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Scania 124L 420HPi - Op!cruise - błąd E090 i

E092
Podrzucam serwisówki z opisem op!cruise i opisem wszystkich kabli i złączy. P.S. Materiały po angielsku, ale
w razie czego dużo obrazków.
05:05-02
Issue 2
Op!cruise
100 830
Func!on and work descrip!on

1 585 369
(C) Scania CV AB 2007, Sweden
en
Contents
Contents
General
Func!on descrip!on
Gear changing ........................................................... 8

Op!cruise controls the engine via EDC ................... 9
Descrip!on of the gear changing sequence .............. 9
Engine brake program ............................................ 10
Programming star!ng gear ..................................... 10
Kickdown ............................................................... 10
Auxiliary brake system ........................................... 10
EDC cruise control ................................................. 11
ABS/TC .................................................................. 11
Power take-off ........................................................ 11
Other informa!on, Control unit configura!on ....... 12
Voltage supply and fuses ........................................ 13
Interac!on with other systems ................................ 14
Op!cruise, design ................................................... 16
Warning system ...................................................... 18
Electrical system
References to the wiring diagram ........................... 23

Control unit configura!on ...................................... 23
Loca!on of electric components ............................ 24
Input signals............................................................ 26
Output signals ......................................................... 28
Other connec!ons ................................................... 29
Drive mode selector ................................................ 30
Test programme ...................................................... 32
Mechanical work
General ................................................................... 44
Magne!c sensor, adjustment and renewal .............. 45
Longitudinal stroke cylinder ................................... 47
Lateral stroke cylinder ............................................ 48
Pneuma!c connec!ons ........................................... 49
Exploded views
................................................................................ 51
Fault codes
Brief informa!on about Op!cruise .......................... 3

Introduc!on .............................................................. 4
Controls and opera!on ............................................. 7
Overview, General .................................................. 58

Limita!ons .............................................................. 58
Faults that do not generate fault codes ................... 58
Clarifica!ons .......................................................... 59
List of fault codes ................................................... 60
05:05-02
General
05_5338
General
Brief informa!on about

Op!cruise
When necessary, the exhaust brake is used to

make upward gear changes fast and smooth.
Op!cruise is a system which allows a standard

manual gearbox to change automa!cally. The
clutch is retained but is used only when
star!ng, stopping and shun!ng.
A control unit collects and processes data from
controls, sensors and adjacent systems such as
EDC, ABS/TC and the auxiliary brake (if
installed).
The control unit has an integrated warning
system. Fault codes can either be read on the
display or using a PC and the Scania Diagnos
program. The la&er results in quicker fault
tracing.
Op!cruise requires that both EDC and ABS/TC
are installed on the vehicle, this is due to the
informa!on exchange requirements between
the systems.
When changing gear, the engine speed is
controlled so that the speeds of the gearbox
input sha( and output sha( correspond to the
gear to be engaged. Only then is the gear
change carried out.
05:05-02
General
Introduc!on
Scania Op!cruise is an automa!c gear changing
system for manual gearboxes. Op!cruise is
designed in a similar way to the Scania CAG
system, but with the major difference that the
driver need only use the clutch pedal when
star!ng, stopping and shun!ng.
The system can change gears automa!cally
without the clutch because the engine is
governed to a synchronous speed for the gear to
be engaged. This means that the electronics
adapt both the engine speed and torque to
exactly the level required by the gearbox. In this
way gear changing is always smooth and exact,
increasing the service life of the en!re
powertrain.
Op!cruise requires that the engine be equipped
with EDC; using a mechanical injec!on pump, it
would not be possible to govern the engine with
the speed and precision that Op!cruise requires
to operate smoothly. Op!cruise also requires the
vehicle to be equipped with ABS/TC in order to
be able to select the correct gear also when the
driving wheels lose their grip on slippery road
surfaces.
With Op!cruise, the driver can choose between
manual or automa!c gear selec!on. In the
manual gear changing mode, the driver selects
the gear and gear change point (in terms of
vehicle speed or engine speed). The control unit
assesses whether gear changing is possible
without the driver using the clutch. If this is the
case gear changing is performed immediately
the driver nudges the drive mode selector
sideways, otherwise the driver must depress the
clutch pedal for gear changing to be carried out.
05:05-02
General
In automa!c gear selec!on mode the control

unit calculates which gear is appropriate and
performs the gear change when that calcula!on
is completed. In this case, gear changing always
takes place without the driver having to use the
clutch pedal. If EDC cruise control is engaged,
gear changes take place automa!cally without
disengaging cruise control. This applies un!l the
speed is so low that the system deems it
stopping or shun!ng. At this point the clutch
must be used.
The control unit changes the gear changing

points depending on the program selector
posi!on. When driving with the program
selector in the Hill posi!on gear changes are
performed more quickly than with Normal mode
engaged. In order to rapidly brake engine speed
when changing up, the exhaust brake can also be
used. This takes place if necessary.
150 939
Alongside the drive mode selector with its

various posi!ons, the driver can also choose
between two drive programs. Here the driver
uses a program selector which is located next to
the drive mode selector. These programs are
called Normal and Hill. (The Hill program is
used for hills with an uphill gradient of more
than 5%.)
Like the older CAG system, Op!cruise has an

op!onal star!ng gear which is programmed into
one of the control unit memories. The driver can
easily select a star!ng gear for the average gross
train weight of the vehicle combina!on. The
control unit retains this se)ng even if the power
is cut. In addi!on to this the driver can
temporarily select another star!ng gear than that
programmed into the memory. All of this is
described in the Driver's Manual.
05:05-02
General
In the event of more serious faults the driver

ac!vates a Limp home1 program. It is then
possible to drive the vehicle to a workshop, even
if a sensor is defec!ve for example. This means
that the vehicle is serviceable, although the
emergency driving program feels primi!ve with
its manually requested compressed air gear
changes.
CLU MODE
LIMPHOME
150 940
The control unit has a built-in warning system.

This has also enabled us to minimise the
inconvenience in the event of a fault. Op!cruise
has two built-in emergency driving programs.
The first of these ( " Clutch mode " ) starts in the
event of minor faults, and means that the driver
must depress the clutch pedal for each gear
change, although Op!cruise pre-selects each
gear as usual (if the drive mode selector is set to
automa!c). In this mode Op!cruise operates like
Scania CAG.
The Op!cruise system interacts with the braking

characteris!cs of the diesel engine, with the
exhaust brake and with the Scania retarder, if
one is fi&ed to the vehicle. This reduces brake
wear, meaning a reduc!on of the opera!ng
costs. In addi!on, wear on the en!re powertrain
is reduced considerably as power is transmi&ed
more smoothly and gently than in vehicles with
manual gearboxes.
But the greatest advantage, not least financially,
is the improved driver comfort. Op!cruise
allows the driver to maintain concentra!on for
longer than if driving a manual vehicle. This is
advantageous for opera!ng economy and road
safety.
1.
Limp home means ge)ng to the workshop.
05:05-02
General
Controls and opera!on

The figure above shows the controls used for
Op!cruise. The clutch pedal, EDC cruise
control switch and auxiliary brake control unit
also act on the system.
For example the auxiliary brakes can request

that the engine brake range should be ac!vated,
to increase engine speed and thus the flow of
coolant, necessary for the best retarder
performance.
3
1
2
100 829
When driving with the cruise control the system

changes gear automa!cally if the drive mode
selector is in posi!on A. The cruise control is
disengaged using the clutch pedal, brake pedal,
retarder lever, cruise control OFF bu&on or with
the exhaust brake switch on the floor.
1 Drive mode selector with the posi!ons R, N,

A and M. The driver can request gear
changing up or down by nudging the gear
selector sideways.
2 Program selector with the posi!ons Normal
and Hill. Hill mode is used on steep up hill
gradients and preferably with the drive
mode selector in the M (manual) posi!on.
3 Switch for ac!va!ng engine brake range
and exhaust brake.
4 Diagnos!cs switch
5 Gear indicator with display and buzzer.
05:05-02
Func!on descrip!on
Func!on descrip!on
Gear changing
Gear changing
Driving in automa!c mode A means that the
system changes gear automa!cally according to
the driving mode set by the program selector;
either " Normal " or " Hill " .
However, the gear selected by the automa!c
system can be changed by the driver at any !me
by nudging the drive mode selector sideways.
The control unit always checks, but only that
the driver's choice is within limits.
sensors etc. It is not necessary to use the clutch,

unless the speed is too low.
The driver can, at any !me, move the lever
from automa!c mode A to manual mode M or
vice versa. This may be appropriate, for
example when one wants to lock a gear on
slippery road surfaces. The same applies when
the driver wants to change gear manually for
some reason, for example on steep hills.
Note: On uphill gradients steeper than 8% it
may be a good idea to drive with the drive
mode selector in M and with the program
selector in " Hill " mode. This provides the
quickest possible gear changes so that the
vehicle does not lose as much speed while gear
changing is in progress.
The driver can even pre-select a gear which

would seem completely ridiculous in the
circumstances, for example 3rd when driving in
7th. However, there are two condi!ons for this
to work.
o
The vehicle must be losing speed, i.e. have

a degree of retarda!on.
The drive mode selector must be in manual

mode and the program selector in the Hill
posi!on.
The gearbox ini!ates gear changing by first

going into neutral. Then the control unit
prepares itself for the correct spli&er state,
correct lateral stroke and correct range state
before the speed drops enough for the gear
change to be requested.
While this is happening the engine speed is
automa!cally raised to high idle,
approximately 2,500 rpm. When speed has
dropped sufficiently the gear is engaged gently
and smoothly. When gear changing is
complete, control of the engine is returned to
the driver.
When driving the driver can, at any !me, move
the drive mode selector to the neutral posi!on
N, for example when approaching traffic lights.
While the vehicle is s!ll rolling the drive mode
selector can be moved back to the A or M
posi!ons at any !me. The control unit then
selects an appropriate gear depending on the
vehicle speed and other informa!on from
05:05-02
Func!on descrip!on
Op!cruise controls the engine via EDC

When the vehicle is being driven, gear
changing is carried out by Op!cruise using
EDC to govern the engine to a synchronous
speed for the next gear to be engaged, without
the driver needing to use the clutch pedal. This
means that the automa!c system adapts both
the engine speed and torque to exactly the level
required by the gearbox.
To provide comfortable gear changes, there is a
controlled reduc!on of engine torque just
before the gear is disengaged.
When automa!c mode (A) is selected, the

control unit constantly calculates which is
the most appropriate gear. When the
calcula!on shows that a gear other than the
currently selected gear would be
preferable, gear change takes place
immediately. Single-step and mul!-step
gear changes are possible.
The appropriate gear is calculated on the basis

of the following data:
Towards the end of the gear changing sequence

engine torque is increased - in a smooth and
controlled way - to the level that the driver has
requested with the accelerator pedal. In this
way gear changing is always smooth and exact,
increasing the service life of the en!re
powertrain.
Program selector posi!on
A(er synchronizing the rota!on speeds of the

moving parts in the gearbox, gear changing is
carried out.
Current speed
Current accelera!on
Current torque
Total transmission ra!o
Accelerator pedal posi!on
A request from the driver or from the

auxiliary brake control unit for ac!va!on
of an engine brake range.
This precise control is possible thanks to

communica!on between the Op!cruise and
EDC control systems.
Descrip!on of the gear changing
sequence
1 Automa!c or driver requests gear change.
2 The engine is controlled so that the torque
at the gearbox input sha( is zero.
3 The gearbox is set to neutral.
4 The engine is governed in order to
synchronise the rota!on speeds of the
gearbox input sha( and of the moving parts
of the gear to be engaged.
5 The gear is engaged.
6 The engine is controlled to the requested
torque. Op!cruise then hands over control
of the engine to the driver.
o
When changing up into certain gears the

exhaust brake is used in order to more
quickly brake the engine to the correct
speed in rela!on to the selected gear.
05:05-02
Func!on descrip!on
Engine brake program

