Manual Vmac IV 2004

2004 EMISSIONS STANDARD
V-MAC IV
®
DIAGNOSTIC
SERVICE MANUAL
JANUARY 2009
(REVISED)
8-213
V-MAC IV SERVICE MANUAL
1

V-MAC IV Diagnostic Equipment
JANUARY 2009 — SUPERSEDES ISSUE DATED © MACK TRUCKS, INC. 2009

JANUARY 2008 8-213
ATTENTION
The information in this manual is not all inclusive and cannot take
into account all unique situations. Note that some illustrations are
typical and may not reflect the exact arrangement of every
component installed on a specific chassis.
The information, specifications, and illustrations in this publication

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

system, or be transmitted in any form by any means including (but
not limited to) electronic, mechanical, photocopying, recording, or
otherwise without prior written permission of Mack Trucks, Inc.
Page ii January 2009

TABLE OF CONTENTS
TABLE OF CONTENTS
January 2009 Page iii

TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Advisory Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
V-MAC IV SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Cab and Dashboard Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
SYSTEM DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Diagnostic Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Electrical Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Troubleshooting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Reading Diagnostic Fault Codes: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
SAE Message Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
MID 128 PID 26 — ESTIMATED % FAN SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
MID 128 PID 49 — ABS STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
MID 128 PID 50 — AC SYSTEM STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
MID 128 PID 84 — VEHICLE SPEED STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
MID 128 PID 85 — CRUISE CONTROL STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
MID 128 PID 91 — PEDAL MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
MID 128 PID 94 — FUEL PRESSURE (FP) SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
MID 128 PID 97 — WATER IN FUEL FILTER SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
MID 128 PID 98 — ENGINE OIL LEVEL/TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . 65
MID 128 PID 100 — ENGINE OIL PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
MID 128 PID 102 — BOOST AIR PRESSURE/TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . 81
MID 128 PID 103 — TURBO SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
MID 128 PID 105 — BOOST AIR PRESSURE/TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . 93
MID 128 PID 108 — AMBIENT PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
MID 128 PID 110 — ENGINE COOLANT TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . 101
MID 128 PID 111 — COOLANT LEVEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
MID 128 PID 153 — CRANKCASE PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
MID 128 PID 158 — BATTERY VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
MID 128 PID 171 — AMBIENT AIR TEMPERATURE STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . 126
MID 128 PID 172 — INTAKE AIR TEMPERATURE AND HUMIDITY SENSOR . . . . . . . . . . . . . 128
MID 128 PID 175 — ENGINE OIL LEVEL/TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . 135
MID 128 PID 177 — TRANSMISSION OIL TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
MID 128 PID 190 — ENGINE OIL LEVEL/TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . 143
MID 128 PID 224 — IMMOBILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
MID 128 PID 228 — CALIBRATION FACTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
MID 128 PID 240 — PROGRAM MEMORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
MID 128 PID 245 — TOTAL VEHICLE DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
MID 128 PID 251 — TIME DATA FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
MID 128 PID 252 — DATE DATA FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
MID 128 PID 354 — INTAKE AIR TEMPERATURE AND HUMIDITY SENSOR . . . . . . . . . . . . . 160
MID 128 PID 404 — COMPRESSOR DISCHARGE TEMPERATURE . . . . . . . . . . . . . . . . . . . . . 174
MID 128 PID 412 — EGR TEMPERATURE AFTER COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
MID 128 PPID 35 — EGR MASS FLOW SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
MID 128 PPID 55 — ECU TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
MID 128 PPID 86 — ENGINE RETARDER PERCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
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TABLE OF CONTENTS
MID 128 PPID 89 — VARIABLE GEOMETRY TURBOCHARGER SMART REMOTE
ACTUATOR TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
MID 128 PPID 122 — ENGINE COMPRESSION BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
MID 128 PSID 201 — CAN1 J1939 COMMUNICATION LINK B . . . . . . . . . . . . . . . . . . . . . . . . . 194
MID 128 PSID 232 — CAN2 J1939 COMMUNICATION LINK A . . . . . . . . . . . . . . . . . . . . . . . . . 198
MID 128 SID 1 — FUEL INJECTOR UNIT #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
MID 128 SID 18 — WATER IN FUEL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
MID 128 SID 21 — CAM SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
MID 128 SID 22 — CRANK SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
MID 128 SID 27 — VARIABLE GEOMETRY TURBOCHARGER SMART REMOTE
ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
MID 128 SID 33 — COOLING FAN CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
MID 128 SID 39 — STARTER OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
MID 128 SID 146 — EGR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
MID 128 SID 211 — SENSOR SUPPLY VOLTAGE #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
MID 128 SID 230 — IDLE VALIDATION SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
MID 128 SID 231 — CAN1 J1939 COMMUNICATION LINK A . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
MID 128 SID 232 — SENSOR SUPPLY VOLTAGE #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
MID 128 SID 253 — DATASET MEMORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
MID 128 SID 254 — RAM/WATCHDOG TIMER RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
MID 140 PID 77 — FRONT REAR AXLE OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . 318
MID 140 PID 78 — REAR REAR AXLE OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . 324
MID 140 PID 96 — FUEL LEVEL SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
MID 140 PID 116 — AIR APPLICATION PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . 335
MID 140 PID 117 — PRIMARY AIR PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . . . . . 341
MID 140 PID 118 — SECONDARY AIR PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . . 347
MID 140 PID 158 — BATTERY VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
MID 140 PID 170 — INTERIOR TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355
MID 140 PID 171 — AMBIENT TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361
MID 140 PID 173 — EXHAUST TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
MID 140 PID 177 — TRANSMISSION OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . 372
MID 140 PID 358 — AIR SUSPENSION PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . 378
MID 140 PID 439 — BOOST PRESSURE STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
MID 140 PPID 119 — COOLANT TEMPERATURE STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
MID 140 PSID 53 — BUFFERED ENGINE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
MID 140 PSID 54 — BUFFERED VEHICLE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
MID 140 PSID 200 — TIMEOUT ON J1939 COMMUNICATIONS FROM ENGINE
MANAGEMENT SYSTEM MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
MID 140 PSID 201 — TIMEOUT ON J1939 COMMUNICATIONS FROM THE VECU . . . . . . . . . 396
MID 140 PSID 204 — TIMEOUT ON J1939 COMMUNICATIONS FROM THE ANTILOCK
BRAKE SYSTEM MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
MID 140 PSID 205 — TIMEOUT ON PID 44 FROM THE TRANSMISSION CONTROL
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
MID 140 PSID 206 — TIMEOUT ON ENGINE RETARD COMMUNICATION FROM ENGINE
MANAGEMENT SYSTEM MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408
MID 140 PSID 222 — TIMEOUT ON 1587 COMMUNICATIONS FROM EMS MODULE . . . . . . 409
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TABLE OF CONTENTS
MID 140 PSID 223 — TIMEOUT ON J1587 COMMUNICATIONS FROM THE
TRANSMISSION CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
MID 140 SID 231 — J1939 DATA LINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
MID 140 SID 240 — MAIN SOFTWARE CHECKSUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
MID 140 SID 253 — EEPROM CHECKSUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429
MID 144 PID 84 — ROAD SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
MID 144 PID 86 — CRUISE CONTROL SET SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435
MID 144 PID 91 — PERCENT ACCELERATOR PEDAL POSITION . . . . . . . . . . . . . . . . . . . . . . 436
MID 144 PPID 3 — STARTER OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 444
MID 144 PPID 60 — IDLE VALIDATION SWITCH SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
MID 144 PPID 69 — BUFFERED IDLE VALIDATION SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . 449
MID 144 PPID 74 — EMS/VECU SUPPLY VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
MID 144 PSID 1 — RETARDER CONTROL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
MID 144 PSID 8 — NEUTRAL POSITION SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
MID 144 PSID 9 — CLUTCH SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
MID 144 PSID 14 — DATAMAX GENERAL ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 464
MID 144 PSID 16 — POWER RELAY 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 465
MID 144 PSID 17 — POWER RELAY 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467
MID 144 PSID 26 — DATAMAX TRIP LOG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469
MID 144 PSID 28 — DATAMAX GPS LOG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 470
MID 144 PSID 34 — FIFTH WHEEL SLIDE SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 471
MID 144 PSID 200 — TIMEOUT ON J1939 COMMUNICATIONS FROM EMS MODULE . . . . . . 475
MID 144 PSID 205 — J1939 DATA LINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 479
MID 144 PSID 206 — J1939 DATA LINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483
MID 144 SID 230 — IDLE VALIDATION SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 486
MID 144 PID 240 — MAIN SOFTWARE CHECKSUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 497
MID 144 SID 243 — CRUISE CONTROL SET SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 498
MID 144 SID 246 — SERVICE BRAKE PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
MID 144 SID 253 — EEPROM CHECKSUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506
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SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 507
V-MAC IV SENSOR SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
Air Application Pressure Transducer Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
Air Suspension Pressure Transducer Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
Ambient Air Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
Boost Air Pressure/Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
CAM Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
CRANK Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
EGR Mass Flow Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
Engine Coolant Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
Engine Oil Level/Temperature Sensor (Oil Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
Engine Oil Level/Temperature Sensor (Oil Temperature) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
Engine Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
Exhaust Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
Front Rear Axle Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
Fuel Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
Fuel Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
Intake Air Temperature and Humidity Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
Interior Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
Primary Air Pressure Transducer Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
Rear Rear Axle Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
Secondary Air Pressure Transducer Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
Transmission Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
Turbo Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
Vehicle Speed Sensor: Mack Manual Transmissions & Eaton Fuller Manual/Automatic
Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
Vehicle Speed Sensor: ArvinMeritor Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
Water In Fuel Filter Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
SCHEMATICS AND DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 513
SYSTEM CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514
Engine Management System (EMS) Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514
Instrument Cluster Module (ICM) Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 517
Vehicle Electronic Control Unit (VECU) Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 519
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 521
January 2009 Page vii

NOTES
Page viii January 2009

INTRODUCTION
INTRODUCTION
January 2009 Page 1

INTRODUCTION
SAFETY INFORMATION
Advisory Labels
Cautionary signal words (Danger-Warning-Caution) may appear in various locations throughout this
manual. Information accented by one of these signal words must be observed to minimize the risk of
personal injury to service personnel, or the possibility of improper service methods which may damage
the vehicle or cause it to be unsafe. Additional Notes and Service Hints are used to emphasize areas of
procedural importance and provide suggestions for ease of repair. The following definitions indicate the
use of these advisory labels as they appear throughout the manual:
Danger indicates an unsafe practice that could result in death or serious

personal injury. Serious personal injury is considered to be permanent injury
from which full recovery is NOT expected, resulting in a change in life style.
Warning indicates an unsafe practice that could result in personal injury.

Personal injury means that the injury is of a temporary nature and that full
recovery is expected.
Caution indicates an unsafe practice that could result in damage to the product.
Note indicates a procedure, practice, or condition that must be followed in order for
the vehicle or component to function in the manner intended.
A helpful suggestion that will make it quicker and/or easier to perform a procedure,
while possibly reducing service cost.
Page 2 January 2009

INTRODUCTION
ABOUT THIS MANUAL No part of this manual may be reproduced, stored
in a retrieval system, or be transmitted in any
form without the prior written permission of Mack
Trucks, Inc.
The “Premium Tech Tool” (PTT) is the preferred Please take the time to familiarize yourself with
tool for performing diagnostic work. Contact your the contents of this manual before attempting to
local dealer for more information. work on a vehicle. Make sure you completely
understand the instructions for performing a test
This manual is intended to provide basic before beginning the test procedure.
information about the V-MAC IV (Vehicle
Management and Control) System. Although
every effort has been made to ensure that all the
information is as accurate as possible, due to our Many of the electrical schematic diagrams in this
product upgrades, some information may not be manual show multiple occurrences of the Vehicle
applicable to all chassis. Not all chassis are Electronic Control Unit (VECU) or the Engine
equally equipped, and care should be taken to Management System (EMS) Module. The
determine exactly what equipment is installed on diagrams are formatted in this way for clarity and
the vehicle. ease of use, and do not imply that more than one
VECU or EMS is installed on any vehicle.
Please pay particular attention to the Notes,
Cautions and Warnings which are placed
throughout the manual. These are intended to
call attention to specific procedures which must
be followed.
January 2009 Page 3

NOTES
Page 4 January 2009

DESCRIPTION AND OPERATION
January 2009 Page 5

V-MAC IV SYSTEM OVERVIEW Additional data and diagnostic tests are available
when a diagnostic computer is connected to the
The V-MAC IV System uses three electronic Serial Communication Port.
control modules; the Engine Management
System (EMS) Module, Instrument Cluster For diagnostic software, contact you local dealer.
Module (ICM) and the Vehicle Electronic Control
Unit (VECU). Together, these modules operate
and communicate through the J1939 high speed
serial data line to control a variety of engine and When performing electrical tests, wiggle wires
vehicle cab functions. The Engine Management and connectors to find intermittent problems.
System (EMS) Module controls fuel timing and
delivery, fan operation, engine protection
functions, engine brake operation, the EGR valve, The Vehicle Electronic Control Unit (VECU) is
and the turbocharger nozzle. The Vehicle mounted on a panel below the top dash access
Electronic Control Unit (VECU) controls engine panel in the center of the dash on conventional
speed, cruise control functions, accessory relay models. On the LE, the VECU is located behind
controls and idle shutdown functions. The Vehicle the left side of the center dash panel. On the MR,
Electronic Control Unit also performs the trip the VECU is mounted under the tunnel cover. The
recorder functions. The Instrument Cluster VECU is a microprocessor based controller
Module (ICM) primarily displays operational programmed to perform several functions, these
parameters and communicates these to the other include:
ECU's. All have the capability to communicate 앫 Driver Controls
over the J1587 low speed data lines primarily for
programming, diagnostics and data reporting. 앫 Vehicle and engine speed controls
앫 Starter control
In addition to their control functions, the modules
have on-board diagnostic capabilities. The 앫 Cap Power
on-board diagnostics are designed to detect 앫 Idle controls
faults or abnormal conditions that are not within
normal operating parameters. When the system 앫 Broadcasting data on the serial data lines
detects a fault or abnormal condition, the fault will 앫 Trip data logging
be logged in one or both of the modules' memory,
and the vehicle operator will be advised that a 앫 Diagnostic fault logging and password
fault has occurred by illumination of the processing
Malfunction Indicator Lamp (MIL). The module
will also initiate the engine shutdown procedure if The VECU performs these functions by
the system determines that the fault will severely monitoring the signals from sensors and
damage the engine. switches, and data received over the serial data
lines from the other ECU's. The VECU directly
In some situations when a fault is detected, the monitors the Throttle Position (TP) Sensor
system will enter the "limp home" mode. The limp Vehicle Speed (MPH) Sensor (VSS).
home mode allows continued vehicle operation
but the system may substitute a sensor or signal The Instrument Cluster Module (ICM) receives
value that may result in poor performance. In input signals from eight sensors. They are:
some instances, the system will continue to 앫 Air Suspension Pressure Sensor
function but engine power may be limited to
protect the engine and vehicle. Fault codes 앫 Ambient Air Temperature (ATT) Sensor
logged in the system memory can later be read, 앫 Brake Application Pressure Sensor
to aid in diagnosing the faults, with a diagnostic
computer or through the instrument cluster. When 앫 Exhaust Temperature (ET) Sensor
diagnosing an intermittent code or condition, it is 앫 Front Drive Axle Oil Temperature (FAOT)
necessary to use a diagnostic computer Sensor
connected to the Serial Communication Port.
앫 Fuel Level (FL) Sensor
Page 6 January 2009

앫 Rear Drive Axle Oil Temperature (RAOT) 앫 Cooling Fan Speed (CFS) Sensor (If
Sensor equipped)
앫 Transmission Oil Temperature (TOT) Sensor 앫 Crankcase Pressure (CCP) Sensor
앫 EGR Mass Air Flow (EGRMAF) Sensor
The VECU also monitors the position or state of a
number of switches to perform its control and 앫 Engine Coolant Level (ECL) Sensor
diagnostic functions. They are:
앫 Engine Coolant Temperature (ECT) Sensor
앫 A/C Pressure Switch
앫 Engine Oil Level (EOL) Sensor
앫 Air Suspension Height Control Switch
앫 Engine Oil Pressure (EOP) Sensor
앫 Clutch Switch
앫 Engine Oil Temperature (EOT) Sensor
앫 Differential Lock Switch
앫 Engine Position (EP) Sensor
앫 DRL Override Switch
앫 Engine Speed (RPM/TDC) Sensor
앫 Engine Brake Switches
앫 Intake Air Temperature and Humidity (IATH)
앫 Fan Override Switch Sensor
앫 Ignition Key Switch 앫 Intake Manifold Temperature (IMT) Sensor
(part of BAP)
앫 PTO Switches (if equipped)
앫 Turbocharger Wheel Speed (TWS) Sensor
앫 Service and Park Brake Switches
앫 Variable Geometry Turbocharger Smart
앫 Shutdown Override Switch
Remote Actuator (VGT SRA)
앫 Speed Control Switches (Set/Decel,
Resume/Accel) The Vehicle Electronic Control Unit (VECU) and
Engine Management System (EMS) Module are
앫 5th Wheel Slide Switch
dependent on each other to perform their specific
control functions. In addition to switch and sensor
The Engine Management System (EMS) Module
data the broadcast of data between modules also
is bolted to a fuel cooled mounting plate which is
includes various calculations and conclusions
on the left side of the engine on the air intake
each module has developed, based on the input
manifold. The EMS is a microprocessor based
information it has received.
controller programmed to perform fuel injection
quantity and timing control, diagnostic fault
logging, and to broadcast data to other modules. Sensors
The fuel quantity and injection timing to each
cylinder is precisely controlled to obtain optimal
fuel economy and reduced exhaust emissions in AMBIENT AIR TEMPERATURE SENSOR
all driving situations. The Ambient Air Temperature Sensor is used to
detect the outside air temperature. The sensor
The EMS controls the operation of the Electronic modifies a voltage signal from the ECM. The
Unit Injectors (EUIs), engine brake solenoid, EGR modified signal returns to the ECM as the
valve, turbocharger nozzle position, and cooling ambient air temperature. The sensor uses a
fan clutch based on input information it receives thermistor that is sensitive to the change in
over the serial data lines and from the following temperature. The electrical resistance of the
sensors: thermistor decreases as temperature increases.
앫 A/C Pressure Sensor
The Ambient Air Temperature Sensor is located
앫 Barometric Pressure (BP) Sensor (inside the in the left front of the vehicle.
EMS)
앫 Boost Air Pressure (BAP) Sensor
January 2009 Page 7

BAROMETRIC PRESSURE (BP) SENSOR 12 volt power source. The EGR ECU then
monitors the amount of current required to
The Barometric Pressure Sensor contains a
maintain the heater probe at 752°F (400°C). The
pressure sensitive diaphragm and an electrical
EGR ECU also monitors the exhaust gas
amplifier. Mechanical pressure applied to the
temperature signal from the temperature probe
diaphragm causes the diaphragm to deflect and
and uses this signal and the heater current signal
the amplifier to produce an electrical signal
to calculate EGR flow. The EGR ECU transmits
proportional to the deflection.
error messages and EGR Mass Air Flow data to
the Engine Management System (EMS) Module
The Barometric Pressure Sensor is built into the
over the J1939 serial data lines.
Engine Management System (EMS) Module.
The EGR Mass Air Flow Sensor is located on the
BOOST AIR PRESSURE (BAP) SENSOR left side of the engine beneath the EGR mixer.
The sensor signal is used to monitor the quantity
The Boost Air Pressure Sensor contains a
and temperature of the exhaust gas being
pressure sensitive diaphragm and an electrical
introduced into the air intake system.
the amplifier to produce an electrical signal ENGINE COOLANT LEVEL (ECL) SENSOR
The Engine Coolant Level (ECL) Sensor is a
switch. If engine coolant level falls below a
The Boost Air Pressure Sensor is threaded into
calibrated point the contacts open and the driver
the top and to the rear of the intake manifold on
will be notified of the low coolant level.
the left side of the engine.
The Engine Coolant Level (ECL) Sensor is
COOLING FAN SPEED (CFS) SENSOR located in the upper radiator tank or in the cooling
system overflow tank.
On engines with an electronically controlled
viscous fan drive, the electronic fan drive contains
a Hall effect speed sensor. When the engine is ENGINE COOLANT TEMPERATURE (ECT)
running, a series of vanes in the fan drive housing SENSOR
rotates past a magnet in the fan drive solenoid
The Engine Coolant Temperature Sensor is a
generating a pulsed voltage signal. The Engine
thermistor whose resistance varies inversely to
Management System (EMS) Module monitors the
temperature. The sensor has a negative
status if the air conditioning system and signals
temperature coefficient, which means the sensor
from the Engine Coolant Temperature (ECT)
resistance will decrease as coolant temperature
Sensor, the Engine Oil Temperature (EOT)
increases.
Sensor, and the Engine Speed/Timing
(RPM/TDC) Sensor and calculates the optimal
The Engine Coolant Temperature Sensor is
cooling fan speed. The EMS transmits a pulse
located in the thermostat body at the front of the
width modulated signal to the fan drive solenoid
engine. The sensor will indicate a high coolant
which opens and closes a valve in the primary
temperature caused by problems like radiator
drive plate, allowing fluid to fill or drain from the
blockage, thermostat failure, heavy load, or high
fan drive housing until the target fan speed is
ambient temperatures. This sensor is also used
achieved.
for cold start enhancement and for fan clutch
engagement.
The Cooling Fan Speed Sensor is located in the
fan drive on the front of the engine.
ENGINE OIL PRESSURE (EOP) SENSOR
EGR MASS AIR FLOW (EGRMAF) SENSOR The Engine Oil Pressure Sensor contains a
pressure sensitive diaphragm and a electrical
The EGR Mass Air Flow (EGRMAF) Sensor
consists of an exhaust gas temperature probe, a
heater probe, and a dedicated electronic
the amplifier to produce an electrical signal
processor. The EGR Electronic Control Unit
(EGR ECU) supplies the heater probe with a
Page 8 January 2009

The Engine Oil Pressure Sensor is located on top EXHAUST TEMPERATURE (ET) SENSOR
of the oil filter assembly. The sensor monitors (PYROMETER)
engine oil pressure to warn of lubrication system
failure.
ENGINE OIL LEVEL (EOL) SENSOR On vehicles equipped with an electronic gauge
panel, the Exhaust Temperature Sensor provides
The Engine Oil Level Sensor is located in the oil input to the VECU.
pan. As the level varies the current required to
maintain a heat dissipation rate varies.
The Exhaust Temperature Sensor is a Type K
thermocouple. The voltage produced by the
ENGINE OIL TEMPERATURE (EOT) SENSOR
sensor changes as the vehicle exhaust
The Engine Oil Temperature Sensor is a temperature changes. A circuit inside the Vehicle
thermistor whose resistance varies inversely to Electronic Control Unit (VECU) produces a
temperature. The sensor has a negative reference voltage. The temperature of the
temperature coefficient, which means the sensor exhaust gas is calculated by comparing the
resistance will decrease as the engine oil sensor voltage to the reference voltage.
temperature increases.
The Exhaust Temperature Sensor is located in
The Engine Oil Temperature Sensor is located in the exhaust pipe, just downstream from the
the oil pan. turbocharger.
ENGINE POSITION (EP) SENSOR FRONT DRIVE AXLE OIL TEMPERATURE

(FAOT) SENSOR
The Engine Position (EP) Sensor is located in the
rear face of the timing gear cover at the rear of
the engine, near the bottom of the valve cover. It
uses magnetic induction to generate a pulsed
electrical signal. It senses the passage of seven On vehicles equipped with an electronic gauge
(7) timing bumps on the edge of the camshaft panel, the Front Drive Axle Oil Temperature
dampener. Six of the holes correspond to the Sensor provides input to the VECU. On vehicles
phasing of the electronic unit injectors, while the equipped with a standard gauge panel, the Front
seventh hole indicates the top dead center Drive Axle Oil Temperature Sensor provides input
position. directly to the gauge panel.
ENGINE SPEED (RPM/TDC) SENSOR The Front Drive Axle Oil Temperature Sensor is a
thermistor whose resistance varies inversely to
The Engine Speed (RPM/TDC) Sensor uses
magnetic induction to generate a pulsed electrical
temperature coefficient, which means the sensor
signal. Three sets of 18 notches are machined
resistance will decrease as the axle oil
into the edge of the flywheel. When one of the
notches passes close to the sensor, electric
pulses result.
The Front Drive Axle Oil Temperature Sensor is
located in the axle housing near the differential
The Engine Speed Sensor also indicates when
carrier.
the crankshaft is at the top dead center position.
The sensor recognizes the end of one of the
group of 18 notches and aligns that to the top
dead center mark on the Engine Position (EP)
Sensor.
January 2009 Page 9

FUEL LEVEL (FL) SENSOR REAR DRIVE AXLE OIL TEMPERATURE
(RAOT) SENSOR
On vehicles equipped with an electronic gauge

panel, the Fuel Level (FL) Sensor provides input On vehicles equipped with an electronic gauge
to the VECU. On vehicles equipped with a panel, the Rear Drive Axle Oil Temperature
standard gauge panel, the Fuel Level (FL) Sensor Sensor provides input to the VECU. On vehicles
provides input directly to the gauge panel. equipped with a standard gauge panel, the Rear
Drive Axle Oil Temperature Sensor provides input
directly to the gauge panel.
The Fuel Level (FL) Sensor is a potentiometer
that has the sweeper arm mechanically linked to
a float. The sensor resistance changes as the fuel The Rear Drive Axle Oil Temperature Sensor is a
level (and therefore the float height) changes. thermistor whose resistance varies inversely to
The Fuel Level (FL) Sensor is typically located in temperature coefficient, which means the sensor
the left fuel tank. resistance will decrease as the axle oil
INTAKE AIR TEMPERATURE AND HUMIDITY
The Rear Drive Axle Oil Temperature Sensor is
(IATH) SENSOR
located in the axle housing near the differential
The Intake Air Temperature and Humidity (IATH) carrier.
Sensor contains a thermistor and a capacitive
sensor. The resistance of the thermistor varies
THROTTLE POSITION (TP) SENSOR
inversely to temperature. The output of the
capacitive sensor increases as the humidity of The Throttle Position Sensor is a potentiometer
the surrounding air increases. By monitoring the that is mechanically linked to the accelerator
signals from both portions of the sensor, the pedal. A potentiometer is a variable resistor
Engine Management System (EMS) Module whose resistance will change as the pedal is
calculates the temperature and humidity of the air pressed. As the resistance changes, the signal
passing through the air filter housing. voltage of the sensor changes indicating the
accelerator pedal position.
The Intake Air Temperature and Humidity (IATH)
Sensor is located in the air intake tube just The Throttle Position Sensor replaces the
downstream from the air filter canister. mechanical linkage for fuel control. The sensor is
located under the accelerator pedal. The “drive by
wire” pedal is designed to provide a system that
INTAKE MANIFOLD TEMPERATURE (IMT)
“feels” similar to the standard type of accelerator
SENSOR
pedal and mechanical linkage. The sensor is
The Intake Manifold Temperature Sensor is a designed to improve the driver's control by
thermistor whose resistance varies inversely to reducing sensitivity to chassis motion. This
temperature. The sensor has a negative sensor provides the driver's fuel request input to
temperature coefficient, which means the sensor the VECU.
resistance will decrease as the inlet air
The Intake Manifold Temperature Sensor is part

of the Boost Air Pressure (BAP) Sensor. The
sensor signal is used to control engine timing to
prevent the formation of white smoke during
engine warm-up. Intake air temperature
information is also used to prevent misfire under
light load conditions.
Page 10 January 2009

TRANSMISSION OIL TEMPERATURE (TOT) VEHICLE SPEED (MPH) SENSOR (VSS)
SENSOR
The Vehicle Speed Sensor uses magnetic
induction to generate a pulsed voltage signal. It
senses the passage of a series of teeth on a gear
mounted on the transmission output shaft.
On vehicles equipped with an electronic gauge Vehicle speed is the primary parameter used for
panel, the Transmission Oil Temperature Sensor cruise control or road speed limiting.
provides input to the VECU. On vehicles
equipped with a standard gauge panel, the
Transmission Oil Temperature Sensor provides Cab and Dashboard Switches
input directly to the gauge panel.
CLUTCH SWITCH
The Transmission Oil Temperature Sensor is a The clutch switch is normally closed with the
thermistor whose resistance varies inversely to clutch engaged (pedal released). When properly
temperature. The sensor has a negative adjusted, the clutch switch opens after one half
temperature coefficient, which means the sensor inch of pedal travel, as the clutch is depressed.
resistance will decrease as the transmission oil This switch is located above the clutch pedal,
temperature increases. under the dashboard.
The transmission oil temperature sensor is
located in the transmission case on the right side
of the transmission or in the transmission oil
cooler elbow at the transmission. On vehicles equipped with non-electronic
automatic transmissions, the Clutch Switch is
replaced by a transmission-mounted torque
TURBOCHARGER WHEEL SPEED (TWS) converter lock-up switch.
SENSOR
The Turbocharger Wheel Speed (TWS) Sensor
uses magnetic induction to generate a pulsed ENGINE BRAKE SWITCH
voltage signal. When the turbocharger vanes The engine brake switch is located on the
pass close to the sensor, a pulsed voltage signal dashboard. The switch allows the driver to
is generated. The Engine Management System disable the engine brake or to enable low or high
(EMS) Module uses this signal in conjunction with engine braking.
the VTG position sensor signal to control the
speed of the turbocharger and therefore optimize
the intake manifold pressure. FAN OVERRIDE SWITCH
The fan override switch is located on the
The Turbocharger Wheel Speed (TWS) Sensor is dashboard. The switch allows the driver to
mounted in the center of the turbocharger. manually engage the fan clutch while the vehicle
is moving. If the vehicle is parked, the fan
VARIABLE TURBINE GEOMETRY (VTG) override switch is used to increase fan
POSITION SENSOR engagement time (reduce clutch cycling) while
the driver is resting.
The Variable Turbine Geometry Smart Remote
Actuator (VGT SRA) takes the position
commands from the EMS, moves the nozzle of PARKING BRAKE SWITCH
the turbocharger to the desired position, and The parking brake switch is a normally closed
performs all of the diagnostics and self checks on switch and is open when the parking brake is
the actuator. released.
January 2009 Page 11

PTO SWITCHES SPEED CONTROL SWITCHES
The PTO switches are located on the dashboard. The speed control switches allow the driver to set
These switches are used to engage PTOs. and control speed functions. These switches are
Requirements for PTO engagement are located on the dashboard. In addition to a Speed
programmed in the Customer Data section of the Control ON/OFF Switch, a second switch
Vehicle Electronic Control Unit (VECU). combines the SET/DECEL and RESUME/ACCEL
functions. The switch can be reprogrammed to be
used as a SET/ACCEL and RESUME/DECEL
SERVICE BRAKE SWITCH
Switch. Speed control functions are explained in
The service brake switch is a normally open, the Speed Control section of the Operators
pneumatic switch. When the brakes are applied, Guide.
air pressure closes the switch and the brake
lamps illuminate. The service brake switch closes
TORQUE LIMITING
at 3 to 6 psi of air pressure.
The EMS will do torque limiting based on gear
ratios when needed. The torque limiting input is
SHUT-DOWN OVERRIDE SWITCH
still available to the VECU if desired
The shutdown override switch is located on the
dashboard. The switch allows the driver to
SERIAL COMMUNICATION PORT
override the Idle Shutdown function if the driver is
in the cab. The serial communication port is a nine pin
connector used to access the system diagnostics
and reprogramming functions. This connector
conforms to the SAE standards and is located
under the dashboard to the left of the steering
column.

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Figure 1 — Engine Management System (EMS) Module (Inputs and Outputs)

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Figure 2 — Vehicle Electronic Control Unit (VECU) (Inputs and Outputs)

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Figure 3 — Instrument Cluster Module (ICM) (Inputs and Outputs)

SYSTEM DIAGNOSTICS 5. A default or customer programmable value
will be assumed for circuit failures. This
The V-MAC IV system contains a variety of value provides a means of allowing the
standard integrated software packages which engine/vehicle to operate even though the
allow for detection, logging and retrieval of V-MAC IV system does not have any
diagnostic information about the V-MAC IV information from that particular circuit.
system. The diagnostic software is an integral
part of the V-MAC IV system which continually Most failures in the V-MAC IV system are
performs the task of plausibility testing and recoverable. This means that if the unusual state
validity checking on all system inputs. The of an input changes to normal for a continuous
purpose of the diagnostic software is to aid in period of time, the fault will be cleared and the
troubleshooting the V-MAC IV system. fault lamp will go OFF. However, the fault
The diagnostic software performs the task of occurrence count will be kept in order to allow for
monitoring all the inputs and detecting the cases later troubleshooting of this inactive fault.
where the input is out of the allowable range, or in
an invalid state. Upon the detection of an unusual The V-MAC IV diagnostic software provides an
condition, the V-MAC IV software begins a timer easy means of troubleshooting the system, since
to allow the state of this input/sensor to stabilize a complete fault history can be retrieved through
to the normal state. If the condition does not clear the J1587 serial line with an off-board diagnostic
within the settling time of that sensor, then a fault tool (Diagnostic PC).
will be assumed. The fault recognition periods
have been selected according to the safety factor For standard terminology, see “Electrical Terms”
of the sensor. These time periods have been on page 18.
specified to reduce the risk of detecting false
faults, while maintaining engine and vehicle Diagnostic Tools
safety. To utilize the diagnostic capabilities of the
After a failure is detected, the diagnostic software V-MAC IV system, several diagnostic tools are
performs the following functions. available. These tools are:
1. The Malfunction Indicator Lamp (MIL),
located on the dashboard, will illuminate. DIAGNOSTIC COMPUTER
This light will remain ON for active faults, 4
and go OFF when there are no longer any

active faults present in the system.
2. A fault message will be sent in a standard
format on the J1587 serial line to alert other
devices of the failure. A similar message will
be transmitted when the fault is cleared.
3. The normally transmitted data on the J1587
serial line for this sensor will be replaced
with a “Bad Data” indicator. This signals the
other devices on the serial line to ignore the
data for this sensor.
4. The V-MAC IV system updates the fault table
in internal memory. This Vehicle Electronic
Control Unit (VECU) fault table contains an
occurrence count of the number of times the
fault has occurred. Additionally, the VECU
fault table logs the date, time, odometer
reading, and operating parameters when
any fault occurs. The occurrence count is
limited to 15. The stored codes remain in Figure 4 — Diagnostic Computer
memory until cleared by an off-board
diagnostic computer, or until the information
is no longer useful for diagnostic purposes.

The Diagnostic Computer is the most advanced 앫 Operating System: Windows XP
of the diagnostic tools available for Professional, Service Pack 2.
troubleshooting the V-MAC IV system. This unit
앫 Memory (RAM): 1.5 GB or more.
will allow for enhanced diagnostics of the system,
and also reprogramming of Mack proprietary 앫 Hard Drive: 40 GB of free hard drive space.
data.
앫 ROM: DVD-8x-Drive.
The minimum PC requirements for VCADS Pro / 앫 Display: XGA (1024 x 768 pixels) or higher
VCADS Elite are as follows; resolution monitor w/ 16 bit color.
앫 Computer / Processor: 300 MHz, 800 MHz, 앫 Network / Modem: 10 Mbps or higher speed
network adapter and/or WLAN and/or
앫 Operating System: Windows 2000, XP
56 Kbps or higher speed modem. TCP/IP
Home Edition or XP Professional.
protocol installed.
앫 Memory (RAM): 64 MB for WIN 2000 and
128 MB for XP Home and Professional
DIGITAL MULTIMETER
Edition. 256 MB is recommended.
5
앫 Hard Drive: Minimum of 350 MB (450 MB
recommended).
앫 Display: XGA (1024x768 pixels) or higher
resolution monitor w/ 16 bit color.
앫 Network / Modem: 10 Mbps or higher speed
9.6 Kbps or higher speed modem. TCP/IP
protocol installed.
The MINIMUM PC requirements for the Premium

Tech Tool (PTT) are as follows;
앫 Computer / Processor: 1.2 GHz Pentium M
(Centrino) or equivalent Pentium 4
compatible 2.1 GHz or higher. Only support
for single CPU system.
앫 Operating System: Windows XP
Professional, Service Pack 2.
앫 Memory (RAM): 768 MB or more.
앫 Hard Drive: 30 GB of free hard drive space.
앫 Display: XGA (1024x768 pixels) or higher
resolution monitor w/ 16 bit color.
앫 Network / Modem: 10 Mbps or higher speed
9.6 Kbps or higher speed modem. TCP/IP
protocol installed.
The RECOMMENDED PC requirements for the

Premium Tech Tool (PTT) are as follows;
앫 Computer / Processor: 1.6 GHz Pentium M
(Centrino) or equivalent Pentium 4 Figure 5 — Digital Multimeter J39200-A
compatible 2.7 GHz or higher.

The Digital Multimeter is used to make the Short Circuit (short) is a connection of
required measurements in the diagnostic testing comparatively low resistance accidentally or
procedures. These tests will include measuring intentionally made between points in a circuit
voltage and resistance, and checks for short where the resistance is normally much greater.
circuits and open circuits.
Open Circuit (open) is any situation where the
Since there are many types of digital multimeters normally closed or continuous flow of electricity
available, specific instructions are not given here. has been interrupted. For example: a broken
wire.
Never use a test light, whether self-powered or

Troubleshooting Procedures
not, to troubleshoot electrical problems on any
V-MAC equipped vehicle. Damage to the To accurately diagnose a problem, this
electronic control modules may result. troubleshooting procedure should be followed.
Failure to follow the troubleshooting procedure
outlined may result in an incorrect diagnosis,
replacement of good components and loss of
ELECTRICAL SCHEMATIC DIAGRAMS time.
Electrical schematic diagrams are simplified
wiring diagrams that show the electrical STEP 1: VERIFY THE COMPLAINT
connectivity of the circuit that is being diagnosed.
The schematic diagrams provide the technician Before beginning any testing procedure, make
quick access to useful information such as sure that a problem actually exists. If possible,
component connector and terminal numbers, and talk to the driver or the person who noticed the
circuit identification numbers. problem. Try to obtain as much information as
possible. In some cases, there will only be a
verbal complaint instead of a fault registered by
the system.
Many of the electrical schematic diagrams in this
manual show multiple occurrences of the Vehicle STEP 2: REVIEW THE V-MAC IV TEST
Electronic Control Unit (VECU) or the Engine PRECAUTIONS
Management System (EMS) Module. The
diagrams are formatted in this way for clarity and Before proceeding with any diagnostic testing on
ease of use, and do NOT imply that more than the V-MAC IV system, the technician should be
one VECU or EMS is installed on any vehicle. familiar with test precautions outlined in this book.
Periodic review of the test precautions may save
time and expense.
Electrical Terms
STEP 3: CHECK FOR FAULT CODES
To achieve successful diagnostic results, Check for fault codes with a diagnostic computer.
understanding of the following terms is important. If a fault code is a currently active code, proceed
to the diagnostic procedures in this manual. Be
Voltage (volts) is the electric potential or potential sure to follow the step by step test procedures in
difference expressed in volts. the order they are given to avoid a misdiagnosis.
Resistance (ohms) is the opposition offered by a If a code is not an active code or is intermittent,
component to the passage through it of a steady try to set the code by moving or flexing the
electric current, expressed in ohms. connectors and wires associated with the suspect
system or component. If the code cannot be
Current (amps) is the term for the strength of the induced to set, perform the associated step by
flow of electricity, expressed in amps. step test procedures while moving the connectors
and wires associated with the suspect system or
component. Keep in mind that most intermittent
problems are caused by poor terminal

connections and are not due to failed Reading Diagnostic Fault Codes:
components. Be sure to carefully inspect the
connector terminals for deformities caused by
voltmeter probes. Instrument Cluster Display
To properly activate and use the blink codes,
STEP 4: PERFORM A VISUAL CHECK follow the steps listed below.
One of the most important checks that must be 1. Turn the key ON.
done before any diagnostic activity, is a careful 2. Press "Enter" to awake the Instrument
visual inspection of suspect wiring and Cluster Display.
components. This can lead to fixing a problem
without further steps. Be sure to inspect related 3. Scroll through the menu and select
wiring for disconnects, burned or chafed spots, "Diagnostic".
pinched wires, or contact with sharp edges or hot 4. Highlight "Diagnostic" and press "Enter".
exhaust components. The visual inspection is
very important and must be done carefully and 5. Select "Electronic Faults"
thoroughly. ELECTRONIC FAULT
CLUSTER DIAGNOSTIC
STEP 5: PERFORM A SYSTEM CHECK HARDWARE/SOFTWARE
Check if all the features of the improperly working 6. Select desired type of faults.
system are not working correctly. A system check VIEW ACTIVE FAULTS
can help to define what the problem is not. It may
also help identify a condition or factor (engine VIEW INACTIVE FAULTS
warm, occurs only with cruise on, etc.) that may 7. Select the desired fault category and press
be contributing to the malfunction. This step is "Enter".
similar to step 1, verifying the complaint. ENGINE 128
ABS 136
STEP 6: PERFORM THE REPAIR CLUSTER 140
Once the suspect component has been isolated VECU 144
to be the source of a problem, carefully
disconnect the old component and inspect its 8. Diagnostic codes will now be displayed.
connections. Clean and repair the component
connections and then reconnect the component DIAGNOSTIC COMPUTER
to verify the problem was the component and not
the connection. A computer is required, to change certain
proprietary data, such as engine horsepower.
The computer also allows information specific to
STEP 7: CLEAR CODES the vehicle to be entered and stored in all of the
Clear any codes stored in the system. V-MAC IV modules' memory tables, and it
provides extended flexibility in password
selection. In order to connect a computer to the
STEP 8: VERIFY THE REPAIR vehicle, a serial link interface is required. The
After the repair has been made, confirm that the J1708 Serial Data Link Adaptor is used as the
problem was corrected. Perform a complete interface device. In addition, the computer must
system check of the repaired system under a be running the V-MAC IV Service Diagnostic
variety of conditions. Check that all other systems Software and Windows XP. The Service
are operating properly as well. Diagnostic Software package or Premium Tech
Tool is available from Mack Trucks Service
Publications Department, through the normal
Branch and Distributor Parts Ordering Network.

