required
Sliding section of clevis pin Wheel bearing grease
As required
Oil seal lips [NLGI No. 2 (Li soap)]
Power take-off case mating surface of front cover
Outer circumference of oil seal
Work before removal

Removal: Transmission power take-off
• Remove the transmission power take-off. (See “REVERSE
IDLER GEAR”.)
Inspection: Play in the diameter direction of power take-off

gear
22-139
Inspection: Clearance between power take-off shift sleeve
and power take-off shift fork
• Apply sealant to the outer circumference of the oil seal A.
• Apply grease to the oil seal A, B lips and install the oil seals to
the power take-off case.
Installation: Power take-off shift rail

• Install the power take-off shift rail to the power take-off case.
22-140
22
Installation: Power take-off companion flange
• Install the power take-off companion flange to the power take-off
case and install the nut and set bolt.
Installation: Power take-off control switch

• Apply sealant to the threads of the power take-off control switch
and install it to the power take-off case.
Installation: Shift clevis

• Install the shift clevis while adjusting the distance from the center
of the shift clevis hole to the end surface of the power take-off
case as shown in the drawing.
Installation: Vacuum chamber

• Apply sealant to the power take-off case mating surface of the
front cover. Install the vacuum chamber and front cover to the
power take-off case.
• Measure the distance between the centers of the holes in the
shift clevis and lever.
• If the measurement does not match the value shown in the
drawing, adjust by turning the shift clevis or joint.
• If the adjustment is performed by turning the joint, secure the
overlap of the joint and the rod of the vacuum chamber by 8
threads or more.
• After adjustment, tighten the nut to the specified torque.
• Push in the joint to align the holes in the lever and shift clevis
and connect them with the clevis pin.
• Apply to the sliding surface of the clevis pin before install-
ing the clevis pin.
22-141
Installation: Bracket and clip bracket
• Install the bracket and clip bracket as shown in the drawing.

Adjustment: Vacuum chamber
• Measure the distance from the bottom of the vacuum chamber
to the center of the hole in the joint.
drawing, adjust by turning the joint. In this case, secure the over-
lap of the joint and the rod of the vacuum chamber by 8 threads
or more.
Installation: Transmission power take-off

• Install the transmission power take-off. (See “REVERSE IDLER
GEAR”.)
22-142
22
M E M O
22-143
Vacuum Chamber
1 Clevis pin
2 Clevis pin
3 Lever
4 Joint
5 Vacuum chamber
6 Gasket
7 Bearing
8 Bracket
Assembly sequence
verse.

Vacuum: 63 kPa
Airtightness of vacuum chamber (inspection vacuum:
5 {18.6 in.Hg, 475 mmHg} – Replace
66.7 kPa {19.7 in.Hg, 500 mmHg}, 15 seconds)
or more

Nut (mounting joint)
9.8 to 15.6 {7.2 to 12.0, 1.0 to 1.6} –
Nut (mounting vacuum chamber)

Mounting threads of vacuum chamber ThreeBond 1211 As required
22-144
22
Inspection: Vacuum chamber
• Connect the vacuum pump, check valve and vacuum gauge to
the vacuum chamber as shown in the drawing. Using the vacu-
um pump, apply specified vacuum to the vacuum chamber.
• After 15 seconds, read the vacuum on the vacuum gauge.
• If the measurement is out of the standard value, replace the vac-
uum chamber.
• Apply sealant to the threads of the vacuum chamber and install it
to the bracket in the direction shown in the drawing.
Installation: Joint
• Install the joint so that the distance from the bottom of the vacu-
um chamber to the center of the hole in the joint should be as
shown in the drawing. Then tighten the nut to the specified
torque.
22-145
TRANSMISSION POWER TAKE-OFF <LARGE-CAPACITY TYPE>
1 Clevis pin 11 Spring pin 23 Power take-off shift fork
2 Vacuum chamber 12 Power take-off idler shaft 24 Bearing
(See later section.) 13 Sunk key 25 Bearing
3 Front cover 14 Spacer 26 Power take-off output shaft
4 Power take-off control switch 15 Bearing 27 Inspection plug
5 Shift clevis 16 Bearing 28 Oil seal
6 Set bolt 17 Power take off idler gear 29 Oil seal
7 Power take-off output 18 Side washer 30 Power take-off case
flange 19 Set bolt
8 Sunk key 20 Power take-off shift sleeve : Non-reusable parts
9 Oil seal 21 Power take-off output gear
10 Rear cover 22 Power take-off shift rail
22-146
22
Assembly sequence

– Play of power take-off idler gear in diameter direction – 0.1 {0.0039} Replace
– Play of power take-off output gear in diameter direction – 0.1 {0.0039} Replace
Backlash between power take-off idler gear and power 0.04 to 0.20 0.5
17, 21 Replace
take-off output gear {0.0016 to 0.0079} {0.020}
Clearance between power take-off shift sleeve and 0.3 to 0.5 1.0
20, 23 Replace
power take-off shift fork {0.012 to 0.020} {0.039}
Play of power take-off output shaft and power take-off 0.06 to 0.17 0.3
20, 26 Replace
shift sleeve in rotating direction {0.0024 to 0.0067} {0.012}
0 to 0.1 0.2
23 Tilt of power take-off shift fork claw Replace
{0 to 0.0039} {0.0079}

Bolt (vacuum chamber and front cover mounting)
23.8 {18, 2.43} –
Bolt (rear cover mounting)
Vacuum chamber joint mounting nut 9.8 to 15.6 {7.2 to 12.0, 1.0 to 1.6} –
Power take-off control switch 49 {36, 5} Sealant
Set bolt 23.5 {17, 2.4} –
Set bolt 29.4 {22, 3.0} –
Inspection plug 68.6 ± 14.7 {51 ± 11, 7.0 ± 1.5} –

Power take-off case mounting surface of front cover
Power take-off case mounting surfaces of rear cover
Threads of power take-off control switch
Threads of inspection plug
Sliding area of clevis pin
Wheel bearing grease
Oil seal lips As required
[NLGI No. 2 (Li soap)]
Sliding area of power take-off shift rail
Work before removal

Removal: Transmission power take-off
• Remove the transmission power take-off. (See “REVERSE
IDLER GEAR”.)
Inspection: Backlash between power take-off idler gear and

power take-off output gear
• If measurement exceeds the limit, replace defective parts.
22-147
Removal procedure
Inspection: Play of power take-off idler gear in diameter di-
rection
Inspection: Play of power take-off output shaft and power

take-off shift sleeve in rotating direction
• Measure the play by turning the power take-off output shaft while
holding the power take-off shift sleeve in place.
Inspection: Play of power take-off output gear in diameter

direction
Inspection: Clearance between power take-off shift sleeve
and power take-off shift fork
22-148
22
Inspection: Tilt of power take-off shift fork claw
• Measure the tilt (difference between A and A’) of claw A-A’
against the power take-off air cylinder hole of power take-off shift
fork with pressing the air cylinder to the V-rail of the V-block and
standing it vertically.
• If the measurement exceeds the limit, replace the power take-off
shift fork.
• Apply grease to the oil seal lips and install the oil seals to the
Installation: Inspection plug

• Apply sealant to the threads of the inspection plug and install it
to the power take-off case.
22-149
Installation: Power take-off shift rail
• Apply grease to the sliding section of the power take-off shift rail
and install it to the power take-off shift fork.
Installation: Set bolt

• Install the set bolt using a hexagon wrench.
• After tightening the bolt, stake the thread area at three places or
more with the punch.
Installation: Side washer

• Install the side washer so that its claw fits into the groove in the
Installation: Power take-off idler gear

• Install the power take-off idler gear to the power take-off case in
the direction shown in the drawing.
22-150
22
Installation: Spacer
• Install the spacer while aligning its keyway with that on the pow-
er take-off case.

• Install the spring pin to the power take-off case in the direction
shown in the drawing using a round rod of 6 mm {0.24 in.} in di-
ameter.
Installation: Oil seal and rear cover

• Apply grease to the lip of the oil seal and install it to the rear cov-
er.
rear cover and install it to the power take-off case.
Installation: Power take-off output flange

• Install the power take-off output flange to the power take-off
case, and install the nut and set bolt.
22-151
Installation: Power take-off control switch
• Apply sealant to the threads of the power take-off control switch
and install it to the power take-off case.
Installation: Shift clevis

• Install the shift clevis while adjusting the distance from the center
of the shift clevis hole to the end surface of the power take-off
case as shown in the drawing.

front cover. Install the vacuum chamber and front cover to the
• Measure the distance between the centers of the holes in the
shift clevis and lever.
drawing, adjust by turning the shift clevis or joint.
• If the adjustment is performed by turning the joint, secure the
overlap of the joint and the rod of the vacuum chamber by 8
threads or more.
• Push in the joint to align the holes in the lever and shift clevis
and connect them with the clevis pin.
• Apply to the sliding surface of the clevis pin before install-
ing the clevis pin.
22-152
22
Adjustment: Vacuum chamber
• Measure the distance from the bottom of the vacuum chamber
to the center of the hole in the joint.
drawing, adjust by turning the joint. In this case, secure the over-
lap of the joint and the rod of the vacuum chamber by 8 threads
or more.
Installation: Transmission power take-off

• Install the transmission power take-off. (See “REVERSE IDLER
GEAR”.)
22-153
Vacuum Chamber
1 Clevis pin
2 Clevis pin
3 Lever
4 Joint
5 Vacuum chamber
6 Gasket
7 Bearing
8 Bracket
Assembly sequence
verse.

Vacuum: 63 kPa
Airtightness of vacuum chamber (inspection vacuum:
5 {18.6 in.Hg, 475 mmHg} – Replace
66.7 kPa {19.7 in.Hg, 500 mmHg}, 15 seconds)
or higher

Nut (mounting joint)
9.8 to 15.6 {7.2 to 12.0, 1.0 to 1.6} –
Nut (mounting vacuum chamber)

Mounting threads of vacuum chamber ThreeBond 1211 As required
Inspection: Vacuum chamber
• Connect the vacuum pump, check valve and vacuum gauge to
the vacuum chamber as shown in the drawing. Using the vacu-
um pump, apply specified vacuum to the vacuum chamber.
• After 15 seconds, read the vacuum on the vacuum gauge.
• If the measurement is out of the standard value, replace the vac-
uum chamber.
22-154
22
• Apply sealant to the threads of the vacuum chamber and install it
to the bracket in the direction shown in the drawing.
Installation: Joint
• Install the joint so that the distance from the bottom of the vacu-
um chamber to the center of the hole in the joint should be as
shown in the drawing. Then tighten the nut to the specified
torque.
22-155
Group 22E
TM
DUONIC
INDEX
SPECIFICATIONS ............................................................................ 22E-2