The func!on of the engine brake range is to
provide the best engine braking possible in
different driving situa!ons. The engine brake
range has nothing to do with the program
selector Normal/Hill. It is controlled with a
separate switch on the cab floor.
irrespec!ve of whether the drive mode selector

is in posi!ons A or M. Just nudge the drive
mode selector sideways un!l the desired gear is
shown in the display. You can then start the
vehicle. The ordinary star!ng gear
programmed remains in the control unit
memory. More detailed informa!on is available
in the Driver's Manual.
In order to use the engine brake range, the

accelerator pedal must be fully released.
Kickdown
A brief press of the floor switch is all that is

needed to engage the engine brake range.
Changing up is delayed because the control
unit keeps the engaged gear longer before
changing up occurs. This increases the engine
braking effect.
However, if the floor switch depressed
con!nuously, the exhaust brake is also engaged
at the same !me as changing down occurs
earlier.
Depressing the accelerator pedal from full

thro&le to kick-down raises the gear changing
points, o(en resul!ng in more rapid changing
down.
Auxiliary brake system

See " Engine brake range " .
If the brake pedal is depressed the changing up

points are changed. The control unit is
informed about this via the brake light switch.
The engine brake range remains engaged un!l
the next !me the accelerator pedal is depressed.
If the vehicle is equipped with an auxiliary
brake system with Scania retarder, the engine
brake range can be engaged automa!cally
(when the retarder is used), when appropriate.
This is managed by the auxiliary brake control
unit. The aim is to raise the engine speed and
thus the flow of coolant, this gives the retarder
the maximum braking effect and sustainability
in terms of ac!va!on period.
Programming star!ng gear
The system allows a free selec!on of star!ng
gear between 1st and 4th. (Normally 1st and
2nd are used, however in extreme cases it may
be appropriate to change this.)
Note: If a vehicle is heavily laden, 1st or 2nd
must be used. Otherwise the clutch will be
subject to excessive wear.
Some!mes you may want to start in a gear
other than that programmed. This works
10
05:05-02
Func!on descrip!on
EDC cruise control
Power take-off
When driving with the cruise control the

system changes gear automa!cally if the drive
mode selector is in posi!on A. However, it is
s!ll possible to make a gear selec!on manually
in both the A and even the M posi!ons, without
the cruise control being disengaged.
The control unit is prepared for two power

take-offs, PTO EK/ED and PTO EG.
If the drive mode selector is moved to N while

the vehicle is being driven with the cruise
control ac!vated, the motor speeds up to high
idle (i.e. the engine " races " ). The driver should
therefore disengage the cruise control before
moving the drive mode selector to N.
The cruise control is disengaged using the
clutch pedal, brake pedal, retarder lever, cruise
control OFF bu&on or with the exhaust brake
switch on the cab floor.
EK/ED power take-offs provide torque
compensa!on. As a result gear changing is
more comfortable if the vehicle is driven while
the engine-driven PTO is engaged (maximum
compensa!on 200 Nm).
If ED120 is used to drive a hydraulic pump,
there may be li&le space for the longitudinal
stroke cylinder. If this is the case turn the
longitudinal stroke cylinder the other way
round and swap the compressed air connectors.
PTO EG is for gearbox-driven power take-offs.
If the vehicle is driven when this input signal is
ac!ve all gear changing is blocked. At the same
!me the text PTO flashes in the display if the
vehicle is driven above a certain speed.
ABS/TC
The Op!cruise control unit communicates with
the ABS/TC system. If the wheels lock
(causing ABS control) or slip (causing TC
control), Op!cruise changes gear reluctantly,
and following specific rules. When the drive
mode selector is in posi!on A, Op!cruise tries
to retain the engaged gear.
05:05-02
11
Func!on descrip!on
Other informa!on
Control unit configura!on
The control unit contains all the so(ware
programs that may be needed for many Scania
variants. The control unit must be configured
so that it uses the correct computer program for
the relevant Scania vehicle. This corresponds to
the code plug in other (less modern) control
units, CAG for example.
The desired control unit configura!on is loaded
with a PC during manufacture. The
configura!on can be altered later by qualified
personnel.
Among other things, the configura!on must
contain the following informa!on:
o
o
Chassis number
Part no. for the control unit so(ware
Gearbox type
Type of engine and variant
Rear axle gear ra!o
Wheel rolling radius
12
Vehicle category (e.g. truck)
End-of-line-data (date, signature)

05:05-02
Func!on descrip!on
Voltage supply and fuses

Generally Op!cruise con!nues to operate even
if a fuse blows while the vehicle is being
driven. However, it may not be possible to start
the system the next !me.
The control unit is protected by two fuses:
o
Fuse 41 is used for 30 supply.
Fuse 5 is used for 15 supply.
Normally the power supply to the control unit

is cut using the starter lock. The control module
15 supply to pin 55 is cut. In conjunc!on with
this important data is transferred from RAM to
EEPROM and saved for the next !me the
vehicle is started. Then the control unit
switches to standby, despite the fact that the 30
supply from the ba&eries is s!ll reaching
pin 19.
o
If fuse 41 for the 30 supply blows, or if a

ba&ery cable is removed, data cannot be
transferred from RAM to EEPROM and be
saved there. This means that the control
unit " forgets " any newly-programmed
star!ng gear, and any newly-generated
fault codes.
If fuse 5 for the 15 supply blows, data is

transferred from RAM to EEPROM as
usual and saved there. The control unit
thinks that the starter key has been turned
to 0. So Op!cruise cannot be restarted un!l
the fault has been rec!fied.
05:05-02
13
Func!on descrip!on
Interac!on with other systems

When the auxiliary brake has requested
braking of the vehicle using the exhaust
brake, Op!cruise is s!ll able to control the
exhaust brake during its gear changes.
The figure on the right shows the other systems

connected to Op!cruise and the direc!on of
informa!on interchange.
Any faults are transferred in the same
direc!on; so any fault in the ABS/TC system
can manifest itself in the Op!cruise system but
not vice versa.
When each gear change is complete, the

exhaust brake is again used to brake the
vehicle. The priori!za!on between the
different exhaust brake tasks is managed by
the exhaust brake control unit (EEB).
The figure applies where applicable to all

op!onal equipment affected.
o
Op!cruise is connected to the EDC system

to allow the synchronous governing of the
speed of the input and output sha(s of the
gearbox. Only when these speeds
correspond to each other does the gear
change take place.
If the vehicle has auxiliary brakes,
Op!cruise forwards the speed signal from
the speed sensor by the gearbox output
sha( to the auxiliary brake control unit.
o
Communica!on between Op!cruise and

EDC applies to a great deal of data, e.g.
engine speed, requested and actual torque,
accelerator pedal posi!on, engine coolant
temperature, cruise control etc.
Op!cruise is connected to the tachograph

in order to, based on its speed values,
check that other speed signals are within
their permi&ed ranges.
Communica!on takes place via the two

CAN cables, and is used to carry out
opera!ons such as engine-controlled gear
changes and determining the gear to be
selected at all !mes.
o
Op!cruise is connected to the ABS/TC

system. This allows it to receive
informa!on about ABS control, TC
control, wheel speeds, etc.
Communica!on between Op!cruise and
ABS/TC is used for opera!ons such as
confirming that the selec!on of a suitable
gear is correct. If the wheels spin or slip
Op!cruise could otherwise be " tricked "
into selec!ng the incorrect gear. The speed
of each wheel is also used to check that the
other speed signals are within their
permi&ed ranges.
Communica!on takes place via the two
CAN cables.
o
14
Op!cruise is connected to the auxiliary

brake system so that the engine brake range
can be engaged. This gives the retarder
op!mal sustainability and maximal braking
effect in terms of kW.
05:05-02
Func!on descrip!on
Signal paths between the Op!cruise control unit and other computer controlled systems
that may be fi&ed to the vehicle.
Any faults are transmi&ed from one system to another in the same direc!on as
communica!on takes place (see arrows).
05:05-02
15
Func!on descrip!on
Op!cruise, design
The numbers apply to the the illustra!on on the
right.
1 The floor switch is used to ac!vate the
engine brake range and the exhaust brake.
On vehicles without auxiliary brake, the
exhaust brake is used together with the
engine brake range when the floor switch is
kept pressed. The signal goes via the
auxiliary brake control unit (if fi&ed). See
also point 14.
2 Two switches signal the posi!on of the
clutch pedal (up, par!ally depressed or
fully depressed).
3 EDC informs the control unit that the
driver is braking. The engine brake system
then uses slightly offset change-up points.
4 The tachograph transmits a speed signal
which Op!cruise compares with the other
speed signals. These are from ABS/TC and
the gearbox output sha(.
5 The accelerator pedal posi!on sensor
provides informa!on about requested
thro&le opening and kick-down. The
poten!ometer signal is transmi&ed via the
EDC control unit.
6 A gear indicator with display and buzzer is
used to indicate drive program, engaged
gear, error messages, etc.
7 The drive mode selector informs the
control unit of the desired driving mode. It
also informs the control unit if the driver
wants to affect the automa!c system by
ini!a!ng gear changing up or down.
11 The diagnos!c switch is used to ac!vate

the integrated control unit test program and
for erasing fault codes.
12 Op!cruise receives informa!on from
ABS/TC about speed, slipping and
possible wheelspin so that the correct gear
can be selected at all !mes. Op!cruise
must also be able to prevent gear changing
if the driving wheels lose grip; this is a
ma&er of safety.
13 While Op!cruise can use the exhaust brake
to adjust the engine speed in certain
changing up sequences, normally it is for
braking the vehicle.
14 The exhaust brake control unit assigns
priori!es among the current requests
rela!ng to the driving situa!on. The
exhaust brake can be ac!vated
automa!cally, manually or by the auxiliary
brake control unit.
15 The speed sensor is used to allow
synchronisa!on of the speeds of the
gearbox input and output sha(s during gear
changing. The signal goes via EDC and
through the communica!on circuit.
16 The solenoid valves on the gearbox
perform each gear change by admi)ng
compressed air to the longitudinal stroke
cylinder and the lateral stroke cylinder. The
cylinders then transfer the gear change
mo!ons to the gear selector sha(.
8 The mode selector has two posi!ons. The

Normal posi!on gives the best fuel
economy and the gearbox changes
smoothly and comfortably. In the " Hill "
posi!on, upwards gear changes are faster at
higher engine speeds.
9 Diagnosis socket for PC via interface
(Scania VCI).
10 A PC with the Scania Diagnos 2
troubleshoo!ng program gives the fastest
troubleshoo!ng results.
16
05:05-02
Func!on descrip!on
17 The Hall sensor and the confirma!on

contacts monitor and confirm gear change
mo!ons.
20 The auxiliary brake control unit can request