6

Figure 6 — Interface Devices
The software package contains complete instructions for installing and running the program. Follow the
instructions completely.

In any of the test procedures where the DO NOT program a replacement Vehicle
instructions are to disconnect a harness Electronic Control Unit (VECU) or Engine
connector from the Vehicle Electronic Control Management System (EMS) Module with MACK
Unit (VECU) or the Engine Management System DATA until it is confirmed that the new control unit
(EMS) Module, the ignition key must be in the has fixed the problem. MACK DATA
OFF position, and the Accessory Relay must be reprogramming executes the password protection
OFF (do NOT have the Serial Link Jumper function which assigns a new password to the
installed). Failure to follow this warning will cause vehicle. If the old control unit is not the problem
internal electrical damage to the electronic and it is reinstalled on the vehicle it must be
control units. re-flashed, using Dealer Programming software
to erase the password, before it is programmed
with MACK DATA.
In any of the test procedures requiring insertion of

a test probe into a connector, do not force the
probe into the connector. The connector may be
damaged, resulting in a poor connection. In any
uses special connectors that require careful
test requiring a check for continuity or voltage
removal and installation techniques. Failure to
from one pin to all others, this means one at a
properly remove and install the EMS connectors
time, not all at the same time.
can cause costly damage to the connector pins
Before replacing components, retest the system as well as the EMS. When disconnecting or
to confirm an active fault still exists. Unless connecting the EMS harness connectors, the
otherwise specified, the word replace means to harness strain relief clamps that hold the
install a new component. harnesses to the bracket MUST be removed.
In any of the test procedures requiring Failure to remove the strain relief clamps may
disconnecting a connector, visually inspect both cause the connectors to be removed and installed
sides of the connector for debris, broken, bent or at an angle, possibly causing connector pin
missing pins, or broken connector housings. damage, as well as an improper fit of the
Following the hints listed above may save watertight connector seals. Keep the connectors
considerable time and effort. straight when disconnecting or connecting them
to or from the EMS.
Do not use excessive force when connecting the
harness connectors to the EMS, and do not
attempt to force the locking levers closed. If
In any of the diagnostic test procedures where resistance if felt when the connector is being
the instructions call for replacing the Vehicle connected or when the locking lever is being
Electronic Control Unit (VECU) or the Engine moved to the locked position, remove the
Management System (EMS) modules, do not connector from the EMS and determine the
reprogram the replacement module until you cause.
are certain that the problem has been solved.
If replacing the control unit does solve the
problem, it is essential that the module be
programmed with the vehicle operating
parameters. Failure to program the replacement
module will result in reduced system
performance. To program the module with vehicle
and customer data, follow the instructions that are
supplied with the PC Diagnostic Software
Package. It is essential that the module be
reprogrammed with the proper Mack Data files
(see your Mack Dealer).

Fault Codes Assignment
MACK FAULT CODE IDENTIFICATION TABLE Listing PID MID FMI Failure
Ambient Pressure 108 128 2 Data Erratic or
Assignment Sensor Abnormal
Listing PID MID FMI Failure
3 Voltage High
Estimated % Fan 26 128 3 Voltage High
4 Voltage Low
Speed
8 Abnormal
Engine Coolant 110 128 0 Valid High
Signal
Temperature
(ECT) Sensor 4 Voltage Low
ABS Status 49 128 9 Abnormal
Update Rate 5 Open
AC System Status 50 128 9 Abnormal Coolant Level 111 128 1 Valid Low
Update Rate Switch
3 Voltage High
Vehicle Speed 84 128 9 Abnormal
Status Update Rate Crankcase 153 128 0 Valid High
Pressure (CP)
144 5 Open Sensor 3 Voltage High
6 Current High 5 Open
Cruise Control 85 128 9 Abnormal Battery Voltage 158 128 3 Voltage High
Status Update Rate 4 Voltage Low
Percent 91 128 9 Abnormal Ambient Air 171 140 5 Open
Accelerator Pedal Update Rate Temperature
Position 6 Current High
144 3 Voltage High Status
128 9 Abnormal
4 Voltage Low Update Rate
13 Out Of Intake Air 172 128 4 Voltage Low
Calibration Temperature And
5 Open
Fuel Pressure 94 128 7 Valid Low Humidity (IATH)
(FP) Sensor Sensor
3 Voltage High
Engine Oil 175 128 0 Valid High
5 Open Level/Temperature
Sensor 4 Voltage Low
Water In Fuel 97 128 3 Voltage High
Filter (WIFF) 5 Open
Sensor 4 Voltage Low
190 0 Valid High
Engine Oil 98 128 1 Valid Low Transmission Oil 177 140 5 Open
Level/Temperature Temperature
Sensor 4 Voltage Low 6 Current High
5 Open 128 0 Valid High
Engine Oil 100 128 1 Valid Low 9 Abnormal
Pressure (EOP) Update Rate
3 Voltage High
Sensor
5 Open Engine Oil 190 128 0 Valid High
Level/Temperature
Boost Air Pressure/ 102 128 2 Data Erratic or Sensor
Temperature Abnormal
Sensor Immobilizer 224 128 2 Data Erratic or
3 Voltage High Abnormal
5 Open 12 Failed Device
Turbo Speed 103 128 0 Valid High Calibration Factor 228 128 11 Root Cause
Sensor Not Known
1 Valid Low
Program Memory 240 128 7 Mechanical
9 Data Missing
System Not
11 Mode Not Responding/
Identifiable Out Of
Adjustment
Boost Air 105 128 4 Voltage Low
Pressure/ 11 Root Cause
Temperature 5 Open Not Known
Sensor

Assignment Assignment
Listing PID MID FMI Failure Listing PID MID FMI Failure
Total Vehicle 245 128 9 Abnormal Fuel Injector Unit SID1 128 3 Voltage High
Distance Update Rate #1
5 Open
Time Data Failure 251 128 9 Abnormal
7 Out Of
Update Rate
Calibration
Date Data Failure 252 128 9 Abnormal
Update Rate 12 Possible Eaton
Vorad Failure
Intake Air 354 128 3 Voltage High
Fuel Injector Unit SID2 128 3 Voltage High
Temperature And
5 Open #2
Humidity (IATH) 5 Open
Sensor
7 Out Of
Compressor 404 128 0 Valid High Calibration
Discharge
Temperature 0 Valid High 12 Failed Device
EGR Temperature 412 128 0 Valid High Fuel Injector Unit SID3 128 3 Voltage High
After Cooler #3
3 Voltage High 5 Open
4 Voltage Low 7 Out Of

Calibration
5 Open
12 Failed Device
9 Abnormal
Update Rate Fuel Injector Unit SID4 128 3 Voltage High
#4
EGR Mass Flow P35 128 3 Voltage High 5 Open
Sensor 7 Out Of
4 Voltage Low
Calibration
5 Open
12 Failed Device
9 Abnormal
Update Rate Fuel Injector Unit SID5 128 3 Voltage High
#5
ECU Temperature P55 128 4 Voltage Low 5 Open
5 Open 7 Out Of
Calibration
Engine Retarder P86 128 9 Abnormal
Percent Update Rate 12 Failed Device
Variable Geometry P89 128 0 Valid High Fuel Injector Unit SID6 128 3 Voltage High
Turbocharger #6
5 Open
Smart Remote
Actuator (VGT 7 Out Of
SRA) Calibration
Engine P122 128 1 Valid Low 12 Failed Device

Compression Water In Fuel SID 128 3 Voltage High
3 Voltage High
Brake Valve 18
4 Voltage Low 4 Voltage Low
5 Open 5 Open
CAN1 J1939 PSID 144 9 Abnormal CAM Speed SID21 128 3 Voltage High
Communication 201 Update Rate Sensor
2 Data Erratic or
Link B Abnormal
128 9 Abnormal
Update Rate 8 Abnormal
CAN2 J1939 PSID 128 2 Data Erratic or Frequency
communication 232 Abnormal Pulse Width Or
link A Period

Crank Speed SID22 128 2 Data Erratic or Idle Validation SID 128 3 Voltage High
Sensor Abnormal Switch (IVS) 230
5 Open
3 Voltage High
P60 144 7 Mechanical
8 Abnormal System Not
Frequency Responding
Pulse Width Or
Period 4 Voltage Low
P69 4 Voltage Low
Variable Geometry SID27 128 0 Valid High
Turbocharger 3 Voltage High
Smart Remote 2 Data Erratic or
Abnormal SID 7 Mechanical
Actuator (VGT
SRA) 4 Voltage Low 230 System Not
Responding
7 Mechanical
CAN1 J1939 SID 128 2 Data Erratic or
System Not
Responding communication 231 Abnormal
link A
9 Abnormal
Sensor Supply SID 128 3 Voltage High
Update Rate
Voltage #1 232
4 Voltage Low
12 Failed Device
Dataset Memory SID 128 2 Data Erratic or
13 Out Of
Calibration 253 Abnormal
Cooling Fan SID33 128 3 Voltage High 12 Failed Device

Control RAM/Watchdog SID 128 8 Abnormal
4 Voltage Low
Timer Reset 254 Frequency
5 Open Pulse Width Or
Period
Starter Output SID39 128 0 Valid High
Front Rear Axle 77 140 0 Valid High
3 Voltage High
Temperature
5 Open
4 Voltage Low
6 Current High
5 Open
Rear Rear Axle 78 140 0 Valid High
7 Mechanical Temperature
System Not 5 Open
Responding
6 Current High
10 Abnormal Rate
Fuel Level 96 140 5 Open
Of Change
14 Programming 6 Current High
Failure Air Application 116 140 3 Voltage High
Transducer
EGR Control Valve SID 128 3 Voltage High 4 Voltage Low
146
5 Open Primary Air 117 140 3 Voltage High
Pressure
7 Mechanical 4 Voltage Low
System Not Transducer
Responding Secondary Air 118 140 3 Voltage High
Pressure
12 Failed Device 4 Voltage Low
Transducer
Sensor Supply SID 128 3 Voltage High
Voltage #2 211 Battery Voltage 150 140 0 Valid High
4 Voltage Low
1 Data Valid, but
Less Than
Normal
Interior 170 140 5 Open
Temperature
Sensor 6 Current High

Ambient 171 140 5 Current Accelerator Pedal 91 144 4 Voltage Low
Temperature Low/Open Position (APP)
Sensor Sensor 5 Open
6 Current
6 Current High
High/Grounded
Starter Output PPID3 144 4 Voltage Low
Exhaust 173 140 5 Open
Temperature Idle Validation PPID 144 3, 4 Voltage
6 Current High
Switch Supply 60 High/Open,
Transmission Oil 177 140 5 Open Voltage Low
Temperature
6 Current High Idle Validation PPID 144 3, 4 Voltage
Sensor
Switch 69 High/Open,
Air Suspension 358 140 3 Voltage High Voltage Low
Pressure
4 Voltage Low EMS/VECU PPID 144 3 Voltage High
Transducer
Supply Relay 74
Boost Pressure 439 140 9 Data Absent
Status Retarder Control PSID1 144 7 Mechanical
Switch System Not
Coolant PPID 140 9 Data Absent Responding
Temperature 119
Neutral Position PSID8 144 4 Voltage Low
Status
Switch
Buffered Engine PSID 140 3 Voltage High
Speed Output 53 Clutch Switch PSID9 144 3 Voltage High
4 Voltage Low
4 Voltage Low
Buffered Vehicle PSID 140 3 Voltage High
Datamax General PSID 144 9 Abnormal
Speed Output 54
4 Voltage Low Error 14 Update Rate
J1939 Data Link PSID 140 9 Abnormal Power Relay 1 PSID 144 3 Voltage High
200 Update Rate 16
4 Voltage Low
J1939 Data Link PSID 140 9 Abnormal
Power Relay 2 PSID 144 3 Voltage High
201 Update Rate
17
4 Voltage Low
204 Update Rate Datamax Trip Log PSID 144 14 Programming
J1939 Data Link PSID 140 9 Abnormal 26 Failure
205 Update Rate Datamax GPS Log PSID 144 14 Programming
28 Failure
206 Update Rate Fifth Wheel Slide PSID 144 3 Voltage High
1587 Data Link PSID 140 9 Abnormal Solenoid 34
4 Voltage Low
222 Update Rate
1587 Data Link PSID 140 9 Abnormal 200 Update Rate
223 Update Rate
1587 Data Link SID2 140 9 Abnormal 205 Update Rate
31 Update Rate
Main Software SID 140 2 Data Erratic 206 Update Rate
Checksum 240
Idle Validation SID 144 7 Data Abnormal
1587 Data Link SID 140 9 Abnormal Switch 230
250 Update Rate
J1939 Data Link SID 144 2 Data Erratic or
EEPROM SID 140 9 Abnormal 231 Abnormal
Checksum 253 Update Rate
Main Software SID 144 2 Data Erratic
Road Speed PID 144 2, 5, Data Erratic, Checksum 240
84 6 Current
Low/Open, Cruise Control Set SID 144 7 Mechanical
Sensor Switch 243 System Not
Shorted Responding
Cruise Control Set 86 144 14 Programming Brake Pedal SID 144 4 Voltage Low
Speed Failure Switch 246

Assignment When a truck leaves the factory, the Vehicle
Listing PID MID FMI Failure Electronic Control Unit (VECU), Engine
J1587 Data Link SID 144 2 Data Erratic Management System (EMS) and the Instrument
250 Cluster Modules are often the only modules using
the serial communications line. In some cases a
EEPROM SID 144 2 Data Erratic
Checksum 253 truck may leave the factory with other controllers,
such as ABS/ATC and Automatic Transmission
controllers, installed. However, many other
SAE Message Descriptions devices can be connected to the serial
communications line in the aftermarket. Some
V-MAC IV communicates with other devices, service tools and Driver Information Displays will
including service tools, using SAE J1587 and not only display the messages sent out by the
J1708 Communications Standards. These V-MAC system, but by these other devices as
standards define the method by which various well.
electronic devices can communicate with one
another. The following table represents message types
that are most likely to be available on the serial
data lines if aftermarket devices are installed. For
a complete listing, contact the Society of
Automotive Engineers.
Message Identifier (MID) Description
128 Engine Management System Module
130 Transmission
136 Brakes — Antilock/Traction Control
137–139 Brakes — Antilock, Trailer 1, 2, 3
140 Instrument Cluster
141 Trip Recorder
143 Fuel System (FIC MID on early V-MAC systems)
144 Vehicle Management System (Vehicle Electronic Control Unit)
162 Vehicle Navigation
163 Vehicle Security
165 Communication Unit — Ground
171 Driver Information System (Co-Pilot, Driver Information Display, VIP)
172 Diagnostic Tool
178 Vehicle Sensors to Data Converter
181 Communication Unit — Satellite
219 Headway Controller
Parameter Identifier (PID) Description

26 Fan Speed
49 ABS Status
50 AC System Status
65 Service Brake Switch
70 Parking Brake Switch
77 Front Drive Axle Oil Temperature
78 Rear Drive Axle Oil Temperature
83 Road Speed Limit Status

84 Road Speed
85 Speed Control Status
86 Cruise Control Set Switch
91 Percent Accelerator Pedal Position
92 Percent Engine Load
94 Fuel Pressure (FP) Sensor
96 Fuel Level
97 Water in Fuel Filter Sensor
98 Engine Oil Level
100 Engine Oil Pressure
102 Boost Pressure
103 Turbo Speed Sensor
105 Intake Manifold Temperature
106 Air Inlet Pressure
108 Barometric Pressure
110 Engine Coolant Temperature
111 Coolant Level
113 Governor Droop
116 Air Application Pressure Transducer
117 Primary Air Pressure Transducer
118 Secondary Air Pressure Transducer
153 Crankcase Pressure Sensor
158 Switched Voltage
166 Engine Rated Power
167 Alternator Voltage
168 Battery Voltage
170 Cab Interior Temperature
171 Ambient Air Temperature
172 Intake Air and Humidity Sensor
173 Exhaust Temperature
174 Fuel Temperature
175 Engine Oil Temperature
177 Transmission Oil Temperature
182 Trip Fuel
183 Fuel Rate
184 Instantaneous MPG
185 Average MPG
189 Engine Rated Speed
190 Engine Speed
224 Immobilizer
228 Calibration Factor
234 Software Version No.

235 Total Idle Hours
236 Total Idle Fuel Used
240 Program Memory
244 Trip Distance
245 Total Vehicle Distance
246 Total Vehicle Hours
247 Total Engine Hours
248 Total PTO Hours
249 Total Engine Revolutions
250 Total Fuel Used
251 Time Data Failure
252 Date Data Failure
254 Proprietary Message
354 Intake Air and Humidity Sensor
358 Air Suspension Pressure Transducer
367 Headway Controller
404 Compressor Discharge Temperature
412 EGR Temperature
439 Boost Pressure (Extended Range #1)
Subsystem Identifiers (SID)

Common to all MIDs Description
151 System Diagnostic #1
211 Sensor Supply Voltage #2
216 Other ECU Affecting Operation
221 Internal Sensor Voltage
224 Driver Alarm
231 J1939 Link
232 Reference Voltage
233 Fuel Control Module
235 Parking Brake
236 Power Relay
237 Starter
238 Engine Shutdown Alarm
239 Electronic Malfunction Lamp
242 Cruise Control Resume Switch
243 Cruise Control Set Switch
244 Cruise Control Enable Switch
245 Clutch Pedal Switch
246 Service Brake
248 Proprietary Data Link

Subsystem Identifiers (SID)
Common to all MIDs Description
250 SAE J1708 (J1587) Data Link
253 EEPROM Checksum
254 Vehicle Control Module
Subsystem Identifiers (SID) for

MID 128 Description
1 Injector Cylinder #1
18 Water in Fuel Valve
21 Engine Position Sensor
22 Timing Sensor
26 Auxiliary Output Device #1
27 VGT Actuator #1
32 Wastegate Output Driver
33 Fan Clutch Output Driver
39 Starter Output
40 Output Device #2
51 Output Device #3
79 Engine Brake #1
80 Engine Brake #2
81 Exhaust Brake
146 EGR Valve Mechanism #1
151 System Diagnostic
230 Idle Validation Switch
231 CAN1 J1939 Communication Link A
253 Dataset Memory
254 RAM/Watchdog Timer Reset
269 VGT Position Sensor
270 Compressor Discharge Temperature
271 Charge Air Cooler Bypass
272 Aftercooler Outlet Temperature
274 Combustion Air Humidity
277 EGR Mass Flow

MID 143 Description
20 Timing Actuator
21 Engine Position Sensor
22 Timing Sensor
23 Rack Actuator
24 Rack Position Sensor
26 Auxiliary Output Device
27 Fan Clutch
28 Engine Brake #1
29 Engine Brake #2
30 Exhaust Brake
33 Fan Clutch

MID 142 Description
1 Timing Sensor
2 Timing Actuator
3 Rack Position Sensor
4 Rack Actuator
5 Oil Level Lamp
6 Tachometer Output
7 Speedometer Output
10 Auxiliary Output #1
11 Auxiliary Output #2
12 Spare Relay #3
32/37 Mechanical System Not Responding
151 Custom Defined Statistic
152 Transmission Splitter Position

MID 130 Description
1–6 C1–C6 Solenoid Valves
7 Lockup Solenoid Valve
8 Forward Solenoid Valve

MID 130 Description
9 Low Signal Solenoid Valve
10 Retarder Enable Solenoid Valve
11 Retarder Modulation Solenoid Valve
12 Retarder Response Solenoid Valve
13 Differential Lockout Solenoid Valve
14 Engine/Transmission Match
15 Retarder Modulation Request Sensor
16 Neutral Start Output
17 Turbine Speed Sensor
18 Primary Shift Selector
19 Secondary Shift Selector
20 Special Function Inputs
21–26 C1–C6 Clutch Pressure Indicators
27 Lockup Clutch Pressure Indicator
28 Forward Range Pressure Indicator
29 Neutral Range Pressure Indicator
30 Reverse Range Pressure Indicator
31 Retarder Response System Pressure Indicator
32 Differential Lock Clutch Pressure Indicator
33 Multiple Pressure Indicators

MID 136-139 Description
1 Wheel Sensor ABS Axle 1 Left
2 Wheel Sensor ABS Axle 1 Right
7 Pressure Modulation Valve ABS Axle 1 Left
8 Pressure Modulation Valve ABS Axle 1 Right
13 Retarder Control Relay
14 Relay Diagonal 1
15 Relay Diagonal 2
16 Mode Switch — ABS
17 Mode Switch — Traction Control
18 DIF 1 — Traction Control Valve

MID 136-139 Description
19 DIF 2 — Traction Control Valve
22 Speed Signal Input
23 Warning Light Bulb
24 Traction Control Light Bulb
25 Wheel Sensor, ABS Axle 1 Average
28 Pressure Modulator, Drive Axle Relay Valve
29 Pressure Transducer, Drive Axle Relay Valve
30 Master Control Relay

MID 162 Description
1 Dead Reckoning Unit
2 Loran Receiver
3 Global Positioning System (GPS)
4 Integrated Navigation Unit

MID 190 Description
1 Refrigerant Charge
2 Refrigerant Moisture Level
3 Non-Condensable Gas in Refrigerant
4 Refrigerant Control Solenoid
5 Low Side Refrigerant Pressure Switch
6 Compressor Clutch Circuit
7 Evaporator Thermostat Circuit
8 Refrigerant Flow
Failure Mode Identifiers (FMI) Description

0 Data valid but greater than normal operating range
1 Data valid but less than normal operating range
2 Data erratic, intermittent or incorrect
3 Voltage greater than normal or shorted high
4 Voltage less than normal or shorted low
5 Current less than normal or open circuit
6 Current greater than normal or grounded circuit
7 Mechanical system not responding properly
8 Abnormal frequency, pulse width, or period
9 Abnormal update rate
10 Abnormal rate of change

Failure Mode Identifiers (FMI) Description
11 Failure mode not identifiable
12 Bad intelligent device or component
13 Out of Calibration
14 Special Instructions
15 Data valid but greater than normal operating range - Least severe level
16 Data valid but greater than normal operating range - Moderately severe level
17 Data valid but less than normal operating range - Least severe level
18 Data valid but less than normal operating range - Moderately severe level
19 Received network data

MID 128-PID 26
MID 128-PID 26
MID 128 PID 26 — ESTIMATED % FAN SPEED

7
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Figure 7 — Electronic Fan Drive Circuit
Failure Mode Identifier (FMI): 3 (Voltage High), achieved. When the fan speed is more than
8 (Abnormal Frequency) 4000 rpm, FMI 8 will set, and when the fan speed
is less than 20 rpm, FMI 3 will set.
Parameter Identification (PID): 26
Message Identification (MID): 128

The FMI of 3 (Voltage High) will be displayed for
Circuit Description: The electronic fan drive all code faults that result from the fan speed being
contains a Hall effect speed sensor. When the less than 20 rpm.
engine is running, a series of vanes in the fan
drive housing rotates past a magnet in the fan
drive solenoid generating a pulsed voltage signal.
Location: The Cooling Fan Speed (CFS) Sensor
monitors the status of the engine brake solenoids,
is located in the electronic fan drive housing.
air conditioning system signals, Engine Coolant
Temperature (ECT) Sensor, Engine Oil
Additional Symptoms: High engine coolant
Temperature (EOT) Sensor and Crank Position
temperature could occur and cause engine
Sensor and calculates the optimal cooling fan
shutdown.
speed. The EMS Module transmits a pulse width
modulated signal to the fan drive solenoid which
opens and closes a valve in the primary drive
plate, allowing fluid to fill or drain from the fan
drive housing until the target fan speed is

MID 128-PID 26
Test 1 — Checking for Code PID 26 Test 3 — Checking for a Short to
1. Verify that code PID 26 is set. Ground in the Cooling Fan Speed
If code PID 26 is set, go to “Test 2 — (CFS) Sensor Supply Voltage Circuit
Checking Code PID 26 Failure Mode 8
Identifier (FMI)” on page 35.
If code PID 26 is not set, the code is
intermittent. Wiggle the wires and
connectors to try to set the code. Visually
inspect the electronic fan drive connector
and wires for poor connections.

Test 2 — Checking Code PID 26

Failure Mode Identifier (FMI)

1. Turn the ignition key ON.
2. Check the Failure Mode Identifier (FMI)
using a diagnostic computer.

If fault code PID 26 is set with FMI 3, fault code

SID 211 may also be set.

If the FMI is 3, go to “Test 3 — Checking for Figure 8

a Short to Ground in the Cooling Fan Speed
(CFS) Sensor Supply Voltage Circuit” on 1. Turn the ignition key OFF.
page 35. 2. Disconnect EMS Module connector A.
If the FMI is 8, check the fan drive for a 3. Disconnect the electronic fan drive harness
locked-up condition. If the cooling fan turns connector.
freely with the engine shut down, check the
Vehicle Electronic Control Unit (VECU) fault 4. Check for continuity between electronic fan
table for severe engine overspeed events. If drive harness connector pin 5 and a good
no engine overspeed events have occurred, ground (see Figure 8).
contact Mack Service Engineering to have If continuity exists, locate and repair the
the EMS Module data file updated. short circuit to ground in the supply voltage
circuit between the electronic fan drive and
the EMS Module.
If there is NO continuity to ground, go to
“Test 4 — Checking for a Short to Voltage in
the Cooling Fan Speed (CFS) Sensor
Supply Voltage Circuit” on page 36.

MID 128-PID 26
Test 4 — Checking for a Short to Test 5 — Checking for a Short
Voltage in the Cooling Fan Speed Circuit to Ground in the Sensor
(CFS) Sensor Supply Voltage Circuit 10

Figure 10
Figure 9 1. Turn the ignition key OFF.
1. Turn the ignition key OFF. 2. Disconnect the electronic fan drive harness
2. Disconnect EMS Module connector A. connector.
3. Disconnect the electronic fan drive harness 3. Check for continuity between the sensor
connector. side of electronic fan drive connector pin 5
and a good ground (see Figure 10).
4. Turn the ignition key ON. If continuity exists, replace the electronic fan
5. Measure the voltage between electronic fan drive assembly.
drive harness connector pin 5 and a good If there is NO continuity to ground, go to
ground (see Figure 9). “Test 6 — Checking for a Short Circuit to
If voltage is present, locate and repair the Voltage on the Cooling Fan Speed (CFS)
short circuit to voltage in the supply voltage Sensor Signal Line” on page 37.
circuit between the electronic fan drive and
the EMS Module.
If voltage is NOT present, go to “Test 5 —
Checking for a Short Circuit to Ground in the
Sensor” on page 36.

MID 128-PID 26
Test 6 — Checking for a Short Test 7 — Checking for a Short to
Circuit to Voltage on the Cooling Ground in the Cooling Fan Speed
Fan Speed (CFS) Sensor Signal Line (CFS) Sensor Signal Line
11 12

Figure 11 Figure 12
1. Turn the ignition key OFF. 1. Turn the ignition key OFF.
2. Disconnect EMS Module connector A. 2. Disconnect EMS Module connector A.
3. Disconnect the electronic fan drive harness 3. Disconnect the electronic fan drive harness
connector. connector.
4. Turn the ignition key ON. 4. Check for continuity between electronic fan
drive harness connector pin 1 and a good
5. Measure the voltage between electronic fan
ground (see Figure 12).
drive harness connector pin 1 and a good
ground (see Figure 11). If continuity exists, locate and repair the
short circuit in the electronic fan drive signal
If voltage is present, locate and repair the
line.
short circuit to voltage in the sensor signal
circuit between the electronic fan drive and If there is NO continuity, go to “Test 8 —
the EMS Module. Checking for an Open Cooling Fan Speed
(CFS) Sensor Ground Line” on page 38.
Checking for a Short to Ground in the
Cooling Fan Speed (CFS) Sensor Signal
Line” on page 37.

MID 128-PID 26
Test 8 — Checking for an Open Test 9 — Checking for a Short
Cooling Fan Speed (CFS) Sensor Circuit to Ground in the Sensor
Ground Line 14
13
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Figure 14
1. Turn the ignition key OFF.
2. Disconnect EMS Module connector A.
3. Disconnect the electronic fan drive harness
%-3-/$5,%#/..%#4/2! connector.
(!2.%333)$% VA
4. Check for continuity between the sensor
Figure 13 side of electronic fan drive connector pin 1
If continuity exists, replace the electronic fan
2. Disconnect EMS Module connector A. drive assembly.
3. Disconnect the electronic fan drive harness If there is NO continuity to ground, go to
connector. “Test 10 — Checking for an Open Cooling
Fan Speed (CFS) Sensor Supply Line” on
4. Check for continuity between EMS Module page 39.
harness connector A pin 39 and electronic
fan drive harness connector pin 2 (see
Figure 13).
If continuity exists, go to “Test 9 — Checking
for a Short Circuit to Ground in the Sensor”
on page 38.
If there is NO continuity, locate and repair
the open circuit in the electronic fan drive
ground line.

MID 128-PID 26
Test 10 — Checking for an Open Test 11 — Checking for an Open
Cooling Fan Speed (CFS) Sensor Signal Line
Supply Line 16
15
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5NMARKED

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(!2.%333)$%
Figure 16
1. Turn the ignition key OFF. 2. Disconnect EMS Module connector A.
2. Disconnect EMS Module connector A. 3. Disconnect the electronic fan drive harness
3. Disconnect the electronic fan drive harness connector.
connector. 4. Check for continuity between EMS Module
4. Check for continuity between EMS Module harness connector A pin 35 and electronic
harness connector A pin 7 and electronic fan fan drive harness connector pin 1 (see
drive harness connector pin 5 (see Figure 16).
Figure 15). If continuity exists, go to “Test 12 —
If continuity exists, go to “Test 11 — Checking for a Pin to Pin Short Circuit at the
Checking for an Open Signal Line” on page EMS Module” on page 40.
39. If there is NO continuity, locate and repair
If there is NO continuity, locate and repair the open circuit in the electronic fan drive
the open circuit in the electronic fan drive signal line.
supply line.

MID 128-PID 26
Test 12 — Checking for a Pin to Pin Test 13 — Checking for a Faulty
Short Circuit at the EMS Module Cooling Fan Speed (CFS) Sensor
2. Disconnect EMS Module connector A. 2. Replace the electronic fan drive with a
known good unit.
3. Visually inspect the EMS Module and
connector A for broken, damaged, or 3. Restore all electrical connections an retest
shorted pins. the system.
If any damage is found, repair or replace the If blink code PID 26 is still active, install the
damaged component. original electronic fan drive and replace the
If there are NO damaged pins, go to “Test 13 EMS Module.
— Checking for a Faulty Cooling Fan Speed If blink code PID 26 is NOT active, replacing
(CFS) Sensor” on page 40. the electronic fan drive solved the problem.
Check all connectors to ensure proper
connections.

MID 128-PID 49
MID 128-PID 49
MID 128 PID 49 — ABS STATUS

17
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Figure 17 — ABS to EMS Module Data Line Circuit
Failure Mode Identifier (FMI): 9 (Data Absent) Location: The ABS ECU is located near the
center of the dash. The EMS module is located
Parameter Identification (PID): P49 on the left side of the engine block.
Message Identification (MID): 128 Code Setting Conditions: The ABS Status code
will set when the EMS Module has lost the ABS
Circuit Description: The J1587 and J1939 serial Status Signal from the ABS ECU.
data lines are used as the standard
communication link for on-board vehicle Additional Symptoms: The engine brake could
instrumentation and off-board service diagnostics not be deactivated on demand from the ABS
and fleet management. The ABS ECU is linked to ECU.
the EMS Module via these data lines.

MID 128-PID 49
Test 1 — Checking for Code PID 49 Test 3 — Communication with the
1. Verify that code PID 49 is set. ABS ECU
If code PID 49 is set, go to “Test 2 — 1. Turn the ignition key off and connect a
Checking for Other Codes” on page 42. diagnostic computer.
If code PID 49 is not set, wiggle the harness Turn the ignition key ON.
and connectors to try to set the code. Use the diagnostic computer to attempt to
Visually inspect the ABS connectors and communicate with the ABS ECU.
wires for poor connections.
If communication can be made with the ABS
ECU, and there are no other codes, go to the
Test 2 — Checking for Other Codes Trouble Shooting Procedure for the ABS
ECU.
1. Are any other codes set?
If there is NO communication with the ABS
If other codes are set, repair those codes ECU via the diagnostic tool, go to the
first then go to “Test 3 — Communication Trouble Shooting Procedure for the Data
with the ABS ECU” on page 42. Lines.
If only PID 49 is set, go to “Test 3 —
Communication with the ABS ECU” on page
42.

MID 128-PID 50
MID 128-PID 50
MID 128 PID 50 — AC SYSTEM STATUS

18
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Figure 18 — AC System Status
Failure Mode Identifier (FMI): 9 (Data Absent) management. The Vehicle Electronic Control Unit
(VECU) is linked to the Engine Management
Parameter Identification (PID): P50 System (EMS) Module via these data lines.
Message Identification (MID): 128 Location: The Vehicle Electronic Control Unit
(VECU) is located near the center of the dash.
Circuit Description: The Engine Management The EMS module is located on the left side of the
System (EMS) Module monitors the AC Status engine block.
via a recieved signal from the Vehicle Electronic
Control Module (VECU). The J1587 serial data Code Setting Conditions: The AC System
lines are used as the standard communication Status code will set when the Engine
link for on-board vehicle instrumentation, Management System (EMS) Module has lost the
off-board service diagnostics and fleet AC Status ON/OFF Signal from the Vehicle
Electronic Control Unit (VECU).

MID 128-PID 50
Test 1 — Checking for Code PID 50 Test 2 — Checking for Other Codes
1. Verify that code PID 50 is set. 1. Is code MID 144 PID 84, 86, 91 or PSID 8, 9
If code PID 50 is set, go to “Test 2 — is set?
Checking for Other Codes” on page 44. If other code(s) MID 144 PID 84, 86, 91 or
If code PID 50 is not set, wiggle the harness PSID 8, 9 is set, repair the code(s) MID 144
and connectors to try to set the code. PID 84, 86, 91 or PSID 8, 9 first then retest
Visually inspect the VECU connectors and the system.
wires for poor connections. If only MID 128 PID 50 is set, a software
problem in the Vehicle Electronic Control
Unit (VECU) may exist. Reflashing the
Vehicle Electronic Control Unit (VECU) may
correct the problem, call MACK Reliability
Engineering.

MID 128-PID 84
MID 128-PID 84
MID 128 PID 84 — VEHICLE SPEED STATUS

19
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Figure 19 — Vehicle Speed Circuit
Failure Mode Identifier (FMI): 9 (Data Absent) Location: The Vehicle Electronic Control Unit
Parameter Identification (PID): P84 The EMS module is located on the left side of the
engine block.
Code Setting Conditions: The Vehicle Speed
Circuit Description: The J1587 and J1939 serial Status code will set when the Engine
data lines are used as the standard Management System (EMS) Module has lost the
communication link for on-board vehicle Vehicle Speed Message (J1708) that is sent from
instrumentation, off-board service diagnostics the Vehicle Electronic Control Unit (VECU).
and fleet management. The Vehicle Electronic Engine power will be reduced.
Control Unit (VECU) is linked to the Engine
Management System (EMS) Module via these
data lines.

MID 128-PID 84
1. Verify that code PID 84 FMI 9 is set. 1. Is code MID 144 PID 84 set?
If code PID 84 FMI 9 is set, go to “Test 2 — If code MID 144 PID 84 is set, repair code
Checking for Other Codes” on page 46. MID 144 PID 84 and retest the system.
If code PID 84 FMI 9 is not set, wiggle the If only MID 128 PID 84 is set, the Vehicle
harness and connectors to try to set the Electronic Control Unit (VECU) may be
code. Visually inspect the VECU connectors faulty, call MACK Reliability Engineering.

MID 128-PID 85
MID 128-PID 85
MID 128 PID 85 — CRUISE CONTROL STATUS

20
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Figure 20 — Cruise Control Circuit

MID 128-PID 85
Failure Mode Identifier (FMI): 9 (Data Absent) Test 1 — Checking for Code PID 85
Parameter Identification (PID): P85 1. Verify that code PID 85 is set.
If code PID 85 is set, go to “Test 2 —
Message Identification (MID): 128 Checking for Other Codes” on page 48.
If code PID 85 is not set, wiggle the harness
Circuit Description: The J1587 and J1939 serial and connectors to try to set the code.
data lines are used as the standard Visually inspect the VECU connectors and
communication link for on-board vehicle wires for poor connections.
instrumentation, off-board service diagnostics
and fleet management. The Vehicle Electronic
Control Unit (VECU) is linked to the Engine Test 2 — Checking for Other Codes
data lines. 1. Is code MID 144 PID 84, 86, 91 or PSID 8, 9
is set?
Location: The Vehicle Electronic Control Unit If other code(s) MID 144 PID 84, 86, 91 or
(VECU) is located near the center of the dash. PSID 8, 9 is set, repair the code(s) MID 144
The EMS module is located on the left side of the PID 84, 86, 91 or PSID 8, 9 first then retest
engine block. the system.
If only MID 128 PID 85 is set, the Vehicle
Code Setting Conditions: The Cruise Control Electronic Control Unit (VECU) may be
Status code will set when the Engine faulty, call MACK Reliability Engineering.
Management System (EMS) Module has lost the
Vehicle Speed Status Signal from the Vehicle

MID 128-PID 91
MID 128-PID 91
MID 128 PID 91 — PEDAL MESSAGE

21
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Figure 21 — EMS Module to VECU Data Line Circuit
Parameter Identification (PID): P91 The EMS module is located on the left side of the
engine block.
Code Setting Conditions: The Pedal Message
Circuit Description: The J1587 and J1939 serial code will set when the Engine Management
data lines are used as the standard System (EMS) Module has lost the Accelerator
communication link for on-board vehicle Pedal Sensor Signal from the Vehicle Electronic
instrumentation, off-board service diagnostics Control Unit (VECU).
data lines.

MID 128-PID 91
1. Verify that code PID 91 is set. 1. Is code MID 144 PID 91 set?
If code PID 91 is set, go to “Test 2 — If code MID 144 PID 91 is set, repair code
Checking for Other Codes” on page 50. MID 144 PID 91 and retest the system.
If code PID 91 is not set, wiggle the harness If only MID 128 PID 91 is set, the Vehicle
and connectors to try to set the code. Electronic Control Unit (VECU) may be
Visually inspect the VECU connectors and faulty, call MACK Reliability Engineering.

MID 128-PID 94
MID 128-PID 94
MID 128 PID 94 — FUEL PRESSURE (FP) SENSOR

22
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Figure 22 — Fuel Pressure Sensor Circuit
Failure Mode Identifier (FMI): 3 (Voltage Location: The Fuel Pressure (FP) Sensor is
High/Open), 5 (Current Low/Open), 7 located on the right side of the engine near the
(Mechanical System Not Responding) fuel filters.
Parameter Identification (PID): P94 Code Setting Conditions: The Electronic

Malfunction Lamp (EML) will illuminate when the
Message Identification (MID): 128 Fuel Pressure (FP) Sensor signal line voltage is
less than 0.3 volts or greater than 4.75 volts. If
Circuit Description: The Fuel Pressure (FP) the signal line voltage returns to between
Sensor is used to detect low fuel pressure system 0.3 volts and 4.75 volts the fault will become
failures. The sensor consists of a pressure inactive.
sensitive diaphragm and amplifier. Fuel pressure
causes the sensor's diaphragm to deflect and FMI 7 will set if the fuel pressure drops below:
produce an electrical signal proportional to the
14.5 psi (100 kPa) at 800 rpm
pressure. The diaphragm deflection signal is
amplified in the sensor. The sensor's signal is 29 psi (200 kPa) at 1000 rpm
monitored by the Engine Management System
36.2 psi (250 kPa) at 1200 rpm
(EMS) Module. The EMS Module will set a fault
code if the sensor signal is not within 43.5 psi (300 kPa) at 1400 rpm
predetermined limits.
Nominal Fuel Pressure (FP) Sensor
Parameters: 0.3–4.75 Volts.