1. Overview ................................................................................... 22E-4
2. Electronic Control System ........................................................ 22E-5
3. Electronic Control Unit Schematic Diagram ............................ 22E-14
TROUBLESHOOTING
1. Inspection Based on Diagnosis Codes .................................... 22E-16
2. Service Data (Actual Measurements) of FUSO Diagnostics ... 22E-137
3. Actuator tests available in FUSO Diagnostics ....................... 22E-146
4. Inputs and Outputs to/from Electronic Control Unit ............... 22E-147
5. Coding Data in Electronic Control Unit .................................. 22E-148
6. Initialization of DUONICTM System ........................................ 22E-149
INSPECTION OF ELECTRICAL PARTS ..................................... 22E-152
INSTALLED LOCATIONS OF PARTS ........................................ 22E-158
ELECTRIC CIRCUIT DIAGRAM ................................................. 22E-180
22E-1
SPECIFICATIONS
Item Specifications
Manufacturer Bosch
Gearshift unit Control Hydraulic
Power voltage V 12
Manufacturer Sanwa Seiki
Valve body
Power voltage V 12
Manufacturer Bosch
Gearshift lever unit
Power voltage V 12
Manufacturer Bosch
DUONICTM electronic control unit
Power voltage V 12
See Page Gr22 for the specifications of the transmission itself.
22E-2
22E
M E M O
22E-3
1. Overview
• The DUONICTM system automates clutch and gear shift operations when starting or driving the vehicle by provid-
ing integrated control of the clutch, transmission and engine. This helps to reduce the driver’s fatigue from fre-
quent manual gear shift operations while achieving excellent fuel economy equivalent to or better than that of
manual transmission vehicles.
• The clutch mechanism consists of two clutching systems (dual clutch) that allow smooth gear shift operations with
reduced gear shift shock.
• There is no clutch pedal. Since there are only two pedals (accelerator and brake pedals), the driver can start and
drive the vehicle with accelerator operations only. Manual operation can also be selected as required.
• The system consists of a DUONICTM electronic control unit (that controls the gear shift unit and valve body based
on the gear shift lever signals, transmission gear position, throttle opening, vehicle speed, etc.), engine electronic
control unit (that controls fuel injection amount and timing based on engine speed, engine timing, coolant temper-
ature, vehicle speed, etc.) and sensors that transmit/receive various signals to and from each electronic control
unit.
22E-4
22E
2. Electronic Control System
2.1 Block diagram
22E-5
Component Main function/operation
Shift lever unit Detects gearshift lever position.
Oil temperature sensor Senses temperature of automatic transmission fluid (ATF).
G sensor Senses acceleration.
Stop lamp switch Senses brake pedal’s pressed/released position.
Brake fluid pressure sensor Senses extent to which brake pedal is pressed.
Vehicle speed sensor Senses vehicle speed.
Hydraulic unit (electronic control unit) Operates of anti-lock brake system (ABS) and its output warning signal.
Parking brake switch Detects operation of parking brake.
Parking gear switch Detects operation of parking mechanism.
Door switches Detects whether each door is open or closed.
Power take-off control switch Turns on/off power take-off (on power take-off).
Transmission power take-off switch Turns on/off power take-off (in cab).
Economy (ECO) mode switch Turn on/off economy mode
Makes control for smooth gear shifting and driving through exchange of signals with
Engine electronic control unit
DUONICTM electronic control unit.
Gearshift stroke sensor Senses gearshift position.
Power take-off 3-way magnetic valve Puts transmission power take-off into motion.
Power take-off indicator Illuminates when power take-off is in operation.
Gear position indicator Indicates current gear in engagement and diagnostic codes.
Automatic shift mode indicator Illuminates when automatic shift mode is selected with gearshift lever in “D”.
Economy mode indicator Indicated when economy mode switch is turned on.
Comes on when there is problem with system to warn driver of the condition. It lights
DUONICTM indicator/warning in either red or amber. Driving is impossible when the lamp lights in red; driving with
minimum necessary control is possible when the lamp lights in amber.
Sounds when:
• A door is opened with gearshift lever in any position except “P” and “N” while en-
Warning buzzer gine is running.
• Temperature of automatic transmission fluid is too high.
• Vehicle is driven with power take-off switch ON.
Linear solenoid valve (for inner clutch
Supplies hydraulic oil to operate inner clutch.
drive)
Linear solenoid valve (for outer clutch
Supplies hydraulic oil to operate outer clutch.
drive)
Solenoid valve (cooling) Sends hydraulic oil to oil cooler.
Solenoid valve (relief) Adjusts hydraulic oil pressure for operating clutch.
Gearshift magnetic valve Enables gear shifting.
Shift lock solenoid valve Activates and deactivates gearshift lock function.
Manages power supply of component devices.
Signal detection and actuation modules
(SAM) Repeats input/output signals that are sent via Controller Area Network communica-
tion from/to relevant electronic control units by way of this module.
Key interlock solenoid Activates/deactivates key interlocking function.
22E-6
22E
2.2 DUONICTM control
2.2.1 Starting control
• When the gearshift lever is moved to the “D” position, the control unit starts controlling the inner or outer clutch
that is on the starting gear side while applying the filling control (phase A). (See section 2.2.2 (7.2) for explanation
of the filling control.)
• When the filling control ends, the control unit brings the clutch first to the clutch standby point and then to the
creep torque generating point (phase B).
• When the brake pedal is released, the control unit allows the vehicle to start creeping (phase C).
• As soon as the accelerator pedal is pressed, the control unit makes control to engage the clutch (phase D).
• Once the engine and clutch speeds have synchronized with each other, the system terminates the starting control
(phase E).
(1) Control for automatic selection of starting gear
• When the vehicle is brought to a stop with the gearshift lever in the “D” position, the control unit selects the start-
ing gear based on the road slope angle (as determined depending on the G sensor information) and the estimated
vehicle mass (as determined depending on the vehicle speed and accelerator pedal angle). Then a shift to the se-
lected gear takes place automatically.
22E-7
(2) Creep start function
• When the gearshift lever is in the “D” or “R” position, the vehicle starts moving at very low speed without need to
press the accelerator pedal as soon as it is freed from braking force (by the service brakes and parking brake).
(2.1) Creep torque in 1st or reverse gear
• Regardless of braking forces, the amount of output creep torque is always varies with the vehicle speed.
• The output creep torque is inversely proportional to the vehicle speed.
(2.2) Creep torque in 2nd and higher gears
• While a braking force (by the service brakes or parking brake) is working, the output creep torque varies with both
the braking force and vehicle speed.
• When the vehicle is free from braking forces, the output creep torque varies with the vehicle speed.
• The output creep torque is inversely proportional to both the braking force and vehicle speed.
CAUTION
• During starts on uphill roads, the vehicle may move back even when creep torque is available. In such a
case, the parking brake should also be used.
22E-8
22E
2.2.2 Gearshift control
22E-9
• The preceding diagram illustrates operation of the gearshift unit during shift-up from 2nd to 5th.
• The 2nd gear (starting gear) is engaged and the next gear (3rd gear) is pre-selected (phase A).
• The outer clutch is engaged (point j).
• Gear shifts up from 2nd to 3rd according to the gearshift map (phase B).
• The outer clutch disengages and the inner clutch engages (point k).
• The 2nd gear is disengaged (phase C).
• The next gear (4th gear) is pre-selected (phase D).
• Gear shifts up from 3rd to 4th according to the gearshift map (phase E).
• The inner clutch disengages and the outer clutch engages (point l).
• The 3rd gear is disengaged (phase F).
• The next gear (5th gear) is pre-selected (phase G).
• Gear shifts up from 4th to 5th according to the gearshift map (phase H).
• The outer clutch disengages and the inner clutch engages (point m).
• The 4th gear is disengaged (phase I).
• Each gearshift rail has 2 gearshift magnetic valves (MVF and MVR). The magnetic valve that is driven varies de-
pending on the direction of gear engagement as follows.
Gear Clutch Magnetic valve 1 Magnetic valve 2 Magnetic valve 3

1st Inner – R R
2nd Outer – – R
3rd Inner R – –
4th Outer – F –
5th Inner F – –
6th Outer F R –
Rev Lo Inner – R F
Rev Hi Outer – – F
(1) Automatic shift function

• When the gearshift lever is in the “D” position, this function selects gearshift maps stored in memory of the DUON-
ICTM electronic control unit appropriately depending on both the accelerator angle and vehicle speed and makes
gear shifting automatically between the 1st and 6th gears according to the maps. The gear currently in engage-
ment is indicated on the gearshift indicator in the meter cluster.
• During automatic gear shifting, the target gear is determined according to the gearshift map and also by applying
a fuzzy control scheme. The fuzzy control estimates the driver’s intention from the vehicle load factor (derived
from the theoretical acceleration and actual acceleration with an empty vehicle driven on a linear flat road), accel-
erator pedal angle, rate of change of the accelerator pedal angle, vehicle speed, engine speed, currently selected
gear, and brake pedal condition, and reflects the driver’s intention thus estimated on the gearshift control.
(2) Manual shift function

• This function allows the driver to manually make shift-up by one gear by pushing the gearshift lever from the “D”
position toward the “+” position and make shift-down by one gear by pushing the lever toward the “–” position.
• The DUONICTM electronic control module is always monitoring the vehicle speed, engine speed, and selected
gear. If there is a risk of engine over-revving as a result of manual gear shifting, no shift-down will take place even
when the gearshift lever is pushed toward the “–” position. Likewise, if there is a risk of engine stall as a result of
manual gear shifting, no shift-up will take place even when the gearshift lever is pushed toward the “+” position.
(3) Hold function

• If the gearshift lever is moved to the “A/M” position while driving in the automatic shift mode or after the lever has
returned to the “D” position during manual shift operation, the gear is held in the currently selected gear. No auto-
matic gear shifting takes place in this case. However, the gear automatically shifts up if the engine speed exceeds
22E-10
22E
the limit value (4,300 rpm) and the gear automatically shifts down to the starting gear when the vehicle comes to a
stop.
(4) Retry function
• If gear engagement fails to successfully complete, the transmission electronic control unit automatically activates
the retry function to retry gear engagement (twice at maximum; three trials if the first normal trial is included). The
retry control is applied to the same gear for which the first engagement trial has not successfully completed.
(5) Gear pre-selection function

• This function makes preparatory engagement of a gear that is expected to be engaged next. For example, when
driving at 3rd (odd-number gear) with the inner clutch engaged, DUONICTM pre-selects an adjacent even-number
gear (2nd or 4th) if the system judges this necessary based on acceleration/deceleration and other conditions.
However, the even-number grears do not transmit power since the outer clutch is disengaged.
• With DUONICTM, the gear pre-selection control takes place as follows:
• While driving in 1st, 2nd or 6th, the system invariably pre-select the gear indicated below.
Current gear Pre-selected gear

1st 2nd
2nd 3rd
3rd 2nd or 4th
4th 3rd or 5th
5th 4th or 6th
6th 5th
• While driving in 3rd, 4th or 5th, the system estimates a gear to be next selected and pre-select that gear.
(6) Control during operation of anti-lock brake system

• While the anti-lock brake system is in operation, the system may sometimes be unable to recognize the vehicle
speed accurately. So it prohibits gear shifting down during the automatic shift mode (“D” range) and also a gear
change during the manual shift mode to prevent over-revving of the engine.
(7) Clutch control function

• According to vehicle operating conditions, the system automatically controls the clutch to disengage, engage, or
partially engage it.
(7.1) Solenoid valve control

• DUONICTM uses a wet clutch system to which the supply of hydraulic oil is adjusted using a solenoid valve. As
the electric current supplied to the solenoid valve increases, the pressure applied to the clutch becomes stronger,
so the clutch then can transmit greater torque.
22E-11
(7.2) Filling control
• This control makes the specified amount of electric current flow for the specified length of time at the beginning of
a clutch engagement cycle to quickly reduce the gap between the clutch disc and drive plate (on the engine), thus
shortening the clutch engagement time.
(7.3) Micro-slip control

• Except during gear changes, this control keeps the clutch slightly slipping to make it rotate several tens rpm slow-
er than the engine rpm. This allows the clutch to disengage quickly and thus gearshifts to take place smoothly. In
addition to reduced gearshift time, this control provides the effect of preventing shock and damping down the vi-
bration transmitted from the engine to the drive train components.
2.2.3 Other functions

(1) Automatic clutch disengagement function
• In both the drive range (“D”) and reverse range (“R”), the system makes a control of disengaging the clutch when
the vehicle comes to a stop for the purpose of preventing engine stalls.
(2) Gearshift control during drive using cruise control

• When the driver starts using the cruise control while driving in the manual shift mode, the gearshift mode is auto-
matically changed to the automatic shift mode.
• During the use of the cruise control, the system makes automatic gear shifting depending on the amount of load
on vehicle, engine speed, and acceleration of vehicle in order to maintain the target speed.
(3) Economy mode (mode to support low-fuel-consumption driving)

• When the driver turns on the economy mode switch, the system starts using a special map for its gearshift control.
• In the economy mode gear shifting, gear shift-up takes place at a gear lower than that in the standard mode gear
shifting.
CAUTION
• The economy mode should be used only when the vehicle is carrying a small load (i.e. it is empty or half-
loaded) and running on a relatively level road. The mode must not be used when the vehicle is fully load-
ed or on an uphill/downhill road.
(4) Gearshift lock function during shift to/from “P” or “R” position
• While the service brake pedal is being pressed, the system issues a gearshift lock cancellation signal to enable
the gearshift lever to be moved to/from the “P” or “R” position.
(5) Power take-off control function

• When the transmission power take-off switch is turned on with the vehicle parked and the gearshift lever in “P” or
“N” position, the system makes necessary controls on the gear and clutch after engaging the power take-off so
that power can be delivered from the power take-off.
• The system causes the display of indicator to change according to the engagement state of power take-off.
• If any of the following operations is performed, the system turns on “PTO” on the indicator and causes a buzzer to
sound.
• The transmission power take-off switch is turned on while driving or with the gearshift lever in any position ex-
cept “P” and “N”.
• The gearshift lever is moved to any position except “P” and “N” or the vehicle is driven after the transmission
power take-off switch has been turned on.
22E-12
22E
2.3 Engine start limiting function
• To prevent the vehicle from lurching with the transmission in gear, the system permits the engine to be started
only when the gearshift lever is in the “P” or “N” position.
2.4 Diagnosis function