Op!cruise to ac!vate the engine brake
range.
18 The speed sensor on the output sha( of the

gearbox is used to calculate the speed of the
vehicle. It is also used to confirm the
accuracy of other speed signals from
ABS/TC and the tachograph. A
corresponding output signal is then
forwarded to the auxiliary brake control
unit.
21 PTO EK/ED gives torque compensa!on

during engine-controlled gear changes and
therefore provides good comfort even if the
vehicle is being driven with engine-driven
power take-off engaged.
22 PTO EG is for gearbox-driven power takeoffs. When the input signal is ac!ve, all gear
changing is barred unless the clutch is used.
19 Control of engine torque and engine speed

is requested by Op!cruise but performed by
EDC. When Op!cruise is controlling the
engine, the control unit constantly checks
that the actual torque conforms to the
requested level.
10
11
4
1
12
5
6
8
9
PTO EK/ED
21
PTO EG
22
RETARDER
20
EDC
19
14
OPTI-
CRUISE
16
17
ABS/TC
18
100862
15
13
The figure is general and applies where applicable to all op!onal equipment affected. Vehicles with less
equipment are covered where appropriate.
05:05-02
17
Func!on descrip!on
Warning system
If any faults arise, the control unit will ini!ate a
variety of measures. This is to prevent the fault
causing expensive damage. For example the
control unit is equipped with two different
emergency driving programs. The first of these
s!ll allows smooth driving while the second
program requires more from the driver. The idea
behind this is that minor faults should not lead
the unnecessary inconvenience.
Certain minor faults will make the control unit
switch from its normal func!on to the simpler of
the two emergency driving programs for
example. The text " CLU MODE " is shown in
the gear indicator display. This is an
abbrevia!on of clutch mode. The driver must
use the clutch for each gear change. As long as
the control unit operates in this way the le&er C
is shown at the bo&om le( of the display.
If the fault clears itself, the control unit
immediately reverts to its normal func!on. The
display then shows the text " NORMAL " .
In the event of a more serious fault the text
" FAILURE " is shown. If this occurs when
driving, the control unit locks the gear that is
engaged. This gear is shown on its own in the
display. The driver must stop the vehicle and
ac!vate the " LIMPHOME " emergency driving
program. This is described in more detail in the
Op!cruise Driver's Manual.
18
05:05-02
Func!on descrip!on
No!fica!on of fault codes

" ERROR1 " or " ERROR2 " means that the
control unit has transmi&ed a faulty signal or no
signal at all to the display. In this case a PC must
be used to read off fault codes.
" CONFIG " means that the control unit
configura!on is invalid. In this case change the
configura!on with a PC and Scania
Programmer.
CHK CODE
ERROR1
ERROR2
CONFIG
150 942
When the driver switches off the power, the

message " CHK CODE " is displayed in the
display window if the control unit has stored any
fault codes during driving. The message is
repeated when the power is switched back on
again.
Reading fault codes

The fault codes can be read off in the ini!al
phase of the Op!cruise test program. The test
program in its en!rety is described on pages
32-43 in this booklet.
However, describing how to read off fault codes
would make a suitable introduc!on to the fault
code table in the next chapter, which is why we
will also show the method here as well.
TESTING
1 Stop the vehicle and switch off the engine.
Do not touch the diagnos!cs switch for the

moment; the test program is now running.
All the text boxes in the text window light
up for a second. At the same !me the buzzer
sounds.
05:05-02
ECU NO
PROG NO
CHASSNO
F CODES
150 943
2 Switch on the power using the starter key.

Wait five seconds then press the diagnos!cs
switch for at least half a second. Then
release it. The heading " TESTING " is
displayed in the text window and the buzzer
sounds.
19
Func!on descrip!on
3 The heading " ECU NO " is displayed,

directly followed by the part number of the
control unit hardware.
4 The heading " PROG NO " is displayed,
directly followed by the part number of the
control unit so(ware.
5 The heading " CHASSNO " is displayed,
directly followed by the vehicle chassis
number.
6 The heading " F CODES " is displayed,
directly followed by any fault codes stored.
More on this below.
The fault codes are displayed one at a
!me, at two second intervals.
o
When all the stored fault codes have

been displayed, the buzzer will sound
briefly. The stored fault codes are then
displayed again. This can be repeated
any number of !mes, so there is no
problem if you lose concentra!on.
The text window may, for example, appear

as in the figure on the le(. A shows the
number of the fault code (10 in this case)
and B shows how many !mes the fault has
been registered (3).
E010 003
150 944
7 Note the fault codes. Go through the test

program. Press the diagnos!cs switch to
move between the various test stages.
20
05:05-02
Func!on descrip!on
Erasing fault codes

The warning system may need to be reset from
!me to !me. Someone may have disconnected a
cable harness for example, whilst the power was
on. This is quite a common occurrence. The
control unit will then interpret it as a genuine
fault.
150 945
Rese)ng the warning system is carried out by

either using the diagnos!c switch concealed
behind the cover of the instrument panel or by
using a PC connected to the vehicle diagnos!c
socket in the central electric unit.
Fault codes are very useful when visi!ng a
workshop because they facilitate trouble
shoo!ng.
o
In the Driver's Manual we explain how the

driver erases fault codes, but we also point
out that they should not erase them
unnecessarily. The driver should probably
consult with the workshop first.
150 946
The symbols for the various diagnos!c switches

can be found on the inside of the cover; they can
be seen when the cover is opened. The
Op!cruise symbol is shown on the right.
All fault codes are erased when the warning
system is reset. Proceed as follows:
1 Switch off the power using the starter key.
3 The buzzer will sound briefly. When the text

" ERASED " is displayed in the text window,
erasure is complete.
05:05-02
ERASED

150 947
2 Press the diagnos!cs switch and keep it

depressed. Switch on the power supply.
21
22
05:05-02
Electrical system
Electrical system
References to the wiring
diagram
There are no circuit diagrams for the fault codes.
We therefore refer to the wiring diagrams in
Group 16 in the Service Manual. Publica!on
Number: 16:04-21, 16:14-20/1, 16:14-20/2 and
16:14-20/3.
Control unit configura!on

Configura!on is dealt with on page 12.
05:05-02
23
Electrical system
Loca!on of electrical components
Pos.
Pos.
Task
B16
Reversing lights
S100
Program selector
B25
Thro&le openinga (part of D35)
S101
Drive mode selector
B26
Kick-down (part of D35)
T17
Speed sensor, output sha(
B27
Fully depressed clutch pedal
T20
Speed sensor, tachograph
B41
Confirma!on, high range
V13
Solenoid valve, power take-off EG
B42
Confirma!on, low range
V20
Solenoid valve, lateral stroke right
B43
Confirma!on, high split
V21
Solenoid valve, lateral stroke le(
B44
Confirma!on, low split
V22
Solenoid valve, neutral posi!on
B49
Exhaust brake and engine brake range
V23
C46C401
Connectors
Solenoid valve, longitudinal stroke

backwards
V24
D18
Diode unit for EDC

Solenoid valve, longitudinal stroke
forwards
D35
Accelerator pedal sensor
V62
Solenoid valve, low split
E5
Control unit, Op!cruise
V63
Solenoid valve, low range
E6
Magne!c sensor
V77
Solenoid valve, high split
E12
Control unit, EDC
V78
Solenoid valve, high range
F2
Fuse holder
G4
Earth connec!on, instrument panel

G8
Earth connec!on, instrument panel
G13
Earth connec!on, connector panel
G18
Earth connec!on, connector panel
O1
Instrument cluster
O4
Tachograph
P2
Central electric unit
S17
Exhaust brake (on instrument panel)
S30
Power take-off, EG
(S31)
Power take-off, EK/ED
S88
24
Task
Diagnos!cs switch
a. This switch is not used for the Op!cruise system. The

switch closes at the start of the accelerator pedal
movement.
05:05-02
Electrical system
The figure applies to both le( and right-hand drive vehicles and covers all op!onal equipment
covered. Vehicles with less equipment are covered where appropriate.
05:05-02
25
Electrical system
Input signals
The tables on this spread show the input signals that the control unit can receive.
Task
Signal type
Pin 12
Confirm low split
Confirma!on contact, low split
+24V UX
Confirm high range

Confirma!on switch, range
+24V UX
Confirm longitudinal stroke

backwards
Magne!c sensor
+18V (supplied 6
from UX)
Confirm neutral posi!on
Magne!c sensor
+18V (supplied 7
from UX)
Indicate clutch pedal
Lower pedal switch
Earthing (0V)
Indicate ac!vated EK/ED power

take-off
Switch
+24V
Request changing up
Drive mode selector

+24V UX
10
Request neutral posi!on
Drive mode selector
+24V UX
11
Ac!vate " Hill " program
Program selector
+24V UX
12
Confirm high split
Confirma!on contact, low split
+24V UX
23
Confirm lateral stroke right
Magne!c sensor
+18V (supplied 24
from UX)
Ac!vate engine brake range
Retarder control unit or floor

switch
+24V
27
Request changing down
Drive mode selector
+24V UX
28
Request automa!c mode
Drive mode selector
+24V UX
29
Ac!vate test program
Diagnos!cs switch
Earthing (0V)
30
Indicates the road speed
Sensor by output sha(
Frequency
31
Tachograph
Frequency
32
Confirm low range
Confirma!on switch, range
+24V UX
41
Confirm lateral stroke le(
Magne!c sensor
+18V (supplied 42
from UX)
Confirm longitudinal stroke

forwards
Magne!c sensor
+18V (supplied 43
from UX)
Request " kick-down "
Kick-down switch
Earthing (0V)
44
Indicate clutch pedal
Upper pedal switch
Earthing (0V)
45
Request manual mode
Drive mode selector

+24V UX
47
Request reverse mode
26
Source
Drive mode selector
+24V UX
48
05:05-02
Electrical system
Task
Source
Signal type
Pin 12
Sensor by output sha(
Frequency
49
Indicate ac!vated EG power take- Switch

off
+24V
50
Measuring mode
+24V UX
29
Drive mode selector
The specified readings can vary due to several factors, e.g. ba&ery voltage level, cable length and the
state of wiring and contacts.
05:05-02
27
Electrical system
Output signals
The table below shows which output signals the control unit can deliver.
Task
Signal type
Pin 12
Order low split
Solenoid valve low split
+24V
Order longitudinal stroke forwards Solenoid valve longitudinal stroke +24V

forwards
3
Retarder control unit via C56
14
Order lateral stroke right
Solenoid valve lateral stroke right +24V
17
Order high split
Solenoid valve high split
+24V
18
Order longitudinal stroke

backwards
Solenoid valve longitudinal stroke +24V

backwards
22
Ac!vate buzzer
Buzzer
Earthing (0V)
33
Provide power supply
Sensor, controls, display

+24V
36
Order low range
Solenoid valve low range
+24V
39
Order neutral posi!on
Solenoid valve neutral
+24V
40
Request ac!va!on or deac!va!on Exhaust brake control unit

of exhaust brake
PWM signal
52
Order lateral stroke le(
Solenoid valve lateral stroke le(
+24V
53
Order high range
28
Des!na!on
Solenoid valve high range

+24V
54
Frequency
(+24V)
05:05-02
Electrical system
Other connec!ons
The table below shows the control unit connec!ons for voltage supply, system earth, communica!on
cables etc.
Task
Source or des!na!on
Signal type
Pin 12
Earth for control unit
G13
Earthed (0V)
Power supply in
From the ba&eries, fuse 41
+24V (U30)
19
Communica!on
EDC, ABS/TC etc.
Data
20
Communica!on
Diagnos!c socket for PC
Data
25
Communica!on
Diagnos!c socket for PC
Data
35
Communica!on
EDC, ABS/TC etc.
Data
38
Communica!on
Display
Data
51
Power supply in
Via starter lock, fuse 5
+24V (U15)
55
05:05-02
29
Electrical system
Drive mode selector