MID 128-PID 94
Test 1 — Checking for Code P94 Test 3 — Checking the Fuel
1. Verify that code P94 is set. Pressure (FP) Sensor Reference
If code P94 is set, go to “Test 2 — Checking Voltage Line
Code P94 Failure Mode Identifier (FMI)” on 23
page 52.
If code P94 is not set, wiggle the harness
and connectors to try and set the code.

Test 2 — Checking Code P94 Failure
Mode Identifier (FMI)

If the FMI is 3 (voltage high/open), go to
“Test 4 — Checking Code P94 Failure Mode

Identifier (FMI) with the Fuel Pressure (FP)
Sensor Disconnected” on page 53.
If the FMI is 5 (current low/open), go to “Test

3 — Checking the Fuel Pressure (FP)

Sensor Reference Voltage Line” on page 52.

If the FMI is 7 (mechanical system not

responding), low fuel pressure may be
indicated. Check the fuel filter, fuel lines and Figure 23
fuel pump system. 1. Turn the ignition key OFF.
2. Disconnect the Fuel Pressure (FP) Sensor.
4. Measure the voltage between Fuel Pressure
(FP) Sensor harness connector pin 1
(reference voltage) and a good ground (see
Figure 23).
If the measured voltage is greater than
4.75 volts, go to “Test 5 — Checking the
Fuel Pressure (FP) Sensor Signal Line for a
Short Circuit to Ground” on page 53.
If the measured voltage is less than
Harness for Continuity in the Fuel Pressure
(FP) Sensor Reference Voltage Line” on
page 54.

MID 128-PID 94
Test 4 — Checking Code P94 Failure Test 5 — Checking the Fuel
Mode Identifier (FMI) with the Fuel Pressure (FP) Sensor Signal Line
Pressure (FP) Sensor Disconnected for a Short Circuit to Ground
1. Turn the ignition key OFF. 24



If the FMI code 3 (voltage high/open)
changed to FMI code 5 (current low/open),
go to “Test 7 — Checking the Fuel Pressure

(FP) Sensor Reference Voltage Line” on

page 54.
If the FMI code did NOT change, go to “Test
8 — Checking the Harness for a Pin to Pin
Short in the Fuel Pressure (FP) Sensor
Signal Line” on page 55.

Figure 24
2. Disconnect Engine Management System
(EMS) Module connectors B.
3. Check for continuity between Fuel Pressure
(FP) Sensor harness connector pin 2 (signal
line) and a good ground (see Figure 24).
If there is NO continuity, go to “Test 9 —
Checking for Continuity in the Fuel Pressure
(FP) Sensor Signal Line” on page 55.
If continuity exists, locate and repair the
short circuit to ground.

MID 128-PID 94
Test 6 — Checking the Harness for Test 7 — Checking the Fuel
Continuity in the Fuel Pressure (FP) Pressure (FP) Sensor Reference
Sensor Reference Voltage Line Voltage Line
25 26

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Figure 26

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VA
Figure 25 (reference voltage line) and a good ground
(see Figure 26).
2. Disconnect Engine Management System 5.25 volts, go to “Test 11 — Checking the
(EMS) Module connector B. Fuel Pressure (FP) Sensor Return Line for a
3. Check for continuity between Fuel Pressure Short Circuit” on page 56.
(FP) Sensor harness connector pin 1 If the measured voltage is greater than
(reference voltage line) and EMS Module 5.25 volts, go to “Test 12 — Checking the
harness connector B pin 17 (see Figure 25). Harness for a Pin to Pin Short in the Fuel
If continuity exists, go to “Test 10 — Pressure (FP) Sensor Reference Voltage
Checking the Harness for a Pin to Pin Short Line” on page 57.
in the Fuel Pressure (FP) Sensor Reference
Voltage Line” on page 56.
If there is NO continuity, repair the open in
the harness reference voltage line.

MID 128-PID 94
Test 8 — Checking the Harness for a Test 9 — Checking for Continuity in
Pin to Pin Short in the Fuel the Fuel Pressure (FP) Sensor
Pressure (FP) Sensor Signal Line Signal Line
27 28

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Figure 27

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4. Check for continuity between EMS Module Figure 28

harness connector B pin 16 (signal line) and 1. Turn the ignition key OFF.
all other pins in EMS Module harness
connectors A and B (see Figure 27). 2. Disconnect the Fuel Pressure (FP) Sensor.
5. Visually check EMS Module connector B 3. Disconnect Engine Management System
pin 16 for a short circuit. (EMS) Module connector B.
If continuity exists or if there is a visual short, 4. Check for continuity between Fuel Pressure
repair the short circuit to the signal line. (FP) Sensor harness connector pin 2 (signal
If there is NO continuity or visual short, line) and EMS Module harness connector B
replace the EMS Module. pin 16 (see Figure 28).
If continuity exists, go to “Test 13 —
Checking the Fuel Pressure (FP) Sensor
Connector” on page 57.
the harness signal line.

MID 128-PID 94
a Pin to Pin Short in the Fuel Pressure (FP) Sensor Return Line
Pressure (FP) Sensor Reference for a Short Circuit
Voltage Line 30
29

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(!2.%333)$% 1. Turn the ignition key OFF.
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Figure 29
4. Measure voltage between Fuel Pressure
2. Disconnect the Fuel Pressure (FP) Sensor. (FP) Sensor harness connector pin 4
3. Disconnect Engine Management System (ground line) and a good ground. (see
(EMS) Module connectors A and B. Figure 30)
4. Check for continuity between EMS Module If the measured voltage is 0.3 volts or less,
harness connector B pin 17 (reference go to “Test 14 — Checking the Fuel
voltage line) and all other pins in EMS Pressure (FP) Sensor Return Line for an
Module harness connectors A and B (see Open Circuit” on page 58.
Figure 29). If the measured voltage is greater than
5. Visually check EMS Module connector B Harness for a Pin to Pin Short in the Fuel
pin 17 for a short circuit. Pressure (FP) Sensor Return Line” on page
If continuity exists or if there is a visual short, 58.
repair the short circuit to the reference
voltage line.
If there is NO continuity, visual short or
loose, corroded and damaged terminals,
replace the EMS Module.

MID 128-PID 94
a Pin to Pin Short in the Fuel Pressure (FP) Sensor Connector
Pressure (FP) Sensor Reference
Voltage Line
31 Make sure that the test leads used for checking
pin snugness are in good condition.
1. Visually inspect both sides of the Fuel

!,,/4(%20).3
/.%-3-/$5,%
Pressure Sensor connector for a repairable
#/..%#4/23 open.
!!.$" If any of the pins feel loose or an open is
found, replace the Fuel Pressure (FP)
Sensor.
If the pins in the connector are NOT loose
and no open is found, go to “Test 16 —
Checking the EMS Module Connector for an
Open in the Fuel Pressure (FP) Sensor

%-3-/$5,%#/..%#4/2"
(!2.%333)$%
VA
Figure 31
(EMS) Module connectors A and B.
4. Check for continuity between EMS Module
harness connector B pin 17 (reference
voltage line) and all other pins in EMS
Module harness connectors A and B (see
Figure 31).
5. Visually check EMS Module connector B
pin 17 for a short circuit.
If continuity exists or if there is a visual short,
voltage line.
If there is NO continuity or visual short
circuit, replace the EMS Module.

MID 128-PID 94
Test 14 — Checking the Fuel Test 15 — Checking the Harness for
Pressure (FP) Sensor Return Line a Pin to Pin Short in the Fuel
for an Open Circuit Pressure (FP) Sensor Return Line
32 33
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%-3-/$5,%#/..%#4/2"

(!2.%333)$%
Figure 32
VA
Figure 33
(FP) Sensor harness connector pin 4 2. Disconnect Engine Management System
(ground line) and a good ground (see (EMS) Module connectors A and B.
Figure 32). 3. Disconnect the Fuel Pressure (FP) Sensor.
If continuity exists, go to “Test 17 — 4. Check for continuity between EMS Module
Checking the Fuel Pressure (FP) Sensor harness connector B pin 18 (ground line)
Connector” on page 59. and all other pins in EMS Module harness
If there is NO continuity, go to “Test 18 — connectors A and B (see Figure 33).
Checking the Harness for an Open in the
Fuel Pressure (FP) Sensor Return Line” on
page 59.
Depending on the sensor conditions, continuity
may exist between connector B pin 18 and
connector B pins 11, 16, 17, 27 or 28 and
therefore may not indicate a short to ground.

If continuity exists or if there is a visual short
circuit, repair the short to the return line.

MID 128-PID 94
Test 16 — Checking the EMS Test 18 — Checking the Harness for
Module Connector for an Open in an Open in the Fuel Pressure (FP)
the Fuel Pressure (FP) Sensor Sensor Return Line
Signal Line 34
1. Visually inspect both sides of EMS Module

connector B pin 11 for a repairable open in
.OT5SED
the signal line.
If a repairable open is found, repair or
replace EMS Module harness connector B.
If the pin is making good contact, go to “Test
19 — Checking the Fuel Pressure (FP)
Sensor for a Fault” on page 60.
%.').%/),02%3352%3%.3/2
Test 17 — Checking the Fuel (!2.%33#/..%#4/2
(!2.%333)$%
Pressure (FP) Sensor Connector

Make sure that the test leads used for checking

1. Visually inspect both sides of the Fuel

Pressure Sensor connector for a repairable
open.
If there is a repairable fault or any of the pins
feel loose, repair or replace the connector. %-3-/$5,%#/..%#4/2"
If any of the pins feel loose, replace the Fuel (!2.%333)$%
VA
Pressure (FP) Sensor.
If the pins in the connector are NOT loose, Figure 34
go to “Test 19 — Checking the Fuel 1. Turn the ignition key OFF.
Pressure (FP) Sensor for a Fault” on page
60. 2. Disconnect the Fuel Pressure (FP) Sensor.
(EMS) Module connector B.
(ground line) and EMS Module harness
connector B pin 18 (see Figure 34).
Open in the Fuel Pressure (FP) Sensor
Return Line” on page 60.
the harness ground line.

MID 128-PID 94
Test 19 — Checking the Fuel Fuel Pressure Sensor Output
Pressure (FP) Sensor for a Fault 0 psi .5 volts
35 25.4 psi 1.5 volts
50.8 psi 2.5 volts
76.1 psi 3.5 volts

101.5 psi 4.5 volts

If the Fuel Pressure (FP) Sensor output is

correct throughout the entire pressure
range, reinstall the sensor and replace the

EMS Module.
If the Fuel Pressure (FP) Sensor output is
NOT correct throughout the entire pressure
range, replace the Fuel Pressure (FP)
Sensor and recheck the system.

Test 20 — Checking the EMS
Module Connector for an Open in

the Fuel Pressure (FP) Sensor
Return Line

the ground line.



If the pin is making good contact, replace the
Figure 35 EMS Module.
1. Remove the Fuel Pressure (FP) Sensor.
2. Connect the Fuel Pressure (FP) Sensor to a
regulated air supply with an accurate
pressure gauge.
3. Connect a jumper wire between Fuel
Pressure (FP) Sensor pin 1 and pin 1 on the
sensor harness connector.
4. Connect a jumper wire between Fuel
Pressure (FP) Sensor pin 4 and a good
ground.
6. Measure the voltage between Fuel Pressure
(FP) Sensor pin 2 and a good ground at
various pressures between 0 psi and
101.5 psi (see Figure 35). The correct
pressure and output voltage specifications
are shown in the table below.

MID 128-PID 97
MID 128-PID 97
MID 128 PID 97 — WATER IN FUEL FILTER SENSOR

36
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"
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Figure 36 — Water In Fuel Filter (WIFF) Sensor Circuit
Failure Mode Identifier (FMI): 3 (Voltage Circuit Description: Voltage from the Engine
High/Open), 4 (Voltage Low) Management System (EMS) Module is applied to
the Water In Fuel Filter (WIFF) Sensor when the
Parameter Identification (PID): P97 ignition switch is in the ON position. If water is
detected, the WIFF sensor will notify the driver to
Message Identification (MID): 128 drain the water from the bowl by illuminating a
lamp on the dash of the vehicle.
Location: The Water In Fuel Filter (WIFF)

Sensor is located in the transparent plastic bowl
under the fuel filter. The fuel filter is located on
the left side of the engine.
Code Setting Conditions: This fault will become

active when the EMS Module detects that the
Water In Fuel Filter supply voltage is above or
below preset specifications. Actual water in the
fuel filter will not produce a fault.

MID 128-PID 97
Test 1 — Checking the Water In Fuel Test 2 — Checking for Continuity in
Filter Sensor Reference Voltage the Voltage Line
Line 38
37
7!4%2).&5%,&),4%2
(!2.%33#/..%#4/2
(!2.%333)$%

Figure 37
%-3-/$5,%#/..%#4/2"
1. Turn the ignition key OFF. (!2.%333)$%
2. Disconnect connector from the WIFF VA

Sensor.
Figure 38
4. Measure the voltage between the Water In 1. Turn the ignition key OFF.
Fuel Filter (WIFF) Sensor harness 2. Disconnect EMS Module connector B and
connector pin 3 a good ground (see the Water In Fuel Filter (WIFF) Sensor
Figure 37). connector.
If the measured voltage is less than 1 volts,
go to “Test 2 — Checking for Continuity in 3. Measure for continuity between EMS
the Voltage Line” on page 62. Module harness connector B pin 8 and pin 3
of the WIFF Sensor harness connector (see
If the measured voltage is greater than Figure 38).
approximately 10 volts, go to “Test 8 —
Checking for Short to Power in the Voltage If continuity exists, go to “Test 3 — Checking
Line” on page 64. for Short to Ground in the Voltage Line” on
page 63.
If the measured voltage is approximately
10 volts, go to “Test 4 — Checking for If there is NO continuity, repair the open in
Continuity in the Return Line” on page 63. the harness reference voltage line.

MID 128-PID 97
Test 3 — Checking for Short to Test 4 — Checking for Continuity in
Ground in the Voltage Line the Return Line
39 40
7!4%2).&5%,&),4%2
(!2.%33#/..%#4/2
(!2.%333)$%

%-3-/$5,%#/..%#4/2"
(!2.%333)$%
VA
Figure 39

2. Disconnect EMS Module connector B and %-3-/$5,%#/..%#4/2"
the Water In Fuel Filter (WIFF) Sensor (!2.%333)$%
connector. VA
3. Measure for continuity between EMS Figure 40

Module harness connector B pin 8 and a
good ground (see Figure 39). 1. Turn the ignition key OFF.
If there is NO continuity, go to “Test 4 — 2. Disconnect EMS Module connector B and
Checking for Continuity in the Return Line” the Water In Fuel Filter (WIFF) Sensor
on page 63. connector.
If continuity exists, repair the short to ground 3. Measure for continuity between EMS
in the harness voltage line and retest the Module harness connector B pin 10 and
system. pin 2 of the WIFF Sensor harness connector
(see Figure 40).
for Poor Contact in the Sensor Connector”
on page 64.
the harness reference line.

MID 128-PID 97
Test 5 — Checking for Poor Contact Test 7 — Checking for PID 97
in the Sensor Connector 1. Turn the ignition key OFF.
1. Turn the ignition key OFF. 2. Connect EMS Module connectors A and B.
2. Connect the diagnostic computer. 3. Connect the WIFF Sensor connector.
3. Connect the EMS Module connector B and 4. Turn the ignition key ON.
the Water In Fuel Filter (WIFF) Sensor If code PID 97 is still active, replace the
connector. Water In Fuel Filter (WIFF) Sensor and
4. Start the engine and flex the harness near retest the system. If code PID 97 is still
the sensor. active, check the EMS Module and
If PID 97 becomes inactive, repair or replace connectors A and B for dirt, loose or shorted
the sensor connector. pins, or any other repairable damage. If no
problems are evident, or are NOT repairable,
If PID 97 does NOT become inactive, go to replace the EMS Module and retest the
“Test 6 — Checking the EMS Module system.
Connector for an Open or Short” on page
64. If code PID 97 is NOT active, the diagnostic
procedures have corrected the problem.
Test 6 — Checking the EMS Module contact.
Connector for an Open or Short
Test 8 — Checking for Short to
1. Visually inspect EMS Module connectors A
and B for dirt, loose or shorted pins or Power in the Voltage Line
deformed contacts.
If a repairable open or short is found, or the
terminal feels loose, repair EMS Module 2. Disconnect the EMS Module harness
harness connector. connectors A and B.
If the test lead is making good contact with 3. Disconnect the harness connector from the
EMS Module connector pins and there are Water In Fuel Filter Sensor.
no shorted pins, go to “Test 7 — Checking
for PID 97” on page 64. 4. Turn the ignition key ON.
5. Measure the battery voltage between pin 3
of the Water In Fuel Filter Sensor connector
and a good ground.
If there is approximately battery voltage,
locate and repair the short to voltage in the
signal line.
If 0 volts is measured, replace the EMS
Module and retest the system.

MID 128-PID 98
MID 128-PID 98
MID 128 PID 98 — ENGINE OIL LEVEL/TEMPERATURE SENSOR

41
VOLTS VOLTS %.').%

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A
Figure 41 — Engine Oil Level/Temperature Sensor Circuit
Failure Mode Identifier (FMI): 1 (Data Valid, but Location: The Engine Oil Temperature/Level
Less Than Normal), 4 (Voltage Low), 5 (Current Sensor is located on the left rear side of the oil
Low/Open) pan.
Parameter Identification (PID): P98 Code Setting Conditions: If the EMS Module
senses that the engine oil level is moderately or
Message Identification (MID): 128 critically below range, FMI 1 will be set. If the
reference voltage signal is shorted to ground,
Circuit Description: The Engine Oil FMI 4 will be set. If the reference voltage circuit is
Temperature/Level Sensor contains two shorted to battery voltage or has an open circuit,
thermistors: One for engine oil temperature and FMI 5 will be set. If the ground circuit of the
one for engine oil level. Code MID 128 PID 98 will sensor has an open, FMI 5 will also be set.
be present only when a problem with the engine
oil level circuit has failed. Please reference MID
128 PID 175 for Engine Oil Temperature Sensor
circuit diagnostics. The resistance of the engine
oil level portion of the sensor changes inversely to
the level of the engine oil. The Engine
voltage drop across the sensor and uses this
signal to warn that the engine oil level is NOT
within programmed limits.

MID 128-PID 98
Test 1 — Checking for Code P98 Test 3 — Checking for a Short
1. Verify that code P98 is set. Circuit to Ground in the Sensor
If code P98 is set, go to “Test 2 — Checking 42
Code P98 Failure Mode Identifier (FMI)” on

page 66.
If code P98 is NOT set, wiggle the harness
and connectors to try to set the code.
Visually inspect the Engine Oil
Temperature/Level Sensor connector and

Test 2 — Checking Code P98 Failure

If the FMI is 1 (data valid, but less than

normal), check the engine oil level and

adjust as necessary.

If the FMI is 4 (voltage low), go to “Test 3 —

Sensor” on page 66. Figure 42

6 — Checking Sensor Resistance” on page 1. Turn the ignition key OFF.
68.
2. Disconnect the Engine Oil
Temperature/Level Sensor connector.
3. Check for continuity between pin 1 of the
Engine Oil Temperature/Level Sensor and a
good ground (see Figure 42).
If continuity exists between any of the pins
and ground, replace the Engine Oil
Temperature/Level Sensor.
Checking Sensor Resistance” on page 67.

MID 128-PID 98
Test 4 — Checking Sensor Test 5 — Checking for Short to
Resistance Ground on the Signal Line
43 44

Figure 43 Figure 44
2. Disconnect the Engine Oil 2. Disconnect the Engine Oil
Temperature/Level Sensor connector. Temperature/Level Sensor harness
connector.
3. Measure the resistance across the pins 1
and 2 of the Engine Oil Temperature/Level 3. Disconnect the EMS Module harness
Sensor. With the engine at room connector B.
temperature the sensor resistance should be
4. Measure continuity between Engine Oil
10.8-17.4 ohms (see Figure 43).
Temperature/Level Sensor harness
If the resistance of the sensor is NOT as connector pin 2 and a good ground (see
specified, replace the Engine Oil Figure 44).
If continuity exists, repair the short to ground
If the resistance of the sensor is as in the signal line circuit.
specified, go to “Test 5 — Checking for Short
If there is NO continuity, check the pins or
to Ground on the Signal Line” on page 67.
the EMS Module for dirt, loose pins or
deformed contacts. Replace the EMS
Module if the pins of the module are not
damaged. Retest the system.

MID 128-PID 98
Resistance Voltage on the Signal Line

and 2 of the Engine Oil Temperature/Level
Sensor. With the engine at room
temperature the sensor resistance should be
10.8-17.4 ohms (see Figure 43).
If the resistance of the sensor is NOT as

specified, replace the Engine Oil
If the resistance of the sensor is as
specified, go to “Test 7 — Checking for Short
to Voltage on the Signal Line” on page 68.

Figure 45

connector.
3. Disconnect the EMS Module harness
connector B.
5. Measure voltage between Engine Oil
connector pin 2 and a good ground (see
Figure 45).
If the there is voltage present, repair the
short to voltage on the signal line.
If the there is NO voltage indicated, go to
“Test 8 — Checking for an Open in the

MID 128-PID 98
Test 8 — Checking for an Open in Test 9 — Checking for an Open in
the Signal Line the Return Line
46 47
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(!2.%333)$%
VA
Figure 47
Figure 46
2. Disconnect the Engine Oil Temperature/Level Sensor connector.
3. Disconnect connector B from the EMS
3. Disconnect connector B from the EMS Module.
Module.
4. Check for continuity between connector B
4. Check for continuity between connector B pin 3 of the EMS Module harness connector
pin 4 of the EMS Module harness connector and pin 1 of the Engine Oil
and pin 2 of the Engine Oil Temperature/Level Sensor harness
Temperature/Level Sensor harness connector (see Figure 47).
connector (see Figure 46). If continuity exists between connector B
If continuity exists between connector B pin 3 of the EMS Module connector and
pin 3 of the EMS Module connector and pin 1 of the Engine Oil Temperature/Level
pin 1 of the Engine Oil Temperature/Level Sensor harness connector, go to “Test 10 —
Sensor harness connector, go to “Test 9 — Checking the EMS Module Connector for an
Checking for an Open in the Return Line” on Open Circuit” on page 70.
page 69. If there is NO continuity, locate and repair
If there is NO continuity, locate and repair the circuit between the sensor and the EMS
the circuit between the sensor and the EMS Module.
Module.

MID 128-PID 98
Module Connector for an Open
Circuit
1. Visually inspect the EMS Module harness
connectors A and B for dirt, loose pins or
deformed contacts.
If a repairable open is found or either of the
pins feels loose, repair the EMS Module
harness connector.
If the EMS Module harness connector is OK,
verify the diagnostic code and the FMI, and
retest. If FMI 5 is still active, replace the
Engine Management System (EMS) Module
and retest the system.

MID 128-PID 100
MID 128-PID 100
MID 128 PID 100 — ENGINE OIL PRESSURE SENSOR

48
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Figure 48 — Engine Oil Pressure Sensor Circuit
Failure Mode Identifier (FMI): 1 (Data Valid, but Location: The Engine Oil Pressure (EOP)
Less Than Normal), 3 (Voltage High/Open), 5 Sensor is threaded into the oil filter assembly.
(Current Low/Open)
Code Setting Conditions: The Electronic
Parameter Identification (PID): P100 Malfunction Lamp (EML) will illuminate when the
EOP Sensor's signal line voltage is less than
Message Identification (MID): 128 0.3 volts or greater than 4.75 volts. If the signal
line voltage returns to between 0.3 volts and
Circuit Description: The Engine Oil Pressure 4.75 volts the fault will become inactive.
(EOP) Sensor is used to detect engine lubrication
system failures. The sensor consists of a Nominal EOP Sensor Parameters:
pressure sensitive diaphragm and amplifier. 0.3–4.75 volts.
Engine oil pressure causes the sensor's
diaphragm to deflect and produce an electrical
signal proportional to the pressure. The
diaphragm deflection signal is amplified in the See Test 19 for Engine Oil Pressure (EOP)
sensor. The sensor's signal is monitored by the Sensor testing procedure.
Engine Management System (EMS) Module. The
EMS Module will set a fault code if the sensor
signal is NOT within predetermined limits.

MID 128-PID 100
Test 1 — Checking for Code P100 1. Turn the ignition key OFF.
1. Verify that code P100 is set. 2. Disconnect the Engine Oil Pressure (EOP)
Sensor.
If code P100 is set, go to “Test 2 —
Checking Code P100 Failure Mode Identifier 3. Turn the ignition key ON.
(FMI)” on page 72. 4. Measure the voltage between EOP Sensor
If code P100 is not set, wiggle the harness harness connector pin 1 (reference voltage)
and connectors to try and set the code. and a good ground (see Figure 49).
Test 2 — Checking Code P100 4.75 volts, go to “Test 5 — Checking the
EOP Sensor Signal Line for a Short Circuit
Failure Mode Identifier (FMI) to Ground” on page 73.
1. Check the Failure Mode Identifier (FMI) If the measured voltage is less than
using a diagnostic computer. 4.75 volts, go to “Test 6 — Checking the
Harness for Continuity in the EOP Sensor
If the FMI is 1 (data valid, but less than
Reference Voltage Line” on page 73.
normal), troubleshoot the engine oil system,
check for low engine oil level, defective oil
pump or clogged oil system. FMI 1 will result Test 4 — Checking Code P100
in engine power derate.
Failure Mode Identifier (FMI) with
“Test 4 — Checking Code P100 Failure the EOP Sensor Disconnected
Mode Identifier (FMI) with the EOP Sensor
Disconnected” on page 72.
If the FMI is 5 (current low/open), go to “Test 2. Disconnect the Engine Oil Pressure (EOP)
3 — Checking the EOP Sensor Reference Sensor.
Voltage Line” on page 72. 3. Turn the ignition key ON.
Test 3 — Checking the EOP Sensor using a diagnostic computer.
Reference Voltage Line If the FMI code 3 (voltage high/open)
49
go to “Test 7 — Checking the EOP Sensor
Short in the EOP Sensor Signal Line” on
page 74.

Figure 49

MID 128-PID 100
Test 5 — Checking the EOP Sensor Test 6 — Checking the Harness for
Signal Line for a Short Circuit to Continuity in the EOP Sensor
Ground Reference Voltage Line
50 51

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Figure 50

2. Disconnect EMS Module connectors A %-3-/$5,%#/..%#4/2"
and B. (!2.%333)$%
VA
3. Disconnect Engine Oil Pressure (EOP)
Switch connector. Figure 51
4. Check for continuity between Engine Oil 1. Turn the ignition key OFF.
Pressure (EOP) Sensor harness connector
pin 2 (signal line) and a good ground and 2. Disconnect EMS Module connector B.
also check for continuity between EMS 3. Check for continuity between Engine Oil
Module connector B pin 11 and all other pins Pressure (EOP) Sensor harness connector
on EMS Module connector A and B. (see pin 1 (reference voltage line) and EMS
Figure 50). Module harness connector B pin 17 (see
If there is NO continuity, go to “Test 9 — Figure 51).
Checking for Continuity in the EOP Sensor If continuity exists, go to “Test 10 —
Signal Line” on page 75. Checking the Harness for a Pin to Pin Short
If continuity exists, locate and repair the in the EOP Sensor Reference Voltage Line”
short circuit. on page 75.

MID 128-PID 100
Test 7 — Checking the EOP Sensor Test 8 — Checking the Harness for a
Reference Voltage Line Pin to Pin Short in the EOP Sensor
52 Signal Line
53
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Figure 52 VA
Figure 53
2. Disconnect the Engine Oil Pressure (EOP) 1. Turn the ignition key OFF.
Sensor. 2. Disconnect the Engine Oil Pressure (EOP)
3. Turn the ignition key ON. Sensor.
4. Measure voltage between Engine Oil 3. Disconnect EMS Module connectors A
Pressure (EOP) Sensor harness connector and B.
pin 1 (reference voltage line) and a good 4. Check for continuity between EMS Module
ground (see Figure 52). harness connector B pin 11 (signal line) and
If the measured voltage is less than all other pins in the EMS Module harness
5.25 volts, go to “Test 11 — Checking the connectors A and B (see Figure 53).
EOP Sensor Return Line for a Short Circuit” If continuity exists or if there is a visual short,
on page 76. repair the short circuit to the signal line.
If the measured voltage is greater than If there is NO continuity or visual short,
5.25 volts, go to “Test 12 — Checking the replace the EMS Module.
Harness for a Pin to Pin Short in the EOP
Sensor Reference Voltage Line” on page 76.

MID 128-PID 100
Test 9 — Checking for Continuity in Test 10 — Checking the Harness for
the EOP Sensor Signal Line a Pin to Pin Short in the EOP Sensor
54 Reference Voltage Line
55

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Figure 55

%-3-/$5,%#/..%#4/2" 1. Turn the ignition key OFF.
(!2.%333)$%
VA
2. Disconnect the Engine Oil Pressure (EOP)
Sensor.
Figure 54
3. Disconnect EMS Module connectors A and
1. Turn the ignition key OFF. B.
2. Disconnect the Engine Oil Pressure (EOP) 4. Check for continuity between EMS Module
Sensor. harness connector B pin 17 (reference
3. Disconnect EMS Module connector B. Module harness connectors A and B (see
4. Check for continuity between EOP sensor Figure 55).
harness connector pin 2 (signal line) and If continuity exists or if there is a visual short,
EMS Module harness connector B pin 11 repair the short circuit to the reference
(see Figure 54). voltage line.
If continuity exists, go to “Test 13 — If there is NO continuity or visual short,
Checking the EOP Sensor Connector” on replace the EMS Module.
page 77.

MID 128-PID 100
Test 11 — Checking the EOP Sensor Test 12 — Checking the Harness for
Return Line for a Short Circuit a Pin to Pin Short in the EOP Sensor
56 Reference Voltage Line
57

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Figure 56 VA
Figure 57
2. Disconnect the Engine Oil Pressure (EOP) 1. Turn the ignition key OFF.
Sensor.
2. Disconnect EMS Module connectors A
3. Turn the ignition key ON. and B.
4. Measure voltage between EOP Sensor 3. Disconnect the Engine Oil Pressure (EOP)
harness connector pin 4 (ground line) and a Sensor.
If the measured voltage is 0.3 volts or less, harness connector B pin 17 (reference
go to “Test 14 — Checking the EOP Sensor voltage line) and all other pins in EMS
Return Line for an Open Circuit” on page 77. Module harness connectors A and B (see
If the measured voltage is greater than Figure 57).
Harness for a Pin to Pin Short in the EOP
Sensor Return Line” on page 77.
voltage line.

MID 128-PID 100
Test 13 — Checking the EOP Sensor 3. Check for continuity between EOP Sensor
harness connector pin 4 (ground line) and a
Connector good ground (see Figure 58).
Checking the EOP Sensor Connector” on
page 78.
Make sure that the test leads used for checking If there is NO continuity, go to “Test 18 —
pin snugness are in good condition. Checking the Harness for an Open in the
EOP Sensor Return Line” on page 78.
1. Visually inspect both sides of the Engine Oil
Pressure (EOP) Sensor connector for a
repairable open. Test 15 — Checking the Harness for
If there is a repairable fault or any of the pins a Pin to Pin Short in the EOP Sensor
feel loose, repair or replace the connector. Return Line
If the pins in the connector are NOT loose,
59
go to “Test 16 — Checking the EMS Module
Connector for an Open in the EOP Sensor
!,,/4(%20).3
Test 14 — Checking the EOP Sensor /.%-3-/$5,%
#/..%#4/23
Return Line for an Open Circuit !!.$"
58

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(!2.%333)$%
VA

Figure 59

and B.
Sensor.
Figure 58
1. Turn the ignition key OFF. harness connector B pin 18 (ground line)
and all other pins in EMS Module harness
2. Disconnect the Engine Oil Pressure (EOP) connectors A and B (see Figure 59).
Sensor. If continuity exists or if there is a visual short

MID 128-PID 100
Module Connector for an Open in an Open in the EOP Sensor Return
the EOP Sensor Signal Line Line
1. Visually inspect both sides of EMS Module 60

the signal line. %.').%/),
If a repairable open is found, repair or 02%3352%3%.3/2
replace EMS Module harness connector B. (!2.%33#/..%#4/2
(!2.%333)$%
19 — Checking the EOP Sensor for a Fault” .OT5SED
on page 79.

Test 17 — Checking the EOP Sensor

Connector
1. Visually inspect both sides of the Engine Oil
Pressure (EOP) Sensor connector for a
repairable open.
feel loose, repair or replace the connector.
go to “Test 20 — Checking the EOP Sensor
for a Fault” on page 80.

%-3-/$5,%#/..%#4/2"
(!2.%333)$%
VA
Figure 60

Sensor.
3. Disconnect EMS Module connector B.
4. Check for continuity between EOP Sensor
harness connector pin 4 (ground line) and
EMS Module harness connector B pin 18
(see Figure 60).
Open in the EOP Sensor Return Line” on
page 80.

MID 128-PID 100
Test 19 — Checking the EOP Sensor 6. Measure the voltage between EOP sensor
pin 2 and a good ground at various
for a Fault pressures between 0 psi and 101.5 psi (see
61 Figure 61). The correct pressure and output
voltage specifications are shown in the table

below.

Engine Oil Pressure Sensor Output

0 psi .5 volts
25.4 psi 1.5 volts

50.8 psi 2.5 volts

76.1 psi 3.5 volts
101.5 psi 4.5 volts

If the EOP Sensor output is correct
throughout the entire pressure range,

reinstall the sensor and replace the EMS
Module.
If the EOP Sensor output is NOT correct

replace the EOP Sensor and recheck the
system.

Figure 61
1. Remove the Engine Oil Pressure (EOP)

Sensor from the oil filter assembly.
2. Connect the EOP Sensor to a regulated air
supply with an accurate pressure gauge.
3. Connect a jumper wire between EOP
Sensor pin 1 and pin 1 on the sensor
harness connector.
Sensor pin 4 and a good ground.

MID 128-PID 100
Test 20 — Checking the EOP Sensor Engine Oil Pressure Sensor Output
for a Fault 0 psi .5 volts
62
25.4 psi 1.5 volts
50.8 psi 2.5 volts

76.1 psi 3.5 volts

101.5 psi 4.5 volts

If the EOP Sensor output is correct

reinstall the sensor and replace the EMS

Module.
If the EOP Sensor output is NOT correct

replace the EOP Sensor and recheck the
system.

Module Connector for an Open in
the EOP Sensor Return Line

the ground line.



If the pin is making good contact, replace the
Figure 62 EMS Module.
1. Remove the Engine Oil Pressure (EOP)
Sensor from the engine.
2. Connect the EOP Sensor to a regulated air
supply with an accurate pressure gauge.
Sensor pin 1 and pin 1 on the sensor
harness connector.
Sensor pin 4 and a good ground.
6. Measure the voltage between EOP Sensor
pin 2 and a good ground at various
pressures between 0 psi and 101.5 psi (see
Figure 62). The correct pressure and output
voltage specifications are shown in the table
below.

MID 128-PID 102
MID 128-PID 102
MID 128 PID 102 — BOOST AIR PRESSURE/TEMPERATURE

SENSOR
63
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Figure 63 — Boost Air Pressure/Temperature Sensor Circuit
Failure Mode Identifier (FMI): 3 (Voltage Location: The Boost Pressure and Temperature
High/Open), 5 (Current Low/Open) Sensor is located in the air intake manifold.

Malfunction Lamp (EML) will turn on and PID 102
Message Identification (MID): 128 will set when the EMS Module senses that the
Boost Pressure and Temperature Sensor signal
Circuit Description: The Boost Air voltage is less than 0.15 volts or greater than
Pressure/Temperature Sensor is used to monitor 4.75 volts. If the Boost Air Pressure/Temperature
the pressure and temperature of the air in the Sensor voltage is between 0.15 volts and
intake system downstream from the turbocharger. 4.75 volts, the fault will become inactive.
The sensor consists of a pressure sensitive
diaphragm/amplifier and NTC temperature
sensor. Air pressure causes the sensor's
diaphragm deflection signal is amplified in the
sensor. The sensor's signal is monitored by the
EMS Module. The EMS Module will set a fault
code if the sensor signal is not within
predetermined limits, or the signal is not rational.

MID 128-PID 102
Test 1 — Checking for PID 102 Test 3 — Checking for Proper
1. Verify that PID 102 is set. Voltage to the Boost Air
If code PID 102 is set, go to “Test 2 — Pressure/Temperature Sensor
Checking the Failure Mode Identifier (FMI)” 64
on page 82.
If code PID 102 is not set, wiggle the
harness and connectors to try to set the
code. Pay particular attention to the
connector of the sensor.

If MID 128: PID 26, PID 100, PID 102, and PID
354 are set, check the 5 volt supply (connector A
pin 7) and the return line (connector A pin 22) at
the EMS Module first, then continue through this
procedure.

Test 2 — Checking the Failure Mode

Identifier (FMI)

If the FMI is 5 (current low), go to “Test 3 — Figure 64
Checking for Proper Voltage to the Boost Air
Pressure/Temperature Sensor” on page 82. 1. Turn the ignition key OFF.
If the FMI is 3 (voltage high/open), go to 2. Disconnect the harness connector from the
“Test 4 — Checking for a Change in the FMI Boost Air Pressure/Temperature Sensor.
with the Sensor Removed” on page 83. 3. Turn the ignition key ON.
4. Measure the voltage between pin 3 on the
harness side of the Boost Air
Pressure/Temperature Sensor connector
If the measured voltage is approximately
5 volts, go to “Test 5 — Checking for a Short
to Ground in the Signal Line” on page 83.
If the measured voltage is less
approximately 5 volts, go to “Test 6 —
Checking for Continuity of the Voltage Line
in the Harness” on page 84.

MID 128-PID 102
Test 4 — Checking for a Change in 1. Turn the ignition key OFF.
the FMI with the Sensor Removed 2. Disconnect the Boost Air
Pressure/Temperature Sensor.
2. Connect the diagnostic computer. (EMS) Module connector A.
3. Disconnect the Boost Air 4. Check for continuity between pin 4 on the
Pressure/Temperature Sensor. harness side of the Boost Air
4. Turn the ignition key ON. Pressure/Temperature Sensor and a good
If the FMI code 3 has changed to FMI 5, go
to “Test 7 — Checking for Proper Voltage to If there is NO continuity, go to “Test 9 —
the Boost Air Pressure/Temperature Sensor” Checking for an Open in the Sensor Signal
on page 84. Line” on page 85.
If the FMI code does NOT change, go to If continuity exists, locate and repair the
“Test 8 — Checking for a Short Circuit to short to ground and retest the system.
Voltage in the Sensor Signal Line” on page
85.
Test 5 — Checking for a Short to

Ground in the Signal Line
65

Figure 65

MID 128-PID 102
Test 6 — Checking for Continuity of Test 7 — Checking for Proper
the Voltage Line in the Harness Voltage to the Boost Air
66 Pressure/Temperature Sensor
67
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4%-0%2!452%3%.3/2
(!2.%33#/..%#4/2
(!2.%333)$%

Figure 67

%-3-/$5,%#/..%#4/2! 1. Turn the ignition key OFF.
(!2.%333)$% 2. Disconnect the harness connector from the
VA
Boost Air Pressure/Temperature Sensor.
Figure 66
1. Turn the ignition key OFF. 4. Measure the voltage between pin 3 on the
2. Disconnect the Boost Air harness side of the Boost Air
Pressure/Temperature Sensor. Pressure/Temperature Sensor and a good
3. Disconnect Engine Management System If the measured voltage is approximately
(EMS) Module connector A. 5 volts, go to “Test 12 — Checking for an
4. Check for continuity between EMS Module Open Sensor Return Line” on page 87.
connector A pin 7 and Boost Air If the measured voltage is greater than
Pressure/Temperature Sensor harness approximately 5 volts, go to “Test 11 —
connector pin 3 (see Figure 66). Checking for a Short Circuit to Voltage in the
If continuity exists, go to “Test 10 — Voltage Reference Line” on page 86.
Voltage Reference Line” on page 86.
the open between Boost Air
pin 3 and EMS Module connector A pin 7.