• The diagnosis function of the DUONICTM electronic control unit is working whenever the starter switch is in the
ON position to determine whether the communication condition, each sensor, each relay, etc. is in normal condi-
tion or not. If the diagnosis function determines a component to be faulty, it causes the relevant indication to be
displayed on the meter cluster to alert the driver to the failure, stores the faulty item in the form of a diagnostic
code, and the system starts applying a malfunction mode control.
• During the malfunction mode control, the system functions are limited in order to assure safety of the crew and ve-
hicle. The stored diagnostic codes can be read using FUSO Diagnostics and on the multi-information display in
the meter cluster. (See Gr00.)
22E-13
3. Electronic Control Unit Schematic Diagram
22E-14
22E
22E-15
TROUBLESHOOTING
1. Inspection Based on Diagnosis Codes
• FUSO Diagnostics is regularly updated and, as a result, the latest information may not be in line with the current
version of the shop manual. In cases of such disagreement, the information in FUSO Diagnostics must be fol-
lowed.
1.1 List of diagnosis codes
Warning given at occurrence
of diagnosis code
Diagnosis
Indications made by FUSO diagnosis Remarks
code
(red) (amber)
Out-of-range CAN reception data from component “Park-
70-19 – O
ing brake Switches”
Out-of-range CAN reception data from component “Com-
84-19 – O
bustion engine Control unit”
86-19 – O
bustion engine Control unit
Warning shown differs
Out-of-range CAN reception data from component “Posi- depending on what di-
91-19 O O
tion sensor Accelerator pedal” agnosis code is active
at that time.
110-19 – O
158-2 Battery voltage is either too low or too high. O –
158-3 The battery voltage is too high. – O
158-4 The battery voltage is too low. – O
Component 'Oil temperature sensor' has an electrical
177-2 – O
fault.
The signal voltage of component 'Oil temperature sensor'
177-3 – O
is too high.
The signal voltage of component 'Oil temperature sensor'
177-4 – O
is too low.
Component 'Oil temperature sensor' has an electrical
177-9 – O
fault.
188-19 O –
190-19 O –
Component 'Rpm sensor 'Transmission'' has an electrical
191-2 – O
fault.
Component 'Vehicle speed Sensors, Rpm sensor 'Trans-
191-7 O –
mission'' has an electrical fault.
The signal voltage of component 'Rpm sensor 'Transmis-
191-8 – O
sion'' is too low.
191-10 – –
191-12 – O
512-19 O –
513-19 O –
514-19 O –
522-7 Inner clutch slip – O
526-2 Gear ratio double failure O –
22E-16
22E
of diagnosis code
Diagnosis
code
(red) (amber)
544-19 O –
Out-of-range CAN reception data from component “An-
563-19 – O
tilock brake system Control unit”
595-19 – O
Out-of-range CAN reception data from component “Brake
597-19 O –
light Switches”
600-19 – O
602-19 – O
Out-of-range CAN reception data from component “Shift
681-12 – O
lock solenoid”
684-7 Outer clutch slip – O
740-7 No response of outer clutch torque – O
Component 'Gear shift unit magnet valve(MV1F)' is con-
772-3 O –
stantly on.
Component “Gear shift unit magnet valve(MV1F)” is al-
772-4 – O
ways OFF.
Gear shift not possible due to low pressure binding of Line
781-7 O –
pressure control solenoid valve
Component 'Gear shift unit magnet valve(MV1R)' is con-
783-3 O –
stantly on.
Component “Gear shift unit magnet valve(MV1R)” is al-
783-4 – O
ways OFF.
Component 'Line pressure control solenoid valve' is con-
785-3 – O
stantly on.
Component “Line pressure control solenoid valve” is al-
785-4 – O
ways OFF.
Component 'Inner clutch control linear solenoid valve' is
788-3 – O
constantly on.
Component “Inner clutch control linear solenoid valve” is
788-4 – O
always OFF.
788-7 No response of inner clutch torque – O
Faulty component 'Inner clutch control linear solenoid
788-12 O –
valve, Outer clutch control linear solenoid valve'
904-19 – O
907-19 – O
908-19 – O
973-19 – O
Component 'Antilock brake system Control unit' reports a
1438-12 – O
fault.
Component 'Vehicle speed Sensors' has an electrical
1619-2 – O
fault.
22E-17
TROUBLESHOOTING
of diagnosis code
Diagnosis
code
(red) (amber)
The signal voltage of component Vehicle speed Sensors'
1619-8 – O
is too low.
1810-2 Component 'Acceleration sensor' has an electrical fault. O
The signal voltage of component 'Acceleration sensor' is
1810-3 – O
too high.
The signal voltage of component 'Acceleration sensor' is
1810-4 – O
too low.
1852-19 O
1852-31 Internal error: The data record is faulty. – –
2580-2 Component 'Brake pressure sensor' has an electrical fault. – O
The signal voltage of component 'Brake pressure sensor'
2580-3 – O
is too high.
The signal voltage of component 'Brake pressure sensor'
2580-4 – O
is too low.
Component 'Transmission power take-off 3-way magnetic
2910-3 – O
valve' is constantly on.
Component “Transmission power take-off 3-way magnetic
2910-4 – O
valve” is always OFF.
Out-of-range CAN reception data from component “Selec-
3187-19 O –
tor lever”
Out-of-range CAN reception data from component “Power
3452-19 – O
take-off control switch”
Out-of-range CAN reception data from component “Trans-
3453-19 – O
mission power take-off indicator lamp switch”
520704-2 M contact voltage is either too low or too high. – O
520705-2 M contact voltage is either too low or too high. – O
520706-2 ACC contact voltage is either too low or too high. – O
Component 'Oil cooler flow control solenoid valve' is con-
520707-3 – O
stantly on.
Component “Oil cooler flow control solenoid valve” is al-
520707-4 O –
ways OFF.
520708-7 Neutral control not possible(MV1F, MV1R) – O
520709-7 Neutral control not possible(MV2F, MV2R) O –
520710-7 Neutral control not possible(MV3F, MV3R) O –
520714-3 O –
stantly on.
520714-4 – O
ways OFF.
520715-3 O –
stantly on.
520715-4 – O
ways OFF.
520716-3 O –
stantly on.
520716-4 O –
ways OFF.
520717-3 O –
stantly on.
22E-18
22E
of diagnosis code
Diagnosis
code
(red) (amber)
520717-4 O –
ways OFF.
Component 'Outer clutch control linear solenoid valve' is
520718-3 O –
constantly on.
Component “Outer clutch control linear solenoid valve” is
520718-4 – O
always OFF.
520719-2 Incorrect 1st gear ratio – O
520720-2 Incorrect 2nd gear ratio – O
520721-2 Incorrect 3rd gear ratio – O
th
520722-2 Incorrect 4 gear ratio – O
520723-2 Incorrect 5th gear ratio – O
520724-2 Incorrect 6th gear ratio – O
520725-2 Incorrect RevLo gear ratio – O
520726-2 Incorrect RevHi gear ratio – O
520727-2 Error in CAN reception from component “SAM” O –
520728-2 Error in CAN reception from component “SAM” O –
520729-2 Error in CAN reception from component “SAM” – O
520730-2 Error in CAN reception from component “SAM” – O
Out-of-range CAN reception data from component “Econ-
520731-19 – O
omy mode switch”
Error in CAN reception from component “Combustion en-
520732-2 O –
gine Control unit”
Warning shown differs
Error in CAN reception from component “Combustion en- depending on what di-
520733-2 O O
gine Control unit” agnosis code is active
at that time.
520734-2 O –
520735-2 O –
520736-2 – O
Error in CAN reception from component “Antilock brake
520738-2 – O
system Control unit”
520739-2 – O
520740-3 Component 'Parking gear switch' is constantly on. O –
520740-4 Component “Parking gear switch” is always OFF. O –
520741-2 – O
520742-2 – O
520743-2 – O
520744-31 Default setting failed to be executed. – O
The signal voltage of component 'Acceleration sensor2' is
520745-3 – O
too high.
22E-19
TROUBLESHOOTING
of diagnosis code
Diagnosis
code
(red) (amber)
The signal voltage of component 'Acceleration sensor2' is
520745-4 – O
too high.
The signal voltage of component 'Gear shift unit shift
520746-3 O –
stroke sensor1' is too high.
520746-4 O –
stroke sensor1' is too low.
520747-3 O –
520747-4 O –
520748-3 O –
520748-4 O –
520749-2 – O
520750-2 Faulty component 'DUONICTM Control unit' – O
th,6th)
520751-7 Forward gear shift not possible(5 – O
520752-7 Backward gear shift not possible(3rd) – O
st,6th,RevLo)
520753-7 Forward gear shift not possible(1 – O
th)
520754-7 Backward gear shift not possible(4 – O
520755-7 Forward gear shift not possible(Rev) O –
st,2nd)
520756-7 Backward gear shift not possible(1 O –
22E-20
22E
1.2 Code generation criteria and inspection items
70-19: Out-of-range CAN reception data from component “Parking brake Switches”
• Supply voltage 8 to 16 V with starter switch ON
• 3 seconds or more have elapsed since starter switch was turned ON.
• CCVS_SSAM was received.
• Parking Brake Switch (CAN) signal out of range (Error/SNA)
• System has recovered if signal becomes normal after starter switch is turned
Recoverability OFF and then ON (thus reenergizing electronic control unit) or while starter
switch is in ON position
[Upon receiving out-of-range signal]
Control effected by electronic control unit
• Normal data last received are retained.
Possible causes • Defective signal detect and actuation modules
Perform a diagnosis on the A20 (SAM) side system.
84-19: Out-of-range CAN reception data from component “Combustion engine Control unit”
• CCVS_MCM received & Cruise vehicle speed (CAN) out of range
(250.996<Cruise vehicle speed)
switch is in ON position.
Control effected by electronic control unit [Upon error judgment]
• Cruise speed change mode is exited.
• Cruise termination request is continuously issued.
Possible causes • Defective engine electronic control unit
Perform a diagnosis on the A4 (Combustion engine Control unit) side system.
• CCVS_MCM received & Cruise target vehicle speed (CAN) out of range
(250<Cruise target vehicle speed (CAN))
22E-21
TROUBLESHOOTING
91-19: Out-of-range CAN reception data from component “Position sensor Accelerator pedal”
• EEC2_EEC was received.
• Accelerator pedal position (CAN) out of range
[Diagnosis Codes 520732-2 & 512-19 not generated (Warning indication: Am-
ber)]
• Service data name: See Driver’s Demand Percent Torque as accelerator po-
Control effected by electronic control unit sition.
[Diagnosis Code 520732-2 or 12-19 generated (Warning indication: Red)]
• Both clutches are kept disengaged.
• All gear shift rails are kept in N. (Target gear locked in N.)
• N flashes in meter cluster gear display. (P has priority over N.)
• Engine control is terminated.
• Defective engine electronic control unit
Possible causes
• Defective accelerator position sensor
• ET1_MCM was received.
• Engine coolant temperature out of range for 10 seconds
Control effected by electronic control unit • None
158-2: Battery voltage is either too low or too high.

Generation condition • Battery voltage V01 below 8 V or above 16 V
• Battery voltage V02 below 8 V or above 16 V
Recoverability
OFF and then ON (thus reenergizing electronic control unit) or if battery volt-
age V01 or V02 is 8 – 16 V while starter switch is in ON position.
Control effected by electronic control unit • N flashes in meter cluster gear display. (P has priority over N.)
• Harness between DUONICTM electronic control unit and battery open or
shorted to ground
Possible causes • Malfunction of battery
• Defective alternator
• Defective DUONICTM electronic control unit
22E-22
22E
Use the following procedure to check if the source voltage is excessively high or
low.
Refer to the results of short test of other ECUs.
Insert the tester probes into the A28 (DUONICTM Control unit) harness connec-
Step1
tor on the vehicle side and measure the voltage between A28.X2.40/117 and
A28.X2.40/118 and Ground.
Is voltage above 12V (high voltage error)?
No: Go to Step2
Yes: Go to Step15
Check that the fuse F36 is not blown out.
Step2 If any visible damage is found, repair or replace the affected part and interrupt
Go to Step3
Is this diagnosis code still active?
Step3
No: Go to Step13
Yes: Go to Step4
Check if any of other ECUs has stored the diagnosis code representing abnor-
mal power supply (power supply without passing through SAM).
Step4
No: Go to Step5
Yes: Go to Step7
Remove the connector of A28 (DUONICTM Control unit).
Remove the connector of G1 (Battery).
Check electrical line between pins A28.X2.40/117 and A28.X2.40/118 and Bat-
Step5 tery terminal + pole for open circuit.
Inspection procedure Test electrical line between pins A28.X2.40/117 and A28.X2.40/118 and Battery
terminal + pole for short circuit to ground.
No: Go to Step10
Yes: Go to Step6
Step6
Test electrical line between pins A28.X2.40/117 and A28.X2.40/118 and Battery
No: Go to Step8
Yes: Go to Step14
Measure the battery voltage.
Specified value: 12V
Step8
No: Go to Step9
Yes: Go to Step12
Check the function of G2 (Alternator).
Step9
No: Go to Step10
Yes: Go to Step11
22E-23
TROUBLESHOOTING
tion and then replace the A28 (DUONICTM Control unit).
Go to Step13
Replace component “G2 (Alternator)”.
Step11
Inspection procedure Replace component “G1 (Battery)”.
Go to Step10
Step14
Step15
158-3: The battery voltage is too high.

• Battery voltage V01 or V02 above 16 V
Recoverability
age V01 or V02 is at or below 16 V while starter switch is in ON position.
Control effected by electronic control unit • Backup by normal voltage
Possible causes
Go to Step2
158-4: The battery voltage is too low.