The following figures show the contact pins which are closed when the drive mode selector is in
different posi!ons. Contact pins 33, 43, 53, 63, 73 and 83 are input pins (UX supply). The remaining
contact pins are output pins.
30
05:05-02
Electrical system
05:05-02
31
Test programme
Test programme
o
The vehicle must be sta!onary and the

engine switched off, unless otherwise
indicated in the relevant test stage.
o
The power must be switched on (starter key

in the drive posi!on).
The test program is controlled with the

diagnos!c switch. This is concealed under a
cover in the instrument panel.
The test program consists of a start stage, five

test stages and a conclusion stage. The test
program only goes in one direc!on, but can be
repeated as many !mes as necessary. Step from
one test stage to the next by pressing the
diagnos!c switch.
The figure on the right shows the " heading "
shown in the gear indicator display before each
test stage. There are more detailed explana!ons
in the table below.
Heading
TESTING
The test program starts. Presenta!on of the chassis number and

control unit part numbers for hardware and so(ware. A(er that
generated fault codes.
FOOTCONT
Tes!ng foot-operated control
HANDCONT
Tes!ng manual control
GEARENGA
Tes!ng gear changing movements and confirma!on signals
ENGINCOM
Tes!ng engine communica!on
RPM INFO
Tes!ng engine speed sensor and road speed sensor
END TEST
32
The purpose of the test
The test program is ended
05:05-02
Test programme
General
The test program is not meant for user when the
vehicle is being driven. The vehicle should
generally be sta!onary with the engine switched
off while tes!ng is in progress.
WARNING!
If the control unit registers the speed or engine

speed during ongoing tes!ng the test program is
terminated. Then the control unit reverts to its
normal func!on. The aim is to avoid the risk of
an inappropriate gear being engaged.
END TEST
150 950
The vehicle may only be driven with the

test program running when this is
required by the test instruc!ons.
Otherwise never.
However, there are two test stages which need

the vehicle to be driven. These are for checking
speed or engine speed. This is indicated in the
relevant test stages (RPM INFO and
ENGINCOM).
Text in the display
Because the gear indicator display is limited to a

certain size, le&ers are used as symbols for the
various signals etc. in the different test stage.
The symbols are explained in each test stage.
05:05-02
150 952
A " heading " is shown in the display before each

test stage. At the same !me the buzzer gives a
brief signal. This reduces the risk of the different
test stages ge)ng mixed up.
33
Test programme
Star!ng the test programme

The fault codes can be read off in the ini!al phase of the Op!cruise
test program. This is also described on pages 16-17 in this booklet.
We describe the test program in its en!rety here.
1 The vehicle must be sta!onary with the engine switched off.
2 Switch on the power using the starter key. Wait five seconds then
press the diagnos!cs switch for at least half a second. Then
release it. The heading " TESTING " is displayed in the text
window and the buzzer sounds.
150 953
TESTING
Do not touch the diagnos!cs switch for the moment; the test
program is now running. All the text boxes in the text window
light up for a second. At the same !me the buzzer sounds.
3 The heading " ECU NO " is displayed, directly followed by the
part number of the control unit hardware.
4 The heading " PROG NO " is displayed, directly followed by the
part number of the control unit so(ware.
5 The heading " CHASSNO " is displayed, directly followed by the
vehicle chassis number.
6 The heading " FCODES " is displayed, directly followed by any
fault codes stored. More on this below.
o
The fault codes are displayed one at a !me, at two second

intervals.
When all the stored fault codes have been displayed, the buzzer
will sound briefly. The stored fault codes are then displayed
again. This can be repeated any number of !mes, so there is no
problem if you lose concentra!on.
The text window may, for example, appear as in the figure on the
le(. A shows the number of the fault code (10 in this case) and B
shows how many !mes the fault has been registered (3).
E010 003
34
B
150 944
7 Note the fault codes. Proceed to the next test stage. Refer to next
page.
05:05-02
Test programme
Foot-operated control
The gearbox cannot be operated while the
control unit is engaged with this test stage.
2 Press the diagnos!cs bu&on for at least half

a second, then release it. The heading
" FOOTCONT " is shown in the display.
FOOTCONT
150 956
1 Condi!ons: Sta!onary vehicle, engine

switched off and igni!on on.
3 Test the controls in turn. When each le&er is

displayed it means that the relevant signal is
ac!ve. Use the table below for explana!ons.
Signal designa!ons
E
Floor switch for engine brake range (and exhaust brake)
Upper clutch pedal switch
Lower clutch pedal switch
B
Brake pedal switch
Kick-down switch (integrated into the accelerator pedal posi!on

sensor)
4 When the test is completed: Proceed to the

next test stage.
05:05-02
35
Test programme
Manual control

switched off and igni!on on.
HANDCONT
150 957
The gearbox cannot be operated while the

control unit is engaged with this test stage.

" HANDCONT " is shown in the display.
3 Test the controls in turn. When each le&er is
displayed it means that the relevant signal is
ac!ve. Use the table below for explana!ons.
Signal designa!ons
N
R
Drive mode selector in reverse mode
Drive mode selector in neutral posi!on
Drive mode selector in automa!c mode
Drive mode selector in manual mode
Drive mode selector in changing down mode
Drive mode selector in changing up mode
Program selector for normal driving or steep uphill

gradients a
1 = Power take-off switch (PTO EK/ED)
2 = Power take-off switch (PTO EG)
X = Both power take-offs are ac!vated at the same !me
A
M
a. When the program selector is in the steep uphill gradient mode the
le&er H is shown in the display.
36
150 958
4 When the test is completed: Put the drive

mode selector in neutral. Proceed to the
next test stage.
05:05-02
Test programme
This is where we control the solenoid valves

which allow the compressed air from the gear
shi( cylinders and read off the confirma!on
signals. In this way we can check that each gear
changing sequence works in its en!rety.
GEARENGA
150 959
Gear changing movements and

confirma!on signals
If fault codes are stored that indicate that the

speed signal is absent or outside its permi&ed
range is test stage cannot be used for safety
reasons.
WARNING!
The engine must be switched off during

the test.

switched off, compressed air in the
compressed air system and igni!on on.
" GEARENGA " is shown in the display.
05:05-02
37
Test programme
s
1
150 960
3 Hold the clutch pedal depressed and test the

drive mode selector posi!ons in turn. This is
described on the following pages. Use the
table below for explana!ons.
Signal designa!ons
Range gear posi!on is always

shown in the le( of the window as L,
Range confirma!on, where L=low-range, H=high-range H or X.
and X=both low and high-range at the same !me
Split gear posi!on is always shown
Confirma!on of le( lateral stroke
in the right of the window as L, H or
X.
Confirma!on of longitudinal stroke rearwards
Confirma!on of neutral posi!on
Confirma!on of longitudinal stroke forwards
Confirma!on of right lateral stroke
Split confirma!on, where L=low-split, H=high-split and

X=both low and high-split at the same !me
r
L
4 When the test is completed: Check that the

gearbox is in the neutral posi!on. Proceed to
the next test stage.
38
05:05-02
Test programme
Low-split and low-range at the same !me

1 Posi!on the drive mode selector according
to figure 1.
2 Check that the display shows LNL.
High-split and high-range at the same

!me
to figure 2.
4 Check that the display shows HNH.
Le( lateral stroke

to figure 3.
6 Check that the display shows HLNH (or
LLNL).
Longitudinal stroke backwards on the

le(-hand side
to figure 4.
8 Check that the display shows HLBH (or
LLBL).
05:05-02
39
Test programme
Longitudinal stroke forwards on the le(hand side

to figure 5.
10 Check that the display shows HLFH (or
LLFL).
Longitudinal stroke backwards in the

centre
to figure 6.
12 Check that the display shows HBH (or
LBL).
Longitudinal stroke forwards in the

centre
to figure 7.
14 Check that the display shows HLFH (or
LFL).
Longitudinal stroke backwards on the

right-hand side
to figure 8.
16 Check that the display shows HBRH (or
LBRL).
40
05:05-02
Test programme
Longitudinal stroke forwards on the

right-hand side
to figure 9.
18 Check that the display shows HFRH (or
LFRL).
Neutral posi!on
19 Neutral posi!on occurs o(en, but not
always in conjunc!on with another
confirma!on signal.
to figure 10.
21 Check that the display shows HLNH (or

LLNL).
to figure 11.
23 Check that the display shows HNH (or

LNL).
to figure 12.
25 Check that the display shows HNRH (or
LNRL).
05:05-02
41
Test programme
Engine communica!on
ENGINCOM
150 961
In this test stage we check the data Op!cruise

must obtain from the EDC system. In this way
we can check that the relevant sensors, the EDC
control unit data processing and the
communica!on circuit itself, work in their
en!rety.
In this test the display shows the test result
instead of the gear posi!on etc. In all other
respects the vehicle can be driven normally.
1 Condi!ons: To start with a sta!onary
vehicle, engine switched off and igni!on on.
The vehicle will be driven when this test
stage is underway.
" ENGINCOM " is shown in the display.
3 Start the engine and drive off in the vehicle.
Take the vehicle to a steady speed and check
that the values are displayed and that they
seem reasonable. Use the table below for
explana!ons.
Signal designa!ons
ee
Actual torque (x 100 Nm)
dd
Requested torque (x 100 Nm)
&
Engine temperature (0-99°C)
150 962
Requested thro&le opening as a percentage of full thro&le

(0-99%)
gg
Request thro&le opening

150 963
gg
ee
150 964
Actual torque
dd
&
150 965
Requested torque
Engine temperature
When the test is completed: Proceed to the next
test stage.
42
05:05-02
Test programme
Engine speed sensor and road

speed sensor
This is where we check that the various speed
details that Op!cruise is weighing up against
each other are correct. In this way we can check
that the sensors and their wiring work in its
en!rety.
In this test the display shows the test result
instead of the gear posi!on etc. In all other
respects the vehicle can be driven normally.
1 Condi!ons: The vehicle will be driven when
this test stage is underway.
a second, then release it. The heading " RPM
INFO " is shown in the display.
Signal designa!ons.
nn
nn
Engine speed (x 100 rpm)

v_1
Propeller sha( speed from the sensor by the gearbox output

sha( (x 10 rpm)
Speed signal from the tachograph, converted to propeller
sha( speed (x 10 rpm)
150 968
Engine speed
v1
Propeller sha( speed

v
150 969
v_2
150 967
3 Take the vehicle to a steady speed and check

that the values are displayed and that they
seem reasonable. Use the table below for
explana!ons
From the tachograph
When the test is completed: Press the diagnos!c

switch to exit the test program. When this has
been done the display shows the text " END
TEST " and the control unit reverts to its normal
func!on.
See pages 16-17 for a descrip!on of any fault
messages generated during the test drive.
05:05-02