MID 128-PID 102
Test 8 — Checking for a Short Test 9 — Checking for an Open in
Circuit to Voltage in the Sensor the Sensor Signal Line
Signal Line 69
68
"//34!)202%3352%
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6 (!2.%33#/..%#4/2

(!2.%333)$%

%-3-/$5,%#/..%#4/2!
(!2.%333)$% VA
Figure 68

1. Turn the ignition key OFF. %-3-/$5,%#/..%#4/2!
2. Disconnect the Boost Air (!2.%333)$%
VA
Figure 69
(EMS) Module connector A. 1. Turn the ignition key OFF.
4. Measure the voltage between EMS Module 2. Disconnect the Boost Air
connector A pin 22 and a good ground (see Pressure/Temperature Sensor.
Figure 68).
If there is NO voltage present, and FMI 3 is 3. Disconnect Engine Management System
still set, replace the EMS Module and retest (EMS) Module connector A.
the system. 4. Check for continuity between EMS Module
If voltage is measured, the signal line is connector A pin 22 and Boost Air
shorted to voltage, locate and repair the Pressure/Temperature Sensor harness
short to voltage and retest the system. connector pin 4 (see Figure 69).
If continuity exists, replace the Boost Air
Pressure/Temperature Sensor and retest the
system. If PID 102 is still set, replace the
EMS Module.
the open in the Boost Air
Pressure/Temperature Sensor signal line.

MID 128-PID 102
Test 10 — Checking for a Short Test 11 — Checking for a Short
Circuit to Ground in the Voltage Circuit to Voltage in the Voltage
Reference Line Reference Line
70 71

%-3-/$5,%#/..%#4/2!
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(!2.%333)$%
VA VA
Figure 70 Figure 71
2. Disconnect the Boost Air 2. Disconnect the Boost Air
Pressure/Temperature Sensor. Pressure/Temperature Sensor.
3. Disconnect Engine Management System 3. Disconnect Engine Management System
(EMS) Module connector A. (EMS) Module connector A.
4. Check for continuity between EMS Module 4. Measure the voltage between EMS Module
connector A pin 7 and a good ground (see connector A pin 7 and a good ground (see
Figure 70). Figure 71).
If continuity exists, locate and repair the If there is NO voltage present, reconnect the
short circuit to ground in the voltage Boost Air Pressure/Temperature Sensor
reference line. connector and the Engine Management
If there is NO continuity, check the EMS System (EMS) Module connectors and
terminal contact at A7. If it is OK, reconnect retest the system. If code PID 102 is still set,
the Boost Air Pressure/Temperature Sensor replace the EMS Module.
and the EMS Module connector and retest If voltage is measured, the Boost Air
the system. If PID 102 is still active, replace Pressure/Temperature voltage reference line
the EMS Module. is shorted to voltage. Locate and repair the
short circuit to voltage.

MID 128-PID 102
Test 12 — Checking for an Open Test 13 — Checking for a Faulty
Sensor Return Line Boost Air Pressure/Temperature
72 Sensor
"//34!)202%3352%
4%-0%2!452%3%.3/2 2. Replace the Boost Air
(!2.%33#/..%#4/2 Pressure/Temperature Sensor.

(!2.%333)$%
If PID 102 is still active, reinstall the original
Boost Air Pressure/Temperature Sensor and
replace the Engine Management System
(EMS) Module.
If PID 102 is NOT present, replacing the
Boost Air Pressure/Temperature Sensor has
solved the problem. Check all connectors to
ensure proper connections.

%-3-/$5,%#/..%#4/2!
(!2.%333)$%
VA
Figure 72

2. Disconnect the Boost Air
(EMS) Module connector A.
4. On the harness side of the Boost Air
Pressure/Temperature Sensor connector,
check for continuity between EMS Module
connector A pin 11 and Boost Air
pin 1 (see Figure 72).
Checking for a Faulty Boost Air
Pressure/Temperature Sensor” on page 87.
If there is NO continuity, there is an open in
the sensor return line. Locate and repair the
open circuit.

MID 128-PID 103
MID 128-PID 103
MID 128 PID 103 — TURBO SPEED SENSOR

73
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452"/
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Figure 73 — Turbo Speed Sensor Circuit
Failure Mode Identifier (FMI): 1 (Data Valid, but must be running for the diagnostic to take place
Below Normal), 11 (Mode Not Identifiable) (turbo speed is not measured when the engine is
stopped - service tools will generally freeze on
Parameter Identification (PID): P103 the last known value).
Message Identification (MID): 128 Normal Turbo Speed Sensor Parameters: The
Turbo Speed Sensor has a resistance of
Circuit Description: The Turbo Speed Sensor is 600–1000 ohms at 77°F (25°C).
an inductive sensor. When the engine is running,
the turbocharger shaft rotates past the Turbo
Speed Sensor tip and a pulsed voltage signal is Test 1 — Checking for PID 103
generated. The Engine Management System 1. Verify that PID 103 is set.
(EMS) Module monitors the frequency of the
signal generated by the Turbo Speed Sensor to If PID 103 is set, go to “Test 2 — Checking
calculate the turbo speed. PID 103 Failure Mode Identifier (FMI)” on
page 89.
Location: The Turbo Speed Sensor is located on If PID 103 is not set, the code is intermittent.
the right side of the engine and mounted in the Wiggle the wires and connectors to try to set
turbocharger. the code. Visually inspect the Turbo Speed
Sensor connector and wires for poor
Code Setting Conditions: If the EMS Module connections.
detects an open, short to ground or short to
voltage in the Turbo Speed Sensor signal circuit,
the Electronic Malfunction Lamp (EML) will turn
ON and PID 103 will set. PID 103 will also set if
the turbocharger wheel speed is not within the
predetermined limits at a given engine speed. A
fault is logged if the measured turbocharger
speed is 25% or more lower than the target wheel
speed for the measured boost. The speed must
be low for approximately 5 seconds. The engine

MID 128-PID 103
Test 2 — Checking PID 103 Failure 3. Measure the resistance across terminals 1
and 2 of the Turbo Speed Sensor (see
Mode Identifier (FMI) Figure 74).
1. Turn the ignition key ON. If the resistance is between 600–1000 ohms
at 77°F (25°C), go to “Test 4 — Checking for
2. Check the Failure Mode Identifier (FMI) a Short Circuit to Ground in the Sensor” on
using a diagnostic computer. page 89.
If the FMI is 1 (Data Valid, but Below If the resistance is NOT between
Normal), troubleshoot the turbocharger 600–1000 ohms at 77°F (25°C), inspect the
assembly for a possible mechanical defect Turbo Speed Sensor connector for damage.
or problem such as chipped or broken If no damage is evident, replace the Turbo
blades, worn shaft bearing, Variable Speed Sensor.
Geometry Turbo System or inadequate
lubrication to the turbocharger. “Test 3 —
Checking for an Open Sensor” on page 89. Test 4 — Checking for a Short
If the FMI is 11 (Mode Not Identifiable), the Circuit to Ground in the Sensor
Turbo Speed Sensor signal to the Engine
Management System (EMS) Module may be 75
shorted, open or not present, go to “Test 3

— Checking for an Open Sensor” on page
89.

Test 3 — Checking for an Open

Sensor
74

Figure 75

2. Disconnect the Turbo Speed Sensor

connector.
3. Check for continuity between pins 1 and 2 of

the Turbo Speed Sensor and a good ground
(see Figure 75).

If continuity exists, replace the Turbo Speed
Sensor.
Figure 74
1. Turn the ignition key OFF. Checking for Continuity Between the Turbo
Speed Sensor and the EMS Module” on
2. Disconnect the Turbo Speed Sensor page 90.
connector.

MID 128-PID 103
Test 5 — Checking for Continuity Test 6 — Checking for a Short to
Between the Turbo Speed Sensor Ground in the Harness
and the EMS Module 77
76

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(!2.%33#/..%#4/2
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Figure 77

2. Remove the jumper from the Turbo Speed
Sensor harness connector.
%-3-/$5,%#/..%#4/2!
(!2.%333)$% VA
Figure 76
connector A pin 41 and a good ground (see
Figure 77).
Check for continuity between EMS Module
2. Disconnect the Turbo Speed Sensor connector A pin 42 and a good ground (see
connector. Figure 77).
3. Disconnect EMS Module connector A. If continuity exists between either pin and
ground, there is short to ground in one of the
4. Install a jumper between pins 1 and 2 of the
circuits between the Turbo Speed Sensor
Turbo Speed Sensor harness connector.
and the EMS Module connector A. Locate
5. Check for continuity between EMS Module and repair the short to ground.
connector A pins 41 and 42 (see Figure 76). If there is NO continuity, go to “Test 7 —
If continuity exists, go to “Test 6 — Checking Checking for a Short Circuit to Voltage in the
for a Short to Ground in the Harness” on Harness” on page 91.
page 90.
one of the circuits between the Turbo Speed
Sensor and the EMS Module connector A.
Locate and repair the open circuit.

MID 128-PID 103
Test 7 — Checking for a Short Test 8 — Checking for a Pin to Pin
Circuit to Voltage in the Harness Short in the Harness
78 79
6 6
!,,/4(%20).3
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(!2.%333)$% (!2.%333)$%
VA VA
Figure 78 Figure 79
2. Disconnect the Turbo Speed Sensor 2. Disconnect EMS Module connectors A
connector. and B.
3. Disconnect EMS Module connector A. 3. Disconnect the Turbo Speed Sensor
connector.
5. Measure the voltage between EMS Module
connector A pins 41 and 42 and all other
connector A pins 41 and 42 and a good
pins on EMS Module connectors A and B
(see Figure 79).
If there is NO voltage present, go to “Test 8
If continuity exists, there is short to one of
— Checking for a Pin to Pin Short in the
the other EMS Module circuits. Locate and
Harness” on page 91.
repair the short circuit.
0.5 volts, there is short to voltage in one of
Checking for a Faulty EMS Module” on page
the circuits between the Turbo Speed
92.
Sensor and the EMS Module connector A.
Locate and repair the short to voltage.

MID 128-PID 103
Test 9 — Checking for a Faulty EMS
Module
1. Connect the Turbo Speed Sensor harness
connector.
2. Connect connectors A and B to the EMS
Module.
If PID 103 is active, replace the Turbo Speed
Sensor and retest the system. If PID 103 is
still active, replace the EMS Module and
retest the system.
If PID 103 is not active, the diagnostic
connections.

MID 128-PID 105
MID 128-PID 105
MID 128 PID 105 — BOOST AIR PRESSURE/TEMPERATURE

SENSOR
80
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Figure 80 — Boost Air Pressure/Temperature Sensor Circuit
Failure Mode Identifier (FMI):4 (Voltage Low), Location: The Boost Pressure and Temperature
5 (Current Low/Open) Sensor is located in the air intake manifold.

Message Identification (MID): 128 will set when the EMS Module senses that the
Boost Pressure and Temperature Sensor signal
Circuit Description: The Boost Air voltage is less than 0.1 volts or greater than
Pressure/Temperature Sensor is used to monitor 4.55 volts. If the Boost Air Pressure/Temperature
the pressure and temperature of the air in the Sensor voltage is between 0.1 volts and
intake system downstream from the turbocharger. 4.55 volts, the fault will become inactive.
The sensor consists of a pressure sensitive
diaphragm/amplifier and NTC temperature
sensor. Air pressure causes the sensor's
EMS Module. The EMS Module will set a fault
code if the sensor signal is not within
predetermined limits, or the signal is not rational.

MID 128-PID 105
Test 1 — Checking for PID 105 Test 3 — Checking Sensor
1. Verify that PID 105 is set. Resistance
81
If PID 105 is set, go to “Test 2 — Checking
PID 105 Failure Mode Identifier (FMI)” on
page 94.
If PID 105 is NOT set, wiggle the harness
Visually inspect the Boost Air

Test 2 — Checking PID 105 Failure


3 — Checking Sensor Resistance” on page

94.

Figure 81
If both PID 105 FMI 5 and PID 102 FMI 3 are 1. Turn the ignition key OFF.
present, there may be intermittent or total loss of
the ground at connector A pin 11 of the EMS
Pressure/Temperature Sensor connector.
Module.
3. Measure the resistance between pins 1 and
If the FMI is 4 (voltage low), go to “Test 4 — 2 of the Boost Air Pressure/Temperature
Checking for a Short Circuit to Ground in the Sensor with the ambient air temperature
Sensor” on page 95. between 32° and 203°F (0° and 95°C) (see
Figure 81).
Temperature Sensor Sensor Resistance

32°F (0°C) 5887 ohms
41°F (5°C) 4707 ohms
59°F (15°C) 3074.9 ohms
77°F (25°C) 2062.9 ohms
95°F (35°C) 1431.8 ohms
113°F (45°C) 1080.6 ohms
131°F (55°C) 720.7 ohms
149°F (65°C) 521.9 ohms
167°F (75°C) 382.89 ohms
185°F (85°C) 284.37 ohms
203°F (95°C) 213.67 ohms
If the measured resistance is between 5887

and 213.67 ohms, go to “Test 5 — Checking
Signal Line Voltage” on page 95.
If the measured resistance is NOT between
5887 and 213.67 ohms, replace the sensor.

MID 128-PID 105
Test 4 — Checking for a Short Test 5 — Checking Signal Line
Circuit to Ground in the Sensor Voltage
82 83

Figure 82 Figure 83
1. Turn the ignition key OFF. 1. Disconnect the Boost Air

Pressure/Temperature Sensor harness
connector.
Pressure/Temperature Sensor connector.
Boost Air Pressure/Temperature Sensor and 3. Measure the voltage between Boost Air
a good ground (see Figure 82). Pressure/Temperature Sensor harness
Figure 83).
Boost Air Pressure/Temperature Sensor and
a good ground (see Figure 82). If the measured voltage is greater than
5.5 volts, the Boost Air
5. Check for continuity between pin 3 of the Pressure/Temperature Sensor signal wire is
Boost Air Pressure/Temperature Sensor and shorted to voltage; go to “Test 7 — Checking
a good ground (see Figure 82). for a Short Circuit to Voltage in the Signal
6. Check for continuity between pin 4 of the Line” on page 96.
Boost Air Pressure/Temperature Sensor and If the measured voltage is less than
a good ground (see Figure 82). 4.5-5.5 volts, go to “Test 8 — Checking for
If continuity exists on any pin, replace the an Open Boost Air Pressure/Temperature
Boost Air Pressure/Temperature Sensor. Sensor Signal Line” on page 97.

MID 128-PID 105
Test 6 — Checking Sensor If the measured resistance is between 5887
and 213.67 ohms, go to “Test 9 — Checking
Resistance for a Short Circuit in the Harness Between
84 the Engine Management System (EMS)
Module and the Boost Air
Pressure/Temperature Sensor” on page 97.
5887 and 213.67 ohms, replace the Boost
Air Pressure/Temperature Sensor.
Test 7 — Checking for a Short

Circuit to Voltage in the Signal Line
85

Figure 84

connector.

3. Measure the resistance between pins 1 and %-3-/$5,%#/..%#4/2!
2 of the Boost Air Pressure/Temperature (!2.%333)$% VA
Sensor with the ambient air temperature
between 32° and 203°F (0° and 95°C) (see Figure 85
Figure 84).
32°F (0°C) 5887 ohms Pressure/Temperature Sensor connector.
41°F (5°C) 4707 ohms 3. Disconnect connector A from the Engine
59°F (15°C) 3074.9 ohms Management System (EMS) Module.
77°F (25°C) 2062.9 ohms 4. Turn the ignition key ON.
95°F (35°C) 1431.8 ohms 5. Measure the voltage between Engine
113°F (45°C) 1080.6 ohms Management System (EMS) Module
harness connector A pin 47 and a good
131°F (55°C) 720.7 ohms
149°F (65°C) 521.9 ohms If there is NO voltage indicated, go to “Test
167°F (75°C) 382.89 ohms 10 — Checking for a Short Circuit at the
185°F (85°C) 284.37 ohms Engine Management System (EMS) Module
203°F (95°C) 213.67 ohms
If voltage is present, go to “Test 11 —
Checking for a Pin to Pin Short in the

MID 128-PID 105
Boost Air Pressure/Temperature Circuit in the Harness Between the
Sensor Signal Line Engine Management System (EMS)
86 Module and the Boost Air
Pressure/Temperature Sensor
87

"//34!)202%3352%
4%-0%2!452%3%.3/2
(!2.%33#/..%#4/2
(!2.%333)$%

Figure 87
%-3-/$5,%#/..%#4/2!
VA
Figure 86
1. Turn the ignition key OFF. connector.
2. Disconnect the Boost Air 3. Disconnect connector A from the Engine

Pressure/Temperature Sensor harness Management System (EMS) Module.
connector. 4. Check for continuity between pin 2 of the
3. Disconnect Engine Management System Boost Air Pressure/Temperature Sensor
(EMS) Module connector A. harness connector and a good ground (see
Figure 87).
4. Check for continuity between pin 2 of the If continuity exists between pin 2 and
Boost Air Pressure/Temperature Sensor ground, go to “Test 11 — Checking for a Pin
harness connector and Engine Management to Pin Short in the Harness” on page 98.
System (EMS) Module harness connector A
pin 47 (see Figure 86). If there is NO continuity, go to “Test 12 —
Checking for Proper Supply Voltage to the
If there is NO continuity, locate and repair Sensor” on page 99.
the open in the signal circuit between the
Boost Air Pressure/Temperature Sensor
harness connector and Engine Management
System (EMS) Module harness connector.

MID 128-PID 105
Circuit at the Engine Management Short in the Harness
System (EMS) Module Connector 88

2. Connect the Boost Air
Pressure/Temperature Sensor harness !,,/4(%2
connector. 0).3/.%-3
-/$5,%
3. Connect connectors to the Engine #/..%#4/23
Management System (EMS) Module. !!.$"

If PID 105 is still active, check the Engine
Management System (EMS) Module and
connector A for dirt, loose or shorted pins, or
any other repairable damage. If no problems
are evident or are NOT repairable, replace
the Engine Management System (EMS)
If PID 105 is NOT active, the diagnostic
procedures have corrected the problem. %-3-/$5,%#/..%#4/2!
Check all connectors to ensure proper (!2.%333)$%
VA
connections.
Figure 88

connector.
(EMS) Module harness connectors A, and B.
4. Check for continuity between Engine
Management System (EMS) Module
harness connector A pin 47 and all other
pins on Engine Management System (EMS)
Module connectors A and B (see Figure 88).
If continuity exists, the signal line is shorted
to one of the other Engine Management
System (EMS) Module circuits. Locate and
repair the short circuit to voltage, then
replace the sensor.
If there is NO continuity, the signal line is
shorted somewhere else in the harness.
Locate and repair the short circuit to voltage,
then replace the sensor.

MID 128-PID 105
Test 12 — Checking for Proper Test 13 — Checking the Engine
Supply Voltage to the Sensor Management System (EMS) Module
89 Connector for an Open Circuit
1. Visually inspect Engine Management
pins for dirt, loose pins or deformed
contacts.
2. If a repairable open is found, repair Engine
harness connector A.

If the terminals are making good contact, go

to “Test 14 — Checking for a Short Circuit at
Module Connector” on page 99.

Circuit at the Engine Management
System (EMS) Module Connector


2. Connect the Boost Air
Figure 89
connector.
3. Connect connector A to the Engine
Management System (EMS) Module.
connector. 4. Turn the ignition key ON.
3. Connect connector A to the Engine If PID 105 is still active, check the Engine
Management System (EMS) Module. Management System (EMS) Module and
connectors A, and B for dirt, loose or
4. Turn the ignition key ON. shorted pins, or any other repairable
5. Measure the voltage between pin 2 of the damage. If no problems are evident, or are
Boost Air Pressure/Temperature Sensor NOT repairable, replace the Boost Air
harness connector and a good ground (see Pressure/Temperature Sensor and retest the
Figure 89). system. If PID 105 is still active, replace the
EMS Module and retest the system.
If the measured voltage is between 4.8 and
5.15 volts, check the Boost Air If PID 105 is NOT active, the diagnostic
Pressure/Temperature Sensor harness procedures have corrected the problem.
connector for deformed pins or insufficient Check all connectors to ensure proper
contact with the Boost Air connections.
Pressure/Temperature Sensor pins. If the
pins are not damaged, replace the Boost Air
Pressure/Temperature Sensor and retest the
system. If PID 105 is still active, replace the
Connector for an Open Circuit” on page 99.

MID 128-PID 108
MID 128-PID 108
MID 128 PID 108 — AMBIENT

PRESSURE SENSOR
Failure Mode Identifier (FMI): 2 (Data Erratic),
3 (Voltage High/Open), 4 (Voltage Low)
Parameter Identification (PID): P108
Location: The Ambient Pressure Sensor is

located inside the Engine Management System
(EMS) Module.
The Ambient Pressure Sensor is shorted to

another circuit. If the code is active, attempt to
clear the code from memory and check if the
code resets. If PID 108 resets, replace the Engine
Management System (EMS) Module and retest
the system.

MID 128-PID 110
MID 128-PID 110
MID 128 PID 110 — ENGINE COOLANT TEMPERATURE SENSOR

90
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Figure 90 — Engine Coolant Temperature Sensor
Failure Mode Identifier (FMI): 0 (Valid High), 4 will set with Failure Mode Identifier (FMI) code 4 if
(Voltage Low), 5 (Voltage High/Open) the EMS Module senses that the ECT Sensor
signal voltage is less than .17 volts. FMI code 5
Parameter Identification (PID): P110 will set if the ECT Sensor signal voltage is greater
than 4.92 volts. If the EMS Module senses that
Message Identification (MID): 128 the ECT Sensor signal is critically above range
(219°F [104°C]), FMI code 0 will be set.
Circuit Description: The Engine Coolant
Temperature (ECT) Sensor is a thermistor. The Normal ECT Sensor Parameters: The Engine
resistance of the ECT Sensor changes inversely Coolant Temperature (ECT) Sensor has a
to the temperature of the engine coolant. When resistance between 5896 ohms at 32°F (0°C) and
the coolant is cold, the sensor resistance is high. 243 ohms at 194°F (90°C).
As the temperature of the coolant increases, the
sensor resistance decreases. The Engine
voltage drop across the ECT Sensor. The coolant
temperature signal is used to calculate fuel
injection and to evaluate operating conditions of
the engine coolant temperature. Examples of
conditions that may cause high coolant
temperature are: thermostat failure, fan failure,
heavy load, high ambient temperatures and
radiator blockage.
Location: The Engine Coolant Temperature

(ECT) Sensor is located on the right front side of
the engine.

Malfunction Lamp (EML) will turn on and
Parameter Identification Code (PID) code P110

MID 128-PID 110
Test 1 — Checking for Code P110 Test 4 — Checking for a Short
1. Verify that code P110 is set. Circuit to Ground in the Sensor
If code P110 is set, go to “Test 2 — 91
Checking Code P110 Failure Mode Identifier

%.').%#//,!.4
(FMI)” on page 102.
4%-0%2!452%3%.3/2
If code P110 is NOT set, wiggle the harness 4%2-).!,3
and connectors to try to set the code. 3%.3/23)$%
Visually inspect the Engine Coolant

Temperature (ECT) Sensor connector and
Test 2 — Checking Code P110

using a diagnostic computer. %.').%#//,!.4
If the FMI is 5 (voltage high/open), go to 4%-0%2!452%3%.3/2
“Test 3 — Checking for Other Codes” on 4%2-).!,3
page 102. 3%.3/23)$%
If the FMI is 0 (valid high), check the cooling
system to determine the cause of high
coolant temperature.
VA
Test 3 — Checking for Other Codes
Figure 91
1. Are codes P94, P100 or P153 also set?
If other codes are also set, go to “Test 5 — 1. Turn the ignition key OFF.
Checking for an Open ECT Sensor Return 2. Disconnect the Engine Coolant Temperature
Line” on page 103. (ECT) Sensor connector.
If other codes are NOT set, go to “Test 6 —
Checking Sensor Resistance” on page 103. 3. Check for continuity between either pin of
the ECT Sensor and a good ground (see
Figure 91).
If continuity exists, replace the ECT Sensor.

MID 128-PID 110
Test 5 — Checking for an Open ECT Test 6 — Checking Sensor
Sensor Return Line Resistance
92 93
%.').%#//,!.4
4%-0%2!452%3%.3/2
(!2.%33#/..%#4/2
(!2.%333)$%

*5-0%20).3 %.').%#//,!.4

!.$ 4%-0%2!452%3%.3/2
4%2-).!,3
3%.3/23)$%
VA
Figure 93

2. Disconnect the Engine Coolant Temperature
(ECT) Sensor connector.
%-3-/$5,%#/..%#4/2" 3. Measure the resistance across the pins of
(!2.%333)$% VA the ECT Sensor. The correct specifications
are in the table below.
Figure 92
Coolant Temperature
1. Turn the ignition key OFF. Sensor Sensor Resistance
2. Disconnect the Engine Coolant Temperature -40°F (-40°C) 45313 ohms
(ECT) Sensor connector. 14°F (-10°C) 9397 ohms
3. Disconnect connector B from the EMS 32°F (0°C) 5896 ohms
Module. 50°F (10°C) 3792 ohms
68°F (20°C) 2500 ohms
4. Connect a jumper between EMS Module
harness connector B pins 18 and 27 (see 104°F (40°C) 1175 ohms
Figure 92). 122°F (50°C) 834 ohms
158°F (70°C) 435 ohms
5. Check for continuity between pins Black
3874 and Brown 3876 of the ECT Sensor 194°F (90°C) 243 ohms
harness connector. 230°F (110°C) 144 ohms
If continuity exists, go to “Test 8 — Checking 284°F (140°C) 71 ohms
for Voltage on the Sensor Return Line” on
page 104. If the resistance of the sensor is between
If there is NO continuity, there is an open 45313 and 71 ohms at the correct
ground circuit in the harness between the temperature, go to “Test 9 — Checking the
common ground splice to the ECT Sensor Signal Line Voltage” on page 105.
Sensor and the EMS Module. Locate and If the resistance of the sensor is NOT within
repair the open circuit. normal operating parameters (45313 to
71 ohms), replace the sensor.

MID 128-PID 110
Test 7 — Checking Sensor Test 8 — Checking for Voltage on
Resistance the Sensor Return Line
94 95

%.').%#//,!.4
4%-0%2!452%3%.3/2
4%2-).!,3
3%.3/23)$% %-3-/$5,%#/..%#4/2"
VA (!2.%333)$% VA
Figure 94 Figure 95
2. Disconnect the ECT Sensor connector.
2. Disconnect the Engine Coolant Temperature
3. Measure the resistance across the pins of (ECT) Sensor connector.
the ECT Sensor. The correct specifications
are in the table below. 3. Disconnect connector B from the EMS
Module.
Coolant Temperature 4. Measure the voltage between EMS Module
Sensor Sensor Resistance
connector B pin 18 and a good ground (see
-40°F (-40°C) 45313 ohms
Figure 95).
14°F (-10°C) 9397 ohms
If there is less than 0.5 volts present, go to
32°F (0°C) 5896 ohms
“Test 11 — Checking the EMS Module
50°F (10°C) 3792 ohms Connector for an Open in the Sensor Return
68°F (20°C) 2500 ohms Line” on page 106.
104°F (40°C) 1175 ohms If there is more than 0.5 volts present, there
122°F (50°C) 834 ohms is a short circuit to voltage in the sensor
158°F (70°C) 435 ohms return line. Locate and repair the short
194°F (90°C) 243 ohms circuit to voltage.
230°F (110°C) 144 ohms
284°F (140°C) 71 ohms
If the resistance of the sensor is between

45313 and 71 ohms at the correct
temperature, go to “Test 10 — Checking for
a Short Circuit in the Harness Between the
EMS Module and the ECT Sensor” on page
105.
If the resistance is out of range, replace the
ECT Sensor.

MID 128-PID 110
Test 9 — Checking the Signal Line Test 10 — Checking for a Short
Voltage Circuit in the Harness Between the
96 EMS Module and the ECT Sensor
97

%.').%#//,!.4
4%-0%2!452%3%.3/2
%.').%#//,!.4
(!2.%33#/..%#4/2
4%-0%2!452%3%.3/2
(!2.%333)$%
(!2.%33#/..%#4/2
(!2.%333)$%
VA VA
Figure 96 Figure 97
1. Disconnect the ECT Sensor connector. 1. Turn the ignition key OFF.
2. Turn the ignition key ON. 2. Disconnect the ECT Sensor connector.
3. Measure the voltage between the ECT 3. Disconnect the EMS Module harness
Sensor harness connector pin 1 and a good connector B.
4. Check for continuity between pin
If the measured voltage is greater than Brown 3876 of the ECT Sensor harness
5.5 volts, the ECT Sensor signal line is connector and a good ground (see
shorted to voltage; go to “Test 12 — Figure 97).
Checking for a Short Circuit to Voltage in the
If continuity exists between pin Brown 3876
Sensor Signal Line” on page 106.
and ground, go to “Test 14 — Checking for a
If the measured voltage is between 4.5 and Pin to Pin Short in the Harness” on page
5.5 volts, go to “Test 13 — Checking for an 107.
Open ECT Sensor Signal Line” on page 106.

MID 128-PID 110
Test 11 — Checking the EMS If there is NO voltage indicated, go to “Test
17 — Checking for a Short Circuit at the
Module Connector for an Open in EMS Module Connector” on page 108.
the Sensor Return Line If voltage is present, go to “Test 18 —
Checking for a Pin to Pin Short Circuit in the
connector B pin 18 for dirt, looseness, or
deformed contacts.
If dirt, looseness, or deformed contacts are Test 13 — Checking for an Open
found, or the pin feels loose, repair EMS ECT Sensor Signal Line
Module harness connector B.
99
If the test lead is making good contact with
EMS Module harness connector B pin 18,

go to “Test 16 — Checking for Code P110”
on page 108.

Circuit to Voltage in the Sensor
Signal Line
%.').%#//,!.4
98 4%-0%2!452%3%.3/2
(!2.%33#/..%#4/2
(!2.%333)$%
6

%-3-/$5,%#/..%#4/2"
(!2.%333)$%
VA
Figure 99
%-3-/$5,%#/..%#4/2"
VA 2. Disconnect the ECT Sensor connector.
Figure 98 3. Disconnect EMS Module connector B.
4. Check for continuity between pin Brown
1. Turn the ignition key OFF. 3876 of the ECT Sensor harness connector
2. Disconnect the ECT Sensor connector. and EMS Module harness connector B
pin 27 (see Figure 99).
Module. If there is NO continuity, locate and repair
the open signal circuit between the ECT
4. Turn the ignition key ON. Sensor harness connector and EMS Module
5. Measure the voltage between EMS Module harness connector B pin 27.
harness connector B pin 27 and a good If continuity exists, go to “Test 19 —
ground (see Figure 98). Checking for an Open ECT Sensor Return
Circuit” on page 109.

MID 128-PID 110
Test 14 — Checking for a Pin to Pin Test 15 — Checking for Proper
Short in the Harness Supply Voltage to the Sensor
100 101
!,,/4(%20).3

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4%-0%2!452%3%.3/2
(!2.%33#/..%#4/2
(!2.%333)$%

%-3-/$5,%#/..%#4/2" VA
(!2.%333)$% Figure 101
VA
Figure 100
2. Disconnect the ECT Sensor connector.
1. Turn the ignition key OFF. 3. Connect connector B to the EMS Module.
2. Disconnect the ECT Sensor connector. 4. Turn the ignition key ON.
3. Disconnect EMS Module connectors A 5. Measure the voltage at pin Brown 3876 of
and B. the ECT Sensor harness connector and a
4. Check for continuity between EMS Module good ground (see Figure 101).
harness connector B pin 27 and all other If the measured voltage is between 4.5 and
pins on EMS Module harness connectors A 5.5 volts, check the ECT Sensor harness
and B (see Figure 100). connector for deformed pins or insufficient
If continuity exists, the signal line is shorted contact with the ECT Sensor pins.
to one of the other EMS Module circuits. If the measured voltage is less than
Locate and repair the short circuit. 4.5 volts, go to “Test 20 — Checking for a
If there is NO continuity, the signal line is Short Circuit at the EMS Module Connector”
shorted to ground somewhere else in the on page 109.
harness. Locate and repair the short circuit
to ground.

MID 128-PID 110
Test 16 — Checking for Code P110 Test 18 — Checking for a Pin to Pin
1. Connect the ECT Sensor connector. Short Circuit in the Harness
102
2. Connect EMS Module harness connector B
to the EMS Module.
If code P110 is still active, replace the EMS
Module and retest the system. !,,/4(%20).3

If code P110 is NOT active, the procedures /.%-3-/$5,%
have corrected the problem. Check all #/..%#4/2"
connectors to ensure proper connections.

Circuit at the EMS Module
Connector
2. Connect the ECT Sensor connector.

3. Connect connector B to the EMS Module. %-3-/$5,%#/..%#4/2"
(!2.%333)$%
4. Turn the ignition key ON. VA
If code P110 is still active, check the EMS Figure 102

Module and connectors A and B for dirt,
loose or shorted pins, or any other 1. Turn the ignition key OFF.
repairable damage. If no problems are
evident, or are NOT repairable, replace the 2. Disconnect the ECT Sensor connector.
EMS Module and retest the system. 3. Disconnect EMS Module connector B.
If code P110 is NOT active, the procedures
have corrected the problem. Check all 4. Check for continuity between EMS Module
connectors to ensure proper connections. harness connector B pin 27 and all other
pins on EMS Module connector B (see
Figure 102).
to one of the other EMS Module circuits.
Locate and repair the short circuit to voltage,
then replace the sensor.
shorted to voltage somewhere else in the
to voltage.

MID 128-PID 110
ECT Sensor Return Circuit Circuit at the EMS Module
103 Connector
2. Connect the ECT Sensor connector.

3. Connect connectors A and B to the EMS
Module.

If code P110 is still active, check the EMS
Module and connectors A and B for dirt,
loose or shorted pins, or any other
repairable damage. If no problems are
evident or are not repairable, replace the
%.').%#//,!.4 have corrected the problem. Check all
4%-0%2!452%3%.3/2
(!2.%33#/..%#4/2
(!2.%333)$%
VA Test 21 — Checking the EMS
Figure 103 Module Connector for an Open
1. Disconnect the ECT Sensor connector. Circuit
2. Turn the ignition key OFF. 1. Visually inspect EMS Module harness
3. Connect EMS Module connector B. connector B pins 27 and 18 for dirt, loose
pins or deformed contacts.
4. Check for continuity between pin Black 3874 If a repairable open is found, repair EMS
of the ECT Sensor harness connector and a Module harness connector B.
If there is NO continuity, locate and repair to “Test 22 — Checking the EMS Module” on
the open circuit in the harness between the page 109.
ECT Sensor and the common ground splice
with the other temperature sensors.
If continuity exists, check the ECT Sensor Test 22 — Checking the EMS
harness connector for damaged pins or Module
improper mating with the ECT Sensor. If the
ECT Sensor is OK, go to “Test 21 — 1. Connect the ECT Sensor connector.
Checking the EMS Module Connector for an 2. Connect connectors A and B to the EMS
Open Circuit” on page 109. Module.
If code P110 is still active, replace the EMS
have corrected the problem. Check all

MID 128-PID 111
MID 128-PID 111
MID 128 PID 111 — COOLANT LEVEL SWITCH

104
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VA
Figure 104 — Coolant Level Switch Circuit
Failure Mode Identifier (FMI): 1 (Data Valid, but Location: The Coolant Level Switch is located in
Less Than Normal), 3 (Voltage High/Open) the upper radiator tank or on the side of the
coolant reservoir.
Message Identification (MID): 128 active when the EMS Module detects that the
coolant level switch has experienced a power loss
Circuit Description: Voltage from the Engine or that the level can not be detected. Engine
Management System (EMS) Module is applied to power may be derated.
the Coolant Level Switch when the ignition switch
is in the ON position. When the reservoir runs
low, the coolant level switch opens the circuit. If Test 1 — Checking the Coolant
the EMS Module detects that the coolant level Level
switch has experienced a power loss or that the
level can not be detected, code P111 will set. 1. Check the coolant level.
If the coolant is at the appropriate level, go
to “Test 2 — Checking for Proper Switch
Operation” on page 111.
If the radiator and coolant overflow tank are
NOT filled to the correct level, fill the system
with coolant, check for the cause of the low
coolant, and ensure that the fault is no
longer active.

MID 128-PID 111
Test 2 — Checking for Proper Test 3 — Checking for Continuity in
Switch Operation the Return Line
2. Disconnect the Coolant Level Switch

connector.
3. With the coolant filled to the proper level,

check for continuity across the two terminals
of the Coolant Level Switch.
If continuity does not exists, replace the
Coolant Level Switch and retest the system.
If there is continuity, go to “Test 3 —
Checking for Continuity in the Return Line”
on page 111.
#//,!.4,%6%,37)4#(
(!2.%33#/..%#4/2
(!2.%333)$%

%-3-/$5,%#/..%#4/2"
(!2.%333)$%
VA
Figure 105

2. Disconnect EMS Module connector B and
the Coolant Level Switch connector.
3. Measure for continuity between EMS
Module connector B pin 10 and pin 2 of the
Coolant Level Switch connector (see
Figure 105).
for Continuity in the Signal Line” on page
112.

MID 128-PID 111
Test 4 — Checking for Continuity in Test 5 — Checking for a Short to
the Signal Line Power in the Supply Line
106
connector.
4. Measure for voltage between Coolant Level
Switch pin 1 and a good ground.
If measured voltage is NOT approximately
0 volts, locate and repair the short to power
in the harness.
#//,!.4,%6%,37)4#(
(!2.%33#/..%#4/2 If measured voltage is approximately 0 volts,
(!2.%333)$% go to “Test 6 — Checking for a Short to
Ground in the Supply Line” on page 112.


Ground in the Supply Line
connector.

%-3-/$5,%#/..%#4/2" 4. Check for continuity between Coolant Level
(!2.%333)$% Switch pin 1 and a good ground.
VA
Figure 106 short to ground in the harness.
If continuity does NOT exists, go to “Test 7
1. Turn the ignition key OFF. — Checking the EMS Module” on page 112.
2. Disconnect EMS Module connector B and
the Coolant Level Switch connector. Test 7 — Checking the EMS Module
3. Measure for continuity between EMS
Module connector B pin 23 and pin 1 of the
Coolant Level Switch connector (see 2. Reconnect the connectors to the Coolant
Figure 106). Level Switch.
If continuity exists, go to “Test 5 — Checking 3. Reconnect EMS Module connectors A
for a Short to Power in the Supply Line” on and B.
page 112.
4. Turn the ignition key ON and check for any
fault codes.
If PID 111 is still active, check EMS Module
connector A and B for dirt, shorted or
corroded pins, or any other repairable
damage. If no problems are evident, or are
not repairable, replace the EMS Module and
retest the system.

MID 128-PID 153
MID 128-PID 153
MID 128 PID 153 — CRANKCASE PRESSURE SENSOR

107
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VA
Figure 107 — Crankcase Pressure Sensor Circuit
Failure Mode Identifier (FMI): 0 (Valid High), Code Setting Conditions: The Electronic
3 (Voltage High/Open), 5 (Current Low/Open) Malfunction Lamp (EML) will illuminate when the
Crankcase Pressure (CP) Sensor signal line
Parameter Identification (PID): P153 voltage is less than 0.3 volts or greater than
4.75 volts. If the signal line voltage is between
Message Identification (MID): 128 0.3 volts and 4.75 volts the fault will become
inactive.
Circuit Description: The Crankcase Pressure
(CP) Sensor is used to detect crankcase Nominal Crankcase Pressure Sensor
pressure system failures. The sensor consists of Parameters: 0.3–4.75 volts.
a pressure sensitive diaphragm and amplifier.
Crankcase pressure causes the sensor's
Engine Management System (EMS) Module. The
EMS Module will set a fault code if the sensor
signal is not within predetermined limits.
Location: The Crankcase Pressure (CP) Sensor

is located on the left front of the valve cover.

MID 128-PID 153
Test 1 — Checking for Code P153 Test 3 — Checking the Crankcase
1. Verify that code P153 is set. Pressure (CP) Sensor Reference
If code P153 is set, go to “Test 2 — Voltage Line
Checking Code P153 Failure Mode Identifier 108
If code P153 is not set, wiggle the harness
and connectors to try and set the code.

If the FMI is 0 (valid high), check conditions
that may raise the crankcase internal

pressure. This fault code will remain active
during the entire drive cycle. Forced engine
idle and engine shutdown will occur from a
FMI of 0.

“Test 4 — Checking Code P153 Failure
Mode Identifier (FMI) with the Crankcase
Pressure (CP) Sensor Disconnected” on Figure 108
page 115.
If the FMI is 5 (current low/open), go to “Test 1. Turn the ignition key OFF.
3 — Checking the Crankcase Pressure (CP)
2. Disconnect the Crankcase Pressure (CP)
Sensor Reference Voltage Line” on page
Sensor.
114.
4. Measure the voltage between Crankcase
Pressure (CP) Sensor harness connector
pin 1 (reference voltage) and a good ground
(see Figure 108).
Crankcase Pressure (CP) Sensor Signal
Line for a Short Circuit to Ground” on page
115.
Harness for Continuity in the Crankcase
Pressure (CP) Sensor Reference Voltage
Line” on page 116.