• Battery voltage V01 or V02 below 8 V
Recoverability
age V01 or V02 is at or above 8 V while starter switch is in ON position.
Control effected by electronic control unit • Backup by normal voltage
22E-24
22E
• Harness between DUONICTM electronic control unit and battery open or
shorted to ground
Possible causes • Malfunction of battery
Check that the fuse F36 is not blown out.
Go to Step2
Step2
No: Go to Step12
Yes: Go to Step3
Check if any of other ECUs has stored the diagnosis code representing abnor-
mal power supply (power supply without passing through SAM).
Step3
No: Go to Step4
Yes: Go to Step6
No: Go to Step9
Yes: Go to Step5
Step5
No: Go to Step7
Yes: Go to Step13
Measure the battery voltage.
Specified value: 12V
Step7
No: Go to Step8
Yes: Go to Step11
Check the function of G2 (Alternator).
Step8
No: Go to Step9
Yes: Go to Step10
Go to Step12
22E-25
TROUBLESHOOTING
Step10
Replace component “G1 (Battery)”.
Go to Step9
Step13
177-2: Component Oil temperature sensor has an electrical fault.

• Oil temperature sensor signal voltage above 0.04V and below 4.96 V
• Input difference of 18.0°C {64.4°F} or more from previous input occurring 3
times over 5 seconds
Recoverability
OFF and then ON (thus reenergizing electronic control unit).
• TM oil temperature sensor substitute value 70°C {158°F}
Control effected by electronic control unit • Fixed to high oil temperature cooler bypass control
• Creep torque cut
• Defective harness between oil temperature sensor and DUONICTM electron-
ic control unit
Possible causes
• Defective oil temperature sensor
Remove the connector of B48 (Oil temperature sensor).
Measure the resistance between terminals 5 and 6.
Specified value: 2.31 - 2.59k (20°C {68°F})
Step1 Is any abnormality recognized?
Special features
No: Go to Step2
Yes: Go to Step4
sary.
Replace B48 (Oil temperature sensor) with a normal one and check to see if the
Step2 fault code occurs.
Inspection procedure Measure resistance of the harness across A28 (DUONICTM Control unit) and
B48 (Oil temperature sensor) to check for a faulty harness (e.g., incomplete
open circuit).
Go to Step3
Replace component “B48 (Oil temperature sensor)”.
Go to Step3
22E-26
22E
177-3: The signal voltage of component Oil temperature sensor is too high.
• Oil temperature sensor signal voltage at or above 4.96 V
OFF and then ON (thus reenergizing electronic control unit) or if oil tempera-
Recoverability
ture sensor voltage is at or below 4.90 V while starter switch is in ON posi-
tion.
• Signal or ground harness between TM oil temperature sensor and DUON-
ICTM electronic control unit open
• Signal harness between TM oil temperature sensor and DUONICTM elec-
Possible causes
tronic control unit shorted to battery
• Defective TM oil temperature sensor
Measure the resistance between B48 (Oil temperature sensor) terminals to
Step1
Special features
No abnormalities?
No: Go to Step2
Yes: Go to Step3
Step2
Check electrical line between pins A28.X1.81/46 and B48.X5.12/8 for open cir-
cuit.
Check electrical line between pins A28.X1.81/65 and B48.X5.12/7 for open cir-
Step3
cuit.
Check electrical line between pins A28.X1.81/46 and B48.X5.12/8 for short cir-
cuit to positive.
No: Go to Step4
Yes: Go to Step5
22E-27
TROUBLESHOOTING
177-4: The signal voltage of component Oil temperature sensor is too low.
• Oil temperature sensor signal voltage at or below 0.04V
OFF and then ON (thus reenergizing electronic control unit) or if oil tempera-
Recoverability
ture sensor voltage is at or above 0.10 V while starter switch is in ON posi-
tion.
• Signal harness between oil temperature sensor and DUONICTM electronic
control unit shorted to ground
Possible causes
Measure the resistance between B48 (Oil temperature sensor) and ground or
Step1
Special features
No abnormalities?
No: Go to Step2
Yes: Go to Step3
Step2
Check harness between A28 (DUONICTM Control unit) and B48 (Oil tempera-
Step3
ture sensor) for short-circuit to another line.
No: Go to Step4
Yes: Go to Step5
22E-28
22E
177-9: Component Oil temperature sensor has an electrical fault.
• Oil temperature sensor signal voltage above 0.04 V and below 4.96 V
• No generation of Diagnosis code 191-8, 191-2, 191-7, 191-10, 191-12,
Generation condition 1619-2, 1619-8 & Vehicle traveling at 40 km/h {24.9 mph} or more for a total
of 300 seconds or more
• Increase in transmission oil temperature 41°F or less after starter switch
turned ON
Recoverability
• Transmission oil temperature sensor substitute value 70°C {158°F}
• Defective harness between oil temperature sensor and DUONICTM electron-
ic control unit
Possible causes
Measure the resistance between terminals 5 and 6.
Specified value: 2.31 - 2.59k (20°C {68°F})
Step1 Is any abnormality recognized?
Special features
No: Go to Step2
Yes: Go to Step4
sary.
Replace B48 (Oil temperature sensor) with a normal one and check to see if the
Inspection procedure Measure resistance of the harness across A28 (DUONICTM Control unit) and
B48 (Oil temperature sensor) to check for a faulty harness (e.g., incomplete
open circuit).
Go to Step3
Go to Step3
22E-29
TROUBLESHOOTING
• Electronic control was received & Out-of-range Engine idle speed (CAN) for
10 seconds
• 650 rpm retained if data last received are out of range.
[Upon error judgment]
• EEC1_EEC was received.
• Engine speed (CAN) out of range
Control effected by electronic control unit • Both clutches are kept disengaged.
sary.
Step1 If all ECUs connected to the common CAN communication line are unable to
communicate, check the common CAN communication line for shorting.
Go to step2
*1: M/T
*2: DUONIC
Inspection procedure *4: ISS (Without Lock brake)
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Make a system diagnosis at the ECU2 on the transmission side.
Make a system diagnosis at the A4 (Combustion engine Control unit) on the
transmission side.
Go to step3
22E-30
22E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Step3 Inspection procedure
Remove the ECU connector attached to CAN communication line.
Special features
No: Go to step4
Yes: Go to step9
Insert the multimeter probe in the A20 (SAM) connector and measure resis-
tance across A20.X7.18/1 and A20.X7.18/11.
Special features
Step4
Be sure to check the ECU with its connection removed from the connector.
No: Go to step5
Yes: Go to step8
Insert the multimeter probe in the A4 (Combustion engine Control unit) connec-
tor and measure resistance across A4.X2.94/62 and A4.X2.94/61.
Inspection procedure Special features
Step5
No: Go to step6
Yes: Go to step7
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
The harness from the ECU to CAN communication line is probably faulty or the
ECU may have an internal fault. Identify the faulty spot by using the following
procedure and repair or replace the faulty part.
Use the short test to check for a fault code of the CAN communication failure of
the entire vehicle.
Remove all related ECUs one at a time and use the short test to check for a
fault code of the CAN communication failure.
With all related ECUs removed, mount one ECU at a time and check for a de-
fective harness within the ECU.
22E-31
TROUBLESHOOTING
*1: M/T
*2: DUONIC
Inspection procedure *6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step10
Step10
No:nGo to step11
Yes:nGo to step3
22E-32
22E
191-2: Component 'Rpm sensor Transmission' has an electrical fault.
• Anti-lock brake system-equipped vehicle: ABS Cooperative Control
• Normal anti-lock brake system vehicle speed received
• No generation of Diagnosis Code 191-8
• Abnormal condition based on comparison between vehicle speed sensor 1
and Front Axle Speed (CAN)
Recoverability
• Reference made to vehicle speed sensor 2 input
• Defective harness between DUONICTM speed sensor and DUONICTM elec-
tronic control unit
Possible causes
• Defective DUONICTM speed sensor
Remove the connector of B41 (Rpm sensor Transmission).
Apply DC {0} to {1} V between terminals B41.4/3 and B41.4/1.
Rotate the shaft of B41 (Rpm sensor Transmission).
Check terminals B41.4/2 and B41.4/4 for signals and, if no signals are output-
Step1 ted, replace B41 (Rpm sensor Transmission).
Special features
No: Go to Step2
Yes: Go to Step4
sary.
Replace B41 (Rpm sensor Transmission) with a normal one and check to see if
Inspection procedure Step2 the fault code occurs.
Measure resistance of the harness across A28 (DUONICTM Control unit) and
B41 (Rpm sensor Transmission) to check for a faulty harness (e.g., incomplete
open circuit).
Go to Step3
Replace component “B41 (Rpm sensor Transmission)”.
Go to Step3
22E-33
TROUBLESHOOTING
191-7: Component Vehicle speed Sensors, Rpm sensor Transmission has an electrical fault
• Simultaneous occurrences of Diagnosis Code 191-8 or 191-2 and Diagnosis
Code 1619-8 or 1619-2
Recoverability
• Gear shift unit is kept in N. (Target gear locked in N.)
• N flashes in meter cluster gear display. (P has priority display.)
• Defective vehicle speed sensor and DUONICTM speed sensor
Possible causes
191-8: The signal voltage of component Rpm sensor Transmission is too low.
• Anti-lock brake system-equipped vehicle: ABS Cooperative Control
• Supply voltage 8 – 16 V with starter switch ON
• Normal Front Axle Speed (CAN) received
• Vehicle speed sensor 1 = 0 rpm
Recoverability OFF and then ON (thus reenergizing electronic control unit) or vehicle speed
sensor 1 is 100 rpm or more with starter switch in ON position
• Signal harness between DUONICTM speed sensor and DUONICTM electron-
ic control unit open, shorted to ground or shorted to battery
• Ground harness between DUONICTM speed sensor and DUONICTM elec-
Possible causes tronic control unit open or shorted to ground
• DUONICTM speed sensor power supply harness open or shorted to ground
• Defective DUONICTM speed sensor
common power supply and common ground point '' for open circuit and short
Step1
circuit.
Go to Step2
Remove the connector of B41 (Rpm sensor Transmission).
Measure the resistance between B41 (Rpm sensor Transmission) and ground
or each terminal to check for short-circuit and electrical leakage.
Measure the resistance between B41 (Rpm sensor Transmission) terminals to
Step2
Special features
No abnormalities?
No: Go to Step3
Yes: Go to Step4
Replace component “B41 (Rpm sensor Transmission)”.
Step3
22E-34
22E
Check the circuit across B41 (Rpm sensor Transmission) and A28 (DUONICTM
Step4
Control unit) for open or short circuit.
No: Go to Step5
Yes: Go to Step6
191-10: Component Vehicle speed Sensors, Rpm sensor Transmission has an electrical fault.
• Diagnosis Code 191-8, 191-2 not generated or Diagnosis Code 1619-8,
1619-2 not generated
• Continuous 15 km/h {9.32 mph} or above & Vehicle speed dropped from 15
km/h {9.32 mph} or above to 0 mph in 0.01 seconds
OFF and then ON (thus reenergizing electronic control unit), or Diagnosis
Recoverability
Code 191-7 generated or vehicle speed of 2 km/h {1.24 mph} or more con-
tinued for 1 second or more with starter switch in ON position
• Gear shift unit is kept in N. (Target gear locked in N.)
Possible causes
191-12: Component Vehicle speed Sensors, Rpm sensor Transmission has an electrical fault.
• Non-anti-lock brake system vehicle: ABS Cooperative Control
Generation condition • Difference of 200 rpm or more between vehicle speed sensor 1 and vehicle
speed sensor 2 & Abnormal comparative input of vehicle speed sensor 1
and vehicle speed sensor 2
Recoverability
• Reference made to vehicle speed sensor 1 or 2 input, whichever is higher
Possible causes
22E-35
TROUBLESHOOTING
• EEC1_EEC received & Driver’s Demand Percent Torque (CAN) out of range
(125<Driver’s Demand Percent Torque (CAN))
• EEC1_EEC received & Actual Engine Percent Torque (CAN) out of range
(125<Actual Engine Percent Torque (CAN))
sary.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Inspection procedure *7: Full-automatic air conditioner
*8: Auto leveling
*9: Manual leveling
Special features
No: Go to step3
Yes: Go to step8
22E-36
22E
Special features
Step3
No: Go to step4
Yes: Go to step7
Special features
Step4
No: Go to step5
Yes: Go to step6
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
the entire vehicle.
Inspection procedure fault code of the CAN communication failure.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step9
22E-37
TROUBLESHOOTING
Step9
Yes: Go to step2
Generation condition • 3 seconds or more have elapsed since starter switch was turned ON.
• EEC3_EEC received & Friction Percent Torque (CAN) out of range
• Controller area network communication line open, shorted to battery, shorted
to ground, or shorted otherwise
Possible causes • Defective controller area network resistor
sary.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Special features
No: Go to step3
Yes: Go to step8
Special features
Step3
No: Go to step4
Yes: Go to step7
22E-38
22E
Special features
Step4
No: Go to step5
Yes: Go to step6
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
the entire vehicle.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step9
Step9
No: Go to step10
Yes: Go to step2
22E-39
TROUBLESHOOTING
522-7: Inner clutch slip
• Battery voltage 8 to 16 V
• Diagnosis Code 788-4, 788-3 (ON, OFF STUCK error) not generated
• Diagnosis Code 785-3 (Magnetic valve (relief) shorted to battery) not gener-
Generation condition ated
• Inner clutch current reading 1.15 A or above
• Odd gear engaged
• Difference of 200 rpm or more for 10 seconds between engine speed (CAN)
and inner clutch speed (CAN)
Recoverability
[Prior to vehicle stationary judgment]
[Upon vehicle stationary judgment]
• Gear pre-select not permitted
• Vehicle continuously driven in F-2nd/R-Hi
• Incorrect setting of transfer gear ratio
• Defective inner linear magnetic valve
Possible causes
• Defective clutch system
526-2: Gear ratio double failure