43
Mechanical work
Mechanical work
General
The gearbox is a normal standard gearbox
internally. Its control system is similar to the
equivalent 3 series CAG 2, but with the
difference that the stroke damper for Op!cruise
is now built into the longitudinal stroke cylinder.
The gear selector housing at the top of the
gearbox has also been modified; this version is
more compact than earlier models.
Magne!c sensor and gear shi(

cylinders
Mechanically there is not much new about
Op!cruise which is why we are focussing on the
renewing and adjustment of the magne!c sensor
and renewing of the gear shi( cylinders. This is
described on the following pages.
Confirma!on switches
The four confirma!on contacts are of the same
type; closed when they are not actuated.
Tightening torque: 20 Nm. Their loca!on is
shown in the figure below where the gearbox is
shown from above. On older gearboxes B42 is
on the right-hand side.
B43
44
B42
B41
151 193
B44
05:05-02
Mechanical work
Magne!c sensor,
adjustment and renewal
Use the integrated control module test program
or a PC to detect faults on the hall sensor and
verify that faults have been rec!fied a(er repairs
have been carried out.
Removal
1 Put the drive mode selector in neutral.
2 Remove the air hoses from the longitudinal
stroke cylinders and lateral stroke cylinders.
Disconnect the connector for the magne!c
sensor wiring from the sensor housing.
3 Remove the gear selector housing from the
gearbox and place it upside down on the
workbench.
4 Remove the sensor housing from the gear
selector housing.
5 Use compressed air to blow into the centre
air connec!on on the longitudinal stroke
cylinder. This puts the gear selector sha(
into neutral. Check that the lug on the lever
is in the middle of the coulisse as shown in
the figure above on the right.
A=B
05:05-02
45
Mechanical work
Checks and adjustments

6 Place guide plate 99 150 on the seat of the
sensor housing. Check that the magnet
housing is correctly posi!oned.
7 When adjus!ng: Slacken off the solenoid
housing screws so that the solenoid housing
can be moved but no more.
Note: While the screws are locked with locking
compound do not heat the solenoid housing!
This could damage the magnet.
8 Adjust the solenoid housing posi!on using
the guide plate. Then lock the screws with
locking compound 561 029 and screw them
into place.
Magne!c sensor, fi)ng

9 Fit the sensor housing onto the gear selector
housing.
Refit the gear selector housing on the gearbox.
46
05:05-02
Mechanical work
Longitudinal stroke
cylinder
Byte
The vehicle compressed air system must have
pressure for the longitudinal stroke cylinder to
be posi!oned correctly before it is removed.
1 Switch on the power supply. Put the drive
mode selector in neutral. This puts the
longitudinal stroke cylinder into neutral.
2 Switch off the power. Remove the three air
hoses from the longitudinal stroke cylinder.
3 Remove the four moun!ng screws and
remove the cylinder.
4 Fit the new cylinder. Use compressed air to
blow into the centre air connec!on; this
puts the cylinder into neutral. Ensure that
the cogs on the gear selector sha( engage
in the centre posi!on.
5 Fit the air hoses.
6 Remove the level plug. Top up with ATF
oil to the hole (about 0.27 litres).
7 Switch on the power supply and check the
gear changing movements using the test
program (test stage " GEARENGA " ).
The longitudinal stroke cylinder can be turned
if needed to save space. In this case the
compressed air connectors must also change
place. Tip: Remove the gear selector housing
from the gearbox if you are turning the
cylinder. This will make the job easier.
05:05-02
47
Mechanical work
Lateral stroke cylinder

Byte
The vehicle compressed air system need not
have pressure to remove the lateral stroke
cylinder.
1 Switch on the power supply. Put the drive
mode selector in neutral.
2 Switch off the power. Remove the air hoses
from the lateral stroke cylinder.
3 Remove the moun!ng screws and remove
the cylinder.
4 Lubricate the piston with brake grease, part
number 319 308.
5 Fit the new cylinder.
6 Fit the air hoses.
7 Switch on the power supply and check the
gear changing movements using the test
program (test stage " GEARENGA " ).
48
05:05-02
Mechanical work
Compressed air
connectors
V23
V22
V24
Loca!on
The figure on the right shows to which
solenoid valves the various compressed air
connectors belong.
The figure applies to standard versions of

the vehicle.
The longitudinal stroke cylinder can be

turned; this is some!mes required to obtain
sufficient clearance to a hydraulic pump for
example.
V21
V62
V77
In this case the V23 and V24 compressed air

lines must be switched. This means that the
longitudinal stroke cylinder will operate the
right way round when it has been turned.
V63
V78
05:05-02
100859
V20
49
50
05:05-02
Exploded views
Exploded views
This Chapter contains exploded view drawings
of the most important Op!cruise components
located on the gearbox. The part numbers are
contained in our parts catalogues.
The figure below shows the rela!ve loca!on of
the Op!cruise solenoid valves.
100860
V23 V22 V24 V20 V21
V63 V78 V62 V77
PTO
Loca!on of the solenoid valves on the gearbox. The two PTO solenoid valves are for the
power take-offs.
05:05-02
51
Exploded views
Longitudinal stroke cylinder

Pos.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
52
Qty
1
4
1
1
1
5
2
2
2
1
1
2
2
1
2
2
4
1
1
2
1
2
2
2
2
2
1
1
3
Designa!on
Gasket
Bolt
Housing
End plate
Gasket
Bolt
Spring pin
Plug
Gasket
Piston rod
Rack
Wire ring
Wire ring
Piston rod
Washer
Piston
Wire ring
Bearing sleeve
V-ring
Bearing
O-ring
Piston
O-ring
Washer
Circlip
Sealing ring
O-ring
Cylinder head
Bolt
05:05-02
100918
Exploded views
Longitudinal stroke cylinder components. The part numbers are contained in our parts catalogues.
Remember to switch the compressed air connectors if you turn the cylinder to save space.
05:05-02
53
Exploded views
Gear selector housing with lateral stroke cylinder

Pos.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
54
Qty
4
1
1
1
1
1
1
2
4
4
1
1
1
3
1
2
2
2
1
2
4
2
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
2
2
1
1
1
Designa!on
Bushing
Circlip
Disc filter for ven!la!on
O-ring
Sensor housing, assembly
Magnet housing
O-ring
Spring pin
Bolt
Bolt
Gear selector sha(
Magnet holder
Bolt
Bolt
Lever
Bolt
Key
Spacer
Coulisse
Cap
Bolt
Snap ring
Washer
Spring
Intermediate piece
O-ring
Circlip
V-ring
Lever
Cylinder
Piston
Intermediate piece
V-ring
O-ring
O-ring
O-ring
O-ring
Bolt
Plug
Gasket
Housing
Bolt
Washer
05:05-02
Exploded views
Gear selector housing and lateral stroke cylinder components. The part numbers are contained in our
parts catalogues.
05:05-02
55
Exploded views
Compressed air components in the gearbox.

Pos.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
VAE
VAJ
VAF
VSR
VSS
XBN
VRH
VRL
VCH
VCL
VSH
VSL
A
Qty
1
2
3
2
2
2
2
11
22
22
7
7
14
9
7
2
10
5
4
1
1
4
2
Goods by the
metre
- " - " - " - " - " - " - " - " - " - " - "
Required
quan!ty
Designa!on
Bracket
Bracketa
Holder
Nut
Bolt
Bolt
Nut
Strap
Bolt
Washer
Bolt
Nut
Cone
Solenoid valveb
O-ring
Union
Elbow union
Elbow union
Union
Clamp
Bolt
Bracket
T-union
Plas!c tube
Plas!c tube
Plas!c tube
Plas!c tube
Plas!c tube
Plas!c tube
Plas!c tube
Plas!c tube
Plas!c tube
Plas!c tube
Plas!c tube
Plas!c tube
Union nut
Ferrule
Insert sleeve
a. The figure shows an early version.

b. See the start of the Sec!on Exploded View Drawings for their rela!ve loca!ons.
56
05:05-02
Exploded views
Compressed air components on the gearbox. The part numbers are contained in our parts catalogues.
05:05-02
57
Fault codes
Fault codes
Faults that do not generate

fault codes
The following faults do not generate fault
codes that we know of at the !me of going to
press.
Overview
o
The control unit acts fast and accurately,
according to par!cular instruc!ons. It has no
imagina!on and no judgement. When it detects
a fault, or anything it interprets as abnormal, it
reacts immediately and generates fault codes.
The warning system is capable of genera!ng
about 70 different fault codes.
Despite the advanced so(ware, a fault may
arise which the control unit is unable to
dis!nguish from normal opera!on. If this is the
case, no fault code will be generated. There is
always a limit to the extent of a monitoring
system. The above applies to all types of
control units.
Fuse 5 blown (15 supply).
General
Open-circuit in the diagnos!cs switch

circuit.
Open-circuit in the floor switch circuit.
Open-circuit or con!nuous signal from

program selector (Normal/Hill).
Open-circuit in exhaust brake control unit

circuit. Fault code 14 may some!mes be
generated, but not always.
o
Open circuit in gear indicator circuit.
Blown bulb in the gear indicator.
Limita!ons
It is not only genuine faults that generate fault
codes. It is sufficient for someone to have
disconnected a cable while the power was
switched on. This is quite a common
occurrence. The control unit will then interpret
it as a fault.
In cases of loose connec!ons the fault may no
longer be present; but the fault code is stored in
the control unit memory un!l it is cleared. It is
then possible to see in which circuit the fault
occurred and look for the cause there, even if
there is currently no fault.
58
05:05-02
Fault codes
Clarifica!ons
Some new concepts are used in the fault code
list or in the wiring diagram in Group 16. These
concepts are explained on this page.
EEPROM: Abbrevia!on for " Electrically
Erasable Read-Only Memory " . The memory
remains even if the power is interrupted by the
starter lock. The memory can be erased and
updated during servicing, using a PC and the
Scania Programmer program.
This memory contains the control unit
configura!on, programmed star!ng gear, any
fault codes, etc.
FLASH memory: This memory contains the
basic so(ware for the control module. The
content remains even if the power is interrupted
by the starter lock. The basic so(ware can be
changed during service using a PC connected
to the diagnos!c socket.
A control unit does more or less the same thing

with the data which comes through a CAN
lead. For example, it listens for informa!on
from the EDC about engine coolant
temperature, receiving this value and using it in
calcula!ons.
The control unit receives several CAN signals,
which are sent through the communica!ons
circuit, in a special memory. This memory may
be compared to a number of radio receivers that
are all on but set to different radio sta!ons to
listen to several radio programmes
simultaneously. In this way, the control unit
con!nuously senses what is happening.
This is nothing that the mechanic need worry
about. The only thing to remember is that it is
not possible to check individual CAN signals
using a mul!meter. But this is not required
either, as we have accurate fault codes.
RAM: Abbrevia!on for " Random Access

Memory " . This memory is erased each !me the
power is cut with the starter lock, or if the
powers supply is cut for any other reason.
This memory stores and processes all data from
the control unit, e.g. from sensors, controls and
associated systems (EDC, ABS and retarder).
CAN: Abbrevia!on for " Controller Area
Network " . CAN communica!on is used to
reduce the number of cables in the vehicle.
This is intended to increase reliability.
Vehicles with Op!cruise have a
communica!ons circuit which consists of two
cables, called CAN high (pin A38) and CAN
low (pin 20).
In simple terms it can be said that CAN
communica!on is similar to radio technology.
The data signals which pass through a CAN
cable can be compared to radio waves in the air.
When listening to the radio, the receiver is set
so that one radio sta!on is heard at one !me.
Only one sta!on is heard, even though many
other radio sta!ons are transmi)ng
simultaneously.
05:05-02
59
Fault codes
List of fault codes
Fault code 2
Fault
Fault code 1
Fault in an integral control unit memory.