MID 128-PID 153
Test 4 — Checking Code P153 Test 5 — Checking the Crankcase
Failure Mode Identifier (FMI) with Pressure (CP) Sensor Signal Line
the Crankcase Pressure (CP) for a Short Circuit to Ground
Sensor Disconnected 109

Sensor.

If the FMI code 3 (voltage high/open)
go to “Test 7 — Checking the Crankcase

Pressure (CP) Sensor Reference Voltage


Short in the Crankcase Pressure (CP)
Sensor Signal Line” on page 117.

Figure 109

2. Check for continuity between Crankcase
pin 2 (signal line) and a good ground (see
Figure 109).
Checking for Continuity in the Crankcase
Pressure (CP) Sensor Signal Line” on page
117.

MID 128-PID 153
Test 6 — Checking the Harness for Test 7 — Checking the Crankcase
Continuity in the Crankcase Pressure (CP) Sensor Reference
Pressure (CP) Sensor Reference Voltage Line
Voltage Line 111
110

.OT5SED

#2!.+#!3%02%3352%
3%.3/2(!2.%33#/..%#4/2
(!2.%333)$%

Figure 111

Sensor.

%-3-/$5,%#/..%#4/2"
(!2.%333)$% 4. Measure voltage between Crankcase
VA
Figure 110 pin 1 (reference voltage line) and a good
1. Turn the ignition key OFF. If the measured voltage is less than
2. Disconnect EMS Module connector B. 5.25 volts, go to “Test 11 — Checking the
Crankcase Pressure (CP) Sensor Return
3. Check for continuity between Crankcase Line for a Short Circuit” on page 118.
pin 1 (reference voltage line) and EMS If the measured voltage is greater than
Module harness connector B pin 17 (see 5.25 volts, go to “Test 12 — Checking the
Figure 110). Harness for a Pin to Pin Short in the
Crankcase Pressure (CP) Sensor Reference
If continuity exists, go to “Test 10 — Voltage Line” on page 119.
Checking the Harness for a Pin to Pin Short
in the Crankcase Pressure (CP) Sensor

MID 128-PID 153
Test 8 — Checking the Harness for a Test 9 — Checking for Continuity in
Pin to Pin Short in the Crankcase the Crankcase Pressure (CP)
Pressure (CP) Sensor Signal Line Sensor Signal Line
112 113

.OT5SED
!,,/4(%20).3
/.%-3-/$5,%

#/..%#4/23
!!.$"

%.').%/),
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(!2.%333)$%

%-3-/$5,%#/..%#4/2"
(!2.%333)$% VA
Figure 112

%-3-/$5,%#/..%#4/2"
Sensor.
(!2.%333)$% VA
and B. Figure 113
4. Check for continuity between EMS Module 1. Turn the ignition key OFF.
harness connector B pin 28 (signal line) and
all other pins in EMS Module harness 2. Disconnect the Crankcase Pressure (CP)
connectors A and B (see Figure 112). Sensor.
5. Visually check EMS Module connector B 3. Disconnect Engine Management System
pin 28 for a short circuit. (EMS) Module connector B.
If continuity exists or if there is a visual short, 4. Check for continuity between Crankcase
repair the short circuit to the signal line. Pressure (CP) Sensor harness connector
If there is NO continuity or visual short, pin 2 (signal line) and EMS Module harness
replace the EMS Module. connector B pin 28 (see Figure 113).
Checking the Crankcase Pressure (CP)
Sensor Connector” on page 119.

MID 128-PID 153
a Pin to Pin Short in the Crankcase Pressure (CP) Sensor Return Line
Pressure (CP) Sensor Reference for a Short Circuit
Voltage Line 115
114

!,,/4(%20).3
/.%-3-/$5,%
#/..%#4/23
!!.$"

%-3-/$5,%#/..%#4/2" Figure 115
(!2.%333)$% VA
Figure 114
1. Turn the ignition key OFF. Sensor.
2. Disconnect the Crankcase Pressure (CP) 3. Turn the ignition key ON.
Sensor. 4. Measure voltage between Crankcase
3. Disconnect Engine Management System Pressure (CP) Sensor harness connector
(EMS) Module connectors A and B. pin 4 (ground line) and a good ground (see
Figure 115).
If the measured voltage is 0.5 volts or less,
Pressure (CP) Sensor Return Line for an
Open Circuit” on page 120.
Figure 114).
5. Visually check EMS Module connector B 0.5 volts, go to “Test 15 — Checking the
pin 17 for a short circuit. Harness for a Pin to Pin Short in the
If continuity exists or if there is a visual short, Crankcase Pressure (CP) Sensor Return
repair the short circuit to the reference Line” on page 120.
voltage line.
If there is NO continuity or visual short,
replace the EMS Module.

MID 128-PID 153
a Pin to Pin Short in the Crankcase Pressure (CP) Sensor Connector
Pressure (CP) Sensor Reference
Voltage Line
116 Make sure that the test leads used for checking
1. Visually inspect both sides of the Crankcase

!,,/4(%20).3
/.%-3-/$5,%
Pressure (CP) Sensor connector for a
#/..%#4/23 repairable open.
!!.$" If there is a repairable fault or any of the pins
go to “Test 16 — Checking the EMS Module
Connector for an Open in the Crankcase
Pressure (CP) Sensor Signal Line” on page
121.

%-3-/$5,%#/..%#4/2"
(!2.%333)$% VA
Figure 116

Sensor.
Figure 116).
voltage line.

MID 128-PID 153
Test 14 — Checking the Crankcase Test 15 — Checking the Harness for
Pressure (CP) Sensor Return Line a Pin to Pin Short in the Crankcase
for an Open Circuit Pressure (CP) Sensor Return Line
117 118

!,,/4(%20).3
/.%-3-/$5,%
#/..%#4/23
!!.$"

%-3-/$5,%#/..%#4/2"
(!2.%333)$% VA
Figure 117
Figure 118
2. Disconnect the Crankcase Pressure (CP) 1. Turn the ignition key OFF.
Sensor. 2. Disconnect Engine Management System
3. Check for continuity between Crankcase (EMS) Module connectors A and B.
Pressure (CP) Sensor harness connector 3. Disconnect the Crankcase Pressure (CP)
pin 4 (ground line) and a good ground (see Sensor.
Figure 117).
If continuity exists, go to “Test 17 — harness connector B pin 18 (ground line)
Checking the Crankcase Pressure (CP) and all other pins in EMS Module harness
Sensor Connector” on page 121. connectors A and B (see Figure 118).
Checking the Harness for an Open in the 5. Visually check EMS Module connector B
Fuel Pressure (FP) Sensor Return Line” on pin 18 for a short circuit.
page 121. If continuity exists or if there is a visual short

MID 128-PID 153
Module Connector for an Open in an Open in the Fuel Pressure (FP)
the Crankcase Pressure (CP) Sensor Return Line
Sensor Signal Line 119


the signal line. .OT5SED

19 — Checking the Crankcase Pressure
(CP) Sensor for a Fault” on page 122.
#2!.+#!3%02%3352%
Test 17 — Checking the Crankcase 3%.3/2(!2.%33#/..%#4/2
Pressure (CP) Sensor Connector (!2.%333)$%
1. Visually inspect both sides of the Crankcase

Pressure (CP) Sensor connector for a
repairable open.
Pressure (CP) Sensor for a Fault” on page
123.
%-3-/$5,%#/..%#4/2"
(!2.%333)$%
VA
Figure 119

Sensor.
4. Check for continuity between Crankcase
pin 4 (ground line) and EMS Module
harness connector B pin 18 (see
Figure 119).
Open in the Crankcase Pressure (CP)
Sensor Return Line” on page 123.

MID 128-PID 153
Test 19 — Checking the Crankcase 4. Connect a jumper wire between Crankcase
Pressure (CP) Sensor pin 4 and a good
Pressure (CP) Sensor for a Fault ground.
120

Atmospheric pressure at sea level is 14.7 psia.

Atmospheric pressure decreases 1.0 psia for
2,343 feet of elevation.

Measure the voltage between Crankcase

ground at atmospheric pressures between
0 psia and 20 psia (see Figure 120). The
correct pressure and output voltage
specifications are shown in the table below.

Atmospheric Pressure Sensor Output

5.8 psia .5 volts

9.4 psia 1.5 volts
13 psia 2.5 volts

16.7 psia 3.5 volts
20 psia 4.5 volts

Test voltage should be approximately 3.0 volts at
Figure 120
atmospheric pressure.
1. Remove the Crankcase Pressure (CP)
If the Crankcase Pressure (CP) Sensor
Sensor.
output is correct throughout the entire
2. Connect the Crankcase Pressure (CP) pressure range, reinstall the sensor and
Sensor to a regulated air supply with an replace the EMS Module.
accurate atmospheric pressure gauge. If the Crankcase Pressure (CP) Sensor
3. Connect a jumper wire between Crankcase output is NOT correct throughout the entire
Pressure (CP) Sensor pin 1 and pin 1 on the pressure range, replace the Crankcase
sensor harness connector. Pressure (CP) Sensor and recheck the
system.

MID 128-PID 153
Test 20 — Checking the Crankcase
Pressure (CP) Sensor for a Fault
121
Atmospheric pressure at sea level is 14.7 psia.
Atmospheric pressure decreases 1.0 psia for

2,343 feet of elevation.

Measure the voltage between Crankcase

ground at atmospheric pressures between
0 psia and 20 psia (see Figure 120). The

correct pressure and output voltage
specifications are shown in the table below.
Atmospheric Pressure Sensor Output

5.8 psia .5 volts
9.4 psia 1.5 volts
13 psia 2.5 volts
16.7 psia 3.5 volts

20 psia 4.5 volts

Test voltage should be approximately 3.0 volts at

atmospheric pressure.

If the Crankcase Pressure (CP) Sensor
output is correct throughout the entire

pressure range, reinstall the sensor and
Figure 121 replace the EMS Module.
1. Remove the Crankcase Pressure (CP) If the Crankcase Pressure (CP) Sensor
Sensor from the engine. output is NOT correct throughout the entire
pressure range, replace the Crankcase
2. Connect the Crankcase Pressure (CP) Pressure (CP) Sensor and recheck the
Sensor to a regulated air supply with an system.
accurate pressure gauge.
3. Connect a jumper wire between Crankcase Test 21 — Checking the EMS
Pressure (CP) Sensor pin 1 and pin 1 on the
sensor harness connector. Module Connector for an Open in
4. Connect a jumper wire between Crankcase the Crankcase Pressure (CP)
Pressure (CP) Sensor pin 4 and a good Sensor Return Line
ground.
5. Turn the ignition key ON. connector B pin 18 for a repairable open in
the ground line.
If the pins are making good contact, replace
the EMS Module.

MID 128-PID 158
MID 128-PID 158
MID 128 PID 158 — BATTERY VOLTAGE

122
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Figure 122 — Engine Management System (EMS) Module
Failure Mode Identifier (FMI): 3 (Voltage Too Circuit Description: Battery voltage is monitored
High), 4 (Voltage Too Low) by the circuits within the Engine Management
System (EMS) Module.
Location: Inside the Engine Management
Message Identification (MID): 128 System (EMS) Module.
Code Setting Conditions: Code PID 158 will set

with an FMI 3 if the voltage rises above 19 volts
(12 volt system) or above 36 volts (24 volt
system). FMI 4 will set when the battery voltage
falls below 9 volts (12 volt system) or below
17 volts (24 volt system). Damage to the modules
and its components may occur with high battery
voltages.

MID 128-PID 158
Test 1 — Checking for Code PID 158 Test 3 — Checking Code PID 158
1. Verify that code PID 158 is set. Failure Mode Identifier (FMI)
If code PID 158 is set, go to “Test 2 — 1. Check the Failure Mode Identifier (FMI)
Checking for Other Codes” on page 125. using a diagnostic computer.
If code PID 158 is not set, wiggle the If the FMI is 3 (voltage too high), check the
harness and connectors to try to set the vehicles charging system. The generator
code. may be overcharging the batteries. Perform
vehicle charging system testing and
diagnosis.
If the FMI is 4 (voltage too low), check the
1. Are any other codes set? vehicle's charging system and external
If other codes are set, repair those codes charger if equipped. Perform vehicle
first then go to “Test 3 — Checking Code charging system testing and diagnosis.
page 125.
Checking Code PID 158 Failure Mode

MID 128-PID 171
MID 128-PID 171
MID 128 PID 171 — AMBIENT AIR TEMPERATURE STATUS

123
#%"
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$

# #
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$

Figure 123 — Instrument Cluster Module Circuit
Failure Mode Identifier (FMI): 9 (Data Absent)

MID 128-PID 171
Circuit Description: The V-MAC IV system uses Test 1 — Checking for Code PID 171
the J1939 data lines is used to control functions
and communicates between the Vehicle 1. Verify that code PID 171 is set.
Electronic Control Unit (VECU), Engine If code PID 171 is set, go to “Test 2 —
Management System (EMS) Module, Instrument Checking for Other Codes” on page 127.
Cluster Module (ICM) and accessory systems, If code PID 171 is not set, wiggle the
depending on vehicle model and option content. harness and connectors to try to set the
The J1939 data lines consist of an expandable code. Visually inspect the connectors and
data bus allowing the addition of accessory wires for poor connections.
control modules. The J1939 data lines are the
primary data bus. Data is prioritized and then
transmitted across the J1939 data lines to the Test 2 — Checking for Other Codes
appropriate control module. The V-MAC IV
system is designed to allow limp home engine 1. Is code MID 140 PID 171 set?
operation with the loss of the J1939 data signal If code MID 140 PID 171 is set, repair the
as long as the J1587 data lines are still code(s) MID 140 PID 171 first then retest the
operational. The ambient air temperature signal is system.
sent to the Instrument Cluster Module (ICM). The If only MID 128 PID 171 is set, a software
ICM then transmits the ambient air temperature problem in the Vehicle Electronic Control
data to the EMS Module via the J1939 data lines. Unit (VECU) or data bus problems may exist.
Reflashing the Vehicle Electronic Control
Location: The Instrument Cluster Module (ICM) Unit (VECU) or repairing the data lines may
is located near left side of the dash. The EMS correct the problem, call MACK Reliability
module is located on the left side of the engine Engineering.
block.
Code Setting Conditions: The Ambient Air

Temperature Status code will set when a fault is
detected in the Ambient Air Temperature Sensor,
the J1507/J1708 Data Lines or the Instrument
Cluster Module (ICM).

MID 128-PID 172
MID 128-PID 172
MID 128 PID 172 — INTAKE AIR TEMPERATURE AND HUMIDITY

SENSOR
124
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Figure 124 — Intake Air Temperature and Humidity (IATH) Sensor Circuit
Failure Mode Identifier (FMI): 4 (Voltage Low), 5 Code Setting Conditions: The Electronic
(Current Low/Open) Malfunction Lamp (EML) will turn on and PID 172
will set when the Engine Management System
Parameter Identification (PID): P172 (EMS) Module senses that the Intake Air
Temperature Sensor signal voltage is less than
Message Identification (MID): 128 0.5 volts or greater than 4.9 volts for 1 second. If
the Intake Air Temperature Sensor voltage
Circuit Description: The Intake Air Temperature returns to between 0.5 volts and 4.9 volts for
and Humidity (IATH) Sensor contains two more than 1 second, the fault will become
thermistors (one for temperature and one for inactive.
humidity). The resistance of each thermistor
varies inversely to temperature and humidity. By
monitoring the current flow through each
thermistor, the Engine Management System
(EMS) Module calculates the temperature and
humidity of the air entering the turbocharger.
Location: The Intake Air Temperature and

Humidity (IATH) Sensor is located in the inlet air
duct just before the turbocharger.

MID 128-PID 172
Test 1 — Checking for PID 172 Test 3 — Checking Sensor
1. Verify that PID 172 is set. Resistance
If PID 172 is set, go to “Test 2 — Checking 125

page 129.
If PID 172 is NOT set, wiggle the harness
Visually inspect the Intake Air Temperature
and Humidity (IATH) Sensor connector and
Test 2 — Checking PID 172 Failure


If the FMI is 5 (high/open), go to “Test 3 —



Figure 125

2. Disconnect the Intake Air Temperature and
Humidity (IATH) Sensor connector.
3. Measure the resistance between pins 3 and
4 of the Intake Air Temperature and Humidity
(IATH) Sensor with the ambient air
temperature between 32° and 104°F (0° and
40°C) (see Figure 125).

32°F (0°C) 30029 ohms
50°F (10°C) 18959 ohms
68°F (20°C) 12280 ohms
86°F (30°C) 8178 ohms
104°F (40°C) 5575 ohms
If the measured resistance is between

30029 and 5575 ohms, go to “Test 5 —
Checking Signal Line Voltage” on page 130.
30029 and 5575 ohms, replace the sensor.

MID 128-PID 172
Test 4 — Checking for a Short Test 5 — Checking Signal Line
Circuit to Ground in the Sensor Voltage
126 127

Figure 126 Figure 127
1. Turn the ignition key OFF. 1. Disconnect the Intake Air Temperature and
2. Disconnect the Intake Air Temperature and Humidity (IATH) Sensor harness connector.
Humidity (IATH) Sensor connector. 2. Turn the ignition key ON.
3. Check for continuity between pin 1 of the 3. Measure the voltage between Intake Air
Intake Air Temperature and Humidity (IATH) Temperature and Humidity (IATH) Sensor
Sensor and a good ground (see Figure 126). harness connector pin 4 and a good ground
4. Check for continuity between pin 2 of the (see Figure 127).
Intake Air Temperature and Humidity (IATH) If the measured voltage is greater than
Sensor and a good ground (see Figure 126). 5.5 volts, the Intake Air Temperature and
Humidity (IATH) Sensor signal wire is
shorted to voltage; go to “Test 7 — Checking
Intake Air Temperature and Humidity (IATH)
for a Short Circuit to Voltage in the Signal
Sensor and a good ground (see Figure 126).
6. Check for continuity between pin 4 of the If the measured voltage is less than
Intake Air Temperature and Humidity (IATH) 4.5–5.5 volts, go to “Test 8 — Checking for
Sensor and a good ground (see Figure 126). an Open Intake Air Temperature and
If continuity exists on any pin, replace the Humidity (IATH) Sensor Signal Line” on
Intake Air Temperature and Humidity (IATH) page 132.
Sensor.

MID 128-PID 172
Test 6 — Checking Sensor Test 7 — Checking for a Short
Resistance Circuit to Voltage in the Signal Line
128 129
6

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(!2.%333)$%
Figure 128 VA
Figure 129
2. Disconnect the Intake Air Temperature and 1. Turn the ignition key OFF.
Humidity (IATH) Sensor harness connector. 2. Disconnect the Intake Air Temperature and
3. Measure the resistance between pins 3 and Humidity (IATH) Sensor connector.
4 of the Intake Air Temperature and Humidity 3. Disconnect connector A from the Engine
(IATH) Sensor with the ambient air Management System (EMS) Module.
temperature between 32° and 104°F (0° and
40°C) (see Figure 128). 4. Turn the ignition key ON.
5. Measure the voltage between Engine
Temperature Sensor Sensor Resistance Management System (EMS) Module
32°F (0°C) 30029 ohms harness connector A pin 43 and a good
50°F (10°C) 18959 ohms ground (see Figure 129).
68°F (20°C) 12280 ohms If there is NO voltage indicated, go to “Test
10 — Checking for a Short Circuit at the
86°F (30°C) 8178 ohms
104°F (40°C) 5575 ohms Connector” on page 133.
If voltage is present, go to “Test 11 —
If the measured resistance is between Checking for a Pin to Pin Short in the
30029 and 5575 ohms, go to “Test 9 — Harness” on page 133.
Checking for a Short Circuit in the Harness
Between the Engine Management System
(EMS) Module and the Intake Air
Temperature and Humidity (IATH) Sensor”
on page 132.
30029 and 5575 ohms, replace the Intake
Air Temperature and Humidity (IATH)
Sensor.

MID 128-PID 172
Intake Air Temperature and Circuit in the Harness Between the
Humidity (IATH) Sensor Signal Line Engine Management System (EMS)
130 Module and the Intake Air
Temperature and Humidity (IATH)
).4!+%!)24%-0%2!452%!.$
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#/..%#4/2(!2.%333)$% 131

%-3-/$5,%#/..%#4/2!
(!2.%333)$% Figure 131
VA

1. Turn the ignition key OFF. Humidity (IATH) Sensor harness connector.
Humidity (IATH) Sensor harness connector. 3. Disconnect connector A from the Engine
(EMS) Module connector A. 4. Check for continuity between pin 4 of the
4. Check for continuity between pin 4 of the Sensor harness connector and a good
Intake Air Temperature and Humidity (IATH) ground (see Figure 131).
Sensor harness connector and Engine
Management System (EMS) Module If continuity exists between pin 4 and
harness connector A pin 43 (see ground, go to “Test 11 — Checking for a Pin
Figure 130). to Pin Short in the Harness” on page 133.
If there is NO continuity, locate and repair If there is NO continuity, go to “Test 12 —
the open in the signal circuit between the Checking for Proper Supply Voltage to the
Intake Air Temperature and Humidity (IATH) Sensor” on page 134.
Sensor harness connector and Engine
harness connector.

MID 128-PID 172
Circuit at the Engine Management Short in the Harness
System (EMS) Module Connector 132

2. Connect the Intake Air Temperature and
Humidity (IATH) Sensor harness connector. !,,/4(%20).3
/.%-3-/$5,%
3. Connect connectors to the Engine #/..%#4/23
Management System (EMS) Module. !!.$"
If PID 172 is still active, check the Engine
connector A for dirt, loose or shorted pins, or
any other repairable damage. If no problems
are evident or are not repairable, replace the
If PID 172 is NOT active, the diagnostic
Check all connectors to ensure proper %-3-/$5,%#/..%#4/2!
connections. (!2.%333)$%
VA
Figure 132

Humidity (IATH) Sensor harness connector.
(EMS) Module harness connectors A and B.
pins on Engine Management System (EMS)
Module connectors A and B (see
Figure 132).
to one of the other Engine Management
System (EMS) Module circuits. Locate and
repair the short circuit to voltage, then
replace the sensor.
to voltage, then replace the sensor.

MID 128-PID 172
Test 12 — Checking for Proper Test 13 — Checking the Engine
Supply Voltage to the Sensor Management System (EMS) Module
133 Connector for an Open Circuit
1. Visually inspect Engine Management
pins for dirt, loose pins or deformed
contacts.
2. If a repairable open is found, repair Engine
harness connector A.
to “Test 14 — Checking for a Short Circuit at


Circuit at the Engine Management
System (EMS) Module Connector


Figure 133 2. Connect the Intake Air Temperature and
3. Connect connector A to the Engine
2. Disconnect the Intake Air Temperature and Management System (EMS) Module.
3. Connect connector A to the Engine If PID 172 is still active, check the Engine
Management System (EMS) Module. Management System (EMS) Module and
4. Turn the ignition key ON. connectors A, and B for dirt, loose or
shorted pins, or any other repairable
5. Measure the voltage between pin 4 of the damage. If no problems are evident or are
Intake Air Temperature and Humidity (IATH) not repairable, replace the Engine
Sensor harness connector and a good Management System (EMS) Module and
ground (see Figure 133). retest the system.
If the measured voltage is between 4.8 and If PID 172 is NOT active, the diagnostic
5.15 volts, check the Intake Air Temperature procedures have corrected the problem.
and Humidity (IATH) Sensor harness Check all connectors to ensure proper
connector for deformed pins or insufficient connections.
contact with the Intake Air Temperature and
Humidity (IATH) Sensor pins. If the pins are
not damaged, replace EMS Module and
retest the system.
Connector for an Open Circuit” on page 134.

MID 128-PID 175
MID 128-PID 175

134
VOLTS VOLTS %.').%

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Failure Mode Identifier (FMI): 0 (Valid High), Code Setting Conditions: The Electronic
4 (Voltage Low), 5 (Current Low/Open) Malfunction Lamp (EML) will turn on and PID 175
will set if the engine oil temperature signal voltage
Parameter Identification (PID): P175 is less than .17 volts or greater than 4.92 volts. If
the EMS Module senses that the engine oil
Message Identification (MID): 128 temperature signal is critically above range, FMI
code 0 will be set. If the engine oil temperature
Circuit Description: The Engine Oil reaches 259°F (126°C), the engine power will be
Level/Temperature Sensor contains two reduced by 15%. If the engine oil temperature
thermistors. One for engine oil temperature and reaches 262°F (128°C), the engine will be
one for engine oil level. The resistance of the shutdown. Yellow or red warning lamp
engine oil temperature portion of the sensor identification and buzzer warning will accompany
changes inversely to the temperature of the the extreme engine oil temperature conditions. If
engine oil. When the engine oil is cold, the sensor the reference voltage signal is shorted to ground
resistance is high. As the temperature of the FMI 4 will be set. If the reference voltage circuit is
engine oil increases, the sensor resistance shorted to battery voltage or has an open circuit,
decreases. The Engine Management System FMI 5 will be set. If the ground circuit of the
(EMS) Module monitors the voltage drop across sensor has an open, FMI 5 will also be set.
the sensor and uses this signal to warn the driver
and induce engine shutdown if the signal is NOT
within programmed limits. Test 1 — Checking for Code P175
1. Verify that code P175 is set.
Location: The Engine Oil Level/Temperature is
located on the left rear side of the oil pan. If code P175 is set, go to “Test 2 —
Checking Code P175 Failure Mode Identifier

MID 128-PID 175
If code P175 is NOT set, wiggle the harness Test 3 — Checking for a Short
Visually inspect the Engine Oil Circuit to Ground in the Sensor
Level/Temperature Sensor connector and 135

If the FMI is 0 (Data High), check the cooling
system, oil thermostat, or oiling system.

7 — Checking Signal Line Voltage” on page
138.

Figure 135

Level/Temperature Sensor connector.
If continuity exists between any of the pins
and ground, replace the Engine Oil
Level/Temperature Sensor.

MID 128-PID 175
Test 4 — Checking Sensor Test 5 — Checking Signal Line
Resistance Voltage
136 137

Level/Temperature Sensor connector. Level/Temperature Sensor harness
connector.
and 4 of the Engine Oil Temperature/Level 3. Turn the ignition key ON.
Sensor (see Figure 136).
Level/Temperature Sensor harness
Engine Oil Temperature
Figure 137).
77°F (25°C) 1520 ohms
If the measured voltage is more than
140°F (60°C) 377.9 ohms 4.5 volts, verify the diagnostic code, the FMI
194°F (90°C) 139.7 ohms and retest. If FMI 4 is still active, replace the
212°F (100°C) 103.6 ohms Engine Management System (EMS) Module
248°F (120°C) 59.6 ohms
266°F (130°C) 46.1 ohms 4.5 volts, go to “Test 6 — Checking for Short
to Ground on the Signal Line” on page 138.
If the resistance of the sensor is NOT as
specified, replace the replace the Engine Oil
Level/Temperature Sensor.
If the resistance of the sensor is as
specified, go to “Test 5 — Checking Signal
Line Voltage” on page 137.

MID 128-PID 175
Test 6 — Checking for Short to Test 7 — Checking Signal Line
Ground on the Signal Line Voltage
138 139

Level/Temperature Sensor harness Level/Temperature Sensor harness
3. Disconnect the EMS Module harness 3. Turn the ignition key ON.
connector A.
4. Measure continuity between Engine Oil Level/Temperature Sensor harness
Level/Temperature Sensor harness connector pin 3 and a good ground (see
connector pin 3 and a good ground (see Figure 139).
Figure 138). If the measured voltage is more than
If continuity exists, repair the short to ground 5.5 volts, go to “Test 8 — Checking for Short
between in the signal line voltage circuit. to Voltage on the Signal Line” on page 139.
If there is NO continuity, check the pins or If the measured voltage is less 5.5 volts, go
the EMS Module for dirt, loose pins or to “Test 9 — Checking for an Open in the
deformed contacts. Replace the EMS Signal Line” on page 139.
Module if the pins of the module are not
damaged. Retest the system.

MID 128-PID 175
Test 8 — Checking for Short to Test 9 — Checking for an Open in
Voltage on the Signal Line the Signal Line
140 141
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Figure 140
2. Disconnect the Engine Oil %-3-/$5,%#/..%#4/2!

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connector. VA
3. Disconnect the EMS Module harness Figure 141

connector A.
5. Measure voltage between Engine Oil Level/Temperature Sensor connector.
connector pin 3 and a good ground (see 3. Disconnect connector A from the EMS
Figure 140). Module.
If the there is voltage present, repair the 4. Check for continuity between connector A
short to voltage on the signal line. pin 31 of the EMS Module harness
If the there is NO voltage indicated, go to connector and pin 3 of the Engine Oil
“Test 9 — Checking for an Open in the Level/Temperature Sensor harness
Signal Line” on page 139. connector (see Figure 141).
If continuity exists between connector A
pin 31 of the EMS Module connector and
pin 3 of the Engine Oil Level/Temperature
Sensor harness connector, go to “Test 10 —
Checking for an Open in the Return Line” on
page 140.
the open in the circuit between the Engine
Oil Level/Temperature Sensor and the EMS
Module.

MID 128-PID 175
Test 10 — Checking for an Open in Test 11 — Checking the EMS
the Return Line Module Connector for an Open
142 Circuit
%.').%/),,%6%, connectors A and B for dirt, loose pins or
4%-0%2!452%3%.3/2 deformed contacts.
(!2.%33#/..%#4/2
(!2.%333)$% If a repairable open is found or any of the
pins feel loose, repair the EMS Module

harness connector.
If an open is not found and the EMS Module

harness connector has a good contact,
verify the diagnostic code, the FMI and
retest. If FMI 5 is still active, replace the


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Figure 142

Level/Temperature Sensor connector.
3. Disconnect connector A from the EMS
Module.
4. Check for continuity between connector A
pin 11 of the EMS Module harness
connector and pin 4 of the Engine Oil
connector (see Figure 142).
If continuity exists between connector A
pin 11 of the EMS Module connector and pin
4 of the Engine Oil Level/Temperature
Sensor harness connector, go to “Test 11 —
Open Circuit” on page 140.
the open in the circuit between the Engine
Oil Level/Temperature Sensor and the EMS
Module.

MID 128-PID 177
MID 128-PID 177
MID 128 PID 177 — TRANSMISSION OIL TEMPERATURE

143
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Figure 143 — Transmission Oil Temperature Circuit
Failure Mode Identifier (FMI): 0 (Valid High), Circuit Description: The J1587 and J1939 serial
9 (Data Absent) data lines are used as the standard
communication link for on-board vehicle
Parameter Identification (PID): P177 instrumentation, off-board service diagnostics
and fleet management. The Transmission Oil
Message Identification (MID): 128 Temperature Sensor sends a signal to the
Instrument Cluster Module (ICM) which relays a
signal to the Engine Management System (EMS)
Module via the data lines.

MID 128-PID 177
Vehicles with automatic or automated manual
transmissions transmit temperature information 1. Check the Failure Mode Identifier (FMI)
on the J1939 serial data lines. Refer to automatic using a diagnostic computer.
or automated manual transmissions specific If the FMI is 0 (voltage high), check for a
diagnostic information. transmission cooler failure or cooling system
problem.
Location: The Instrument Cluster Module (ICM) 4 — Communication with the Instrument
is located near the center of the dash. The EMS Cluster Module (ICM)” on page 142.
module is located on the left side of the engine
block.
Test 4 — Communication with the
Code Setting Conditions: The Transmission Oil Instrument Cluster Module (ICM)
Temperature code will set when the Engine
Management System (EMS) Module has lost the 1. Turn the ignition key OFF and connect a
Transmission Oil Temperature Signal from the diagnostic computer.
Instrument Cluster Module (ICM) or if the
received value is valid but high. 2. Turn the ignition key ON.
3. Use the diagnostic computer to attempt to
communicate with the Instrument Cluster
Test 1 — Checking for Code PID 177 Module (ICM).
1. Verify that code PID 177 is set.
If communication can be made with the
Instrument Cluster Module (ICM), the fault may
Checking for Other Codes” on page 142.
be intermittent. Wiggle the harness and
If code PID 177 is not set, wiggle the connectors to try to set the code. If fault in the
harness and connectors to try to set the harness is found, repair or replace the harness.
code. Visually inspect the VECU connectors
and wires for poor connections. If there is NO communication with the Instrument
Cluster Module (ICM) via the diagnostic tool, go
Test 2 — Checking for Other Codes to the Trouble Shooting Procedure for the Data
Lines.
If other codes are set, repair those codes
first then go to “Test 3 — Checking Code
page 142.

MID 128-PID 190
MID 128-PID 190

144
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Failure Mode Identifier (FMI): 0 (Valid High) Location: The Engine Oil Temperature/Level
Sensor is located on the left rear side of the oil
Parameter Identification (PID): P190 pan.
Message Identification (MID): 128 If code PID 190 is displayed, the engine has been
overspeeding. The engine could be running on
Circuit Description: The Engine Oil engine oil from a faulty crankcase oil filter or worn
emperature/Level Sensor contains two engine piston rings. The engine speed will be
thermistors. One for engine oil temperature and limited to to approximately 1200 rpm and the VCB
one for engine oil level. The resistance of the and the EPD will be activated to lower the engine
temperature portion of the sensor changes speed. Diagnose and repair the engine
inversely to the temperature of the engine oil. overspeed condition.
When the engine oil is cold, the sensor resistance
is high. As the temperature of the engine oil
increases, the sensor resistance decreases. The
monitors the voltage drop across the sensor and
uses this signal to warn the driver and induce
engine shutdown if the signal is NOT within
programmed limits.

MID 128-PID 224
MID 128-PID 224
MID 128 PID 224 — IMMOBILIZER

145
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Figure 145 — Data Lines

MID 128-PID 224
146

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Figure 146 — Data Lines

MID 128-PID 224
Failure Mode Identifier (FMI): 2 (Data Erratic), Test 1 — Checking Code PID 224
12 (Failed Device)
Parameter Identification (PID): 224 1. Turn the ignition key ON.
Message Identification (MID): 128 2. Check the Failure Mode Identifier (FMI)
Circuit Description: The Instrument Cluster (IC) If the FMI is 2 (Data Erratic), update the
Module uses the J1587/J1708 data lines to software for the Instrument Cluster Module
communicate to the Engine Management System (ICM) and or the Engine Management
(EMS) Module. The EMS Module, upon reciept of System (EMS) Module.
the correct password, will permit the engine to If only FMI 12 (Failed Device) is set check
start. the data lines J1587/J1708 where they pass
throught the cab and also at the Instrument
Location: The Immobilizer circuity and software Cluster (IC) Module for physical damage and
is integral to the Instrument Cluster (IC) Module. repair as necessary. Retest the system. If
only FMI 12 (Failed Device) is set, replace
the Instrument Cluster Module.
If MID 128 PID 224 FMI 12 is set in
combination with additional fault codes from
MID 128 (PID 49, PID 84, PID 85, PID 91,
PID 228) check the data lines J1587/J1708
where they pass throught the cab and at the
for physical damage and repair as
necessary. If the data lines do not show any
signs of physical damage refer to code MID
144 SID 231 for Data Line Diagnostics.

MID 128-PID 228
MID 128-PID 228
MID 128 PID 228 — CALIBRATION FACTOR

147
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Figure 147 — Engine Management System (EMS) Data Lines Circuit
Failure Mode Identifier (FMI): 11 (Mode Not Location: The Vehicle Electronic Control Unit
Identifiable) (VECU) is located near the center of the dash.
The EMS module is located on the left side of the
Parameter Identification (PID): P228 engine block.
Message Identification (MID): 128 Code Setting Conditions: The Calibration

Factor code will set when the Engine
Circuit Description: The J1587 and J1939 serial Management System (EMS) Module has lost the
data lines are used as the standard Calibration Factor Signal from the Vehicle
communication link for on-board vehicle Electronic Control Unit (VECU).
instrumentation, off-board service diagnostics
data lines.

MID 128-PID 228
Test 1 — Checking for Code PID 228 Test 3 — Communication with the
1. Verify that code PID 228 is set. Vehicle Electronic Control Unit
If code PID 228 is set, go to “Test 2 — (VECU)
1. Turn the ignition key OFF and connect a
If code PID 228 is not set, wiggle the diagnostic computer.
code. Visually inspect the VECU connectors Turn the ignition key ON.
and wires for poor connections. Use the diagnostic computer to attempt to
communicate with the Vehicle Electronic
Control Unit (VECU).
Test 2 — Checking for Other Codes If communication can be made with the
1. Are any other codes set? Vehicle Electronic Control Unit (VECU), the
fault may be intermittent. Wiggle the harness
If other codes are set, repair those codes and connectors to try to set the code. If fault
first then go to “Test 3 — Communication in the harness is found, repair or replace the
with the Vehicle Electronic Control Unit harness.
(VECU)” on page 148.
If there is NO communication with the
If only PID 228 is set, go to “Test 3 — Vehicle Electronic Control Unit (VECU) via
Communication with the Vehicle Electronic the diagnostic tool, go to the Trouble
Control Unit (VECU)” on page 148. Shooting Procedure for the Data Lines.

MID 128-PID 240
MID 128-PID 240
MID 128 PID 240 — PROGRAM Code Setting Conditions: Code PID 240 with an
FMI 7 (Mechanical System Not Responding/Out
MEMORY Of Adjustment) or 11 (Root Cause Not Known)
will set if the Engine Management System (EMS)
Failure Mode Identifier (FMI): 7 (Mechanical Module detects a software failure, if the software
System Not Responding/Out Of Adjustment), 11 is not production software, if either the truck is or
(Root Cause Not Known) has been involved in an engineering test, or if
someone has attempted to program the Engine
Parameter Identification (PID): 240 Management System (EMS) Module in an
unauthorized manner. If this code occurs call
Message Identification (MID): 128 MACK Reliability Engineering.

MID 128-PID 245
MID 128-PID 245
MID 128 PID 245 — TOTAL VEHICLE DISTANCE

148
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Figure 148 — Vehicle Speed/Distance Circuit
Failure Mode Identifier (FMI): 9 (Data Absent) output shaft speedometer gear teeth rotate past
the VSS tip and a pulsed signal voltage is
Parameter Identification (PID): P245 generated. The Vehicle Electronic Control Unit
monitors the frequency of the signal generated by
Message Identification (MID): 128 the VSS to calculate the vehicle speed. The air
gap between the sensor and the toothed gear
Circuit Description: The J1587 serial data line is influences the VSS signal output and should be
used as the standard communication link for checked if erratic or inaccurate speedometer
on-board vehicle instrumentation, off-board readings are reported. The VECU provides the
service diagnostics and fleet management. The EMS Module with the Total Vehicle Distance.
Vehicle Electronic Control Unit (VECU) is linked
to the Engine Management System (EMS) Location: The Vehicle Electronic Control Unit
Module via this data line. The Vehicle Speed (VECU) is located near the center of the dash.
(MPH) Sensor (VSS) is an inductive sensor. The EMS module is located on the left side of the
When the vehicle is moving, the transmission engine block.

MID 128-PID 245
Code Setting Conditions: The Total Vehicle Test 2 — Checking for Other Codes
Distance code will set when the Engine
Management System (EMS) Module has lost the 1. Is code MID 144, PID 84, PID 91, or PID 72
Vehicle Speed Signal from the Vehicle Electronic set?
Control Unit (VECU). If code(s) MID 144, PID 84, PID 91, or
PID 72 is set, repair code(s) MID 144: PID
84, PID 91, or PID 72 first then retest the
Test 1 — Checking for Code PID 245 system.
1. Verify that code PID 245 is set. If only PID 245 is set, a software problem in
If code PID 245 is set, go to “Test 2 — the Engine Management System (EMS)
Checking for Other Codes” on page 151. Module may exist. Reflashing the Engine
Management System (EMS) Module may
correct the problem, call MACK Reliability
Engineering.

MID 128-PID 251
MID 128-PID 251
MID 128 PID 251 — TIME DATA FAILURE

149
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Figure 149 — 1587 Data Lines
Failure Mode Identifier (FMI): 9 (Data Absent) Instrument Cluster Module (ICM) is linked to the
Engine Management System (EMS) Module via
Parameter Identification (PID): P251 these data lines.
Message Identification (MID): 128 Location: The Instrument Cluster Module (ICM)
is located near left side of the dash. The EMS
Circuit Description: The 1587 serial data lines module is located on the left side of the engine
are used as the standard communication link for block.
on-board vehicle instrumentation, off-board
service diagnostics and fleet management. The

MID 128-PID 251
Code Setting Conditions: The Time Data Test 4 — Checking the Ground to
Failure code will set when the Engine
Management System (EMS) Module has lost the the Instrument Cluster Module (ICM)
time stamps that are sent from the Instrument 150
Cluster Module (ICM). The time stamps will be
substituted by the Engine Management System
(EMS) Module.