• Simultaneous occurrences of Diagnosis Code 520719-2 or 520721-2 or
Generation condition 520723-2 or 520725-2 and Diagnosis Code 520720-2 or 520722-2 or
520724-2 or 520726-2
OFF and then ON (thus reenergizing electronic control unit) or Diagnosis
Recoverability Code 520719-2, 520721-2, 520723-2, 520725-2 not generated or Diagnosis
Code 520720-2, 520722-2, 520724-2, 520726-2 not generated while starter
switch is in ON position
• Incorrect gear ratio setting due to incorrect transmission assembly
Possible causes
22E-40
22E
Generation condition • EC received & Engine Reference Torque (CAN) out of range (Engine Refer-
ence Torque (CAN)<100 or 1000<Engine Reference Torque (CAN)) for 10
seconds
• 400 Nm is retained if data last received are out of range.
563-19: Out-of-range CAN reception data from component “Antilock brake system Control unit”
• Anti-lock brake system-equipped vehicle (ABS Cooperative Control
Equipped)
Generation condition • Supply voltage 8 to 16 V with starter switch ON
• EBC1_BS received & ABS Control (CAN) out of range (Reserved, SNA)
Control effected by electronic control unit • Auto downshifting not permitted <in Auto Mode>
• Shifting to roll-off gear temporarily permitted after detection of vehicle sta-
tionary for 3 seconds <in Auto Mode>
• Normal gear shifting permitted <in Manual Mode>
Possible causes • Defective hydraulic unit (electronic control unit)
tem.
• CCVS_MCM received & Cruise control status (CAN) out of range (Cruise
control status (CAN) = 2)
[Cruise control status (CAN) = 2, 3 (Reserved, SNA)]
• Cruise control status (CAN) = 0 detection retained
22E-41
TROUBLESHOOTING
597-19: Out-of-range CAN reception data from component “Brake light Switches”
• 3 seconds or more have elapsed since starter switch was turned ON
• CCVS_SSAM received
• Brake switch (CAN) out of range (Error, SNA)
• CCVS_MCM received & Cruise deceleration switch (CAN) out of range
(Cruise deceleration switch (CAN) = Error)
[Cruise deceleration switch (CAN) = Error, SNA]
• Cruise deceleration switch (CAN) = OFF detection retained
• CCVS_MCM received & Cruise acceleration switch (CAN) out of range
(Cruise acceleration switch (CAN) = Error)
[Cruise acceleration switch (CAN) = Error, SNA)]
• Cruise acceleration switch (CAN) = OFF detection retained
22E-42
22E
681-12: Out-of-range CAN reception data from component “Shift lock solenoid”
• ETC2_SSAM received
Generation condition • Change lever unit in P
• SSAM_A01 received
• Disagreement between Shift lever unit lock cancellation output (CAN) and
Shift lock cancellation feedback
Recoverability OFF and then ON (thus reenergizing electronic control unit) or feedback
agrees for 3 seconds while starter switch is in ON position.
684-7: Outer clutch slip

• Diagnosis Code 520718-4, 520718-3 (ON, OFF STUCK error) not generated
• Diagnosis Code 785-3 (magnetic valve (relief) shorted to battery) not gener-
• Outer clutch current reading 1.15 A or above
• Even gear engaged
• Difference of 200 rpm or more for 10 seconds between engine speed and
outer clutch speed
Recoverability
• Vehicle continuously driven in F-1st/R-Lo
• Incorrect setting of transfer gear ratio
• Defective outer linear magnetic valve
Possible causes
• Defective clutch
22E-43
TROUBLESHOOTING
740-7: No response of outer clutch torque
• Diagnosis Code 788-4, 788-3 (driver stuck ON, OFF) not generated
• Even gear engaged
• Engine speed higher by 500 rpm or more than inner clutch speed
• Despite correct outer clutch current reading, torque output is incorrect for 5
seconds.
Recoverability
• Defective outer clutch control linear magnetic valve
Possible causes • Defective clutch
772-3: Component Gear shift unit magnet valve(MV1F) is constantly on.

• Magnetic valve stuck ON detected (C1F Failure status ON stuck (MV1F) =
Fail)
OFF and then ON (thus reenergizing electronic control unit) or no detection
Recoverability
of magnetic valve stuck on while starter switch is in ON position. (C1F Fail-
ure status ON stuck (MV1F) = No Detection)
• Control of relevant gear shift rail unit is terminated.
• All gear shift rails but relevant gear shift rail are kept in N. (Target gear
locked in N.)
• Harness between DUONICTM electronic control unit and gear shift unit mag-
netic valve shorted to battery
Possible causes
• Defective actuator
Remove the connector of Y22 (Gear shift unit magnet valve).
Measure the resistance between Y22 (Gear shift unit magnet valve) and ground
Measure the resistance between Y22 (Gear shift unit magnet valve) terminals
to check for open-circuit.
Special features
No: Go to Step2
Yes: Go to Step3
22E-44
22E
Replace component “Y22 (Gear shift unit magnet valve)”.
Step2
Check electrical line between pins A28.X1.81/24 and Y22.6/3 for short circuit to
Step3
positive.
No: Go to Step4
772-4: Component “Gear shift unit magnet valve(MV1F)” is always OFF.

• Magnetic valve stuck OFF detected (C1F Failure status OFF stuck (MV1F) =
Fail)
Recoverability
locked in N.)
Control effected by electronic control unit • N flashes in meter cluster gear display. (P has priority display.)
netic valve open or shorted
Possible causes
22E-45
TROUBLESHOOTING
Step1
Special features
No: Go to Step2
Yes: Go to Step3
Step2
Test electrical line between pins A28.X1.81/24 and Y22.6/3 for short circuit to
ground.
Step3
Check electrical line between pins A28.X1.81/24 and Y22.6/3 for open circuit.
Check electrical line between pins Ground and Ground for open circuit.
No: Go to Step4
Yes: Go to Step5
781-7: Gear shift not possible due to low pressure binding of Line pressure control solenoid valve
• Diagnosis Code 785-3 (magnetic valve (relief) pressure too low) generated
Generation condition • 3 attempts to engage gear have failed on gear shift unit cylinder on which rail
control is not suspended.
Recoverability
Possible causes • Diagnosis Code 785-3 was generated, preventing gear from being engaged.
parts. Repair or replace the faulty part as necessary.Yes: Go to Step3
22E-46
22E
783-3: Component Gear shift unit magnet valve(MV1R) is constantly on.
• Magnetic valve stuck ON detected (C1B Failure status ON stuck (MV1R) =
Fail)
Recoverability
of magnetic valve stuck on while starter switch is in ON position. (C1B Fail-
ure status ON stuck (MV1R) = No Detection)
locked in N.)
• Signal harness between DUONICTM electronic control unit and gear shift unit
magnetic valve shorted to battery
Possible causes
Step1
Special features
No: Go to Step2
Yes: Go to Step3
Step2
Step3
positive.
No: Go to Step4
Yes: Go to Step5
22E-47
TROUBLESHOOTING
783-4: Component “Gear shift unit magnet valve(MV1R)” is always OFF.
• Magnetic valve stuck OFF detected (C1B Failure status OFF stuck (MV1R) =
Fail)
Recoverability
locked in N.)
• Vehicle continuously driven in F-2 nd/R-Hi
• Signal harness between DUONICTM electronic control unit and gear shift unit
magnetic valve open or shorted
Possible causes
Step1
Special features
No: Go to Step2
Yes: Go to Step3
Step2
Inspection procedure If the diagnosis code has occurred even during the test drive, start the opera-
ground.
Step3
No: Go to Step4
Yes: Go to Step5
22E-48
22E
785-3: Component Line pressure control solenoid valve is constantly on.

Generation condition • Supply voltage with starter switch ON 8 to 16 V
• Magnetic valve stuck ON detected (MVR failure status ON stuck = Fail)
Recoverability
of magnetic valve stuck on while starter switch is in ON position. (MVR fail-
ure status ON = No Detection)
• Harness between DUONICTM electronic control unit and line pressure con-
trol valve shorted to battery
Possible causes
• Defective electronic control unit
Remove the connector of Y25 (Line pressure control solenoid valve).
Measure the resistance between Y25 (Line pressure control solenoid valve)
and ground or each terminal to check for short-circuit and electrical leakage.
Measure the resistance between Y25 (Line pressure control solenoid valve) ter-
Step1
minals to check for open-circuit.
Special features
No: Go to Step2
Yes: Go to Step3
Replace component “Y25 (Line pressure control solenoid valve)”.
Step2
Check electrical line between pins A28.X1.81/20 and Y25.X5.12/4 for short cir-
Step3
cuit to positive.
No: Go to Step4
Yes: Go to Step5
22E-49
TROUBLESHOOTING
785-4: Component “Line pressure control solenoid valve” is always OFF.
Generation condition • Supply voltage with starter switch ON 8 to 16 V
• Magnetic valve stuck OFF detected (MVR failure status OFF stuck = Fail)
Recoverability OFF and then ON (thus reenergizing electronic control unit) or no detection
of magnetic valve stuck off while starter switch is in ON position.
• None (System stays under normal control) (MVR failure status OFF stuck =
No Detection)
• Harness between DUONICTM electronic control unit and line pressure con-
trol valve open or shorted to ground
Possible causes
Remove the connector of Y25 (Line pressure control solenoid valve).
Measure the resistance between Y25 (Line pressure control solenoid valve)
Measure the resistance between Y25 (Line pressure control solenoid valve) ter-
Step1
minals to check for open-circuit.
Special features
No: Go to Step2
Yes: Go to Step3
Replace component “Y25 (Line pressure control solenoid valve)”.
Step2
Test electrical line between pins A28.X1.81/20 and Y25.X5.12/4 for short circuit
to ground.
Step3 Check electrical line between pins A28.X1.81/20 and Y25.X5.12/4 for open cir-
cuit.
No: Go to Step4
Yes: Go to Step5
22E-50
22E
788-3: Component Inner clutch control linear solenoid valve is constantly on.
Generation condition • Battery voltage 8 to 16 V
• Magnetic valve stuck ON detected (MVC failure status ON stuck = Fail)
• No detection of magnetic valve stuck ON when starter switch is turned OFF
Recoverability and then ON (thus reenergizing electronic control unit) or while starter switch
is in ON position (MVC failure status ON stuck = No Detection)
• Minus harness between DUONICTM electronic control unit and inner clutch
control linear magnetic valve shorted to ground
Possible causes
Remove the connector of Y23 (Inner clutch control linear solenoid valve).
Measure the resistance between Y23 (Inner clutch control linear solenoid valve)
Step1
terminals to check for open-circuit.
Special features
No: Go to step2
Yes: Go to step3
Replace component “Y23 (Inner clutch control linear solenoid valve)”.
Step2
Step3
to ground.
No: Go to step4
Yes: Go to step5
22E-51
TROUBLESHOOTING
788-4: Component “Inner clutch control linear solenoid valve” is always OFF.
• Magnetic valve stuck OFF detected (MVC failure status OFF stuck = Fail)
• No detection of magnetic valve stuck OFF when starter switch is turned OFF
Recoverability and then ON (thus reenergizing electronic control unit) or while starter switch
is in ON position (MVC failure status OFF stuck = No Detection)
• Plus harness between DUONICTM electronic control unit and inner clutch lin-
ear magnetic valve open or shorted to ground
Possible causes
Remove the connector of Y23 (Inner clutch control linear solenoid valve).
Step1
Special features
No: Go to step2
Yes: Go o step3
Replace component “Y23 (Inner clutch control linear solenoid valve)”.
Step2
Check harness between A28 (DUONICTM Control unit) and Y23 (Inner clutch
control linear solenoid valve) for short-circuit to another line.
cuit to positive.
Step3
Check electrical line between pins A28.X1.81/4 and Y23.X5.12/2 for open cir-
cuit.
cuit.
No: Go to step4
Yes: Go o step
22E-52
22E
788-7: No response of inner clutch torque