Fault
Cause
A control calcula!on of the contents of the
EEPROM memory did not produce the result
expected by the control unit.
Cause
A control calcula!on of the contents of the
FLASH memory did not produce the result
expected by the control unit.
Remarks
The FLASH memory as such contains the

control unit's basic program. When the control
unit checks that the FLASH memory is
working correctly, it does so as follows. All the
memory address are added to one sum. The
sum is then used in control calcula!on which
must lead to a correct answer. If it does not, this
fault code will be generated.
The EEPROM memory contains the control

unit's configura!on. The configura!on
determines which parts of the basic program
will be used for the relevant vehicle. When the
control unit checks that the EEPROM memory
is working correctly, it does so as follows. All
the values that are important to configura!on
are added together to a single sum. The sum is
then used in control calcula!on which must
lead to a correct answer. If it does not, this fault
code will be generated.
Ac!on
Ac!on
Renew the control unit.
Provide the control unit with the correct

configura!on using a PC. Change the control
unit if this does not help.
Remarks
60
05:05-02
Fault codes
Fault code 3
Fault code 4
Fault
Fault
Open circuit or shor!ng in the UX supply

circuit.
Cause
The control unit's test of the RAM showed that
one of the memory cells is malfunc!oning.
Remarks
The RAM as such is the control unit's real
working memory. This is where the control unit
performs all its calcula!ons.
When the control unit checks that the RAM is
working properly, the following happens.
Firstly, the control unit writes certain values
into the RAM and then reads these same values
to check that they have not become confused. If
the control unit interprets any value as a
devia!on, the fault code is generated.
Ac!on
Cause
The control unit has no!ced that current
consump!on on control unit pin 36 (the " UX
supply " , +24 V) is either too low or too high.
Remarks
The sensors, controls and display are supplied
with voltage ( " UX supply " ) from pin 36 of the
control unit. The control unit can detect an
open circuit and shor!ng via UX supply, since
current consump!on will be abnormal. It is
precisely this abnormal current consump!on
on pin 36 which leads to the genera!on of fault
code 4.
Open circuit: The circuit consumes no current.
Short circuit: The circuit consumes high
current.
For the fault code to be regenerated, power
consump!on must suddenly change, for
example due to a loose connec!on. If the fault
remains, the fault code is regenerated each !me
the control unit a&empts to ac!vate the UX
supply.
High current in the UX circuit can be caused by
such things as short circuits in the sensors.
Ac!on
Check the UX circuit, its wiring and
components.
05:05-02
61
Fault codes
Fault code 5
Fault code 6
Fault
Fault
Power supply fault inside the control unit.
Monitoring func!on fault inside the control

unit.
Cause
The control unit was unable to confirm its own
internal U15 supply when the driver turned on
the igni!on with the starter lock.
Remarks
The control unit started opera!ng when the
power was switched on, even though the U15
supply could not be confirmed in the control
circuit which monitors this.
When this fault arises, it is not possible for the
EEPROM to store new informa!on. This
means that the control unit " forgets " any
newly-programmed star!ng gear, and any
newly-generated fault codes. The number of
faults is displayed as 1, even if there are
several. It is possible to drive the vehicle, but it
should be repaired as soon as possible as
certain safety features may be jeopardised.
Cause
The integral watchdog relay does not operate
when the control unit starts working or else the
relay in ques!on was already operated when
the driver turned on the starter voltage (which it
should not have been).
Remarks
A disturbance in one of its integral safety
func!ons was detected by the control unit.
Every such disturbance causes the watchdog
relay to ini!ate an alarm so that fault code 7 is
generated.
If the watchdog relay does not ac!vate, power
supply is lost to all control unit outputs. Not
even the starter gear can be engaged, making
the vehicle unusable.
Ac!on
Ac!on
62
05:05-02
Fault codes
Fault code 14
Fault code 15
Fault
Fault
Engine speed could not be adapted to the

correct rpm at the gear-changing moment.
The EDC indicates an actual torque which does

not coincide with that requested.
Cause
Cause
The control unit has received a message from

EDC via the communica!on circuit (pins 20
and 38) indica!ng an incorrect response from
the engine. The exhaust brake may have been
applied during a gear change despite this not
being requested by the Op!cruise.
When the Op!cruise control unit requested a

definite torque via the communica!on circuit
(pins 20 and 38), the EDC answered with a
confirma!on message which the Op!cruise
considered was an indica!on of implausible
values.
Remarks
Remarks
The requested torque exceeds the permissible

value for engine-controlled gear changes when
the gearbox is in the confirmed neutral
posi!on. This might happen if a gear is
engaged when the control unit does not expect
it. In that case, the cause could be a broken gear
selector pin in the gearbox. If this fault occurs,
the driver will have to use the clutch for every
gear change. The text CLU_MODE appears in
the display.
The torque requested by Op!cruise is

converted in this way into an actual control rod
posi!on in the injec!on pump. The Op!cruise
control unit con!nuously checks that every
such confirma!on message from the EDC
coincides with the expected result. If this fault
occurs, the driver will have to use the clutch for
every gear change. The text CLU_MODE
appears in the display.
Ac!on
Ac!on
First check the sensor signals for gear posi!ons
and then the gearbox itself.
05:05-02
Check whether the EDC control unit has

generated any fault codes. Check that the EDC
control unit has the correct part number. Check
the connectors and wiring. Finally, check the
posi!on of the control rod in the injec!on
pump.
63
Fault codes
Fault code 19
Fault code 22
Fault
Fault
No signals or implausible signals from the

driving mode selector.
Implausible signals from the clutch switches.

Cause
Cause
The control unit has received signals on at least
two of pins 10, 11, 28, 29, 47 and 48
simultaneously or else the signal from the
driving mode selector is absent altogether. The
signals in ques!on are given with UX voltage
(+24 V).
Remarks
The signals are implausible because the driving
mode selector can only be in one posi!on at a
!me.
The control unit has detected that a signal was

received on pin 8 and a signal was absent on
pin 45.
Remarks
The lower clutch pedal switch was closed
although the upper clutch pedal switch was not
closed. This should not be possible while the
vehicle is being driven.
When these switches are ac!vated, they are
closed to system ground (0V).
If this fault occurs, the control unit will not

" obey " the driving mode selector. Either the
signal is absent altogether or else the control
unit has received conflic!ng signals as in one
of the following combina!ons:
The gearbox cannot change gear automa!cally

if this fault arises. The vehicle can, however, be
operated using the LIMPHOME emergency
gear changing program.
Changing gear up and down posi!on at the
same !me (pins 10 and 28).
Ac!on
Reverse and automa!c posi!on at the same

!me (pins 48 and 29).
Check both clutch pedal switches, the

connectors and wiring.
Reverse and manual posi!on at the same !me

(pins 48 and 47).
Neutral and manual posi!on at the same !me
(pins 11 and 47).
Ac!on
Check the driving mode selector, the
connectors and wiring. Use the wiring diagram
and mul!meter to check the driving mode
selector.
64
05:05-02
Fault codes
Fault code 23
Fault code 24
Fault
Fault
Con!nuous signal from the lower clutch pedal

switch.
Con!nuous signal from the upper clutch pedal

switch.
Cause
Cause
The control unit has detected that the signal

remained on pin 8 for too long.

Remarks
Remarks
The clutch pedal switch cannot remain closed

for as long as this during normal driving.
The clutch pedal switch cannot be closed for as

long as this during normal driving unless the
driver habitually rests his foot on the clutch
pedal.
When the switch is ac!vated, it closes to

system ground (0V).
The gearbox cannot change gear automa!cally
if this fault arises. The vehicle can, however, be
operated using the LIMPHOME emergency
gear changing program.
When the switch is ac!vated, it closes to

system ground (0V).
The gearbox cannot carry out enginecontrolled gear changing in manual posi!on if
this fault arises.
Ac!on
Check the lower clutch pedal switch, the
05:05-02
Ac!on
Check the upper clutch pedal switch, the
65
Fault codes
Fault code 26
Fault code 27
Fault
Fault
Con!nuous signal from the floor switch for the

engine brake range.
Con!nuous signal from the diagnos!cs switch.

Cause
Cause

Remarks
Remarks
The floor switch cannot be closed for as long as
this during normal driving.
When this switch is ac!vated, it is closed to
+24V. Note that the signal to pin 27 does not
always come from the floor switch. The
retarder control unit can also send the same
signal.
If this fault arises, the control unit is forced to
use the engine brake range.
The diagnos!cs switch cannot remain
depressed for as long as this during normal
usage.
When this switch is ac!vated, it is closed to
system ground (0V).
If this fault arises when the driver switches on
the power, all fault codes that can be shown on
the display will be erased. It may also be
impossible to start the test program.
Ac!on
Ac!on
Check the floor switch, the connectors and
wiring. Look to see whether any fault codes are
stored in the retarder's control unit (if the
vehicle is equipped with a retarder).
66
Check the diagnos!cs switch, the connectors

and wiring.
05:05-02
Fault codes
Fault code 28
Fault code 31
Fault
Fault
Implausible difference between vehicle speed

and tachograph.
Poor contact or signal loss, frequency sensor

for vehicle speed.
Cause
Cause
The control unit has detected that the difference

in frequency between the signals going to pins
31 and 49 (which jointly form a frequency
inside the control unit) and the signal going to
pin 32 was too great.
The control unit has detected that the signals on

pin 31 and/or pin 49 have been excessively
irregular.
Remarks
The speed signal from the induc!ve speed

sensor on the output sha( of the gearbox has
varied more than is permissible. The speed
must exceed a certain limit for the control unit
to register this fault.
The difference between the signal from the

induc!ve speed sensor on the output sha( of
the gearbox and the tachograph signal from the
instrument cluster was greater than
permissible.
Remarks
Ac!on
Check the speed sensor on the output sha( of
the gearbox, the connectors and wiring.
Ac!on
the gearbox, the tachograph signal, the
05:05-02

67
Fault codes
Fault code 34
Fault code 36
Fault
Fault
Open circuit or shor!ng, frequency sensor for

vehicle speed.
Gear-changing movement forwards on the le(hand side requested but not confirmed.
Cause
Cause
Too low or too high current consump!on

outside pin 31 and/or pin 49.
No confirma!on of longitudinal stroke

forwards (pin 43) on the le(-hand side (pin 42)
in spite of several a&empts to ac!vate the
solenoid valves which admit the compressed
air.
Remarks
The fault may be due to an open circuit in the
wiring or in the sensor itself, or because a lead
is short-circuited to chassis ground or +24 V.
The control unit does not detect that the sensor
in ques!on is connected.
Remarks
The control unit counts its own a&empts to
change gear as well as those of the driver.
Ac!on
the gearbox, the connectors and wiring.
68
Ac!on
First inspect the air hoses connected to the
solenoid valves and check that the valves are
supplied with air at the correct pressure. Then
check that the confirma!on signals from the
hall sensor arrive as intended. Check the
solenoid valves for longitudinal stroke
forwards and lateral stroke le(, as well as
05:05-02
Fault codes
Fault code 37
Fault code 38
Fault
Fault
Gear-changing movement rearwards on the

le(-hand side requested but not confirmed.
Gear-changing movement forwards in centre

posi!on requested but not confirmed.
Cause
Cause

rearwards (pin 6) on the le(-hand side (pin 42)
air.

forwards (pin 43) in spite of several a&empts to
ac!vate the solenoid valve which admits the
compressed air.
Remarks
Remarks

Ac!on
Ac!on
rearwards and lateral stroke le(, as well as
05:05-02

solenoid valve for longitudinal stroke forwards,
the connectors and wiring.
69
Fault codes
Fault code 39
Fault code 40
Fault
Fault
Gear-changing movement rearwards in centre

posi!on requested but not confirmed.
Gear-changing movement forwards on the

right-hand side requested but not confirmed.
Cause
Cause

rearwards (pin 6) in spite of several a&empts to
ac!vate the solenoid valve which admits the
compressed air.