Test 1 — Checking for Code PID 251


code. Visually inspect the ABS connectors



first then go to “Test 3 — Communication
Figure 150
with the Instrument Cluster Module (ICM)”
on page 153.
Disconnect connector A from the Instrument
Communication with the Instrument Cluster
Module (ICM)” on page 153.
Check continuity between the Instrument
Cluster Module (ICM) harness connector A
Test 3 — Communication with the pin 2 and a good ground (see Figure 150).
Instrument Cluster Module (ICM) If continuity exists, go to “Test 5 — Checking
for Power to the Instrument Cluster Module
1. Turn the ignition key OFF and connect a (ICM)” on page 154.
diagnostic computer. If continuity does not exist, locate and repair
Turn the ignition key ON. the open in the circuit.
Use the diagnostic computer to attempt to
Module (ICM).
Instrument Cluster Module (ICM), the fault
may be intermittent, wiggle the harness and
connectors to try to set the code. If fault in
the harness is found, repair or replace the
harness.
Instrument Cluster Module (ICM) via the
diagnostic tool, go to “Test 4 — Checking the
Ground to the Instrument Cluster Module
(ICM)” on page 153.

MID 128-PID 251
Test 5 — Checking for Power to the Test 6 — Checking for Power to the
Instrument Cluster Module (ICM) Instrument Cluster Module (ICM)
151 152

2. Disconnect connector A from the Instrument 2. Disconnect connector A from the Instrument
Cluster Module (ICM). Cluster Module (ICM).
3. Turn the ignition key ON. 3. Turn the ignition key ON.
4. Measure the voltage between connector A 4. Measure the voltage between connector A
pin 1 of the Instrument Cluster Module (ICM) pin 3 of the Instrument Cluster Module (ICM)
Harness Connector and a good ground (see Harness Connector and a good ground (see
If the measured voltage is not approximately If the measured voltage is not approximately
battery voltage, locate and repair the short battery voltage, locate and repair the short
or open in the harness. If a short or open in or open in the harness. If a short or open in
the harness is not found, check the the harness is not found, check the
Instrument Cluster Module (ICM) connectors Instrument Cluster Module (ICM) connectors
for the dirt or damage. If the Instrument for the dirt or damage. If the Instrument
Cluster Module (ICM) pins are making good Cluster Module (ICM) pins are making good
contact, replace the Instrument Cluster contact, replace the Instrument Cluster
Module (ICM) and retest the system. Module (ICM) and retest the system.
If the measured voltage is approximately If the measured voltage is approximately
battery voltage, go to “Test 6 — Checking for battery voltage, go to “Test 7 — Checking for
Power to the Instrument Cluster Module Short to Power” on page 155.

MID 128-PID 251
Test 7 — Checking for Short to Test 8 — Checking for Short to
Power Power
153 154

2. Disconnect INST. CLSTR fuse F19. 2. Disconnect INSTR. CLUSTER fuse F63.
3. Disconnect connector A from the Instrument
3. Disconnect connector A from the Instrument Cluster Module (ICM).
5. Measure the voltage between Instrument
5. Measure the voltage between Instrument Cluster Module (ICM) harness connector A
Cluster Module (ICM) harness connector A pin 3 and a good ground (see Figure 154).
pin 1 and a good ground (see Figure 153). If voltage is present, locate and repair the
If voltage is present, locate and repair the short to power in the harness.
short to power in the harness. If voltage is NOT present, go to “Test 9 —
If voltage is NOT present, go to “Test 8 — Checking the Instrument Cluster Module
Checking for Short to Power” on page 155. (ICM)” on page 155.
Test 9 — Checking the Instrument

Cluster Module (ICM)
1. Connect all connectors to the Instrument
2. Install Cluster fuses F19 and F63.
If code P251 is still active, replace the
Instrument Cluster Module (ICM) and retest
the system.

MID 128-PID 252
MID 128-PID 252
MID 128 PID 252 — DATE DATA FAILURE

155
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Figure 155 — 1587 Data Lines
Failure Mode Identifier (FMI): 9 (Data Absent) Instrument Cluster Module (ICM) is linked to the
Engine Management System (EMS) Module via
Parameter Identification (PID): P252 this data line.
Message Identification (MID): 128 Location: The Instrument Cluster Module (ICM)
is located near left side of the dash. The EMS
Circuit Description: The J1587 serial data line is module is located on the left side of the engine
used as the standard communication link for block.
on-board vehicle instrumentation, off-board
service diagnostics and fleet management. The

MID 128-PID 252
Code Setting Conditions: The Date Data Test 4 — Checking the Ground to
Failure code will set when the Engine
Management System (EMS) Module has lost the the Instrument Cluster Module (ICM)
date stamps that are sent from the Instrument 156
Cluster Module (ICM). The date stamps will be
substituted by the Engine Management System
(EMS) Module.



code. Visually inspect the ABS connectors



first then go to “Test 3 — Communication Figure 156
with the Instrument Cluster Module (ICM)”
on page 157. 1. Turn the ignition key OFF.
If only PID 252 is set, go to “Test 3 — Disconnect connector A from the Instrument
Communication with the Instrument Cluster Cluster Module (ICM).
Module (ICM)” on page 157. Check continuity between the Instrument
Test 3 — Communication with the pin 2 and a good ground (see Figure 156).
Instrument Cluster Module (ICM) for Power to the Instrument Cluster Module
1. Turn the ignition key OFF and connect a (ICM)” on page 158.
diagnostic computer. If continuity does not exist, locate and repair
Turn the ignition key ON. the open in the circuit.
Use the diagnostic computer to attempt to
Module (ICM).
Instrument Cluster Module (ICM), the fault
may be intermittent, wiggle the harness and
connectors to try to set the code. If fault in
the harness is found, repair or replace the
harness.
Instrument Cluster Module (ICM) via the
diagnostic tool, go to “Test 4 — Checking the
Ground to the Instrument Cluster Module

MID 128-PID 252
Test 5 — Checking for Power to the Test 6 — Checking for Power to the
Instrument Cluster Module (ICM) Instrument Cluster Module (ICM)
157 158

2. Disconnect connector A from the Instrument 2. Disconnect connector A from the Instrument
Cluster Module (ICM). Cluster Module (ICM).
3. Turn the ignition key ON. 3. Turn the ignition key ON.
4. Measure the voltage between connector A 4. Measure the voltage between connector A
pin 1 of the Instrument Cluster Module (ICM) pin 3 of the Instrument Cluster Module (ICM)
and a good ground (see Figure 157). Harness Connector and a good ground (see
If the measured voltage is not approximately Figure 158).
battery voltage, locate and repair the short If the measured voltage is not approximately
or open in the harness. If a short or open in battery voltage, locate and repair the short
the harness is not found, check the or open in the harness. If a short or open in
Instrument Cluster Module (ICM) connectors the harness is not found, check the
for the dirt or damage. If the Instrument Instrument Cluster Module (ICM) connectors
Cluster Module (ICM) Harness Connector for the dirt or damage. If the Instrument
pins are making good contact, replace the Cluster Module (ICM) pins are making good
Instrument Cluster Module (ICM) and retest contact, replace the Instrument Cluster
the system. Module (ICM) and retest the system.
If the measured voltage is approximately If the measured voltage is approximately
battery voltage, go to “Test 6 — Checking for battery voltage, go to “Test 7 — Checking for
Power to the Instrument Cluster Module Short to Power” on page 159.

MID 128-PID 252
Power Power
159 160


2. Disconnect INST. CLSTR fuse F19. 2. Disconnect INSTR. CLUSTER fuse F63.
5. Measure the voltage between Instrument
5. Measure the voltage between Instrument Cluster Module (ICM) harness connector A
Cluster Module (ICM) harness connector A pin 3 and a good ground (see Figure 160).
pin 1 and a good ground (see Figure 159).
If voltage is present, locate and repair the short to power in the harness.
short to power in the harness.
If voltage is NOT present, go to “Test 8 — Checking the Instrument Cluster Module
Checking for Short to Power” on page 159. (ICM)” on page 159.
Test 9 — Checking the Instrument

1. Connect all connectors to the Instrument
2. Install Cluster fuses F19 and F63.
If code P252 is still active, replace the
the system.

MID 128-PID 354
MID 128-PID 354
MID 128 PID 354 — INTAKE AIR TEMPERATURE AND HUMIDITY

SENSOR
161
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Figure 161 — Intake Air Temperature and Humidity (IATH) Sensor
Failure Mode Identifier (FMI): 3 (Voltage Code Setting Conditions: The Electronic
High/Open), 5 (Current Low/Open) Malfunction Lamp (EML) will turn on and PID 354
will set when the EMS Module senses that the
Parameter Identification (PID): P354 Intake Air Temperature and Humidity (IATH)
Sensor signal voltage is less than 0.4 volts or
Message Identification (MID): 128 greater than 4.2 volts. If the Intake Air
Temperature and Humidity (IATH) Sensor voltage
Circuit Description: The Intake Air Temperature returns to between 0.4 volts and 4.2 volts, the
and Humidity (IATH) Sensor contains two fault will become inactive.
thermistors, and the resistance of each thermistor
varies inversely to temperature. By monitoring the
current flow through each thermistor, the Engine
Management System (EMS) Module calculates To ensure that condensation on the sensor has
the temperature and humidity of the air entering been removed, diagnostics can only be
the turbocharger. performed after the engine has run for 5 minutes
or more.
Location: The Intake Air Temperature and
Humidity (IATH) Sensor is located in the air intake
tube.

MID 128-PID 354
Test 1 — Checking for PID 354 Test 3 — Checking the Failure Mode
1. Run the engine for 5 minutes or more and Identifier (FMI)
verify that PID 354 is set. 1. Check the Failure Mode Identifier (FMI)
If code PID 354 is set, go to “Test 2 — using a diagnostic PC.
Checking Intake Air Temperature and If the FMI is 5 (current low), go to “Test 4 —
Humidity (IATH) Sensor Operation” on page Checking for Proper Voltage to the Intake Air
161. Temperature and Humidity (IATH) Sensor”
If code PID 354 is not set, wiggle the on page 162.
harness and connectors to try to set the If the FMI is 3 (voltage high/open), go to
code. Pay particular attention to the “Test 5 — Checking for a Change in the FMI
connector of the sensor. with the Sensor Removed” on page 162.
Test 2 — Checking Intake Air

Temperature and Humidity (IATH)
Sensor Operation
To ensure that condensation on the sensor has

been removed, diagnostics can only be
performed after the engine has run for 5 minutes
or more.
Run the engine for 5 minutes or more and

then use a diagnostic computer to monitor
the relative humidity portion of the sensor.
If the relative humidity portion of the sensor
displayed on the diagnostic tool accurately
reflects the actual humidity, the fault has
become inactive. Check the connectors at
the Intake Air Temperature and Humidity
(IATH) Sensor and the Engine Management
System (EMS) Module for proper
connections.
If the relative humidity portion of the sensor
displayed on the diagnostic tool does NOT
accurately reflect the actual humidity, go to
“Test 3 — Checking the Failure Mode

MID 128-PID 354
Test 4 — Checking for Proper 4. Turn the ignition key ON.
Voltage to the Intake Air If the FMI code 3 has changed, go to “Test 8
— Checking for Proper Voltage to the IATH
Temperature and Humidity (IATH) Sensor” on page 163.
Sensor If the FMI code does NOT change, go to
162
“Test 9 — Checking for a Short Circuit to
Voltage in the Sensor Signal Line” on page
164.

163

Figure 162


2. Disconnect the harness connector from the
IATH Sensor.


4. Measure the voltage between pin 1 on the Figure 163
harness side of the IATH Sensor connector
and a good ground (see Figure 162). 1. Turn the ignition key OFF.
If the measured voltage is greater than 2. Disconnect the Intake Air Temperature and
4.8 volts, go to “Test 6 — Checking for a Humidity (IATH) Sensor.
Short to Ground in the Signal Line” on page 3. Disconnect Engine Management System
162. (EMS) Module connector A.
4.8 volts, go to “Test 7 — Checking for 4. Check for continuity between pin 2 on the
Continuity of the Voltage Line in the harness side of the IATH Sensor and a good
Harness” on page 163. ground (see Figure 163).
Checking for an Open in the Sensor Signal
Test 5 — Checking for a Change in Line” on page 164.
the FMI with the Sensor Removed If continuity exists, go to “Test 11 —
1. Turn the ignition key OFF. Signal Line of the Harness” on page 165.
2. Connect the diagnostic computer.
Humidity (IATH) Sensor.

MID 128-PID 354
Test 7 — Checking for Continuity of Test 8 — Checking for Proper
the Voltage Line in the Harness Voltage to the IATH Sensor
164 165

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Figure 165

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Figure 164 3. Turn the ignition key ON.
1. Turn the ignition key OFF. harness side of the IATH Sensor and a good
2. Disconnect the Intake Air Temperature and ground (see Figure 165).
Humidity (IATH) Sensor. If the measured voltage is less than
3. Disconnect Engine Management System 5.5 volts, go to “Test 13 — Checking for
(EMS) Module connector A. Voltage on the Sensor Return Line” on page
166.
4. Check for continuity between EMS Module If the measured voltage is greater than
connector A pin 7 and IATH Sensor harness 5.5 volts, go to “Test 14 — Checking for a
connector pin 1 (see Figure 164). Short Circuit to Voltage in the Voltage
If continuity exists, go to “Test 12 — Reference Line” on page 166.
Voltage Reference Line” on page 165.
the open between IATH Sensor connector
pin 1 and EMS Module connector A pin 7.

MID 128-PID 354
Test 9 — Checking for a Short Test 10 — Checking for an Open in
Circuit to Voltage in the Sensor the Sensor Signal Line
Signal Line 167
166

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Figure 166

1. Turn the ignition key OFF. %-3-/$5,%#/..%#4/2!
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2. Disconnect the Intake Air Temperature and VA
Humidity (IATH).
Figure 167
(EMS) Module connector A. 1. Turn the ignition key OFF.
4. Measure the voltage between EMS Module 2. Disconnect the Intake Air Temperature and
connector A pin 23 and a good ground (see Humidity (IATH).
Figure 166).
If there is NO voltage present, go to “Test 15 3. Disconnect Engine Management System
— Checking for a Pin to Pin Short in the (EMS) Module connector A.
Signal Line” on page 167. 4. Check for continuity between EMS Module
If the measured voltage is greater than connector A pin 23 and IATH Sensor
0.5 volts, the signal line is shorted to harness connector pin 2 (see Figure 167).
voltage. go to “Test 16 — Isolating the Short If continuity exists, go to “Test 17 —
Circuit to Voltage in the Sensor Signal Line” Checking for a Pin to Pin Short Circuit in the
on page 167. Signal Line of the Harness” on page 168.
the open in the IATH Sensor signal line.

MID 128-PID 354
Test 11 — Checking for a Pin to Pin Test 12 — Checking for a Short
Short Circuit in the Signal Line of Circuit to Ground in the Voltage
the Harness Reference Line
168 169
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2. Disconnect the Intake Air Temperature and 2. Disconnect the IATH Sensor.
Humidity (IATH).
3. Disconnect Engine Management System (EMS) Module connector A.
4. Check for continuity between EMS Module connector A pin 7 and a good ground (see
connector A pin 23 and all the other pins on Figure 169).
EMS Module connectors A and B (see If continuity exists, locate and repair the
Figure 168). short circuit to ground in the voltage
If continuity exists, the signal line is shorted reference line.
to one of the other EMS Module circuits. If there is NO continuity, go to “Test 18 —
Locate and repair the short circuit. Checking for a Pin to Pin Short Circuit in the
If there is NO continuity, there is a short Voltage Reference Line of the Harness” on
circuit to ground somewhere else in the page 168.
to ground.

MID 128-PID 354
Test 13 — Checking for Voltage on Test 14 — Checking for a Short
the Sensor Return Line Circuit to Voltage in the Voltage
170 Reference Line
171

6

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Figure 170 (!2.%333)$%
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1. Turn the ignition key OFF. Figure 171

4. Measure the voltage between IATH Sensor
harness connector pin 2 and a good ground
(see Figure 170).
If there is NO voltage present, go to “Test 19 4. Measure the voltage between EMS Module
— Checking for an Open in the Sensor harness connector A pin 7 and a good
Return Line” on page 169. ground (see Figure 171).
If the measured voltage is greater than If there is NO voltage present, go to “Test 21
0.5 volts, go to “Test 20 — Checking for a — Checking for a Pin to Pin Short in the
Short Circuit to Voltage in the Sensor Return Voltage Reference Line of the Harness or
Line” on page 169. EMS Module” on page 170.
0.5 volts present, the IATH voltage reference
line is shorted to voltage. Locate and repair
the short circuit to voltage.

MID 128-PID 354
Test 15 — Checking for a Pin to Pin Test 16 — Isolating the Short Circuit
Short in the Signal Line to Voltage in the Sensor Signal Line
172 173
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1. Disconnect the Intake Air Temperature and 1. Disconnect the Intake Air Temperature and
Humidity (IATH) Sensor harness connector. Humidity (IATH) Sensor harness connector.
(EMS) Module connectors A and B. (EMS) Module connectors A and B.
3. Check for continuity between EMS Module 3. Check for continuity between EMS Module
harness connector A pin 23 and all other harness connector A pin 23 and all other
pins on EMS Module harness connectors A pins on EMS Module harness connectors A
and B (see Figure 172). and B (see Figure 173).
If continuity exists, EMS Module harness If continuity exists, EMS Module harness
connector A pin 23 is shorted to one of the connector A pin 23 is shorted to one of the
other EMS Module circuits. Locate and other EMS Module circuits. Locate and
repair the short circuit. repair the short circuit.
If there is NO continuity, replace the EMS If there is NO continuity, the sensor signal
Module and retest the system. line is shorted to voltage somewhere else in
the harness. Locate and repair the short
circuit to voltage.

MID 128-PID 354
Test 17 — Checking for a Pin to Pin Test 18 — Checking for a Pin to Pin
Short Circuit in the Signal Line of Short Circuit in the Voltage
the Harness Reference Line of the Harness
174 175
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2. Disconnect the Intake Air Temperature and 2. Disconnect the Intake Air Temperature and
Humidity (IATH) Sensor. Humidity (IATH) Sensor.
(EMS) Module connectors A and B. (EMS) Module connectors A and B.
4. Check for continuity between EMS Module 4. Check for continuity between EMS Module
harness connector A pin 23 and all other harness connector A pin 7 and all the other
pins on EMS Module harness connectors A pins on EMS Module harness connectors A
and B (see Figure 174). and B (see Figure 175).
If there is NO continuity, go to “Test 22 — If continuity exists, pin 7 is shorted to one of
Checking for a Fault in the Sensor the other EMS Module circuits. Locate and
Connector” on page 170. repair the short circuit.
If continuity exists, the signal line is shorted If there is NO continuity, go to “Test 19 —
to one of the other EMS Module circuits. Checking for an Open in the Sensor Return
Locate and repair the short circuit. Line” on page 169.

MID 128-PID 354
Test 19 — Checking for an Open in Test 20 — Checking for a Short
the Sensor Return Line Circuit to Voltage in the Sensor
176 Return Line
177

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Figure 176
Figure 177
Humidity (IATH) Sensor. 2. Disconnect the Intake Air Temperature and
3. Check for continuity between pin 3 on the
harness side of the IATH Sensor connector 3. Disconnect Engine Management System
and a good ground (see Figure 176). (EMS) Module connector A.
If continuity exists, go to “Test 24 — 4. Measure the voltage between EMS Module
Checking for a Faulty Sensor Connection” harness connector A pin 11 and a good
on page 170. ground (see Figure 177).
If there is NO continuity, go to “Test 25 — If there is NO voltage, go to “Test 26 —
Checking for an Open Sensor Return Line” Checking for Pin to Pin Continuity with the
on page 171. Sensor Return Line” on page 171.
0.5 volts, the sensor return line is shorted to
voltage. Locate and repair the short circuit
and replace the EMS Module.

MID 128-PID 354
Test 21 — Checking for a Pin to Pin Test 22 — Checking for a Fault in
Short in the Voltage Reference Line the Sensor Connector
of the Harness or EMS Module 1. Turn the ignition key OFF.
178
3. Visually inspect both sides of the IATH
Sensor connector for a repairable open.
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#/..%#4/23 loose, repair the connector. If the connector
!!.$" is not repairable, replace the connector.
If the pins in the connector are making good
contact, go to “Test 27 — Checking for an
Open in the Engine Management System
(EMS) Module” on page 172.
Test 23 — Checking for an Open or

Short Circuit at the EMS Module
Connector

%-3-/$5,%#/..%#4/2! 1. Visually inspect EMS Module harness
(!2.%333)$% connectors for dirt, loose or shorted pins or
VA
deformed contacts.
Figure 178 If a repairable open is found or the terminal
feels loose, repair EMS Module harness
1. Disconnect Engine Management System connector.
(EMS) Module connectors A and B. If the EMS Module harness connectors is
2. Check for continuity between EMS Module free of dirt, loose or shorted pins or
harness connector A pin 7 and all other pins deformed contacts, go to “Test 28 —
on EMS Module harness connectors A and Checking for PID 354” on page 172.
B (see Figure 178).
If continuity exists, the voltage reference line Test 24 — Checking for a Faulty
is shorted to one of the other EMS Module
circuits. Locate and repair the short circuit. Sensor Connection
If there is NO continuity, replace the EMS 1. Connect the Intake Air Temperature and
Module and retest the system. Humidity (IATH) Sensor.
4. Flex the IATH Sensor connector and
harness section near the connector.
If code PID 354 FMI 3 is still active, go to
“Test 29 — Checking for a Faulty IATH
If code PID 354 is NOT present, the ground
circuit of the IATH Sensor or harness
connector may have been loose. Repair the
loose connection.

MID 128-PID 354
Test 25 — Checking for an Open Test 26 — Checking for Pin to Pin
Sensor Return Line Continuity with the Sensor Return
179 Line
180
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Figure 180

%-3-/$5,%#/..%#4/2! 1. Disconnect the Intake Air Temperature and
(!2.%333)$% Humidity (IATH) Sensor.
VA
Figure 179 (EMS) Module connectors A and B.
1. Turn the ignition key OFF. 3. Check for continuity between EMS Module
2. Disconnect the Intake Air Temperature and pins on EMS Module harness connectors A
Humidity (IATH) Sensor. and B (see Figure 180).
3. Disconnect Engine Management System If continuity exists, pin 11 is shorted to
(EMS) Module connector A. voltage on one of the other EMS Module
circuits. Locate and repair the short circuit
4. On the harness side of the IATH Sensor and replace the EMS Module.
connector, check for continuity between
EMS Module harness connector A pin 11 If there is NO continuity, replace the EMS
and IATH Sensor connector pin 3 (see Module and retest the system.
Figure 179).
Checking for a Faulty IATH Sensor” on page
172.
the sensor return line. Locate and repair the
open circuit.

MID 128-PID 354
Test 27 — Checking for an Open in Test 28 — Checking for PID 354
the Engine Management System 1. Turn the ignition key OFF.
(EMS) Module 2. Connect EMS Module harness connectors A
181 and B.
3. Connect the IATH Sensor connector.

To ensure that condensation on the sensor has

been removed, diagnostics or retesting can only
be performed after the engine has run for 5
minutes or more.

Run the engine for 5 minutes or more and
turn the ignition key ON.

If code PID 354 is still active, replace the
If code PID 354 is NOT active, the diagnostic
connections.
Figure 181
1. Turn the ignition key OFF. Test 29 — Checking for a Faulty
2. Connect the diagnostic computer. IATH Sensor
3. Connect Engine Management System 1. Turn the ignition key OFF.
(EMS) Module connectors A and B. 2. Replace the Intake Air Temperature and
4. Connect the Intake Air Temperature and Humidity (IATH) Sensor.
Humidity (IATH) Sensor. 3. Turn the ignition key ON.
5. Turn the ignition key on and wait at least If PID 354 is still active, reinstall the original
5 minutes. IATH Sensor and replace the Engine
6. Disconnect the Intake Air Temperature and Management System (EMS) Module.
Humidity (IATH) Sensor. If PID 354 is NOT present, replacing the
IATH Sensor has solved the problem. Check
7. On the harness side of the IATH Sensor all connectors to ensure proper connections.
connector, connect a jumper between the
voltage reference line pin 1 and the signal
line pin 2 (see Figure 181).
If the active fault changes from current low
FMI 5 to voltage high FMI 3, go to “Test 31
— Checking for Poor Contact in the Sensor
If the active fault does NOT change, go to
“MID 128 PID 354 — INTAKE AIR
TEMPERATURE AND HUMIDITY
SENSOR” on page 160.

MID 128-PID 354
Test 30 — Checking for an Open in Test 32 — Checking the EMS
the EMS Module or Harness Module Connector for an Open or
Connector Short
1. Turn the ignition key OFF. 1. Visually inspect EMS Module harness
connector A for dirt, loose or shorted pins or
deformed contacts.
If a repairable open or short is found, or the
3. Disconnect Engine Management System terminal feels loose, repair EMS Module
(EMS) Module connector A. harness connector.
4. Visually inspect both sides of the EMS If the EMS Module harness connector A is in
Module harness connector A for a repairable good condition, go to “Test 33 — Checking
open. for PID 354” on page 173.
If the pins feels loose, repair the connector. If
the connector is NOT repairable, replace the Test 33 — Checking for PID 354
connector.
If the pins are making good contact, replace 1. Turn the ignition key OFF.
the EMS Module and retest the system. 2. Connect EMS Module harness connectors A
and B.
Test 31 — Checking for Poor 3. Connect the IATH Sensor connector.
Contact in the Sensor Connector 4. Turn the ignition key ON.
1. Turn the ignition key OFF. If code PID 354 is still active, replace the
If code PID 354 is NOT active, the diagnostic
3. Connect the Intake Air Temperature and procedures have corrected the problem.
Humidity (IATH) Sensor. Check all connectors to ensure proper
4. Start the engine and flex the harness near contact.
the sensor.
If PID 354 becomes inactive, repair or
replace the sensor connector.
If PID 354 does NOT become inactive,
replace the Intake Air Temperature and

MID 128-PID 404
MID 128-PID 404
MID 128 PID 404 — Test 2 — Checking for Other Codes

COMPRESSOR DISCHARGE 1. Are any other codes set?
TEMPERATURE If other codes are set, repair those codes
first then go to “Test 3 — Checking
Failure Mode Identifier (FMI): 0 (Valid but Too Mechanical System” on page 174.
High) If only PID 404 is set, go to “Test 3 —
Checking Mechanical System” on page 174.
Message Identification (MID): 128 Test 3 — Checking Mechanical

Circuit Description: The Engine Management
System
System (EMS) Module uses values from the 1. The primary cause for high compressor
Intake Air Temperature and Humidity Sensor, temperature is high inlet air temperature.
Mass Air Flow Sensor, Boost Pressure Sensor, The inlet air should be no more than 20°F
and compressor efficiency to calculate the (7°C) above ambient temperature. Check for
Compressor Discharge Temperature. sources of underhood air getting into the air
intake duct. Check all air intake ducts for
Location: The EMS module is located on the left cracks, damaged clamps and improper
side of the engine block. connections.
If any cracks, damaged clamps or improper
Code Setting Conditions: The Compressor
connections are found, repair and replace as
Discharge Temperature code will set if the
necessary.
calculated discharge temperature has exceeded
446°F (230°C) for 25 seconds. The fault will If no cracks, damaged clamps or improper
become inactive if the calculated compressor connections are found, the problem may be
discharge temperature is below 410°F (210°C). intermittent. Check for any loose, corroded,
Engine power may be reduced when the and or damaged terminals at the Engine
calculated compressor discharge temperature Management System (EMS) Module. Repair
exceeds 446°F (230°C). This temperature fault and or replace as necessary.
code can only be set while the vehicle is driven.
Higher horsepower engines may generate

excessive compressor discharge temperatures.
Refer to message status information rather than
fault codes for this situation.

If code PID 404 is not set, the problem may
be intermittent. Check for any loose,
corroded, and or damaged terminals at the
Repair and or replace as necessary.

MID 128-PID 412
MID 128-PID 412
MID 128 PID 412 — EGR TEMPERATURE AFTER COOLER

182
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Figure 182 — EGR Mass Flow Sensor Circuit

MID 128-PID 412
Failure Mode Identifier (FMI): 0 (Valid High), Test 1 — Checking for Code PID 412
3 (Voltage High/Open), 4 (Voltage Low), 5
(Current Low/Open), 9 (Data Absent) 1. Verify that code PID 412 is set.
Parameter Identification (PID): P412 Checking Code PID 412 Failure Mode
Message Identification (MID): 128 If code PID 412 is NOT set, wiggle the
Circuit Description: The EGR Mass Flow code. Visually inspect the exhaust gas
Sensor consists of an exhaust gas temperature temperature probe connector and wires for
probe, a heater probe, and a dedicated electronic poor connections.
processor. The EGR Electronic Control Unit
(EGR ECU) supplies the heater probe with a
12 volt power source. The EGR ECU then Test 2 — Checking Code PID 412
monitors the amount of current required to
maintain the heater probe at 752°F. The EGR
ECU also monitors the exhaust gas temperature 1. Check the Failure Mode Identifier (FMI)
signal from the temperature probe and uses this using a diagnostic computer.
signal and the heater current signal to calculate
If the FMI is 0 (valid high), check for a faulty
EGR flow. The EGR ECU transmits error
EGR cooler.
messages and EGR Mass Flow data to the
Engine Management System (EMS) Module over If the FMI is 3 (voltage high/open) or
the J1939 serial data lines. 5 (current low/open), replace the EGR Mass
Flow Sensor assembly and retest the
Location: The EGR temperature probe and system.
heater probe are located in the EGR tube If the FMI is 4 (voltage low), inspect the
between the EGR cooler and the intake manifold. harness that connects the exhaust gas
The EGR Mass Flow Sensor assembly is temperature probe to the EGR ECU and
supplied from the manufacturer as a single look for any areas where the insulation has
calibrated unit. The components of the sensor are worn through and is touching ground. Repair
not to be replaced individually. the short to ground if possible; otherwise,
replace the EGR Mass Flow Sensor
Code Setting Conditions: Code PID 412 will set assembly.
with FMI 0 if the EGR ECU detects the exhaust If the FMI is 9 (data absent), go to “Test 3 —
gas temperature exceeds 365°F (185°C) for Checking for Other Codes” on page 176.
30 minutes, 410°F (210°C) for 25 seconds or
455°F (235°C) for 3 seconds. Code PID 412 will
set with FMI 3 if the EGR ECU detects a short Test 3 — Checking for Other Codes
circuit to voltage in the exhaust gas temperature
probe circuit. Code PID 412 will set with FMI 4 if 1. Is code PSID 232 is also set?
the EGR ECU detects a short circuit to ground in If code PSID 232 is also set, perform the
the exhaust gas temperature probe circuit. Code diagnostic procedures for the code, then
PID 412 will set with FMI 5 if the EGR ECU retest the system.
detects an open in the exhaust gas temperature If code PSID 232 is NOT set, go to “Test 4 —
probe circuit. Code PID 412 will set with FMI 9 if Checking for Power to the EGR Electronic
the EGR ECU signal is missing on the J1939 Control Unit (EGR ECU)” on page 177.
serial data lines.

MID 128-PID 412
Test 4 — Checking for Power to the Test 5 — Checking for EGR
EGR Electronic Control Unit (EGR Electronic Control Unit (EGR ECU)
ECU) Ground
183 184

1. Remove connector A from the EGR ECU. 1. Turn the ignition key OFF.
2. Turn the ignition key ON. 2. Remove connector A from the EGR ECU.
3. Check for battery voltage (+12V) between 3. Measure the resistance between EGR ECU
pin 2 of EGR ECU connector A and a known connector A pin 1 and a known good ground
good ground (see Figure 183). (see Figure 184).
If battery voltage is present, go to “Test 5 — If the measured resistance indicates
Checking for EGR Electronic Control Unit acceptable continuity to ground, go to “Test 6
(EGR ECU) Ground” on page 177. — Checking for an Open Serial Data Line”
If battery voltage is NOT present, a problem on page 178.
exists between EGR ECU connector A pin 2 If the measured resistance does NOT
and the power supply from the EMS Relay. indicate acceptable continuity to ground, a
Inspect the EGR ECU and EMS Relay problem exists between EGR ECU
connectors for damaged or loose pins. If the connector A and ground. Locate and repair
connectors are in good condition, locate and the problem and retest the system.
repair the open circuit, and retest the
system.

MID 128-PID 412
Serial Data Line Serial Data Line
185 186
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2. Disconnect harness connector B from the 2. Disconnect harness connector B from the
Engine Management System (EMS) Module. Engine Management System (EMS) Module.
3. Disconnect harness connector A from the 3. Disconnect harness connector A from the
EGR ECU. EGR ECU.
4. Measure the resistance between Engine 4. Measure the resistance between Engine
Management System (EMS) Module Management System (EMS) Module
connector B pin 52 and EGR ECU connector connector B pin 56 and EGR ECU connector
A pin 3 (see Figure 185). A pin 6 (see Figure 186).
If the measured resistance indicates If the measured resistance indicates
continuity, go to “Test 7 — Checking for an continuity, go to “Test 8 — Checking for a
Open Serial Data Line” on page 178. Faulty EGR Electronic Control Unit (EGR
If the measured resistance does NOT ECU)” on page 179.
indicate continuity, locate and repair the If the measured resistance does NOT
open circuit in the J1939 circuit between the indicate continuity, locate and repair the
Engine Management System (EMS) Module open circuit in the J1939 circuit between the
and the EGR ECU. Engine Management System (EMS) Module
and the EGR ECU.

MID 128-PID 412
Test 8 — Checking for a Faulty EGR
Electronic Control Unit (EGR ECU)
2. Replace the EGR ECU and Mass Flow
Sensor Assembly with a known good unit.
3. Check the system for codes.
If Code PID 412 is still set, reinstall the
original EGR ECU and Mass Flow Sensor
Assembly and replace the Engine
Management System (EMS) Module. Retest
the system.
If Code PID 412 is NOT set, replacing the
EGR ECU and Mass Flow Sensor Assembly
has corrected the problem.

MID 128-PPID 35
MID 128-PPID 35
MID 128 PPID 35 — EGR MASS FLOW SENSOR

187
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Figure 187 — EGR Mass Flow Sensor Circuit

MID 128-PPID 35
Failure Mode Identifier (FMI): 3 (Voltage Location: The EGR temperature probe and
High/Open), 4 (Voltage Low), 5 (Current heater probe are located in the EGR tube
Low/Open), 9 (Data Absent) between the EGR cooler and the intake manifold.
The EGR ECU is mounted to the rear face of the
Parameter Identification (PPID): P35 EMS Module mounting plate.
Circuit Description: The EGR Mass Flow
(EGR/MAF) Sensor consists of an exhaust gas The EGR Mass Flow Sensor assembly is
temperature probe, a heater probe, and a supplied from the manufacturer as a single
dedicated electronic processor. The EGR calibrated unit. The components of the sensor are
Electronic Control Unit (EGR ECU) supplies the not to be replaced individually.
heater probe with a 12 volt power source. The
EGR ECU then monitors the amount of current
required to maintain the heater probe at 752°F Code Setting Conditions: PPID 35 will set with
(400°C). The EGR ECU also monitors the FMI 3 if the EGR ECU detects a short circuit to
exhaust gas temperature signal from the voltage in the exhaust gas temperature probe
temperature probe and uses this signal and the circuit. PPID 35 will set with FMI 4 if the EGR
heater current signal to calculate EGR flow. The ECU detects a short circuit to ground in the
EGR ECU transmits error messages and EGR exhaust gas temperature probe circuit. PPID 35
Mass Flow data to the Engine Management will set with FMI 5 if the EGR ECU detects an
System (EMS) Module over the J1939 serial data open in the exhaust gas temperature probe
lines. circuit. PPID 35 will set with FMI 9 if the EGR
ECU signal is missing on the J1939 serial data
lines.

MID 128-PPID 35
Test 1 — Checking for Code Test 3 — Checking for Power to the
PSID 232 EGR Electronic Control Unit (EGR
1. If code PSID 232 is set, refer to the ECU)
diagnostic procedure for code PSID 232. 188
If code PSID 232 is NOT set, go to “Test 2 —

Checking Code PPID 35 and Failure Mode

Test 2 — Checking Code PPID 35
and Failure Mode Identifier (FMI)
1. Verify that code PPID 35 is set.
If code PPID 35 is NOT set, wiggle the
code. Visually inspect the exhaust gas
temperature probe connector and wires for
poor connections.
If code PPID 35 is set, check the Failure
Mode Identifier (FMI) using a diagnostic
computer.

If the FMI is 9 (data absent), go to “Test 3 —

Checking for Power to the EGR Electronic

Control Unit (EGR ECU)” on page 182.
If the FMI is 3 (voltage high/open) or Figure 188
5 (current low/open), replace the EGR Mass
Flow Sensor assembly and retest the 1. Remove connector A from the EGR ECU.
system. Turn the ignition switch ON.
If the FMI is 4 (voltage low), inspect the Check for battery voltage (+12V) between
harness that connects the heater probe to pin 2 of EGR ECU connector A and a known
the EGR ECU for any areas where the good ground (see Figure 188).
insulation has worn through and is touching If battery voltage is present, go to “Test 4 —
ground. Repair the short to ground or Checking for EGR Electronic Control Unit
replace the EGR Mass Flow Sensor (EGR ECU) Ground” on page 183.
assembly.
If battery voltage is NOT present, a problem
exists between EGR ECU connector A pin 2
and the power supply from the EMS Relay.
Inspect the EGR ECU and EMS Relay
connectors for damaged or loose pins. If the
connectors are in good condition, locate and
repair the open circuit, and retest the
system.

MID 128-PPID 35
Test 4 — Checking for EGR Test 5 — Checking for an Open
Electronic Control Unit (EGR ECU) Serial Data Line (High circuit)
Ground 190
189
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Figure 189

1. Turn the ignition key OFF. %-3-/$5,%#/..%#4/2"
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2. Remove connector A from the EGR ECU. VA
3. Measure the resistance between EGR ECU Figure 190

connector A pin 1 and a known good ground
(see Figure 189). 1. Turn the ignition key OFF.
If the measured resistance indicates
acceptable continuity to ground, go to “Test 5 2. Disconnect harness connector B from the
— Checking for an Open Serial Data Line Engine Management System (EMS) Module.
(High circuit)” on page 183. 3. Disconnect harness connector A from the
If the measured resistance does not indicate EGR ECU.
acceptable continuity to ground, a problem 4. Measure the resistance between Engine
exists between EGR ECU connector A and Management System (EMS) Module
ground. Locate and repair the problem and connector B pin 52 and EGR ECU connector
retest the system. A pin 3 (see Figure 190).
acceptable continuity, go to “Test 6 —
Checking for an Open Serial Data Line (Low
circuit)” on page 184.
If the measured resistance does NOT
indicate continuity, locate and repair the
open circuit in the J1939 circuit between the
and the EGR ECU.

MID 128-PPID 35
Test 6 — Checking for an Open Test 7 — Checking for a Faulty EGR
Serial Data Line (Low circuit) Electronic Control Unit (EGR ECU)
191
2. Replace the EGR ECU and Mass Flow
%'2-!33&,/7-/$5,% Sensor Assembly with a known good unit.
500%2(!2.%33#/..%#4/2
(!2.%333)$% 3. Check the system for diagnostic codes.
If code PPID 35 is still set, reinstall the
original EGR ECU and replace the EMS
Module. Retest the system.
If code PPID 35 is NOT set, replacing the
EGR ECU and Mass Flow Sensor Assembly
has corrected the problem.

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Figure 191

2. Disconnect harness connector B from the
3. Disconnect harness connector A from the
EGR ECU.
4. Measure the resistance between Engine
connector B pin 56 and EGR ECU connector
A pin 6 (see Figure 191).
continuity, go to “Test 7 — Checking for a
Faulty EGR Electronic Control Unit (EGR
ECU)” on page 184.
If the measured resistance does NOT
indicate continuity, locate and repair the
open circuit in the J1939 circuit between the
and the EGR ECU.

MID 128-PPID 55
MID 128-PPID 55
MID 128 PPID 55 — ECU TEMPERATURE

Failure Mode Identifier (FMI): 4 (Voltage Low),
5 (Current Low/Open)
Parameter Identification (PPID): P55
Code PPID 55 will set when there is an internal

error within the Engine Management System
(EMS) Module. The EMS Module must be
replaced if this fault occurs.

MID 128-PPID 86
MID 128-PPID 86
MID 128 PPID 86 — ENGINE RETARDER PERCENT

192
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Figure 192 — EMS Module to VECU Data Line Circuit
Parameter Identification (PPID): P86 The Engine Management System (EMS) Module
is located on the left side of the engine block.
Code Setting Conditions: The Engine Retarder
Circuit Description: The J1587 and J1939 serial Percent code will set when the Engine
data lines are used as the standard Management System (EMS) Module has lost the
communication link for on-board vehicle Engine Retarder Percent signal from the Vehicle
instrumentation, off-board service diagnostics Electronic Control Unit (VECU).
data lines.