• Diagnosis Code 788-4, 788-3 (driver stuck ON, OFF) not generated
• Odd gear engaged
• Engine speed higher by 500 rpm or more than inner clutch speed
• Despite correct inner clutch current reading, torque output is incorrect for 5
seconds.
Recoverability
• Defective inner clutch control linear magnetic valve
788-12: Faulty component Inner clutch control linear solenoid valve, Outer clutch control linear solenoid
valve
• Simultaneous occurrences of Diagnosis Code 788-4 or 788-3 or 522-7 or
788-7 and Diagnosis Code 520718-4 or 520718-3 or 684-7 or 740-7
• Diagnosis Code 788-4, 788-3, 522-7, 788-7 not generated or Diagnosis
Code 520718-4, 520718-3, 684-7, 740-7 not generated when starter switch
Recoverability
is turned OFF and then ON (thus reenergizing electronic control unit) or
while starter switch is in ON position.
• Defective outer or inner linear magnetic valve
22E-53
TROUBLESHOOTING
equipped)
• EBC2_BS received & Front Axle Speed (CAN) out of range (250.996<Front
Axle Speed (CAN))
tem.
equipped)
• EBC2_BS received & Driving Wheel Relative Speed Left Side out of range
(7.8125<Driving Wheel Relative Speed Left Side)
tem.
equipped)
• EBC2_BS received & Driving Wheel Relative Speed Right Side out of range
(7.8125<Driving Wheel Relative Speed Right Side)
tem.
• EBC1_EEC received & Engine Retarder Section (CAN) out of range
(100<Engine Retarder Selection (CAN))
22E-54
22E
1438-12: Component Antilock brake system Control unit reports a fault.

equipped)
• 5 seconds have elapsed since starter switch was turned ON.
• EBC1_BS received & ABS warning lamp (CAN) not OFF
OFF and then ON (thus reenergizing electronic control unit) or upon receiv-
Recoverability
ing ABS warning lamp (CAN) OFF signal while starter switch is in ON posi-
tion.
• Auto downshifting not permitted <in Auto Mode>
• Anti-lock brake system/AMB warning being displayed (which is not a fault)
Possible causes
• Defective hydraulic unit (electronic control unit)
tem.
1619-2: Component Vehicle speed Sensors has an electrical fault.

• Anti-lock brake system-equipped vehicle (Anti-lock Brake System Coopera-
tive Control Equipped Information = 1)
• Normal vehicle speed received from Front Axle speed (CAN)
Generation condition • Normal status Front Axle speed (CAN) and Driving Wheel Relative speed
(CAN)
• Diagnosis Code 1619-8 not generated
• Abnormal status in the vehicle speed sensor 2 signal in comparison with the
front axle speed (CAN) signal.
Recoverability
• Defective harness between vehicle speed sensor and DUONICTM electronic
control unit
Possible causes
• Malfunction of vehicle speed sensor
Remove the connector of B11 (Vehicle speed Sensors).
Apply DC {0} to {1} V between terminals B11.4/3 and B11.4/1.
Rotate the shaft of B11 (Vehicle speed Sensors).
Step1 ted, replace B41 (Rpm sensor Transmission).
Special features
Yes: Go to Step4
sary.
Replace B11 (Vehicle speed Sensors) with a normal one and check to see if the
B11 (Vehicle speed Sensors) to check for a faulty harness (e.g., incomplete
open circuit).
Go to Step3
22E-55
TROUBLESHOOTING
Replace component “B11 (Vehicle speed Sensors)”.
Go to Step3
1619-8: The signal voltage of component Vehicle speed Sensors is too low.
• Anti-lock brake system-equipped vehicle (Anti-lock Brake System Coopera-
tive Control Equipped Information = 1)
Generation condition • Normal vehicle speed received from Front Axle Speed (CAN)
• Normal status indicated by comparison between Driving Wheel Relative
Speed (CAN) (left and right) and Front Axle Speed (CAN)
• Vehicle speed sensor 2 = 0rpm
Recoverability OFF and then ON (thus reenergizing electronic control unit) or vehicle speed
sensor 2 input is 100 rpm or above while starter switch is in ON position
• Signal (between DUONICTM electronic control unit and meter cluster) har-
ness between vehicle speed sensor and DUONICTM electronic control unit
open, shorted to ground, or shorted to battery
• Signal (between meter cluster and vehicle speed sensor) harness between
vehicle speed sensor and DUONICTM electronic control unit open or shorted
Possible causes to ground
• Ground harness between vehicle speed sensor and DUONICTM electronic
control unit open or shorted to battery
• Malfunction of vehicle speed sensor
• Defective meter cluster
Has a fault code associated with B11 (Vehicle speed Sensors) occurred in any
Step1 other systems, or is the vehicle speed indication on the meter correct?
No: Go to Step2
Yes: Go to Step6
Check electrical line between pins A11.18/16 and A28.X2.40/94 for open circuit.
Step2
Test electrical line between pins A11.18/16 and A28.X2.40/94 for short circuit to
ground.
No: Go to Step3
Yes: Go to Step4
Go to Step5
22E-56
22E
Step4 Turn the starter switch in ON.
Special features
Run vehicle
Go to Step3
Remove the connector of A11 (Meter cluster).
Check electrical line between pins B11.4/2 and A11.18/12 for open circuit.
Step6 Test electrical line between pins B11.4/2 and A11.18/12 for short circuit to
ground.
Check electrical line between pins B11.4/3 and A11.18/3 for open circuit.
No: Go to Step7
Remove B11 (Vehicle speed Sensors) from Transmission.
Apply DC 12 V between terminals B11.4/3 and B11.4/1.
Rotate the shaft of B11 (Vehicle speed Sensors).
Step7
ted, replace B11 (Vehicle speed Sensors).
No: Go to Step3
Yes: Go to Step8
Replace component “B11 (Vehicle speed Sensors)”.
Step8
Step9
1810-2: Component Acceleration sensor has an electrical fault.

• None of diagnosis codes 119 (1810-3), 120 (1810-4), 122 (520745-3) and
123 (520745-4) generated.
• Period during which signal voltage difference between G-sensor and G-sen-
sor 2 is not larger than -0.3 V or not smaller than 0.3 V has lasted for 5 sec-
onds.
• The system recovers if any normal signal is input when starter switch is
Recoverability
turned OFF and then ON again (electronic control unit is reenergized).
• Road gradient is always deemed to be 0%.
• 2-1 downshift control is not effected even if sudden braking is applied during
uphill driving.
• Automatic gear selection at starting off is fixed at 1st gear.
• Vehicle weight calculation function is disabled.
• On vehicles without ABS, half-lock detection function is disabled.
• Faulty harness between G-sensor and DUONICTM electronic control unit
Possible causes • Defective G-sensor
22E-57
TROUBLESHOOTING
Remove the connector of B43 (Acceleration sensor).
Measure the output voltage when B43 (Acceleration sensor) is as illustrated
across terminals B43.3/2 and B43.3/1.
Standard value
Step1 Horizontal condition: 2.3 - 2.7V
Vertical condition: 3.3 - 3.7V
Special features
No: Go to Step2
Yes: Go to Step4
sary.
Inspection procedure Replace B43 (Acceleration sensor) with a normal one and check to see if the
B43 (Acceleration sensor) to check for a faulty harness (e.g., incomplete open
circuit).
Go to Step3
Replace component “B43 (Acceleration sensor)”.
Step4
Wait for 5 seconds after the starter switch is set to ON.
Go to Step3
1810-3: The signal voltage of component Acceleration sensor is too high.

• G sensor signal voltage 4.55 V or above
Recoverability OFF and then ON (thus reenergizing electronic control unit) or G sensor sig-
nal voltage is 4.50 V or bellow while starter switch is in ON position
• Road gradient substitute value 0%
• 2nd to 1st shift down control disabled in braking on the steep climbing slope
• Automatic selection of roll-off gear fixed to 1st
• Vehicle weight calculation is terminated.
• Half lock detection not permitted on non anti-lock brake system-equipped ve-
hicle (ABS Cooperative Control not equipped)
• Signal harness between G sensor and DUONICTM electronic control unit
shorted to battery
• Ground harness between G sensor and DUONICTM electronic control unit
Possible causes
open
• Defective G sensor
22E-58
22E
Step1
circuit.
Go to Step2
Measure the resistance between B43 (Acceleration sensor) and ground or each
terminal to check for short-circuit and electrical leakage.
Measure the resistance between B43 (Acceleration sensor) terminals to check
Step2
for open-circuit.
Special features
No abnormalities?
No: Go to Step3
Yes: Go to Step4
Step3
Inspection procedure tion and then replace the A28 (DUONICTM Control unit).
Check the circuit across B43 (Acceleration sensor) and A28 (DUONICTM Con-
Step4
trol unit) for open or short circuit.
No: Go to Step5
Yes: Go to Step6
1810-4: The signal voltage of component Acceleration sensor is too low.

• G sensor signal voltage 0.45 V or below
Recoverability OFF and then ON (thus reenergizing electronic control unit) or G sensor sig-
nal voltage is 0.50 V or above while starter switch is in ON position.
• Road gradient substitute value 0%
• 2nd to 1st shift down control disabled in braking on steep climbing slope
• Automatic selection of starting gear fixed to 1st
• Vehicle weight calculation is terminated.
• Half lock detection not permitted on non anti-lock brake system-equipped ve-
hicle (ABS Cooperative Control not equipped)
22E-59
TROUBLESHOOTING
• Signal harness between G sensor and DUONICTM electronic control unit
open or shorted to ground
• Power harness between G sensor and DUONICTM electronic control unit
Possible causes
open
• Defective G sensor
Step1
circuit.
Go to Step2
Measure the resistance between B43 (Acceleration sensor) and ground or each
terminal to check for short-circuit and electrical leakage.
Measure the resistance between B43 (Acceleration sensor) terminals to check
Step2
for open-circuit.
Special features
No abnormalities?
No: Go to Step3
Yes: Go to Step4
Step3
Inspection procedure tion and then replace the A28 (DUONICTM Control unit).
Check the circuit across B43 (Acceleration sensor) and A28 (DUONICTM Con-
Step4
trol unit) for open or short circuit.
No: Go to Step5
Yes: Go to Step6
22E-60
22E
• There are TC1_MCM inputs but low gear hold data 1st, Rev Hold Request
(CAN) = Reserved, SNA) is out of normal range.
• The system recovers if any normal signal is input when starter switch is
Recoverability turned OFF and then ON again (electronic control unit is reenergized) or as
soon as any normal data is received when starter switch is turned ON.
[Immediately after data out of effective range is received]
• The last normal data is retained.
1852-31: Internal error: The data record is faulty.