forwards (pin 43) on the right-hand side (pin
24) in spite of several a&empts to ac!vate the
air.
Remarks
Remarks
Ac!on
solenoid valve for longitudinal stroke
rearwards, the connectors and wiring.
70
Ac!on
forwards and lateral stroke right, as well as
05:05-02
Fault codes
Fault code 41
Fault code 42
Fault
Fault
Gear-changing movement rearwards on righthand side requested but not confirmed.
Gear-changing movement to the le( requested

but not confirmed.
Cause
Cause

rearwards (pin 6) on the right-hand side (pin
24) in spite of several a&empts to ac!vate the
air.
No confirma!on of lateral stroke le( (pin 42)

solenoid valve which admits the compressed
air.
Remarks
Remarks

Ac!on
Ac!on
rearwards and lateral stroke right, as well as
05:05-02

solenoid valve for lateral stroke le(, as well as
71
Fault codes
Fault code 43
Fault code 44
Fault
Fault
Gear-changing movement to the right requested

but not confirmed.
Gear-changing movement laterally towards

centre posi!on requested but not confirmed.
Cause
Cause
No confirma!on of lateral stroke right (pin 24)

solenoid valve which admits the compressed
air.
The control unit has detected that a

confirma!on signal for lateral stroke le(
(pin 42) or lateral stroke right (pin 24) persists.
Remarks
Remarks
Ac!on
solenoid valve for lateral stroke right, the
72
When the confirma!on signal for neutral

posi!on longitudinally exceeds 10 V and no
solenoid valve is ac!vated, a !mer starts and
runs un!l the confirma!on signals for lateral
stroke are no longer present. The fault code is
generated if the !mer does not stop within a
predetermined period.
Ac!on
ven!ng of the solenoid valves for lateral stroke
le( and right, as well as the return springs, the
05:05-02
Fault codes
Fault code 45
Fault code 46
Fault
Fault
Loss of confirma!on, forward stroke.
Loss of confirma!on, rearward stroke.
Cause
Cause
The control unit has detected that the
confirma!on signal on pin 43 has suddenly
disappeared.

disappeared.
Remarks
Remarks
For the control unit to check whether the signal

was lost, a complete gear-changing sequence
must be performed. Five seconds a(er the
control unit has received confirma!on that the
gear change in ques!on was completed, it starts
to detect whether the confirma!on signal
con!nues to arrive as it should. The control unit
checks this un!l it requests the gearbox to
perform the next gear change. The fault code
will be generated if the gear is thrown out
mechanically.

con!nues to arrive as it should. The control
unit checks this un!l it requests the gearbox to
mechanically.
Ac!on
Ac!on
Check the hall sensor, the connectors and

wiring.
wiring.
05:05-02
73
Fault codes
Fault code 47
Fault
Fault
Loss of confirma!on, lateral stroke right.
Loss of confirma!on, lateral stroke le(.
Cause
Cause

disappeared.

disappeared.
Remarks
Remarks

mechanically.

mechanically.
Ac!on
Ac!on

wiring.
74
Fault code 48

wiring.
05:05-02
Fault codes
Fault code 49
Fault code 50
Fault
Fault
Loss of confirma!on, neutral posi!on.
No confirma!on, neutral posi!on.
Cause
Cause

disappeared.
The control unit has not received a

confirma!on signal on pin 7 confirming that
the requested gear-changing movement was
executed.
Remarks
mechanically.
Remarks
When the solenoid valve for neutral is ac!vated
a !mer starts which is stopped when the
confirma!on signal for neutral posi!on
exceeds 10V. The fault code is generated if the
!mer is not stopped within a predetermined
!me limit.
This fault code can only be generated when
vehicle speed is greater than 5 km/h or when
the clutch pedal is fully depressed.
Ac!on
Ac!on

wiring.
Check the control cylinders, solenoid valve for

neutral posi!on, compressed air lines, hall
sensor, the connectors and wiring.
05:05-02
75
Fault codes
Fault code 51
Fault code 52
Fault
Fault
Con!nuous signal for confirma!on, neutral

posi!on.
Implausible confirma!on (impossible gear

posi!ons).
Cause
Cause

confirma!on signal remained on pin 7 for too
long.
Simultaneous confirma!on from several gears.
Remarks
The signals are implausible because the hall

sensor and confirma!on switch should only be
capable of confirming one gear-changing
movement at a !me.
The confirma!on signal must not persist for too

long a(er the request for longitudinal stroke
forward or longitudinal stroke rearward was
made. The fault code could be generated by a
binding gearbox, this may happen in extreme
cold condi!ons.
Remarks
Any of the following confirma!ons have come

at the same !me:
Neutral and backward confirma!on (pin 7

and pin 6)
Forward and backward confirma!on

(pin 43 and pin 6)
Right and le( confirma!on (pin 24 and

pin 42)
Low range and high range confirma!on

(pin 41 and pin 5)
o
Check the control cylinders, solenoid valves,

compressed air lines, hall sensor, the
Neutral and forward confirma!on (pin 7

and pin 43)
Ac!on
Low split and high split confirma!on (pin

4 and pin 23).
Ac!on
Check the hall effect sensor, confirma!on
switches, connectors and wiring.
76
05:05-02
Fault codes
Fault code 53
Fault code 54
Fault
Fault
Gear-changing movement towards low range

requested but not confirmed.
Gear-changing movement towards high range

Cause
Cause
No signal on pin 41.
No signal on pin 5.
Remarks
Remarks
No confirma!on of low range in spite of

several a&empts to ac!vate the solenoid valve
which admits the compressed air. Every gearchanging a&empt must take a certain amount of
!me for it to be counted.
No confirma!on of high range in spite of

several a&empts to ac!vate the solenoid valve
which admits the compressed air. Every gearchanging a&empt must take a certain amount of
Ac!on
Ac!on
Check the control cylinders, confirma!on

contact, low-range solenoid valve, compressed
air lines, the connectors and wiring.

switch, high-range solenoid valve, compressed
05:05-02
77
Fault codes
Fault code 55
Fault
Fault
Gear-changing movement towards low split

Gear-changing movement towards high split

Cause
Cause
No signal on pin 4.
No signal on pin 23.
Remarks
Remarks
No confirma!on of low split in spite of several

a&empts to ac!vate the solenoid valve which
admits the compressed air. Every gearchanging a&empt must take a certain amount of
No confirma!on of high split in spite of several

a&empts to ac!vate the solenoid valve which
admits the compressed air. Every gearchanging a&empt must take a certain amount of
Ac!on
Ac!on

switch, low-split solenoid valve, compressed
78
Fault code 56

contact, high-split solenoid valve, compressed
05:05-02
Fault codes
Fault code 57
Fault code 58
Fault
Fault
No confirma!on, low range.
No confirma!on, high range.
Cause
Cause

disappeared.

disappeared.
Remarks
Remarks
mechanically.

mechanically.
Ac!on
Ac!on
Check the confirma!on switch, the connectors

and wiring.

and wiring.
05:05-02
79
Fault codes
Fault code 59
Fault
Fault
No confirma!on, low split.
No confirma!on, high split.
Cause
Cause

disappeared.

disappeared.
Remarks
Remarks

mechanically.

mechanically.
Ac!on
Ac!on

and wiring.
80
Fault code 60

and wiring.
05:05-02
Fault codes
Fault code 61
Fault code 62
Fault
Fault
The solenoid valve for longitudinal stroke

forwards is supplied with voltage when it
should not be.
The solenoid valve for longitudinal stroke

rearwards is supplied with voltage when it
should not be.
Cause
Cause
Voltage was supplied to the control unit's

output for the solenoid valve for longitudinal
stroke forwards although the control unit has
not requested it.

output for the solenoid valve for longitudinal
stroke rearwards although the control unit has
not requested it.
Remarks
Remarks
The fault code will be generated if the control

unit's output for the solenoid in ques!on was
supplied with voltage for the wrong reason,
such as a short to +24 V (e.g. in the wiring).
Otherwise, there is a fault in the control unit
itself.

itself.
Ac!on
Ac!on
Remove the cable from pin 3 and take a reading

with a mul!meter. Then check the connectors
and wiring.
Remove the cable from pin 22 and take a
reading with a mul!meter. Then check the
05:05-02
81
Fault codes
Fault code 63
Fault
Fault
The solenoid valve for neutral posi!on is

supplied with voltage when it should not be.
The solenoid valve for low range is supplied

with voltage when it should not be.
Cause
Cause

output to the solenoid valve for neutral posi!on
although the control unit has not requested it.
The control unit's output to the solenoid valve

for low range was supplied with voltage
although the control unit has not requested it.
Remarks
Remarks

itself.

itself.
Ac!on
Ac!on

82
Fault code 64

05:05-02
Fault codes
Fault code 65
Fault code 66
Fault
Fault
Open circuit or short circuit in the solenoid

valve circuit for longitudinal stroke forwards.

valve circuit for longitudinal stroke rearwards.
Cause
Cause
Too low or too high current consump!on on

control unit pin 3.

control unit pin 22.
Remarks
Remarks
When the solenoid valve for longitudinal stroke

forwards is ac!vated, the control unit can
detect the following: Open circuit: The circuit
consumes no current. Short circuit: current in
the circuit is too high.
When the solenoid valve for longitudinal stroke

rearwards is ac!vated, the control unit can
detect the following:. Open circuit: The circuit
consumes no current. Short circuit: current in
the circuit is too high.

the control unit a&empts to ac!vate the relevant
solenoid valve.

solenoid valve.
High current can be caused by such things as

short circuited windings in the solenoid valve
coil.

coil.
Ac!on
Ac!on
Check the solenoid valve for longitudinal

stroke forwards, the connectors and wiring.
Check the solenoid valve for longitudinal

stroke rearwards, the connectors and wiring.
05:05-02
83
Fault codes
Fault code 67
Fault
Fault

valve circuit for lateral stroke right.

valve circuit for lateral stroke le(.
Cause
Cause


Remarks
Remarks
When the solenoid valve for lateral stroke right

is ac!vated, the control unit can detect the
following: Open circuit: The circuit consumes
no current. Short circuit: current in the circuit is
too high.
When the solenoid valve for lateral stroke le(

is ac!vated, the control unit can detect the
too high.

example due to a loose connec!on. If there is a
residual fault the fault code is regenerated each
!me the control unit tries to reac!vate the
solenoid valve.

solenoid valve.

coil.
coil.
Ac!on
Ac!on
Check the solenoid valve for lateral stroke

right, the connectors and wiring.
84
Fault code 68
Check the solenoid valve for lateral stroke le(,

05:05-02
Fault codes
Fault code 69
Fault code 70
Fault
Fault

valve circuit for neutral posi!on.

valve circuit for low range.
Cause
Cause

Remarks
Remarks
When the solenoid valve for neutral posi!on is

ac!vated, the control unit can detect the
too high.
When the solenoid valve for low range is

too high.

solenoid valve.

solenoid valve.

coil.

coil.
Ac!on
Ac!on
Check the solenoid valve for neutral posi!on,

Check the solenoid valve for low range, the

05:05-02
85
Fault codes
Fault code 71
Fault
Fault

valve circuit for high range.

valve circuit for low split.
Cause
Cause


control unit pin 2.
Remarks
Remarks
When the solenoid valve for high range is

too high.
When the solenoid valve for low split is

too high.

solenoid valve.

solenoid valve.

coil.

coil.
Ac!on
Ac!on
Check the solenoid valve for high range, the

86
Fault code 72
Check the solenoid valve for low split, the

05:05-02
Fault codes
Fault code 73
Fault code 75
Fault
Fault

valve circuit for high split.
Fault in the control unit power supply.