MID 128-PPID 86
Test 1 — Checking for Code PPID 86 Test 3 — Communication with the
1. Verify that code PPID 86 is set. Vehicle Electronic Control Unit
If code PPID 86 is set, go to “Test 2 — (VECU)
1. Turn the ignition key OFF and connect a
If code PPID 86 is not set, wiggle the diagnostic computer.
code. Visually inspect the VECU connectors Turn the ignition key ON.
and wires for poor connections. Use the diagnostic computer to attempt to
communicate with the Vehicle Electronic
Test 2 — Checking for Other Codes If communication can be made with the
1. Are any other codes set? Vehicle Electronic Control Unit (VECU), the
fault may be intermittent, wiggle the harness
If other codes are set, repair those codes and connectors to try to set the code. If fault
first then go to “Test 3 — Communication in the harness is found, repair or replace the
with the Vehicle Electronic Control Unit harness.
If only PID 86 is set, go to “Test 3 — Vehicle Electronic Control Unit (VECU) via
Communication with the Vehicle Electronic the diagnostic tool, go to the Trouble
Control Unit (VECU)” on page 187. Shooting Procedure for the Data Lines.

MID 128-PPID 89
MID 128-PPID 89
MID 128 PPID 89 — VARIABLE GEOMETRY TURBOCHARGER

SMART REMOTE ACTUATOR TEMPERATURE
193
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Figure 193 — Variable Geometry Turbocharger Smart Remote Actuator (VGT SRA) Circuit
Failure Mode Identifier (FMI): 0 (Valid High) Location: The Variable Geometry Turbocharger
Smart Remote Actuator (VGT SRA) is located on
Parameter Identification (PPID): P89 the right side of the engine at the turbocharger.
Circuit Description: The Variable Geometry When code MID 128 PPID 89 is set, check the
Turbocharger Smart Remote Actuator (VGT SRA) mechanical condition of the cooling system.
is a self contained component with motors, Verify that coolant flows through the VGT SRA
sensors and a control unit. The VGT SRA uses a housing.
movable nozzle to adjust the intake manifold
pressure for various operating conditions. Nozzle
movement is controlled by an actuator mounted Code Setting Conditions: If the thermistor
on the tubocharger. When the EMS Relay is within the VGT SRA exceeds a safe temperature
energized, fuse 38 supplies battery voltage to the limit, FMI 0 will set. Extreme driving conditions,
VGT SRA and the unit is grounded by means of such as engine coolant problems, can cause an
the engine block. Information to and from the FMI of 0. Engine derate will begin if this fault code
VGT SRA is communicated over the J1939 serial is logged. Code SID 27 FMI 0 will also set when
data lines. These data lines communicate with PPID 89 is set.
the Engine Management System (EMS) Module,
Vehicle Electronic Control Unit (VECU) and the
Instrument Cluster Module (ICM) to determine
the correct amount of engine boost needed.

MID 128-PPID 89
Test 1 — Checking for Code PPID 89 Test 3 — Checking Engine
1. Verify that code PPID 89 is set. Mechanical Conditions
If code PPID 89 is set, go to “Test 2 —
If code PPID 89 is not set, wiggle the
harness and connectors to try to set the When PPID 89 is displayed, the onboard
code. Visually inspect the VGT SRA thermistor in the VGT SRA indicates that the
connector for poor connections. temperature in the turbocharger housing has
exceeded a safe limit. Elevated internal
turbocharger temperatures may be caused by a
Test 2 — Checking for Other Codes mechanical or component malfunction that raises
engine temperature. Check and diagnose
1. Are any codes set other than SID 27 FMI 0? conditions that raise engine temperatures.
first then go to “Test 3 — Checking Engine
Mechanical Conditions” on page 189.
If only PPID 89 is set, go to “Test 3 —
Checking Engine Mechanical Conditions” on
page 189.

MID 128-PPID 122
MID 128-PPID 122
MID 128 PPID 122 — ENGINE COMPRESSION BRAKE

194

!

Figure 194 — Engine Compression Brake Solenoid Control Circuit
Failure Mode Identifier (FMI): 1 (Data Valid, but Code Setting Conditions:
Less Than Normal), 3 (Voltage High), 4 (Voltage
Low), 5 (Current Low/Open)
Parameter Identification (PPID): P122 This fault can only be detected if the engine brake
is demanded ON. If the fault clears, the
Message Identification (MID): 128 compression brake system will not be enabled
until the power is cycled.
Circuit Description: The Engine Compression
Brake Solenoid is supplied battery voltage
through fuse 43 when the EMS 2 Relay is
energized. The Engine Management System
(EMS) Module grounds and completes the circuit The engine brake must be operated to ensure the
for the Engine Compression Brake Solenoid to fault has been cleared. The engine brake can
activate the compression brake. When the control only be operated with the engine oil temperature
circuit voltage at the Engine Management System above 131ºF (55ºC), the vehicle moving and the
(EMS) Module connector B pin 30 is 0 volts, the engine speed above 1200rpm.
compression brake is active. When the voltage at
pin 30 is battery voltage the compression brake is
inactive. FMI 1 indicates the data is valid but less than
normal. A condition that could cause this would
Location: Under valve cover. be low engine oil temperature. The Engine
Compression Brake can not be engaged if this
FMI is active.

MID 128-PPID 122
FMI 3 indicates there is a short circuit to voltage If the FMI is 5 (current low/open), go to “Test
in the Engine Compression Brake Solenoid 6 — Checking for an Open in the Control
control circuit. Line” on page 192.
FMI 4 indicates there is a short circuit to ground

in the Engine Compression Brake Solenoid Test 4 — Checking for Short to
control circuit. Voltage in the Control Line
195
FMI 5 indicates there is an open circuit in the
Engine Compression Brake Solenoid circuit.
Test 1 — Checking for Code PPID

122
If code PPID 122 is set, go to “Test 2 —

If code PPID 122 is not set, wiggle the
code. Visually inspect the EMS Module
harness connector and wires for frayed or
loose connections.
1. Are any other codes set? %-3-/$5,%#/..%#4/2"

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first then go to “Test 3 — Checking Code Figure 195
PPID 122 Failure Mode Identifier (FMI)” on
page 191. 1. Turn the ignition key OFF.
If only PPID 122 is set, go to “Test 3 — 2. Disconnect the Engine Management System
Checking Code PPID 122 Failure Mode (EMS) Module connector B.
3. Measure the voltage between the EMS
Module connector B pin 30 and a good
Test 3 — Checking Code PPID 122 ground (see Figure 195).
Failure Mode Identifier (FMI) If voltage is present, the control line circuit is
shorted to voltage. Locate the short to
1. Check the Failure Mode Identifier (FMI) voltage, repair the circuit and retest the
using a diagnostic computer. system.
If the FMI is 1, the data is valid but less than If there is NO voltage present, verify the
normal. A condition that could cause this diagnostic code, the FMI and retest the
would be low engine oil temperature. The system. If the FMI 3 is still active, replace the
Engine Compression Brake can not be EMS Module and retest the system.
engaged if this FMI is active.
If the FMI is 3 (voltage high), go to “Test 4 —
Checking for Short to Voltage in the Control
Checking for Short to Ground in the Control

MID 128-PPID 122
Ground in the Control Line the Control Line
196 197
0).

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Figure 196

2. Disconnect the Engine Management System
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3. Disconnect the Engine Compression Brake VA
Solenoid. Figure 197

4. Check for continuity between the EMS 1. Turn the ignition key OFF.
ground (see Figure 196). 2. Disconnect the Engine Management System
If continuity exists to ground, replace the
Engine Compression Brake Solenoid or 3. Disconnect the Engine Compression Brake
locate and repair the short circuit to ground. Solenoid.
If there is NO continuity, verify the diagnostic 4. Check for continuity between the EMS
code, the FMI and retest the system. If the Module connector B pin 30 and Engine
FMI 4 is still active, replace the EMS Module Compression Brake Solenoid connector
and retest the system. pin 1 (see Figure 197).
If there is NO continuity, repair the circuit
between the EMS Module and the Engine
Compression Brake Solenoid.
for an Open in the Voltage Line” on page
193.

MID 128-PPID 122
Test 7 — Checking for an Open in Test 8 — Checking for a Faulty
the Voltage Line Engine Management System (EMS)
198 Module Connector


3. Visually inspect EMS Module connectors for
dirt, loose pins or deformed contacts.
If a repairable open is found or the terminal
feels loose, repair the harness connector.
If the test lead is making good contact with the
connector terminal, verify the diagnostic code, the
FMI and retest the system. If the FMI 5 is still
active, replace the EMS Module and retest the

system.

Figure 198
2. Disconnect the Engine Compression Brake
Solenoid.
3. Check for continuity between the Engine
Compression Brake Solenoid connector
pin 2 and fuse 43 (ENG COMPT # 1)
connector B (see Figure 198).
If there is NO continuity, replace the Engine
Compression Brake Solenoid or repair the
circuit between the fuse 43 and the Engine
Compression Brake Solenoid.
for a Faulty Engine Management System
(EMS) Module Connector” on page 193.

MID 128-PSID 201
MID 128-PSID 201
MID 128 PSID 201 — CAN1 J1939 COMMUNICATION LINK B

199
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Figure 199 — CAN 1 J1939 Communication Link B

MID 128-PSID 201
Failure Mode Identifier (FMI): 9 (Data Absent) If code SID 231 is set, repair code SID 231
first then go to “Test 3 — Checking for Power
Parameter Identification (PSID): S201 at the Vehicle Electronic Control Unit
Message Identification (MID): 128 If only PSID 201 is set, go to “Test 3 —
Checking for Power at the Vehicle Electronic
Circuit Description: The V-MAC IV system uses Control Unit (VECU)” on page 195.
the J1939 data lines to control functions and
communicates between the Vehicle Electronic
Control Unit (VECU), Engine Management Test 3 — Checking for Power at the
System (EMS) Module, Instrument Cluster Vehicle Electronic Control Unit
Module (ICM) and accessory systems, depending
on vehicle model and option content. The J1939 (VECU)
data lines consist of an expandable data bus 200
allowing the addition of accessory control
modules. The J1939 data lines are the primary
data bus. Data is prioritized and then transmitted
across the J1939 data lines to the appropriate
control module. The V-MAC IV system is

designed to allow limp home engine operation
with the loss of the J1939 data signal as long as
the J1587 data lines are still operational.
Location: The EMS module is located on the left

side of the engine block and the VECU is behind
the center of the dash.
Code Setting Conditions: Code PSID 201 will

set when the Engine Management System (EMS)

Module loses communication with the Vehicle

Electronic Control Unit (VECU) on the J1939 data
line. The fault will become inactive if

communication resumes. If communication is lost
on both the J1587 and J1939 data lines, the

engine will still run using the idle validation
switch. Figure 200
1. Disconnect the Vehicle Electronic Control

Test 1 — Checking for Code Unit (VECU) connector A.
PSID 201 2. Turn the ignition key ON.
1. Verify that code PSID 201 is set. 3. Measure the voltage between Vehicle
If code PSID 201 is set, go to “Test 2 — Electronic Control Unit (VECU) connector A
Checking for Other Codes” on page 195. pin 13 and a good ground. Then measure
If code PSID 201 is NOT set, wiggle the the voltage between Vehicle Electronic
EMS Module and VECU harnesses and Control Unit (VECU) connector A pin 14 and
connectors to try to set the code. Visually a good ground.
inspect the EMS Module and VECU If the measured voltage is 0 volts, check the
connectors and wires for poor connections. battery power circuit to the Vehicle
If the measured voltage is NOT
Test 2 — Checking for Other Codes approximately battery voltage at either pin,
1. Is code SID 231 set? check the battery power circuit and
connectors for loose, corroded or damaged
terminals and repair as necessary.

MID 128-PSID 201
If the measured voltage is approximately Test 5 — Checking Continuity on
battery voltage, go to “Test 4 — Checking
the Ground to the Vehicle Electronic Control the J1939 Data Line
Unit (VECU)” on page 196. 202
Test 4 — Checking the Ground to

the Vehicle Electronic Control Unit

(VECU)

201

1. Disconnect the Vehicle Electronic Control 1. Turn the ignition switch OFF.
Unit (VECU) connector A. 2. Disconnect the Engine Management System
2. Turn the ignition key ON. (EMS) Module connector B.
3. Disconnect the Vehicle Electronic Control 3. Disconnect the Vehicle Electronic Control
Unit (VECU) connector A. Unit (VECU) connector C.
4. Check for continuity between Vehicle 4. Check for continuity between Engine
Electronic Control Unit (VECU) connector A Management System (EMS) Module
pin 12 and a good ground. connector B pin 55 and Vehicle Electronic
If continuity exists, go to “Test 5 — Checking Control Unit (VECU) connector C pin 5.
Continuity on the J1939 Data Line” on page If continuity exists, go to “Test 6 — Checking
196 Continuity on the J1939 Data Line” on page
If continuity does NOT exist, repair the open 197.
in the ground circuit. If continuity does NOT exist, locate and
repair the open in the data line and retest the
system.

MID 128-PSID 201
Test 6 — Checking Continuity on 1. Turn the ignition switch OFF.
the J1939 Data Line 2. Disconnect the Engine Management System
203
Unit (VECU) connector C.


connector B pin 51 and Vehicle Electronic

Control Unit (VECU) connector C pin 4.
If continuity exists, check the Engine
harness and all connections for loose,
corroded or damaged terminals and repair
or replace as necessary. If no loose,
corroded or damaged terminals are found,
(EMS) Module.
If continuity does not exists, locate and

system.

Figure 203

MID 128-PSID 232
MID 128-PSID 232
MID 128 PSID 232 — CAN2 J1939 COMMUNICATION LINK A

204
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Figure 204 — CAN 2 J1939 Communication Link A
Failure Mode Identifier (FMI): 2 (Data Erratic) Circuit Description: The V-MAC IV system uses
the J1939 CAN2 data lines to control
Parameter Identification (PSID): S232 communication between the Engine Management
System (EMS) Module, Variable Geometry
Message Identification (MID): 128 Turbocharger Smart Remote Actuator (VGT SRA)
Module and the Exhaust Gas Recirculation
(EGR) ECU. The J1939 CAN2 data lines are the
primary data bus. They are comprised of two
circuits which are used for messaging and
troubleshooting. Data is prioritized and then
transmitted across the J1939 CAN2 data lines to
the appropriate control module.
Location: The EMS module is located on the left

side of the engine block.

MID 128-PSID 232
Code Setting Conditions: Code PSID 232 will Test 3 — Checking for a Short to
set when the Engine Management System (EMS)
Module is unable to send and/or receive Power in the J1939 CAN 2 Data Line
information across the J1939 CAN2 data line. If 205
the Engine Management System (EMS) Module
loses communication with the VGT SRA Module
or the EGR MFS Amplifier on the J1939 CAN2
data line, code PSID 232 will set and the
Electronic Malfunction Lamp (EML) will turn on.
The fault will become inactive if communication
resumes.
Test 1 — Checking for Code

PSID 232
1. Verify that code PSID 232 is set.
If code PSID 232 is set, go to “Test 2 —
If code PSID 232 is NOT set, wiggle the
EMS Module harness and connectors to try
to set the code. Visually inspect the EMS
Module connectors and wires for poor
connections.

1. Are codes MID 128: PPID 35, PID 412 or
SID 27 set.
If code(s) MID 128: PPID 35, PID 412 or SID

27 is set, repair MID 128: PPID 35, PID 412
or SID 27 first then go to “Test 3 — Checking
for a Short to Power in the J1939 CAN 2
Data Line” on page 199.
If code(s) MID 128: PPID 35, PID 412 or SID
27 is not set, go to “Test 3 — Checking for a
Short to Power in the J1939 CAN 2 Data
Line” on page 199. %-3-/$5,%#/..%#4/2"
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Figure 205

MID 128-PSID 232
1. Turn the ignition switch OFF. Test 4 — Checking for a Short to
2. Disconnect the Variable Geometry Turbo Ground in the J1939 CAN 2 Data
(VGT), Exhaust Gas Recirculation (EGR)
ECU and Engine Management System
Line
(EMS) Module. 206
3. Turn the ignition switch ON.

4. Measure for voltage between Engine
connector B pin 52 and a good ground. Then
measure for voltage between Engine

connector B pin 56 and a good ground.
If measured voltage 0 volts, go to “Test 4 —
Checking for a Short to Ground in the J1939
CAN 2 Data Line” on page 200.
If the measured voltage is NOT 0 volts,
locate and repair the short in the harness.

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Figure 206

MID 128-PSID 232
1. Turn the ignition switch OFF. Test 6 — Checking for Continuity
2. Disconnect the Variable Geometry Turbo between the J1939 CAN 2 Data
(VGT), Exhaust Gas Recirculation (EGR)
Lines
(EMS) Module. 207
3. Measure for continuity between Engine

connector B pin 52 and a good ground. Then
measure for continuity between Engine
short to ground in the J1939 CAN 2 Data
Line harness.
If continuity does NOT exists, go to “Test 5
— Checking for Continuity in the J1939 CAN
2 Data Line” on page 201.
Test 5 — Checking for Continuity in

the J1939 CAN 2 Data Line

1. Turn the ignition switch OFF. %-3-/$5,%#/..%#4/2"
(!2.%333)$%
2. Disconnect the Variable Geometry Turbo VA
(VGT), Exhaust Gas Recirculation (EGR) Figure 207

(EMS) Module. 1. Turn the ignition switch OFF.
3. Check for continuity between Engine 2. Disconnect and inspect the Engine
connector B pin 52, Exhaust Gas connector B, the Variable Geometry
Recirculation (EGR) ECU pin 3 and Variable Turbocharger (VGT) module connector, and
Geometry Turbocharger Smart Remote the Exhaust Gas Recirculation (EGR) ECU)
Actuator (VGT SRA) pin 5. Then measure connector.
for continuity between Engine Management
System (EMS) Module connector B pin 56, 3. Measure the continuity between Engine
Exhaust Gas Recirculation (EGR) ECU pin Management System (EMS) Module
6, and Variable Geometry Turbocharger connector B pin 52 and Engine Management
Smart Remote Actuator (VGT SRA) pin 6. System (EMS) Module connector B pin 56.
If continuity exists, go to “Test 6 — Checking If continuity exists, repair or replace the
for Continuity between the J1939 CAN 2 J1939 CAN 2 Data Line.
Data Lines” on page 201 If continuity does NOT exist, go to “Test 7 —
If continuity does NOT exists, locate and Checking Engine Management System
repair the open in the J1939 CAN 2 Data (EMS) Module Terminals” on page 202.
Line harness.

MID 128-PSID 232
Test 7 — Checking Engine
Terminals
1. Turn the ignition switch OFF.
2. Disconnect and inspect the Engine
connectors and inspect for loose, corroded
or damaged terminals.
3. If any loose, corroded or damaged terminals
are found, repair or replace as necessary
4. If all terminals appear in good condition,
(EMS) Module.

MID 128-SID 1
MID 128-SID 1
MID 128 SID 1 — FUEL INJECTOR UNIT #1

208
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Figure 208 — Fuel Injector Unit #1 Circuit
Failure Mode Identifier (FMI): 3 (Voltage Code Setting Conditions: If the Engine
High/Open), 5 (Current Low/Open), Management System (EMS) Module detects a
7 (Mechanical System Not Responding), fault in the electrical circuit while attempting to
12 (Failed Device) operate the Fuel Injector Unit, the Electronic
Malfunction Lamp (EML) will turn ON and code
Parameter Identification (PID): S1 SID 1 will set.
Message Identification (MID): 128 Additional Symptoms: Poor performance, low

power or no start.
Circuit Description: Fuel Injector Unit #1
operation is controlled by the Engine
Management System (EMS) Module. This Test 1 — Checking for Code SID 1
module provides supply voltage and output 1. Check that code SID 1 is set.
transistor drivers to control the ground circuits.
There are two solenoid circuits within the injector; If code SID 1 is set, go to “Test 2 —
a Needle Control Valve (NCV) and a Spill Valve Checking for an Open Fuel Injector Unit #1
(SV). (Needle Control Valve)” on page 204.
If code SID 1 is NOT set, wiggle the harness
Location: The Fuel Injector Units are located connectors to try to set the code. Visually
under the valve cover. inspect Fuel Injector Unit #1 wires and pins
for frayed, loose or corroded connections.

MID 128-SID 1
Test 2 — Checking for an Open Fuel Test 3 — Checking for a Short to
Injector Unit #1 (Needle Control Ground in the Fuel Injector Unit #1
Valve) (Needle Control Valve)
209
2. Disconnect the harness electrical
connectors from Fuel Injector Unit #1.
3. Check for continuity from pins 1 and 2 on
Fuel Injector Unit #1 to a good ground.
If there is NO continuity to ground at Fuel
Injector Unit #1, go to “Test 4 — Checking for
a Short to Ground at the Fuel Injector Unit
#1 (Needle Control Valve) Harness
If continuity exists, the Fuel Injector Unit #1
is shorted to ground and must be replaced.

&5%,).*%#4/25.)4 Test 4 — Checking for a Short to

#/..%#4/2 Ground at the Fuel Injector Unit #1
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(Needle Control Valve) Harness
VA
Connector
2. Disconnect connectors A and B from the
1. Turn the ignition key OFF. Engine Management System (EMS) Module.
2. Disconnect the harness electrical connector 3. Disconnect the harness connector from Fuel
from Fuel Injector Unit #1. Injector Unit #1.
3. Check for continuity between the pins 1 and 4. Check for continuity between the Fuel
2 of the Fuel Injector Unit #1 (see Injector Unit #1 harness connector pin 1 and
Figure 209). 2 and a good ground.
If the resistance is between 0.9-5.2 Ohms at If continuity exists, the circuit is shorted to
68°F (20°C) or 1.5-5.8 Ohms at 218°F ground. Locate and repair the short circuit.
(103°C), go to “Test 3 — Checking for a
Short to Ground in the Fuel Injector Unit #1
Checking for an Open Circuit in the Fuel
(Needle Control Valve)” on page 204.
Injector Unit #1 (Needle Control Valve)
If the resistance is NOT between Voltage Line” on page 205.
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel
Injector #1 is faulty and must be replaced.

MID 128-SID 1
Circuit in the Fuel Injector Unit #1 Circuit in the Fuel Injector Unit #1
(Needle Control Valve) Voltage Line (Needle Control Valve) Control Line
210 211

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2. Disconnect connectors A and B from the 2. Disconnect connectors A and B from the
3. Disconnect the harness connector from Fuel 3. Disconnect the harness connector from Fuel
Injector Unit #1. Injector Unit #1.
4. Check for continuity between EMS Module 4. Check for continuity between pin 2 of the the
harness connector A pin 62 and pin 1 of the Fuel Injector Unit #1 and EMS Module
Fuel Injector Unit #1 (see Figure 210). harness connector A pin 20 (see
If there is NO continuity, repair the open in Figure 211).
the circuit. If there is NO continuity, repair the open in
If continuity exists, go to “Test 6 — Checking the circuit.
for an Open Circuit in the Fuel Injector Unit If continuity exists, go to “Test 7 — Checking
#1 (Needle Control Valve) Control Line” on for a Short to Voltage in the Fuel Injector
page 205. Unit #1 (Needle Control Valve) Voltage Line”
on page 206.

MID 128-SID 1
Test 7 — Checking for a Short to Test 9 — Isolating a Short in the
Voltage in the Fuel Injector Unit #1 Fuel Injector Unit #1 (Needle Control
(Needle Control Valve) Voltage Line Valve) Voltage Line
2. Disconnect connectors A and B from the 2. Disconnect connector A and B from the
3. Turn the ignition key ON. 3. Disconnect the harness electrical connector
from the Fuel Injector Unit #1.
connector A pin 62 and a good ground. 4. Check for continuity between EMS Module
If voltage is present, the voltage supply harness connector A pin 62 and all other
circuit is shorted to voltage. Locate and pins on EMS Module connectors A and B.
repair the short circuit. If there is NO continuity, go to “Test 10 —
If there is NO voltage present, go to “Test 8 Isolating a Short Circuit in the Fuel Injector
— Checking for a Short to Voltage in the Unit #1 (Needle Control Valve) Control Line”
Fuel Injector Unit #1 (Needle Control Valve) on page 206.
Control Line” on page 206. If continuity exists, the Fuel Injector Unit #1
circuit is shorted to one of the other EMS
Module circuits. Locate and repair the short
Test 8 — Checking for a Short to circuit.
Voltage in the Fuel Injector Unit #1
(Needle Control Valve) Control Line Test 10 — Isolating a Short Circuit
1. Turn the ignition key OFF. in the Fuel Injector Unit #1 (Needle
2. Disconnect Engine Management System Control Valve) Control Line
3. Disconnect the harness connector from Fuel
Injector Unit #1.
3. Disconnect the harness electrical connector
5. Measure the voltage between the EMS from Fuel Injector Unit #1.
Module connector A pin 20 and a good
4. Check for continuity between the EMS
ground.
Module harness connector A pin 20 all other
If voltage is present, the Fuel Injector Unit #1 pins on EMS Module connectors A and B.
control line is shorted to voltage. Locate and
repair the short.
Checking for an Open Fuel Injector Unit #1
If voltage is NOT present, go to “Test 9 — (Spill Valve)” on page 207.
Isolating a Short in the Fuel Injector Unit #1
(Needle Control Valve) Voltage Line” on
page 206.
circuit.

MID 128-SID 1
Test 11 — Checking for an Open Test 12 — Checking for a Short to
Fuel Injector Unit #1 (Spill Valve) Ground in the Fuel Injector Unit #1
212 (Spill Valve)
3. Check for continuity from either pin on Fuel

Injector Unit #1 to a good ground.
If there is NO continuity at Fuel Injector Unit
#1, go to “Test 13 — Checking for a Short to
Ground at the Fuel Injector Unit #1 (Spill
Valve) Harness Connector” on page 207.


&5%,).*%#4/25.)4 Ground at the Fuel Injector Unit #1
#/..%#4/2
3%.3/23)$% (Spill Valve) Harness Connector
VA
Figure 212 2. Disconnect connectors A and B from the
2. Disconnect the harness electrical Injector Unit #1.
4. Check for continuity between the Fuel
3. Check for continuity between the pins 3 and Injector Unit #1 harness connector pin 3 and
4 on Fuel Injector Unit #1 (see Figure 212). pin 4 and a good ground.
(Spill Valve)” on page 207.
Injector Unit #1 (Spill Valve) Voltage Line” on
If the resistance is NOT between page 208.
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel

MID 128-SID 1
(Spill Valve) Voltage Line (Spill Valve) Control Line
213 214

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If continuity exists, go to “Test 15 — the circuit.
Checking for an Open Circuit in the Fuel If continuity exists, go to “Test 16 —
Injector Unit #1 (Spill Valve) Control Line” on Checking for a Short to Voltage in the Fuel
page 208. Injector Unit #1 (Spill Valve) Voltage Line” on
page 209.

MID 128-SID 1
Test 16 — Checking for a Short to 4. Check for continuity between EMS Module
Voltage in the Fuel Injector Unit #1 pins on EMS Module connectors A and B.
(Spill Valve) Voltage Line If there is NO continuity, go to “Test 19 —
Isolating a Short Circuit in the Fuel Injector
Unit #1 (Spill Valve) Control Line” on page
2. Disconnect connectors A and B from the 209.
Engine Management System (EMS) Module. If continuity exists, the Fuel Injector Unit #1
3. Turn the ignition key ON. circuit is shorted to one of the other EMS
4. Measure the voltage between EMS Module circuit.
connector A pin 59 and a good ground.
If voltage is present, the voltage supply
circuit is shorted to voltage. Locate and Test 19 — Isolating a Short Circuit
repair the short circuit. in the Fuel Injector Unit #1 (Spill
If there is NO voltage present, go to “Test 17 Valve) Control Line
— Checking for a Short to Voltage in the
Fuel Injector Unit #1 (Spill Valve) Control 1. Turn the ignition key OFF.
Test 17 — Checking for a Short to 3. Disconnect the harness electrical connector
Voltage in the Fuel Injector Unit #1 from Fuel Injector Unit #1.
(Spill Valve) Control Line 4. Check for continuity between the EMS
1. Turn the ignition key OFF. pins on EMS Module connectors A and B.
2. Disconnect Engine Management System If there is NO continuity, go to “Test 20 —
(EMS) Module connectors A and B. Checking for a Short at the EMS Module
Injector Unit #1. If continuity exists, the Fuel Injector Unit #1
4. Turn the ignition key ON. Module circuits. Locate and repair the short
5. Measure the voltage between the EMS circuit.
ground. Test 20 — Checking for a Short at
If voltage is present, the Fuel Injector Unit #1
control line is shorted to voltage. Locate and the EMS Module Connector
repair the short. 1. Turn the ignition key OFF.
Isolating a Short in the Fuel Injector Unit #1 2. Disconnect connectors A and B from the
(Spill Valve) Voltage Line” on page 209. EMS Module.
and B for dirt, loose pins or deformed
Test 18 — Isolating a Short in the contacts.
Fuel Injector Unit #1 (Spill Valve) 4. If a pin feels loose or appears damaged,
Voltage Line repair the connector.
1. Turn the ignition key OFF. If all the pins appear to make good contact
and feel tight, go to “Test 21 — Verifying if
2. Disconnect connector A and B from the the Fault Code is Still Active” on page 210.

MID 128-SID 1
Test 21 — Verifying if the Fault Code Test 22— Inspecting the Mechanical
is Still Active Fuel System Components
1. Turn the ignition key OFF. 1. Ensure that there is fuel in the fuel tank.
2. Connect all harness electrical connectors to 2. Inspect the fuel lines between the tank and
the Fuel Injector Unit #1 solenoids. the transfer pump for sharp bends or kinks,
and repair as needed.
3. Connect Engine Management System
(EMS) Module connectors A and B. 3. Check for air in the fuel system, and repair
as needed.
If the blink code is still active, check the 4. Check the fuel pressure at the secondary
Failure Mode Identifier (FMI) using a fuel filter outlet.
diagnostic computer. If the FMI is 7 or 12, If the fuel pressure is NOT within
check the EMS Module and connectors for specifications, perform any required fuel
dirt, loose or shorted pins, or any other system repairs.
repairable damage. If no damage is evident,
5. Remove Fuel Injector Unit #1 from the
switch the location of Fuel Injector Unit #1
engine and inspect for surface rust between
with that of a fault-free Fuel Injector Unit #1.
the O-rings.
Reconnect all harness connectors and
retest the system. If the PID has changed to If rust is present, locate the source of the
the new location of the suspect Fuel Injector fuel contamination and replace any
Unit #1, replace the Fuel Injector Unit #1, damaged components.
install all Fuel Injector Unit #1s in their If all of the mechanical fuel system
original location, and retest the system. components are in good working order,
If only the Fuel Injector Unit #1 blink code is replace the EMS Module and retest the
still active and the FMI is 3 or 5, check the system.
EMS Module and connectors for dirt, loose
or shorted pins, or any other repairable
damage. If no damage is evident or is not
repairable, replace the EMS Module and
retest the system.
If multiple Fuel Injector Unit #1 blink codes
are still active and the FMI is 3 or 5, check
the EMS Module and connectors for dirt,
repairable damage. If no damage is evident
or is not repairable, go to “Test 22—
Inspecting the Mechanical Fuel System
Components” on page 210.
If the blink code is NOT active, the
diagnostic procedures have corrected the
problem. Check all connectors to ensure
proper connections.

MID 128-SID 2
MID 128-SID 2

215
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power or no start.

MID 128-SID 2
216



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VA
Connector
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel

MID 128-SID 2
217 218

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on page 214.

MID 128-SID 2
Injector Unit #2.
ground.
repair the short.
page 214.
circuit.

MID 128-SID 2
219 (Spill Valve)




&5%,).*%#4/25.)4
#/..%#4/2 Test 13 — Checking for a Short to
(Spill Valve) Harness Connector
VA
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel

MID 128-SID 2
220 221

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page 217.

MID 128-SID 2

MID 128-SID 2
Test 21 — Verifying if the Fault Code Test 22 — Inspecting the
is Still Active Mechanical Fuel System
1. Turn the ignition key OFF. Components
2. Connect all harness electrical connectors to 1. Ensure that there is fuel in the fuel tank.
the Fuel Injector Unit #2 solenoids. 2. Inspect the fuel lines between the tank and
3. Connect Engine Management System the transfer pump for sharp bends or kinks,
(EMS) Module connectors A and B. and repair as needed.
4. Turn the ignition key ON. 3. Check for air in the fuel system, and repair
If the blink code is still active, check the as needed.
Failure Mode Identifier (FMI) using a 4. Check the fuel pressure at the secondary
diagnostic computer. If the FMI is 7 or 12, fuel filter outlet.
check the EMS Module and connectors for If the fuel pressure is NOT within
dirt, loose or shorted pins, or any other specifications, perform any required fuel
repairable damage. If no damage is evident, system repairs.
with that of a fault-free Fuel Injector Unit #2. 5. Remove Fuel Injector Unit #2 from the
Reconnect all harness connectors and engine and inspect for surface rust between
retest the system. If the PID has changed to the O-rings.
the new location of the suspect Fuel Injector If rust is present, locate the source of the
Unit #2, replace the Fuel Injector Unit #2, fuel contamination and replace any
install all Fuel Injector Unit #2s in their damaged components.
original location, and retest the system. If all of the mechanical fuel system
If only the Fuel Injector Unit #2 blink code is components are in good working order,
still active and the FMI is 3 or 5, check the replace the EMS Module and retest the
EMS Module and connectors for dirt, loose system.
retest the system.
or is not repairable, go to “Test 22 —
proper connections.

MID 128-SID 3
MID 128-SID 3

222
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power or no start.

MID 128-SID 3
223



#/..%#4/2
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Connector
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel

MID 128-SID 3
224 225

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on page 222.

MID 128-SID 3
Injector Unit #3.
ground.
repair the short.
page 222.
circuit.

MID 128-SID 3
226 (Spill Valve)



&5%,).*%#4/25.)4
VA
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel

MID 128-SID 3
227 228

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#/..%#4/23%.3/23)$% #/..%#4/23%.3/23)$%

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page 225.

MID 128-SID 3

MID 128-SID 3
retest the system.
proper connections.

MID 128-SID 4
MID 128-SID 4

229
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power or no start.

MID 128-SID 4
230



#/..%#4/2
VA
Connector
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel

MID 128-SID 4
231 232

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on page 230.

MID 128-SID 4
Injector Unit #4.
ground.
repair the short.
page 230.
circuit.

MID 128-SID 4
233 (Spill Valve)




&5%,).*%#4/25.)4
VA
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel

MID 128-SID 4
234 235

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page 233.

MID 128-SID 4

MID 128-SID 4
retest the system.
proper connections.

MID 128-SID 5
MID 128-SID 5

236
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power or no start.

MID 128-SID 5
237



#/..%#4/2
VA
Connector
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel

MID 128-SID 5
238 239

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on page 238.

MID 128-SID 5
Injector Unit #5.
ground.
repair the short.
page 238.
circuit.

MID 128-SID 5
240 (Spill Valve)




&5%,).*%#4/25.)4
VA
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel

MID 128-SID 5
241 242

&5%,).*%#4/25.)4
&5%,).*%#4/25.)4
#/..%#4/2
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3%.3/23)$%

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page 241.

MID 128-SID 5

MID 128-SID 5
diagnostic computer. If the FMI is 7 or 12 fuel filter outlet.
retest the system.
proper connections.

MID 128-SID 6
MID 128-SID 6

243
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power or no start.
transistor drivers to control the ground
circuits.There are two solenoid circuits within the If code SID 6 is set, go to “Test 2 —
injector; a Needle Control Valve (NCV) and a Spill Checking for an Open Fuel Injector Unit #6
Valve (SV). (Needle Control Valve)” on page 244.

MID 128-SID 6
244



#/..%#4/2
VA
Connector
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel

MID 128-SID 6
245 246

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#/..%#4/23%.3/23)$%

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VA
Figure 246
Figure 245
Figure 246).
the circuit.
on page 246.

MID 128-SID 6
Injector Unit #6.
ground.
repair the short.
page 246.
circuit.

MID 128-SID 6
247 (Spill Valve)




&5%,).*%#4/25.)4
VA
0.9-5.2 Ohms at 68°F (20°C) or
1.5-5.8 Ohms at 218°F (103°C), Fuel

MID 128-SID 6
248 249

&5%,).*%#4/25.)4 &5%,).*%#4/25.)4
#/..%#4/23%.3/23)$% #/..%#4/23%.3/23)$%

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page 249.

MID 128-SID 6
Voltage in the Fuel Injector Unit #6 Fuel Injector Unit #6 (Spill Valve)
(Spill Valve) Voltage Line Voltage Line
— Checking for a Short to Voltage in the Unit #6 (Spill Valve) Control Line” on page
Fuel Injector Unit #6 (Spill Valve) Control 249.
Line” on page 249. If continuity exists, the Fuel Injector Unit #6
(Spill Valve) Control Line Test 19 — Isolating a Short Circuit
1. Turn the ignition key OFF. in the Fuel Injector Unit #6 (Spill
2. Disconnect Engine Management System Valve) Control Line
Injector Unit #6.
ground.
repair the short.
Checking for a Short at the EMS Module
If voltage is NOT present, go to “Test 18 — Connector” on page 250.
(Spill Valve) Voltage Line” on page 249.
circuit.

MID 128-SID 6
Test 20 — Checking for a Short at If multiple Fuel Injector Unit #6 blink codes
the EMS Module Connector the EMS Module and connectors for dirt,
1. Turn the ignition key OFF. loose or shorted pins, or any other
2. Disconnect connectors A and B from the or is not repairable, go to “Test 22 —
EMS Module. Inspecting the Mechanical Fuel System
3. Visually inspect EMS Module connectors A Components” on page 250.
and B for dirt, loose pins or deformed If the blink code is NOT active, the
contacts. diagnostic procedures have corrected the
4. If a pin feels loose or appears damaged, proper connections.
repair the connector.
If all the pins appear to make good contact
and feel tight, go to “Test 21 — Verifying if Test 22 — Inspecting the
the Fault Code is Still Active” on page 250. Mechanical Fuel System
Components
Test 21 — Verifying if the Fault Code
1. Ensure that there is fuel in the fuel tank.
is Still Active
2. Inspect the fuel lines between the tank and
1. Turn the ignition key OFF. the transfer pump for sharp bends or kinks,
2. Connect all harness electrical connectors to and repair as needed.
the Fuel Injector Unit #6 solenoids. 3. Check for air in the fuel system, and repair
3. Connect Engine Management System as needed.
(EMS) Module connectors A and B. 4. Check the fuel pressure at the secondary
4. Turn the ignition key ON. fuel filter outlet.
If the blink code is still active, check the If the fuel pressure is NOT within
Failure Mode Identifier (FMI) using a specifications, perform any required fuel
diagnostic computer. If the FMI is 7 or 12, system repairs.
check the EMS Module and connectors for 5. Remove Fuel Injector Unit #6 from the
dirt, loose or shorted pins, or any other engine and inspect for surface rust between
repairable damage. If no damage is evident, the O-rings.
switch the location of Fuel Injector Unit #6 If rust is present, locate the source of the
with that of a fault-free Fuel Injector Unit #6. fuel contamination and replace any
Reconnect all harness connectors and damaged components.
retest the system. If the PID has changed to
the new location of the suspect Fuel Injector If all of the mechanical fuel system
Unit #6, replace the Fuel Injector Unit #6, components are in good working order,
install all Fuel Injector Unit #6s in their replace the EMS Module and retest the
original location, and retest the system. system.
If only the Fuel Injector Unit #6 blink code is
still active and the FMI is 3 or 5, check the
retest the system.

MID 128-SID 18
MID 128-SID 18
MID 128 SID 18 — WATER IN Test 2 — Checking for Other Codes

FUEL VALVE 1. Are any other codes set?
If code MID 128 PID 122 FMI 5 also exists
Failure Mode Identifier (FMI): 3 (Voltage
go to “Test 6 — Checking for an Open in the
Shorted High), 4 (Voltage Shorted Low),
5 (Current Low / Open)
If any other codes exist, repair those codes
Parameter Identification (SID): 18 first then go to “Test 3 — Checking Code
SID 18 Failure Mode Identifier (FMI)” on
Message Identification (MID): 128 page 251.
If only SID 18 is set, go to “Test 3 —
Circuit Description: The Water in Fuel Valve is Checking Code SID 18 Failure Mode
supplied battery voltage through fuse 2 in the Identifier (FMI)” on page 251.
Engine Power Distribution Module. The Engine
Management System (EMS) Module grounds and
completes the circuit at connector A pin 3 to Test 3 — Checking Code SID 18
activate the Water in Fuel Valve. Failure Mode Identifier (FMI)
Location: Lower left central side of engine. 1. Check the Failure Mode Identifier (FMI)
Code Setting Conditions: FMI 3 indicates that a If the FMI is 3 (voltage shorted high), go to
short to power has been detected at connector A “Test 4 — Checking for Short to Voltage in
pin 3 of the Engine Management Systems (EMS) the Control Line” on page 251.
Module. FMI 4 indicates that a short to ground If the FMI is 4 (voltage shorted low), go to
has been detected at connector A pin 3 of the “Test 5 — Checking for Short to Ground in
Engine Management Systems (EMS) Module. the Control Line” on page 252.
FMI 5 indicates that an open circuit has been
detected in the Water in Fuel Valve Circuit. If the FMI is 5 (current low or open), go to
“Test 6 — Checking for an Open in the
Test 1 — Checking for Code SID 18
1. Verify that code SID 18 is set. Test 4 — Checking for Short to
If code SID 18 is set, go to “Test 2 — Voltage in the Control Line
If code SID 18 is not set, wiggle the harness
and connectors to try to set the code. 2. Disconnect connector A at the Engine
Visually inspect the Water in Fuel Valve Management System (EMS) Module and the
harness connector and wires for frayed or Water in Fuel Valve Relay connector.
loose connections.
4. Measure the voltage between Engine
short to voltage in the control line. Retest the
system.
If there is NO voltage present, verify the
diagnostic code, FMI and retest the system.
If the FMI 3 is still active, replace the Engine
retest the system.