• 1st, Rev Hold Request (CAN) = Enable
OFF and then ON (thus reenergizing electronic control unit) or TC1_MCM
Recoverability
received & no 1st, Rev Hold Request (CAN) = Disable while starter switch is
in ON position.
• Starting gear fixed to 1st
Control effected by electronic control unit • Upshifting in D range not permitted
• Upshifting in M range not permitted
Possible causes • Diesel exhaust fluid level too low
22E-61
TROUBLESHOOTING
2580-2: Component Brake pressure sensor has an electrical fault.
• Accelerator opening more than 30%
• Vehicle running forward at 20 km/h{12.4 mph} or higher
• Engine speed 400 rpm or above
• Brake fluid pressure sensor input 2.3 MPa or above for 10 seconds with Stop
lamp switch (CAN) OFF (Brake pedal Released)
OFF and then ON (thus reenergizing electronic control unit) or brake fluid
Recoverability pressure sensor input 0.5 MPa or below for 10 seconds with Stop lamp
switch (CAN) OFF (Brake pedal Released) while starter switch is in ON posi-
tion.
Control effected by electronic control unit • Brake fluid pressure substitute value 0 MPa
• Defective brake fluid pressure sensor
• Defective harness between brake fluid pressure sensor and DUONICTM
Possible causes electronic control unit
• Malfunction of stop lamp switch
sary.
Step1 Check to see if Brake light Switches system is fully operational.
Go to Step2
Remove the connector of B42 (Brake pressure sensor).
Measure the output voltage between terminals B42.3/3 and B42.3/2.
Specified value: 0.5V
Step2
Special features
No: Go to Step3
Yes: Go to Step5
Replace B42 (Brake pressure sensor) with a normal one and check to see if the
B42 (Brake pressure sensor) to check for a faulty harness (e.g., incomplete
open circuit).
Go to Step4
Replace component “B42 (Brake pressure sensor)”.
Step5
Wait for 10 seconds after the starter switch is set to ON.
Go to Step4
22E-62
22E
2580-3: The signal voltage of component Brake pressure sensor is too high.
• Brake fluid pressure sensor signal voltage 4.8 V or above
Recoverability
pressure sensor signal voltage is 4.5 V or below while starter switch is in ON
position.
• Signal harness between brake fluid pressure sensor and DUONICTM elec-
tronic control unit shorted to battery or open
• Ground/power harness between brake fluid pressure sensor and DUONICTM
Possible causes
electronic control unit open
Measure the resistance between B42 (Brake pressure sensor) and ground or
Measure the resistance between B42 (Brake pressure sensor) terminals to
Step1
Special features
No abnormalities?
No: Go to Step2
Yes: Go to Step3
Step2
Check the circuit across B42 (Brake pressure sensor) and A28 (DUONICTM
Step3
No: Go to Step4
Yes: Go to Step5
22E-63
TROUBLESHOOTING
2580-4: The signal voltage of component Brake pressure sensor is too low.
• Brake fluid pressure sensor signal voltage 0.2 V or below
Recoverability
pressure sensor voltage is 0.5 V or above while starter switch is in ON posi-
tion.
• Signal harness between brake fluid pressure sensor and DUONICTM elec-
tronic control unit shorted to ground
Possible causes
Measure the resistance between B42 (Brake pressure sensor) and ground or
Measure the resistance between B42 (Brake pressure sensor) terminals to
Step1
Special features
No abnormalities?
No: Go to Step2
Yes: Go to Step3
Step2
Check the circuit across B42 (Brake pressure sensor) and A28 (DUONICTM
Step3
No: Go to Step4
Yes: Go to Step5
22E-64
22E
2910-3: Component Transmission power take-off 3-way magnetic valve is constantly on.
• Magnetic valve stuck ON detected (PTOCS failure status ON stuck = Fail)
Recoverability
of magnetic valve stuck ON while starter switch is in ON position. (PTOCS
failure status ON stuck = No Detection)
• When the power-take off is operated with the gear is in the other position
than P and N.
• “PTO” flashes on meter
• Buzzer ON/OFF (every second)
• Harness between DUONICTM electronic control unit and power take-off 3-
way magnetic valve shorted to battery
Possible causes
Remove the connector of Y28 (Transmission power take-off 3-way magnetic
valve).
Measure the resistance between Y28 (Transmission power take-off 3-way mag-
netic valve) and ground or each terminal to check for short-circuit and electrical
leakage.
Step1
netic valve) terminals to check for open-circuit.
Special features
No: Go to Step2
Yes: Go to Step3
Replace component “Y28 (Transmission power take-off 3-way magnetic
valve)”.
Step3
positive.
No: Go to Step4
Yes: Go to Step5
22E-65
TROUBLESHOOTING
2910-4: Component “Transmission power take-off 3-way magnetic valve” is always OFF.
• Vehicle equipped with power take-off (Power take-off Equipped Informa-
tion=1)
• Magnetic valve stuck OFF detected (PTOCS failure status OFF stuck = Fail)
Recoverability
of magnetic valve stuck OFF while starter switch is in ON position. (PTOCS
failure status OFF stuck = No Detection)
Control effected by electronic control unit • None (System stays under normal control)
• Signal harness between DUONICTM electronic control unit and power take-
off 3-way magnetic valve open or shorted to ground
Possible causes
Remove the connector of Y28 (Transmission power take-off 3-way magnetic
valve).
netic valve) and ground or each terminal to check for short-circuit and electrical
leakage.
Step1
netic valve) terminals to check for open-circuit.
Special features
No: Go to Step2
Yes: Go to Step3
Replace component “Y28 (Transmission power take-off 3-way magnetic
valve)”.
ground.
Step3
Check electrical line between pins Y28.2/2 and Ground for open circuit.
No: Go to Step4
Yes: Go to Step5
22E-66
22E
3187-19: Out-of-range CAN reception data from component “Selector lever”
• ETC2_SSAM received
• Shift lever unit signal controller area network out-of-range data (excluding 9,
25, 17, 49, 33, 35, 19, 10, 26, 18, 50, 34, 22, 20) (0: NoError judged as ab-
normal)
3452-19: Out-of-range CAN reception data from component “Power take-off control switch”
• PTO_SSAM received & Power take-off switch data out of range (error)
3453-19: Out-of-range CAN reception data from component “Transmission power take-off indicator lamp
switch”
• SSAM_A01 received & Power take-off switch data out of range (error)
22E-67
TROUBLESHOOTING
520704-2: M contact voltage is either too low or too high.
• Starter switch in ON position being detected
Generation condition • Battery voltage V01 or V02 8 to 16 V
• Starter switch ON power V1 below 8 V or above 16 V
• Battery voltage V01 or V02 8 to 16 V
Recoverability
OFF and then ON (thus reenergizing electronic control unit) or starter switch
ON power V1 is 8 to 16 V while starter switch is in ON position.
Control effected by electronic control unit • Backup with V2, V3, V01, V02
• Harness between DUONICTM electronic control unit and SSAM open or
shorted to ground
Possible causes • Defective signal detect and actuation module relay
• Defective starter switch
• Defective signal detect and actuation modules
low.
Step1
Ground.
No: Go to Step2
Yes: Go to Step12
Check that the fuse F24,HF01 is not blown out.
Go to Step3
Step3
No: Go to Step14
Yes: Go to Step4
Make a system diagnosis if a diagnosis code representing abnormal power
Step4
supply directly from the battery has occurred.
Check if this ECU or other ECU has stored any of the diagnosis codes associat-
ed with the identical power supply system (switched ON through starter switch
Step5 or for accessories).
No: Go to Step6
Yes: Go to Step8
Check electrical line between pins A28.X2.40/119 and A20.X9.14/11 for open
Step6 circuit.
Test electrical line between pins A28.X2.40/119 and A20.X9.14/11 for short cir-
cuit to ground.
No: Go to Step13
Yes: Go to Step7
Step7
22E-68
22E
Make the following inspections.
K23 (Starter signal Relays (IGN))
S7 (Starter Switches)
Step8
Replace faulty electrical devices.
No: Go to Step14
Yes: Go to Step9
Remove the connector of S7 (Starter Switches).
Check electrical line between pins A20.X8.28/3 and S7.6/6 for open circuit.
Test electrical line between pins A20.X8.28/3 and S7.6/6 for short circuit to
Step9 ground.
Check electrical line between pins S7.6/4 and A20.X3.14/3 for open circuit.
Test electrical line between pins S7.6/4 and A20.X3.14/3 for short circuit to
ground.
No: Go to Step10
Yes: Go to Step11
Step10
Step11
Replace component “Alternator”.
Step12
Step13
520705-2: M contact voltage is either too low or too high.

• Starter switch ON power V2 below 8 V or above 16 V
Recoverability
ON power V2 is 8 to 16 V while starter switch is in ON position.
Control effected by electronic control unit • Backup with V1, V3, V01, V02
shorted to ground
22E-69
TROUBLESHOOTING
low.
Step1
Ground.
No: Go to Step2
Yes: Go to Step12
Go to Step3
Step3
No: Go to Step14
Yes: Go to Step4
Step4
Go to Step5
Inspection procedure Step5 or for accessories).
No: Go to Step6
Yes: Go to Step8
Step6 circuit.
cuit to ground.
No: Go to Step13
Yes: Go to Step7
Step7
K23 (Starter signal Relays (IGN))
Step8
No: Go to Step14
Yes: Go to Step9
22E-70
22E
Step9 ground.
ground.
No: Go to Step10
Yes: Go to Step11
Step10
Step11
Step12
Step13
520706-2: ACC contact voltage is either too low or too high.

• Starter switch ACC power V3 below 8 V or above 16 V
Recoverability
ACC power thus reenergizing electronic control unit V3 is 8 to 16 V.
shorted to ground
22E-71
TROUBLESHOOTING
low.
Step1
Ground.
No: Go to Step2
Yes: Go to Step12
Go to Step3
Step3
No: Go to Step14
Yes: Go to Step4
Step4
Go to Step5
Inspection procedure Step5 or for accessories).
No: Go to Step6
Yes: Go to Step8
Step6 circuit.
cuit to ground.
No: Go to Step13
Yes: Go to Step7
Step7
K24 (Starter signal Relays (ACC))
Step8
No: Go to Step14
Yes: Go to Step9
22E-72
22E
Step9 ground.
ground.
No: Go to Step10
Yes: Go to Step11
Step10
Step11
Step12
Step13
22E-73
TROUBLESHOOTING
520707-3: Component Oil cooler flow control solenoid valve is constantly on.
• Magnetic valve stuck ON detected (MVC failure status ON stuck = Fail)
Recoverability
of magnetic valve stuck ON while starter switch in ON position. (MVC failure
status ON stuck = No Detection)
• Harness between DUONICTM electronic control unit and oil cooler flow con-
trol magnetic valve shorted to battery
Possible causes
Remove the connector of Y26 (Oil cooler flow control solenoid valve).
Measure the resistance between Y26 (Oil cooler flow control solenoid valve)
Step1
Special features
No: Go to Step2
Yes: Go to Step3
Replace component “Y26 (Oil cooler flow control solenoid valve)”.
Step2
Step3
cuit to positive.
No: Go to Step4
Yes: Go to Step5
22E-74
22E
520707-4: Component “Oil cooler flow control solenoid valve” is always OFF.
• Magnetic valve stuck OFF detected (MVC failure status OFF stuck = Fail)
Recoverability
of magnetic valve stuck OFF while starter switch in ON position. (MVC fail-
ure status OFF stuck = No Detection)
• Gear shift kept in N. (Target gear locked in N.)
• Harness between DUONICTM electronic control unit and oil cooler flow con-
trol magnetic valve open or shorted to ground
Possible causes
Remove the connector of Y26 (Oil cooler flow control solenoid valve).
Step1
Special features
No: Go to Step2
Yes: Go to Step3
Replace component “Y26 (Oil cooler flow control solenoid valve)”.
Step2
to ground.
Step3 Check electrical line between pins A28.X1.81/21 and Y26.X5.12/3 for open cir-
cuit.
No: Go to Step4
Yes: Go to Step5
22E-75
TROUBLESHOOTING
520708-7: Neutral control not possible(MV1F, MV1R)
Generation condition • Gear shift unit rail 1 neutral control for 10 seconds
Recoverability
locked in N.)
• Defective actuator harness
Possible causes
• Defective transmission

Recoverability
locked in N.)
Possible causes

Recoverability
locked in N.)
Possible causes
22E-76
22E
520714-3: Component “Gear shift unit magnet valve(MV2F)” is constantly on.
Fail)
Recoverability
of magnetic valve stuck on while starter switch in ON position. (C2F Failure
status ON stuck (MV2F) = No Detection)
locked in N.)
Possible causes
Step1
Special features
No: GO to Step2
Yes: Go to Step3
Step2
tion and then replace the A28 ( DUONICTM Control unit).
Step3
positive.
No: GO to Step4
Yes: Go to Step5
Step4
Step5
22E-77
TROUBLESHOOTING
Fail)
Recoverability
locked in N.)
netic valve shorted or open
Possible causes
Special features
No: Go to Step2
Yes: Go to Step3
Step2
ground.
Step3
No: Go to Step4
Yes: Go to Step5
22E-78
22E

Fail)
Recoverability
of magnetic valve stuck on while starter switch in ON position. (C2B Failure
status ON stuck (MV2R) = No Detection)
locked in N.)
Possible causes
Step1
Special features
No: Go to Step2
Yes: Go to Step3
Step2
Step3
positive.
No: Go to Step4
Yes: Go to Step5
22E-79
TROUBLESHOOTING