Cause
Cause
The control unit has detected that the U30

power supply was absent when the driver
turned off the voltage with the igni!on switch.
Remarks
Remarks
When the solenoid valve for high split is

too high.
The control unit was turned off several !mes in

succession without being able to save its data in
the EEPROM. This may be because the control
unit was turned off without the U30 supply
being connected to it. It might also be because
the control unit was subjected to severe
disturbances which caused its integrated safety
func!ons to trip and restart it repeatedly.

solenoid valve.
coil.
Ac!on
Check the fuse for the U30 supply circuit to the
Op!cruise control unit, the connectors and
wiring.
Ac!on
Check the solenoid valve for high split, the
05:05-02
87
Fault codes
Fault code 76
Fault code 77
Fault
Fault
The EDC cannot give a reliable value for the

posi!on of the thro&le pedal.

present engine speed.
Cause
Cause

the EDC via the communica!on circuit (pins
20 and 38) indica!ng that the value from the
thro&le pedal sensor's poten!ometer is
implausible.

engine speed sensor is implausible.
Remarks
Remarks
It is unlikely that the communica!on circuit is
at fault. Otherwise the control unit would have
generated a different fault code (fault code 82
or 83).

or 83).
Ac!on
Ac!on
Check if any fault codes are stored in the EDC
control unit.
88

control unit.
05:05-02
Fault codes
Fault code 78
Fault code 79
Fault
Fault

vehicle's present speed.

posi!on of the brake pedal.
Cause
Cause

engine speed sensor is implausible.

brake pedal sensor is implausible.
Remarks
Remarks

or 83).

or 83).
Ac!on
Ac!on

control unit.

control unit.
05:05-02
89
Fault codes
Fault code 80
Fault code 81
Fault
Fault

temperature of the coolant.
Cause
Cause
temperature sensor is implausible.
Remarks
or 83).
Ac!on
control unit.
Cause: The control unit's test of the

communica!on circuit memory has shown that
one of the memory cells is malfunc!oning.
Remarks
The communica!on circuit memory is used as
a buffer store for informa!on from adjacent
systems (such as EDC and ABS). It then sorts
the informa!on before the Op!cruise system
uses it. The control unit first writes certain
values into the communica!on circuit memory
and then reads these same values to check that
they have not been distorted. If the control unit
interprets any value as a devia!on, the fault
code is generated.
Ac!on
90
05:05-02
Fault codes
Fault code 82
Fault code 83
Fault
Fault
Fault in communica!on circuit.
No communica!on signal from the EDC

control unit.
Cause
level in the communica!on circuit was faulty.
This indicates an open circuit or short circuit
somewhere outside pins 20 and 38.
Cause
There was an unusually long delay before the
expected signal has come from the EDC via the
communica!on circuit (pins 20 and 38).
Remarks
Remarks
When the signal level fault is no longer present,

communica!on starts to func!on normally
again without any other measures being
necessary.
The Op!cruise control unit receives messages

con!nuously from the EDC control unit and
then " understands " that communica!on is in
normal working order. If no messages are
received, fault code 83 will be generated.
Ac!on
Check the connectors and wiring. If they are
OK, the fault is inside the control unit. This is
unlikely, however.
05:05-02
Ac!on
control unit. Check the communica!on circuit
91
Fault codes
Fault code 84
Fault
Fault
No communica!on signal from the ABS

control unit.
Implausible signal from the thro&le pedal

sensor's kick-down switch.
Cause
Cause
There was an unusually long delay before the

expected signal has come from the ABS via the
communica!on circuit (pins 20 and 38).

was present on pin 44 even though the thro&le
pedal was not pressed to the floor.
Remarks
Remarks
The Op!cruise control unit receives messages
con!nuously from the ABS control unit and
then " understands " that communica!on is in
normal working order. If no messages are
received, fault code 84 will be generated.
The kick-down switch is grounded to 0 V. If an

incorrect analogue value is received from the
thro&le pedal sensor, fault code 76 will be
generated but then the control unit will not be
able to generate fault code 85.
Ac!on
Ac!on
Check if any fault codes are stored in the ABS

control unit. Check the communica!on circuit
92
Fault code 85
Check whether any fault codes are stored in the

EDC control unit and whether fault code 76 is
stored in the Op!cruise control unit. Check the
kick-down switch in the thro&le pedal sensor,
the connector and wiring.
05:05-02
Fault codes
Fault code 86
Fault code 87
Fault
Fault
Incorrect gear ra!o in the gearbox.
Implausible devia!on between vehicle speed

and speed signal from the ABS.
Cause
The ra!o between input sha( speed and output
sha( speed does not coincide with the gear that
is engaged.
Remarks
The input sha( speed is obtained from the
engine speed sensor. This means that the clutch
must be fully disengaged before any rpm
comparisons can be made.
This fault code may be generated if the control
unit has received confirma!on that the clutch is
released, but that it is s!ll slipping. The fault
code can also be generated if there are incorrect
confirma!on signals for gear posi!ons.
Ac!on
Check whether any gear posi!on or road speed
sensor fault codes have been stored. Check that
the control unit is correctly configured for the
type of gearbox concerned.
05:05-02
Cause
The control unit has detected that there is too
great a difference in frequency between the
signals going to pins 31 and 49 (which together
make up a frequency inside the control unit)
and the signal going to pins 20 and 38.
Remarks
induc!ve speed sensor on the output sha( of
the gearbox and the speed signal from the ABS
control unit is greater than permissible.
Ac!on
Check the road speed sensor on the output sha(
of the gearbox, the fault codes in the ABS
system, the connectors and wiring.
93
Fault codes
Fault code 88
Fault code 89
Fault
Fault
Implausible devia!on between the tachograph

and speed signal from the ABS.
The ABS cannot give a reliable value for the

vehicle's present speed.
Cause
Cause
The control unit has detected that there is too

great a difference in frequency between the
signals going to pin 32 and the signal going to
pins 20 and 38.

the ABS via the communica!on circuit (pins
20 and 38) indica!ng that the value of the road
speed signal is implausible.
Remarks
Remarks
tachograph and the speed signal from the ABS
control unit is greater than permissible.

or 84).
Ac!on
Check the tachograph, the fault codes in the
ABS system, the connectors and wiring.
94
Ac!on
Check if any fault codes are stored in the ABS
control unit.
05:05-02
Fault codes
Fault code 90
Fault code 91
Fault
Fault

posi!ons).

posi!ons).
Cause
Cause
Remarks
Remarks

movement at a !me.

movement at a !me.
The following confirma!ons arrived at the

same !me:

same !me:
Forward and backward confirma!on (pin 43

and pin 6)
Neutral and forward confirma!on (pin 7 and

pin 43)
Ac!on
Ac!on

wiring.

wiring.
05:05-02
95
Fault codes
Fault code 92
Fault code 93
Fault
Fault

posi!ons).

posi!ons).
Cause
Cause
Remarks
Remarks

movement at a !me.

movement at a !me.
same !me:

same !me:
Neutral and backward confirma!on (pin 7 and

pin 6)
Right and le( confirma!on (pin 24 and pin 42)

Ac!on
Ac!on
wiring.
96

wiring.
05:05-02
Fault codes
Fault code 94
Fault code 95
Fault
Fault

posi!ons).

posi!ons).
Cause
Cause
Remarks
Remarks

movement at a !me.

movement at a !me. The fault code cannot be
generated on gearboxes without split changing.

same !me:
Low range and high range confirma!on (pin 41
and pin 5)

same !me:
Low split and high split confirma!on (pin 4
and pin 23).
Ac!on
Check the confirma!on switches, the
05:05-02
Ac!on
Check the confirma!on switches, the
97
Fault codes
Fault code 96
Fault
Fault
Confirma!on of low gear from the transfer box

even though high gear is engaged (implausible
signal).
No confirma!on of low gear from the transfer

box even though low gear is engaged
(implausible signal).
Cause
Cause
The control unit has received a signal on pin

46. This indicates that low gear is engaged in
the transfer box even though control unit
monitoring of the speed shows that high gear is
engaged.
The control unit has not received a signal on

pin 46. This indicates that high gear is engaged
in the transfer box even though control unit
monitoring of the speed shows that low gear is
engaged.
Remarks
Remarks
Op!cruise goes into clutch mode. The " O " in

the second posi!on on the display is changed to
" C " and " CLU MODE " flashes for 10 seconds.
Op!cruise goes into clutch mode. The " O " in

the second posi!on on the display is changed to
" C " and " CLU MODE " flashes for 10 seconds.
Ac!on
Ac!on
Check the low gear sensor on the transfer box

and its connectors and wiring.
98
Fault code 97
Check the low gear sensor on the transfer box

and its connectors and wiring.
05:05-02
05:05-02
99
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Oferta pentru Optima TF PROFI

Scania 124L 420HPi - Op!cruise - błąd E090 i

Func!on and work descrip!on

(C) Scania CV AB 2007, Sweden

Gear changing ........................................................... 8

References to the wiring diagram ........................... 23

Brief informa!on about Op!cruise .......................... 3

Overview, General .................................................. 58

(C) Scania CV AB 2007, Sweden

Brief informa!on about

When necessary, the exhaust brake is used to

Op!cruise is a system which allows a standard

(C) Scania CV AB 2007, Sweden

(C) Scania CV AB 2007, Sweden

In automa!c gear selec!on mode the control

The control unit changes the gear changing

Alongside the drive mode selector with its

Like the older CAG system, Op!cruise has an

(C) Scania CV AB 2007, Sweden

In the event of more serious faults the driver

The control unit has a built-in warning system.

The Op!cruise system interacts with the braking

Limp home means ge)ng to the workshop.

(C) Scania CV AB 2007, Sweden

Controls and opera!on

For example the auxiliary brakes can request

When driving with the cruise control the system

1 Drive mode selector with the posi!ons R, N,

(C) Scania CV AB 2007, Sweden

sensors etc. It is not necessary to use the clutch,

The driver can even pre-select a gear which

The vehicle must be losing speed, i.e. have

The drive mode selector must be in manual

The gearbox ini!ates gear changing by first

(C) Scania CV AB 2007, Sweden

Op!cruise controls the engine via EDC

When automa!c mode (A) is selected, the

The appropriate gear is calculated on the basis

Towards the end of the gear changing sequence

Program selector posi!on

A(er synchronizing the rota!on speeds of the

Total transmission ra!o

Accelerator pedal posi!on

A request from the driver or from the

This precise control is possible thanks to

When changing up into certain gears the

(C) Scania CV AB 2007, Sweden

Engine brake program

irrespec!ve of whether the drive mode selector

In order to use the engine brake range, the

A brief press of the floor switch is all that is

Depressing the accelerator pedal from full

Auxiliary brake system

If the brake pedal is depressed the changing up

(C) Scania CV AB 2007, Sweden

EDC cruise control

When driving with the cruise control the

The control unit is prepared for two power

If the drive mode selector is moved to N while

(C) Scania CV AB 2007, Sweden

Part no. for the control unit so(ware

Type of engine and variant

3 The heading " ECU NO " is displayed,