Fail)
Recoverability
locked in N.)
netic valve shorted or open
Possible causes
Step1
Special features
No: Go to Step2
Yes: Go to Step3
Step2
22E-80
22E
ground.
Step3
No: Go to Step4
Yes: Go to Step5
22E-81
TROUBLESHOOTING
520716-3: Component Gear shift unit magnet valve(MV3F) is constantly on.
Fail)
Recoverability
of magnetic valve stuck on while starter switch in ON position. (C3F Failure
status ON stuck (MV3F) = No Detection)
locked in N.)
Possible causes
Step1
Special features
No: Go to Step2
Yes: Go to Step3
Step2
Step3
positive.
No: Go to Step4
Yes: Go to Step5
22E-82
22E
Fail)
Recoverability
locked in N.)
Possible causes
Step1
Special features
No: Go to Step2
Yes: Go to Step3
Step2
ground.
Step3
No: Go to Step4
Yes: Go to Step5
22E-83
TROUBLESHOOTING
Fail)
Recoverability
of magnetic valve stuck on while starter switch in ON position. (C3B Failure
status ON stuck (MV3R) = No Detection)
locked in N.)
Possible causes
Step1
Special features
No: Go to Step2
Yes: Go to Step3
Step2
Step3
positive.
No: Go to Step4
Yes: Go to Step5
22E-84
22E
Fail)
Recoverability
locked in N.)
Possible causes
Step1
Special features
No: Go to Step2
Yes: Go to Step3
Step2
ground.
Step3
No: Go to Step4
Yes: Go to Step5
22E-85
TROUBLESHOOTING
520718-3: Component Outer clutch control linear solenoid valve is constantly on.
• Magnetic valve stuck ON detected (Outer Clutch Solenoid Valve Failure Sta-
tus ON Stuck = Fail)
• No detection of magnetic valve stuck ON when starter switch is turned OFF
and then ON (thus reenergizing electronic control unit) or while starter switch
Recoverability
is in ON position (Outer Clutch Solenoid Valve Failure Status ON Stuck = No
Detection)
• Minus harness between DUONICTM electronic control unit and outer clutch
control linear magnetic valve shorted to ground
Possible causes
Remove the connector of Y27 (Outer clutch control linear solenoid valve).
Measure the resistance between Y27 (Outer clutch control linear solenoid
valve) and ground or each terminal to check for short-circuit and electrical leak-
age.
Step1 Measure the resistance between Y27 (Outer clutch control linear solenoid
valve) terminals to check for open-circuit.
Special features
No: Go to step2
Yes: Go to step3
Replace component “Y27 (Outer clutch control linear solenoid valve)”.
Step2
Step3
to ground.
No: Go to step4
Yes: Go to step5
22E-86
22E
520718-4: Component “Outer clutch control linear solenoid valve” is always OFF.
• Magnetic valve stuck OFF detected (Outer Clutch Solenoid Valve Failure
Status OFF Stuck = Fail)
• No detection of magnetic valve stuck OFF when starter switch is turned OFF
and then ON (thus reenergizing electronic control unit) or while starter switch
Recoverability
is in ON position (Outer Clutch Solenoid Valve Failure Status OFF Stuck =
No Detection)
• Vehicle continuously driven in F-1 st/R-Lo
• Plus harness between DUONICTM electronic control unit and outer clutch lin-
ear magnetic valve open or shorted
Possible causes
Remove the connector of Y27 (Outer clutch control linear solenoid valve).
Measure the resistance between Y27 (Outer clutch control linear solenoid
valve) and ground or each terminal to check for short-circuit and electrical leak-
age.
Step1 Measure the resistance between Y27 (Outer clutch control linear solenoid
valve) terminals to check for open-circuit.
Special features
No: Go to step2
Yes: Go to step3
Replace component “Y27 (Outer clutch control linear solenoid valve)”.
Step2
Check harness between A28 (DUONICTM Control unit) and Y27 (Outer clutch
control linear solenoid valve) for short-circuit to another line.
cuit to positive.
Step3
cuit.
cuit.
No: Go to step4
Yes: Go to step5
22E-87
TROUBLESHOOTING
520719-2: Incorrect 1st gear ratio

• No generation of magnetic valve (relief) shorted to battery
Generation condition • Continuation for 10 seconds in 1st gear of difference of ± 200 rpm or more
between engine speed and 1st gear input (inner clutch) speed and difference
of less than ± 200 rpm between engine speed and input speed from other
gears calculated by electronic control unit (where gear input speed = gear ra-
tio x vehicle speed sensor input)
Recoverability
• Both clutches are kept disengaged
Possible causes
520720-2: Incorrect 2nd gear ratio

Generation condition • Continuation for 10 seconds in 2nd gear of difference of ± 200 rpm or more
between engine speed and 2nd gear input (outer clutch) speed and differ-
ence of less than ± 200 rpm between engine speed and input speed from
other gears calculated by electronic control unit (where gear input speed =
gear ratio x vehicle speed sensor input)
Recoverability
Possible causes
22E-88
22E
520721-2: Incorrect 3rd gear ratio
Generation condition • Continuation for 10 seconds in 3rd gear of difference of ± 200 rpm or more
between engine speed and 3rd gear input (inner clutch) speed and difference
Recoverability
Possible causes
520722-2: Incorrect 4th gear ratio

Generation condition • Continuation for 10 seconds in 4th gear of difference of ± 200 rpm or more
between engine speed and 4th gear input (outer clutch) speed and difference
Recoverability
Possible causes
22E-89
TROUBLESHOOTING
between engine speed and 5th gear input (inner clutch) speed and difference
Recoverability
Possible causes

between engine speed and 6th gear input (outer clutch) speed and difference
Recoverability
Possible causes
22E-90
22E
520725-2: Incorrect RevLo gear ratio
Generation condition • Continuation for 10 seconds in RevLo gear of difference of ± 200 rpm or
more between engine speed and RevLo gear input (inner clutch) speed and
difference of less than ± 200 rpm between engine speed and input speed
from other gears calculated by electronic control unit (where gear input
speed = gear ratio x vehicle speed sensor input)
Recoverability
Possible causes
520726-2: Incorrect RevHi gear ratio

Generation condition • Continuation for 10 seconds in RevHi gear of difference of ± 200 rpm or
more between engine speed and RevHi gear input (outer clutch) speed and
difference of less than ± 200 rpm between engine speed and input speed
from other gears calculated by electronic control unit (where gear input
speed = gear ratio x vehicle speed sensor input)
Recoverability
Possible causes
22E-91
TROUBLESHOOTING
520727-2: Error in CAN reception from Component “SAM”
• ETC2_SSAM not received (Unreceived)
switch is in ON position. (Received)
sary.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Special features
Inspection procedure If any visible damage is found, repair or replace the affected part and interrupt
No: Go to step3
Yes: Go to step8
Special features
Step3
No: Go to step4
Yes: Go to step7
Special features
Step4
No: Go to step5
Yes: Go to step6
22E-92
22E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
the entire vehicle.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step9
Step9
No: Go to step10
Yes: Go to step2
22E-93
TROUBLESHOOTING
520728-2: Error in CAN reception from Component “SAM”
• CCVS_SSAM nor received (Unreceived)
switch is in ON position.(Received)
sary.
Step1 If all Ictus connected to the common CAN communication line are unable to
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Special features
No: Go to step3
Yes: Go to step8
Special features
Step3
No: Go to step4
Yes: Go to step7
Special features
Step4
No: Go to step5
Yes: Go to step6
22E-94
22E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
the entire vehicle.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step9
Step9
No: Go to step10
Yes: Go to step2
22E-95
TROUBLESHOOTING
520729-2: Error in CAN reception from component “SAM”
• PTO_SSAM not received (Unreceived)
sary.
Inspection procedure Step1 If all ECUs connected to the common CAN communication line are unable to
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Special features
No: Go to step3
Yes: Go to step8
Special features
Step3
No: Go to step4
Yes: Go to step7
Special features
Step4
No: Go to step5
Yes: Go to step6
22E-96
22E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
the entire vehicle.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step9
Step9
No: Go to step10
Yes: Go to step2
22E-97
TROUBLESHOOTING
520730-2: Error in CAN reception from component “SAM”
• SSAM_A01 not received (Unreceived)
sary.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Special features
No: Go to step3
Yes: Go to step8
Special features
Step3
No: Go to step4
Yes: Go to step7
Special features
Step4
No: Go to step5
Yes: Go to step6
22E-98
22E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Step5
the entire vehicle.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step9
Step9
No: Go to step10
Yes: Go to step2
22E-99
TROUBLESHOOTING
520731-19: Out-of-range CAN reception data from component “Economy mode switch”
• SSAM_A01 received & economy mode switch (CAN) data out of range (Er-
ror, SNA)
520732-2: Error in CAN reception from component “Combustion engine Control unit”
• EEC1_EEC not received (Unreceived)
sary.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
Inspection procedure *7: Full-automatic air conditioner
*8: Auto leveling
*9: Manual leveling
Special features
No: Go to step3
Yes: Go to step8
22E-100
22E
Special features
Step3
No: Go to step4
Yes: Go to step7
Special features
Step4
No: Go to step5
Yes: Go to step6
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
the entire vehicle.
Inspection procedure fault code of the CAN communication failure.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step9
22E-101
TROUBLESHOOTING
Step9
Yes: Go to step2
[Diagnosis Codes 520732-2 and 512-19 not generated (Warning indication:
Amber)]
• Service data name: See Driver’s Demand Percent Torque as accelerator po-
sition.
Control effected by electronic control unit [Diagnosis Code 520732-2 or 512-19 generated (Warning indication: Red)]
sary.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Special features
No: Go to step3
Yes: Go to step8
Special features
Step3
No: Go to step4
Yes: Go to step7
22E-102
22E
Special features
Step4
No: Go to step5
Yes: Go to step6
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
the entire vehicle.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step9
Step9
No: Go to step10
Yes: Go to step2
22E-103
TROUBLESHOOTING
sary.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Special features
No: Go to step3
Yes: Go to step8
Special features
Step3
No: Go to step4
Yes: Go to step7
Special features
Step4
No: Go to step5
Yes: Go to step6
22E-104
22E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
the entire vehicle.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step9
Step9
No: Go to step10
Yes: Go to step2
22E-105
TROUBLESHOOTING
• EC not received (Unreceived) for 10 seconds
sary.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Special features
No: Go to step3
Yes: Go to step8
Special features
Step3
No: Go to step4
Yes: Go to step7
Special features
Step4
No: Go to step5
Yes: Go to step6
22E-106
22E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
the entire vehicle.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step9
Step9
No: Go to step10
Yes: Go to step2
22E-107
TROUBLESHOOTING
• EBC1_EEC not received (Unreceived)
sary.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Special features
No: Go to step3
Yes: Go to step8
Special features
Step3
No: Go to step4
Yes: Go to step7
Special features
Step4
No: Go to step5
Yes: Go to step6
22E-108
22E
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
the entire vehicle.
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Go to step9
Step9
No: Go to step10
Yes: Go to step2
22E-109
TROUBLESHOOTING
520738-2: Error in CAN reception from component “Antilock brake system Control unit”
Equipped)
• EBC1_BS not received (Unreceived)
• Auto downshifting not permitted <in Auto Mode>
• Defective hydraulic unit (electronic control unit)
sary.
Go to step2
*1: M/T
*2: DUONIC
*6: Other than *3,*4,*5
*8: Auto leveling
*9: Manual leveling
Special features
No: Go to step3
Yes: Go to step
Special features
Step3
No: Go to step4
Yes: Go to step7
Special features
Step4

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GROUP INDEX

EQUIPMENT TYPE CODES LIST ....................................................... 00-2

POWER TRAIN TABLE ....................................................................... 00-3

HOW TO READ THIS MANUAL.......................................................... 00-4

CHASSIS NUMBER, ENGINE NUMBER,

VEHICLE IDENTIFICATION NUMBER ............................................. 00-13

PRECAUTIONS FOR MAINTENANCE OPERATION

JACKING UP THE VEHICLE ............................................................ 00-30

TABLE OF STANDARD TIGHTENING TORQUES........................... 00-44

Power version number

Variation (W: With directly-mounted transfer)

Load carrying capacity of truck class (tonnage)

Vehicle type (T: Truck)

Vehicle type (T: Truck)

Tooth profile (H: Hypoid gear)

On-vehicle Inspection and Adjustment

DANGER Precautions that should be taken in handling potentially dangerous substances

Suggestions or supplementary information for more efficient use of equipment or

Terms and Units

• Left and right

Example: 390 N·m {290 ft.lbs, 40 kgf·m}

Unit SI unit {imperial unit, metric unit} Conversion factor

Example: 30 mm {1.18 in.}

Unit SI unit {imperial unit} Conversion factor

1.6 Major harness division

1.9 Code number: #001 to #999

• Power train label located in the position illustrated indicates the

(1) Country J: Japan

• Perform service operations on a level surface. Before starting,

• Do not allow anyone to pass or stay under a lifted item which

• Never work in shoes that have oily soles.

• When disassembling parts, visually check them for wear, cracks,

• To facilitate correct reassembly of parts, make alignment marks

• Before working on the electrical system, disconnect the (–) bat-

• Removal and installation of the battery cover

• When separating connectors, grasp the connectors themselves

• When applying a voltage to a part for inspection purposes,

1. Handling Precautions for Electric Circuits

1.1 Inspection of harnesses

(2) Inspections with connectors separated

(2.2) Inspections on male terminals

• When using a multimeter to check continuity, do not allow the

• Check whether wires have been separated from their terminals

• Check that male and female terminals fit together tightly.

• Check for defective connections caused by loose terminals, by

(2) Checking for loose terminals

• The main causes of short circuits are as follows:

1.4 Inspection of chassis ground

2. Service Precautions for Alternators

• Never perform inspections using a high-voltage multimeter.

• Keep alternators dry.

• Never operate an alternator with the B and L terminals short-cir-

• Connectors and other parts to be checked are those included or

• Current flows backward as shown below.

DEF: Diesel exhaust fluid

6. Precautions When Repainting

7. Precautions When Handling a Vehicle with DUONICTM System

7.2 How to release shift lock

8. Precautions on Cleaning When Servicing the Engine and Transmission

8.1 Work area

8.2 Clothing and protective wear

8.4 Washing and drying

8.5 Rust prevention and removal of rust-preventive agent (for engine)