MID 128-SID 18
Test 5 — Checking for Short to Test 8 — Checking for Open Circuit
Ground in the Control Line in the Control Line
2. Disconnect connector A at the Engine 2. Disconnect connector A at the Engine
Management System (EMS) Module and the Management System (EMS) Module and the
Water in Fuel Valve Relay connector. Water in Fuel Valve Relay connector.
3. Check for continuity between the Engine 3. Check for continuity between connector A
Management System (EMS) Module pin 3 at the Engine Management System
connector A pin 3 and a good ground. (EMS) Module and pin 5 of the Water in Fuel
If continuity exists to ground, locate and Valve Relay connector.
repair the short to ground in the control line. If there is NO continuity, locate and repair
Retest the system. the open circuit between pin 3 of the Engine
If there is NO continuity, verify the diagnostic Management System (EMS) Module and
code, FMI and retest the system. If the FMI 4 pin 5 of the Water in Fuel Valve Relay.
is still active, replace the Engine If continuity exists, go to “Test 9 — Checking
Management System (EMS) Module and Resistance of Water in Fuel Valve Relay” on
retest the system. page 252.
Test 6 — Checking for an Open in Test 9 — Checking Resistance of

the Voltage Line Water in Fuel Valve Relay
1. Inspect fuse 2 in the Engine Power
Distribution Module.
2. Disconnect the Water in Fuel Valve Relay
2. If the fuse is faulty, replace the fuse and
connector.
retest the system. If the fuse is found to be
good, go to “Test 7 — Checking for an Open 3. Check resistance of the of the primary
in the Voltage Line” on page 252 circuit, between pin 4 and pin 5.
If continuity exists, replace the Engine
Test 7 — Checking for an Open in Management System (EMS) Module. If
the Voltage Line continuity does not exist, replace the Fuel
Filter Heater Assembly.
2. Remove fuse 2 at the Engine Power
Distribution Module and disconnect the
Water in Fuel Valve Relay connector.
3. Check for continuity between pin B at fuse 2
in the Engine Power Distribution Module and
pin 4 of the Water in Fuel Valve Relay
connector.
the open circuit between Fuse 2 of the
Engine Power Distribution Module and pin 4
of the Water in Fuel Valve Relay.
for Open Circuit in the Control Line” on page
252.

MID 128-SID 21
MID 128-SID 21
MID 128 SID 21 — CAM SPEED SENSOR

250
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Figure 250 — CAM Speed Sensor Circuit
Failure Mode Identifier (FMI): 2 (Data Code Setting Conditions: If the Engine
Erratic/Incorrect), 3 (Shorted High), or Management System (EMS) Module senses a
8 (Abnormal Frequency) significant difference between the engine speed
calculated from the CAM Speed Sensor signal
Parameter Identification (PID): S21 and the engine speed calculated from the Crank
Speed Sensor, the EMS Module will turn on the
Message Identification (MID): 128 Electronic Malfunction Light, and code SID 21 will
set. If the signals return to normal, the code will
Circuit Description: The CAM Speed Sensor is become inactive. The engine must be running to
an inductive device. As the camshaft turns, the tip set an active CAM Speed Sensor fault code.
of the CAM Speed Sensor senses the holes in
the camshaft drive gear and sends a series of
voltage pulses to the Engine Management
System (EMS) Module. The frequency of the
pulses is translated into engine speed and
position by the EMS Module. The EMS Module
uses this information along with the information
from Crank Speed Sensor to synchronize fuel
injection.
Location: The CAM Speed Sensor is located on

top right rear of engine.

MID 128-SID 21
Test 2 — Checking for an Open or
Short in the Sensor
Electrical problems can cause this fault to be 251
generated, and electrical diagnostics are

provided in this section. Mechanical problems
can also cause temporary or permanent speed
signal errors. After all electrical possibilities have
been ruled out, check mechanical conditions that
could cause vibration or signal errors. Such
conditions include but are not limited to:
앫 Faulty Engine Vibration Damper
앫 Contaminated sensor tips

앫 Contaminated Cam Gear face
앫 Excessive Camshaft end play
앫 Improperly adjusted sensor
앫 Improperly balanced engine components

앫 Faulty engine timing cover.


Figure 251
1. Verify that code SID 21 is set.
If code SID 21 is set, go to “Test 2 —
Checking for an Open or Short in the 2. Disconnect the CAM Speed Sensor.
3. Measure the resistance between terminals 1
If code SID 21 is not set, wiggle the harness and 2 on the CAM Speed Sensor (see
and connectors to try to set the code. Figure 251).
If the resistance is between 775–945 ohms,
go to “Test 3 — Checking for a Short Circuit
to Ground in the Sensor” on page 255.
If the resistance is not between
775–945 ohms check the CAM Speed
Sensor pigtail connector and wiring for
damage. If the connector and wiring are not
damaged, replace the CAM Speed Sensor.

MID 128-SID 21
Test 3 — Checking for a Short If there is NO continuity, go to “Test 4 —
Checking for a Short Circuit to Voltage in the
Circuit to Ground in the Sensor CAM Speed Sensor Signal Line” on page
252 255.

Circuit to Voltage in the CAM Speed

Sensor Signal Line
253

%-3-/$5,%#/..%#4/2!
(!2.%333)$%
VA
Figure 253


Engine Control Unit (EMS Module).

3. Disconnect the CAM Speed Sensor

connector.
Figure 252 4. Turn the ignition key ON.
1. Turn the ignition key OFF. 5. Measure the voltage between EMS Module
2. Disconnect the CAM Speed Sensor Figure 253).
connector.
3. Measure the resistance between sensor 0.5 volts, go to “Test 5 — Checking for a
pin 1 and a good ground and between Short Circuit to Voltage in the CAM Speed
sensor pin 2 and a good ground (see Figure Sensor Return Line” on page 256.
252). If the measured voltage is greater than
If continuity exists between either pin and 0.5 volts, go to “Test 6 — Isolating the Short
ground, replace the sensor. Circuit to Voltage” on page 256.

MID 128-SID 21
Test 5 — Checking for a Short Test 6 — Isolating the Short Circuit
Circuit to Voltage in the CAM Speed to Voltage
Sensor Return Line 255
254
!,,/4(%20).3
/.#/..%#4/23
!!.$"

%-3-/$5,%#/..%#4/2!
%-3-/$5,%#/..%#4/2! (!2.%333)$% VA
(!2.%333)$%
VA Figure 255
Figure 254
1. Turn the ignition key OFF. 2. Disconnect connectors A and B from the
2. Disconnect connector A from the EMS EMS Module.
Module. 3. Disconnect the CAM Speed Sensor
3. Disconnect the CAM Speed Sensor connector.
connector. 4. Check for continuity between EMS Module
4. Turn the ignition key ON. connector A pin 45 and all other pins on
EMS Module connectors A and B (see
5. Measure the voltage between EMS Module Figure 255).
connector A pin 46 and a good ground (see If continuity exists, pin 45 is shorted to one
Figure 254). of the other EMS Module circuits. Locate
If the measured voltage is less than and repair the short circuit to voltage.
0.5 volts, go to “Test 7 — Checking for a If there is NO continuity, the sensor return
Short Circuit to Ground” on page 257. line is shorted to voltage somewhere else in
If the measured voltage is greater than the harness. Locate and repair the short
0.5 volts, go to “Test 8 — Isolating the Short circuit to voltage.
Circuit to Voltage in the Sensor Return Line”
on page 257.

MID 128-SID 21
Circuit to Ground to Voltage in the Sensor Return Line
256 257
!,,/4(%20).3
/.#/..%#4/23
!!.$"

%-3-/$5,%#/..%#4/2!
(!2.%333)$%

%-3-/$5,%#/..%#4/2!
(!2.%333)$% VA

Figure 257

EMS Module.
3. Disconnect the CAM Speed Sensor.
connector A pin 46 and all other pins on


Figure 257).
%-3-/$5,%#/..%#4/2!
(!2.%333)$% VA
If continuity exists between pin 46 and any
other pin, pin 46 is shorted to one of the
Figure 256 other EMS Module circuits. Locate and
repair the short circuit to voltage.
1. Turn the ignition key OFF. If there is NO continuity, the sensor return
2. Disconnect EMS Module connector A. line is shorted to voltage somewhere else in
3. Disconnect the CAM Speed Sensor. the harness. Locate and repair the short
circuit to voltage.
Check for continuity between EMS Module
Figure 256).
Checking for a Pin to Pin Short Circuit” on
page 258.
If continuity exists to ground on either circuit,
go to “Test 10 — Isolating the Short Circuit
to Ground” on page 259.

MID 128-SID 21
Test 9 — Checking for a Pin to Pin 1. Turn the ignition key OFF.
Short Circuit 2. Disconnect the CAM Speed Sensor.
258 3. Disconnect EMS Module connectors A
and B.
connector A pins 45 and 46 versus all other
!,,/4(%20).3/. pins on EMS Module connectors A and B
%-3#/..%#4/2 (see Figure 258).
!!.$" If there is NO continuity, go to “Test 11 —
Checking for an Open Circuit in the
If continuity exists, the suspect pin is shorted
Locate and repair the short circuit.

%-3-/$5,%#/..%#4/2!
(!2.%333)$%
!,,/4(%20).3/.
%-3#/..%#4/2
!!.$"

%-3-/$5,%#/..%#4/2!
(!2.%333)$% VA
Figure 258

MID 128-SID 21
Test 10 — Isolating the Short Circuit 1. Turn the ignition key OFF.
to Ground 2. Disconnect the CAM Speed Sensor.
and B.
4. Check for continuity between the circuit
(connector A pin 45 or 46) that showed
!,,/4(%20).3/. continuity in test 7, versus all other pins on
%-3#/..%#4/2 EMS Module connectors A and B (see
!!.$" Figure 259).
If there is NO continuity, the suspect circuit is
shorted to ground somewhere else in the
harness. Locate and repair the short circuit.

%-3-/$5,%#/..%#4/2!
(!2.%333)$%
!,,/4(%20).3/.
%-3#/..%#4/2
!!.$"

%-3-/$5,%#/..%#4/2!
(!2.%333)$% VA
Figure 259

MID 128-SID 21
Test 11 — Checking for an Open 1. Turn the ignition key OFF.
Circuit in the Harness 2. Disconnect the CAM Speed Sensor
connector.
260
connector A pin 45 and EMS Module
*5-0%20).3
!.$
connector A pin 46.
5. Check for continuity between pins 1 and 2
on the harness side of the CAM Speed
Sensor connector (see Figure 260).
Checking for an Open at the Sensor End of
the Harness” on page 261.
Checking for a Faulty EMS Module or a
Loose EMS Module Connector” on page

261.
%-3-/$5,%#/..%#4/2!
(!2.%333)$%

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(!2.%33#/..%#4/2
(!2.%333)$%
VA
Figure 260

MID 128-SID 21
Test 12 — Checking for an Open at Test 13 — Checking for a Faulty
the Sensor End of the Harness EMS Module or a Loose EMS
2. Connect the CAM Speed Sensor connector.
3. Connect EMS Module connectors A and B.
4. Start the engine.
If blink code SID 21 is still active, check the
or broken pins, or repairable damage. If no
problems are evident, or they are not
retest the system.
If blink code SID 21 is NOT active, the
proper connections.

%-3-/$5,%#/..%#4/2!
(!2.%333)$%
VA
Figure 261

2. Connect the CAM Speed Sensor.
4. Measure the resistance between EMS
Module connector A pins 45 and 46 (see
Figure 261).
go to “Test 13 — Checking for a Faulty EMS
Module or a Loose EMS Module Connector”
on page 261.
If the resistance is not within this range, the
CAM Speed Sensor has an open circuit or a
faulty connector. Repair the connector if
possible, otherwise, replace the sensor.

MID 128-SID 22
MID 128-SID 22
MID 128 SID 22 — CRANK SPEED SENSOR

262
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Figure 262 — Crank Speed Sensor Circuit
Failure Mode Identifier (FMI): 2 (Data Erratic), Location: The Crank Speed Sensor is located on
3 (Shorted High), 8 (Abnormal Frequency) the left side of the engine on the flywheel
housing.
Parameter Identification (PID): S22
Code Setting Conditions: If the Engine
Message Identification (MID): 128 Management System (EMS) Module calculates a
significant difference between the Crank Speed
Circuit Description: The Crank Speed Sensor is Sensor input signal and the CAM Speed Sensor
an inductive sensor that will generate a variable input signal, the EMS Module will turn on the
voltage signal when the sensor's magnetic field is Electronic Malfunction Lamp (EML) and SID 22
excited. The Crank Speed Sensor is installed will set. If the engine speed signals agree, the
near the flywheel. When the engine is running the fault will become inactive. The engine and
flywheel's teeth rotate past the sensor's tip and tachometer will continue to operate when SID 22
voltage pulses are generated. The Engine is set because the EMS Module will use the CAM
Management System (EMS Module) monitors the Speed Sensor signal to calculate engine speed.
frequency of the signal generated by the Crank
Speed Sensor and calculates the engine RPM.
The air gap between the sensor tip and the
flywheel teeth can influence the sensor's output
signal and should be checked if SID 22 is set or is
setting intermittently.

MID 128-SID 22
Test 1 — Checking for SID 22
1. Verify that SID 22 is set.
Electrical problems can cause this fault to be If SID 22 is set, go to “Test 2 — Checking for
generated, and electrical diagnostics are an Open or Short in the Sensor” on page
provided in this section. Mechanical problems 263.
can also cause temporary or permanent speed
signal errors. After all electrical possibilities have If SID 22 is not set, wiggle the harness and
been ruled out, check mechanical conditions that connectors to try to set the code.
could cause vibration or signal errors. Such
conditions include but are not limited to: Test 2 — Checking for an Open or
앫 Faulty Engine Vibration Damper Short in the Sensor
앫 Contaminated sensor tips 263
앫 Missing or chipped gear teeth

앫 Improperly installed Flywheel Ring Gear
앫 Incorrect Flywheel
앫 Contaminated Flywheel Ring Gear
앫 Improperly adjusted sensor
앫 Excessive Driveshaft backlash
앫 Improperly balanced engine components.

FMI 3 will only be seen as active with the engine

OFF. In all cases the SID 22 FMI will change to 2

when the engine is started.

Figure 263

2. Disconnect the Crank Speed Sensor.
3. Measure the resistance between terminals 1
and 2 on the sensor side of the Crank Speed
Sensor harness connector (see Figure 263).
go to “Test 3 — Checking for a Short to
Ground in the Sensor” on page 264.
If the resistance is NOT between
775–945 ohms, go to, check the Crank
Speed Sensor pigtail connector and wiring
for damage. If the connector and wiring are
NOT damaged, replace the Crank Speed
Sensor.

MID 128-SID 22
Ground in the Sensor Circuit to Voltage in the Sensor
264 Signal Line
265

%-3-/$5,%#/..%#4/2!
(!2.%333)$%
Figure 264 VA
Figure 265
2. Disconnect the Crank Speed Sensor 1. Turn the ignition key OFF.
connector. 2. Disconnect connectors A and B from the
3. On the sensor side of the harness Engine Management System (EMS) Module.
connector, check for continuity between 3. Turn the ignition key ON.
pin 1 and a good ground. Also check for
continuity between pin 2 and a good ground 4. Measure the voltage between EMS Module
(see Figure 264). connector A pin 38 and a good ground (see
If continuity exists between either pin and Figure 265).
ground, replace the sensor. If the measured voltage is less than
If there is NO continuity, go to “Test 4 — 0.5 volts, go to “Test 5 — Checking for a
Checking for a Short Circuit to Voltage in the Short Circuit to Voltage in the Sensor Return
Sensor Signal Line” on page 264. Line” on page 265.
0.5 volts, go to “Test 6 — Checking for a Pin
to Pin Short Circuit to Voltage” on page 265.

MID 128-SID 22
Circuit to Voltage in the Sensor Short Circuit to Voltage
Return Line 267
266
!,,/4(%20).3/.%-3
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%-3-/$5,%#/..%#4/2!

(!2.%333)$%
%-3-/$5,%#/..%#4/2! VA
(!2.%333)$%
VA Figure 267
Figure 266
1. Turn the ignition key OFF. 2. Disconnect connectors A and B from the
2. Disconnect connectors A and B from the EMS Module.
EMS Module. 3. Check for continuity between EMS Module
3. Turn the ignition key ON. connector A pin 38 and all other pins on
4. Measure the voltage between EMS Module Figure 267).
connector A pin 37 and a good ground (see If continuity exists between pin 38 and any
Figure 266). other pin, pin 38 is shorted to one of the
If the measured voltage is less than other EMS Module circuits. Locate and
0.5 volts, go to test. repair the short circuit to voltage in the
If the measured voltage is greater than connector.
0.5 volts, go to test“Test 7 — Checking for a If there is NO continuity, the sensor signal
Short Circuit to Ground” on page 266 “Test 8 line is shorted to voltage somewhere else in
— Isolating the Short Circuit to Voltage” on the harness. Locate and repair the short to
page 266. voltage.

MID 128-SID 22
Circuit to Ground to Voltage
268 269

!,,/4(%20).3/.%-3
-/$5,%#/..%#4/23
!!.$"

%-3-/$5,%#/..%#4/2!
(!2.%333)$%

%-3-/$5,%#/..%#4/2!
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VA

Figure 269

EMS Module.
connector A pin 37 and all other pins on
Figure 269).
If continuity exists between pin 37 and any
%-3-/$5,%#/..%#4/2! other pin, pin 37 is shorted to one of the
(!2.%333)$% VA other EMS Module circuits. Locate and
repair the short circuit to voltage.
Figure 268
If NO continuity exists, the return line is
2. Disconnect EMS Module connector A. to voltage.
3. Disconnect the Crank Speed Sensor.
connector A pin 38 and a good ground and
between EMS Module connector A pin 37
If there is continuity to ground on either
circuit, go to “Test 10 — Isolating the Short
Circuit to Ground” on page 268.

MID 128-SID 22
Test 9 — Checking for a Pin to Pin 1. Turn the ignition key OFF.
Short Circuit in the Harness 2. Disconnect the Crank Speed Sensor.
and B.
connector A pins 37 and 38 versus all other
pins on EMS Module connectors A and B
!,,/4(%20).3/.%-3
(see Figure 270).
-/$5,%#/..%#4/23
!!.$" If there is NO continuity, go to “Test 11 —
Checking for an Open Circuit in the

If continuity exists between pin 37 or pin 38
and any other pin, the suspect pin is shorted

%-3-/$5,%#/..%#4/2!
(!2.%333)$%
!,,/4(%20).3/.%-3
-/$5,%#/..%#4/23
!!.$"

%-3-/$5,%#/..%#4/2!
(!2.%333)$% VA
Figure 270

MID 128-SID 22
Test 10 — Isolating the Short Circuit 1. Turn the ignition key OFF.
to Ground 2. Disconnect the Crank Speed Sensor.
and B.
4. Check for continuity between the circuit
(connector A pin 37 or 38) that showed
!,,/4(%20).3/.%-3 continuity in test 7 and all other pins on EMS
-/$5,%#/..%#4/23 Module connectors A and B (see
!!.$" Figure 271).
If there is NO continuity, the suspect pin is
shorted to ground somewhere else in the
harness. Locate and repair the short circuit.

%-3-/$5,%#/..%#4/2!
(!2.%333)$%
!,,/4(%20).3/.%-3
-/$5,%#/..%#4/23
!!.$"

%-3-/$5,%#/..%#4/2!
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Figure 271

MID 128-SID 22
Test 11 — Checking for an Open 1. Turn the ignition key OFF.
Circuit in the Harness 2. Disconnect the Crank Speed Sensor
connector.
272
connector A pin 38 and EMS Module
*5-0%20).3
!.$
connector A pin 37.
5. Check for continuity between pins 1 and 2
on the harness side of the Crank Speed
Sensor connector (see Figure 272).
Checking for an Open Circuit at the Sensor
End of the Harness” on page 270.
Checking for a Faulty EMS Module or a
Loose EMS Module Connector” on page

270.
%-3-/$5,%#/..%#4/2!
(!2.%333)$%
0). 0).
#2!.+30%%$3%.3/2
#/..%#4/2
VA
Figure 272

MID 128-SID 22
Test 12 — Checking for an Open Test 13 — Checking for a Faulty
Circuit at the Sensor End of the EMS Module or a Loose EMS
Harness Module Connector
273
Before replacing the Engine Control Unit (EMS

Module), check the sensor for proper adjustment.
Refer to the Mack Engine Service Procedures
Manual for the installation and adjustment
procedure and shim part numbers.

2. Connect the Crank Speed Sensor
connector.
3. Connect EMS Module connectors A and B.
If SID 22 is still active, check the Engine
%-3-/$5,%#/..%#4/2! Management System (EMS Module) and
(!2.%333)$% connectors for dirt, loose or broken pins, or
VA repairable damage. If no problems are
evident, or they are not repairable, replace
Figure 273 the EMS Module and retest the system.
If SID 22 is NOT active, the diagnostic
2. Connect the Crank Speed Sensor. Check all connectors to ensure proper
connections.
4. Measure the resistance between EMS
Module connector A pins 37 and 38 (see
Figure 273).
If the resistance is between 775-945 ohms,
go to “Test 13 — Checking for a Faulty EMS
Module or a Loose EMS Module Connector”
on page 270.
If the resistance is not within this range,
there is an open circuit or high resistance
connection at the sensor harness connector.
Repair the connector if possible, otherwise,
replace the sensor.

MID 128-SID 27
MID 128-SID 27
MID 128 SID 27 — VARIABLE GEOMETRY TURBOCHARGER

SMART REMOTE ACTUATOR
274
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Figure 274 — Variable Geometry Turbocharger Smart Remote Actuator (VGT SRA) Circuit
Failure Mode Identifier (FMI): 0 (Valid High), Vehicle Electronic Control Unit (VECU) and the
2 (Data Erratic), 4 (Voltage Low), 7 (Mechanical Instrument Cluster Module (ICM) to determine
System Not Responding), 9 (Data Absent), the correct amount of engine boost needed.
12 (Failed Device), 13 (Out of Calibration)
Location: The Variable Geometry Turbocharger
Parameter Identification (PID): S27 Smart Remote Actuator (VGT SRA) is located on
the right side of the engine at the turbocharger.
Code Setting Conditions: If the information
Circuit Description: The Variable Geometry
transmitted from the VGT SRA is above range,
Turbocharger Smart Remote Actuator (VGT SRA)
FMI 0 will set. If the data from the VGT SRA is
is a self-contained component with motors,
incorrect, FMI 2 will set or FMI 9 will set if the data
sensors and a control unit. The VGT SRA uses a
is missing. If there is a short to ground detected,
movable nozzle to adjust the intake manifold
FMI 4 will set. A mechanical failure will set FMI 7
pressure for various operating conditions. Nozzle
or FMI 12 will set if there is a failed device within
movement is controlled by an actuator mounted
the VGT SRA. If the VGT SRA is out of
on the tubocharger. When the EMS Relay is
calibration, FMI 13 will set.
energized, fuse 38 supplies battery voltage to the
VGT SRA and the unit is grounded by means of
the engine block. Information to and from the
VGT SRA is communicated over the J1939 serial
data lines. These data lines communicate with
the Engine Management System (EMS) Module,

MID 128-SID 27
Test 1 — Checking for Code SID 27 Test 4 — Checking the Ground to
1. Verify that code SID 27 is set. the VGT SRA
If code SID 27 is set, go to “Test 2 — 275

Visually inspect the VGT SRA connector for
poor connections.




page 272.
Checking Code SID 27 Failure Mode

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Test 3 — Checking Code SID 27 VA
Failure Mode Identifier (FMI) Figure 275

using a diagnostic computer. 1. Turn the ignition key OFF.
If the FMI is 0 (Data High) or 2 (Data 2. Disconnect connector from the VGT SRA.
Erratic), replace the VGT SRA assembly and 3. Check continuity between the VGT SRA
retest the system. harness connector pin 2 and a good ground
If the FMI is 4 (voltage low), go to “Test 4 — (see Figure 275).
Checking the Ground to the VGT SRA” on If continuity exists, go to “Test 5 — Checking
page 272. for Voltage to the VGT SRA” on page 273.
If the FMI is 9 (data absent), go to “Test 4 — If continuity does not exist, locate and repair
Checking the Ground to the VGT SRA” on the open in the ground circuit.
page 272 and “Test 5 — Checking for
Voltage to the VGT SRA” on page 273. If test
4 and 5 are good go to PSID 232
(J 1939 CAN 2 bus) data line testing
procedure.
responding), 12 (failed device) or 13 (out of
calibration), go to “Test 4 — Checking the
Ground to the VGT SRA” on page 272.

MID 128-SID 27
Test 5 — Checking for Voltage to the Test 6 — Checking for Short to
VGT SRA Ground in the VGT SRA Voltage
276 Line
277

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Figure 276 VA
Figure 277
2. Disconnect connector from the VGT SRA. 1. Turn the ignition key OFF.
3. Turn the ignition key ON. 2. Disconnect connector from the VGT SRA.
4. Measure the voltage between the VGT SRA 3. Check continuity between the VGT SRA
harness connector pin 1 and a good ground harness connector pin 1 and a good ground
(see Figure 276). (see Figure 277).
If the measured voltage is approximately If continuity exists, repair the short to ground
battery voltage, verify the diagnostic code, in the voltage circuit.
the FMI and retest. If FMI 4 is still active, If continuity does NOT exist, check the
replace the VGT SRA and retest the system. connector pins for dirt, loose pins or
If the measured voltage is NOT deformed contacts. Verify the diagnostic
approximately battery voltage, go to “Test 6 code, the FMI and retest. If there is still an
— Checking for Short to Ground in the VGT active FMI, replace the VGT SRA and retest
SRA Voltage Line” on page 273. the system.

MID 128-SID 33
MID 128-SID 33
MID 128 SID 33 — COOLING FAN CONTROL

278
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Figure 278 — Cooling Fan Control Circuit

Failure Mode Identifier (FMI): 3 (Voltage High), Code Setting Conditions: When the Engine
4 (Voltage Low), 5 (Current Low/Open) Management System (EMS) Module detects
there is a short to voltage in the cooling fan
control circuit, FMI 3 will set and the fan will
Message Identification (MID): 128 operate continuously. When there is a short to
ground, FMI 4 will set and the fan will not operate.
Circuit Description (On/Off Fan): The Fan
If there is an open circuit, FMI 5 will be set and
Clutch Solenoid controls the operation of the
the fan will operate continuously.
cooling fan by using a solenoid. The Fan Clutch
Solenoid is supplied battery voltage and is
grounded by the Engine Management System
(EMS) Module. When the EMS System Module
determines fan operation is needed, based on If code SID 33 sets with FMI 4, there may be
coolant temperature, intake air temperature or additional active codes. If this is the case, follow
A/C load, the EMS Module will de-energize the the diagnostic procedures for the other codes
Fan Clutch Solenoid allowing the fan clutch to first, then check to make sure code SID 33 is no
engage. longer active.
Circuit Description (Electronic Viscous Fan):
Additional Symptoms: Higher than normal
The Electronic Fan Drive contains a solenoid that
coolant temperatures, poor air conditioning
controls the flow of fluid between reservoirs in the
performance or lower than normal coolant
fan drive housing and cover. The EMS Module
temperatures may be experienced.
provides power to the solenoid and controls
solenoid operation to optimize fan speed, based
on coolant temperature, intake air temperature
and A/C load.
If a customer complains that the fan clutch does
Location: The On/Off Fan Clutch Solenoid is not disengage and code SID 33 has not been
located on the lower left side of the radiator logged in the EMS Module, the problem may be
shroud. The Electronic Fan Drive is bolted to the due to a mechanical failure in the chassis air
drive pulley on the front of the engine. system.

MID 128-SID 33
Voltage in the Signal Line
The fan can engage without warning. Hands, 279
arms and personal items can easily be
entangled in the belts or fan blades. Keep
arms, hair, clothing, jewelry, etc. clear from
the fan and belts when the engine is running.

1. Verify that code SID 33 is set.
Visually inspect the Fan Clutch Solenoid
harness connector and wires for frayed or
loose connections.



If only SID 33 is set, go to “Test 3 — 2. Disconnect connector from the Fan Clutch
Checking Code SID 33 Failure Mode Solenoid connector and the Engine
Identifier (FMI)” on page 275. Management System (EMS) Module
connector B.
Test 3 — Checking Code SID 33 3. Measure the voltage between the Fan Clutch
Failure Mode Identifier (FMI) Solenoid harness connector pin 3 and a
using a diagnostic computer. If voltage is present, the signal line circuit is
voltage, repair the circuit and retest the
Checking for Short to Voltage in the Signal
system.
If there is NO voltage present, replace the
Fan Clutch Solenoid and retest the system.
Checking for Short to Ground in the Signal
If the FMI 3 is still active after replacing the
solenoid, verify the diagnostic code, the FMI
If the FMI is 5 (current low/open), go to “Test and retest the system. If the FMI 3 is still
6 — Checking for a 12 Volt Supply to the active, replace the EMS Module and retest
Solenoid” on page 276. the system.

MID 128-SID 33
Test 5 — Checking for Short to Test 6 — Checking for a 12 Volt
Ground in the Signal Line Supply to the Solenoid
280 281

2. Disconnect connector from the Fan Clutch 2. Disconnect connector from the Fan Clutch
Solenoid connector and the Engine Solenoid.
connector B.
4. Measure the voltage between Fan Clutch
3. Check for continuity between the Fan Clutch
Solenoid connector pin 4 and a good ground
Solenoid harness connector pin 3 and a
(see Figure 281).
If 12 volts is present, go to “Test 7 —
If continuity exists to ground, locate and
Checking for an Open Solenoid” on page
repair the short circuit to ground.
277.
If there is NO continuity, replace the Fan
If 12 volts is not present, then there is an
Clutch Solenoid and retest the system. If the
open or short in the voltage circuit to the
FMI 4 is still active after replacing the
solenoid. Locate and repair the open or
solenoid, verify the diagnostic code, the FMI
short circuit.
and retest the system. If the FMI 4 is still
active, replace the EMS Module and retest
the system.

MID 128-SID 33
Test 7 — Checking for an Open Test 8 — Checking for an Open in
Solenoid the Signal Line
282 283
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Figure 282

2. Disconnect the connector from the Fan
Clutch Solenoid. %-3-/$5,%#/..%#4/2"
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Solenoid pins 3 and 4 (see Figure 282). Figure 283
for an Open in the Signal Line” on page 277.
If there is NO continuity, replace the Fan 2. Disconnect connector from the Fan Clutch
Clutch Solenoid and retest the system. Solenoid connector and the Engine
connector B.
Solenoid harness connector pin 3 and the
EMS Module harness connector B pin 49
(see Figure 283).
the open in the circuit.

MID 128-SID 33
Test 9 — Checking for a Faulty
Engine Management System (EMS)
Module Connector
3. Visually inspect EMS Module connector B
for dirt, loose pins or deformed contacts.
the connector terminal, verify the diagnostic
code, the FMI and retest the system. If the
FMI 5 is still active, replace the EMS Module

MID 128-SID 39
MID 128-SID 39
MID 128 SID 39 — STARTER OUTPUT

284

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Figure 284 — Starter Output Control Circuit (with Eaton A/T)

MID 128-SID 39
285
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Figure 285 — Starter Output Control Circuit (w/o Eaton A/T)
Circuit Description: The Vehicle Electronic

Control Unit (VECU) supplies and monitors the
cranking signal to the starter motor relay. The
When performing electrical tests, wiggle the wires VECU provides several types of starter cranking
and connectors to find intermittent problems. protection so the starter cannot be engaged while
the engine is running and will limit the maximum
cranking time to 18 seconds without cycling the key.
Failure Mode Identifier (FMI): 0 (Valid High), 3
(Voltage High), 4 (Voltage Low), 5 (Current
Location: The Vehicle Electronic Control Unit
Low/Open), 7 (Mechanical System Not
(VECU) is located in the center of the dash.
Responding), 10 (Abnormal Rate of Change), 14
(Programming Failure)
Code Setting Conditions:
Parameter Identification (PID): S39 FMI 0 indicates the starter estimated temperature
has exceeded the manufacture's limit. The starter
Message Identification (MID): 128 can not be re-engaged until a cool down time
down has occurred.

MID 128-SID 39
FMI 3 indicates there is a short circuit to voltage Test 3 — Checking Code SID 39
in the starter relay control circuit.
FMI 4 indicates there is a short circuit to ground 1. Check the Failure Mode Identifier (FMI)
in the starter relay control circuit. using a diagnostic computer.
FMI 5 indicates there is an open circuit in the If the FMI is 0 (valid high), the starter
starter relay control circuit. estimated temperature has exceeded the
manufacture's limit. The starter can not be
FMI 7 indicates that starter engagement has re-engaged until a cool down time down has
been denied because the automated/automatic past.
transmission is not in neutral. If the FMI is 3 (voltage high), go to “Test 4 —
Checking for Short to Voltage in the Control
FMI 10 indicates the command to the starter has Line” on page 282.
been sent, but the engine is not turning. If the FMI is 4 (voltage low), go to “Test 5 —
FMI 14 indicates the PTO is engaged and locks Line” on page 282.
out the starter motor operation. If the FMI is 5 (current low/open), go to “Test
6 — Checking for an Open in the Control
Test 1 — Checking for Code SID 39 Line” on page 283.
1. Verify that code SID 39 is set. responding), the starter engagement has
If code SID 39 is set, go to “Test 2 — been denied because the
Checking for Other Codes” on page 281. automated/automatic transmission is not in
If code SID 39 is not set, wiggle the harness neutral.
and connectors to try to set the code. If the FMI is 10 (abnormal rate of change),
Visually inspect the Vehicle Electronic the command to the starter has been sent,
Control Unit (VECU) harness connector and but the engine is not turning. Check and
wires for frayed or loose connections. diagnose the mechanical operation of the
starting system.
If the FMI is 14 (programming failure), the
Test 2 — Checking for Other Codes PTO is engaged and locks out the starter
1. Are any other codes set? motor operation.
page 281.

MID 128-SID 39
Voltage in the Control Line Ground in the Control Line
286 287

Unit (VECU) connector B. Unit (VECU) connector B.
3. Turn the ignition key ON. 3. Check for continuity between the Vehicle
Electronic Control Unit (VECU) connector B
4. Measure the voltage between the VECU
Figure 286). If continuity exists to ground, locate and
If voltage is present, the control line circuit is
shorted to voltage. Locate the short to If there is NO continuity, verify the diagnostic
voltage, repair the circuit and retest the code, the FMI and retest the system. If the
system. FMI 4 is still active, replace the VECU and
retest the system.
If there is NO voltage present, verify the
diagnostic code, the FMI and retest the
system. If the FMI 3 is still active, replace the
VECU and retest the system.

MID 128-SID 39
the Control Line Vehicle Electronic Control Unit
1. Turn the ignition key OFF. (VECU) Connector
2. Disconnect the Vehicle Electronic Control 1. Turn the ignition key OFF.
Unit (VECU) connector B. 2. Disconnect the Vehicle Electronic Control
3. With Eaton A/T, disconnect the 20 Starter Unit (VECU) connectors A, B and C.
Enable Relay. 3. Visually inspect VECU connectors for dirt,
4. Without Eaton A/T, disconnect the 36 Start loose pins or deformed contacts.
Cntrl 1 Relay. If a repairable open is found or the terminal
5. With Eaton A/T, check for continuity between feels loose, repair the harness connector.
the Vehicle Electronic Control Unit (VECU) If the test lead is making good contact with
connector B pin 28 and 20 Starter Enable the connector terminal, verify the diagnostic
Relay pin 30 (see Figure 284). code, the FMI and retest the system. If the
Without Eaton A/T, check for continuity FMI 5 is still active, replace the VECU and
between the Vehicle Electronic Control Unit retest the system.
(VECU) connector B pin 28 and 36 Start
Cntrl 1 Relay pin 85 (see Figure 285).
If there is NO continuity, repair the circuit
between the VECU and the relay.
for an Open in the Relay Ground Circuit” on
page 283.
Test 7 — Checking for an Open in

the Relay Ground Circuit
2. With Eaton A/T, disconnect the Starter
Enable Relay and Starter CNTRL 1 Relay.
3. Without Eaton A/T, disconnect the Start
Cntrl 1 Relay.
4. With Eaton A/T, check for continuity between
the Starter Enable Relay pin 87 and the
Starter CNTRL 1 Relay pin 85 (see
Figure 284).
With Eaton A/T, check for continuity between
the Starter CNTRL 1 Relay pin 85 and a
good ground. (see Figure 284).
Without Eaton A/T, check for continuity
between the Start Cntrl 1 Relay pin 87 and a
good ground. (see Figure 285).
the circuit.
for a Faulty Vehicle Electronic Control Unit
(VECU) Connector” on page 283.

MID 128-SID 146
MID 128-SID 146
MID 128 SID 146 — EGR CONTROL VALVE

288
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Figure 288 — EGR Control Valve Circuit
Failure Mode Identifier (FMI): 3 (Voltage

High/Open), 5 (Current Low/Open),
7 (Mechanical System Not Responding),
12 (Failed Device) If the Engine Management System (EMS) Module
detects a short circuit to ground in the EGR
Parameter Identification (PID): S146 Control Valve high side drive circuit, the EMS
Module will turn OFF the high side driver and the
Message Identification (MID): 128 driver will remain OFF until the key is cycled.
Circuit Description: The EGR Valve operation is

controlled by the Engine Management System Test 1 — Checking for Code SID 146
(EMS) Module using output transistor drivers that
provide the power and ground circuits. 1. Check that code SID 146 is set.
Location: The EGR Control Valve is located on Checking the Failure Mode Indicator (FMI)”
the right rear side of the engine. on page 285.
If code SID 146 is NOT set, wiggle the
Code Setting Conditions: If the Engine harness connectors to try to set the code.
Management System (EMS) Module detects an Visually inspect the EGR connector and
open, short to ground or short to voltage while terminals for frayed, loose or corroded
attempting to operate the EGR Control Valve, the connections.
Electronic Malfunction Lamp (EML) will turn ON
and code SID 146 will set. Code SID 146 will also
set if EGR flow is not within the proper range for
the current engine operating conditions.

MID 128-SID 146
Test 2 — Checking the Failure Mode Test 4 — Checking the EGR Flow
Indicator (FMI)
1. Check the code SID 146 FMI using a
diagnostic computer. Early V-MAC IV and VCADS do not have the
If the FMI is 3 or 5, go to “Test 3 — Checking Advanced Diagnostic screen as described in
for an Open EGR Control Valve” on page Test 4.
285.
If the FMI is 7 or 12, go to “Test 4 — 1. Start the engine and allow it to idle.
Checking the EGR Flow” on page 285.
2. Road test the vehicle, operating in the full
range of loads and engine speeds.
Test 3 — Checking for an Open EGR 3. Use the Advanced Diagnostics screen of the
Control Valve Mack Diagnostics Software to monitor EGR
flow while the EMS Module is requesting the
289
EGR Control Valve to open.
If the measured EGR flow is more than
5-10 lbs/min less than the target value, go to
“Test 6 — Checking EGR Control Valve
Operation” on page 286.
If the measured EGR flow is more than
5-10 lbs/min greater than the target value,
go to “Test 7 — Checking EGR Control Valve
Operation at Idle” on page 286.
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Figure 289

from the EGR control valve.
3. Check for continuity between the pins on the
EGR Control Valve (see Figure 289).
for a Short to Ground in the EGR Control
Valve” on page 286.
If there is NO continuity at the EGR Control
Valve, the solenoid is open and must be
replaced.

MID 128-SID 146
Test 5 — Checking for a Short to Test 6 — Checking EGR Control
Ground in the EGR Control Valve Valve Operation
290
1. Shut down the engine.
2. Observe the EGR Control Valve shaft while
an assistant starts the engine. The shaft
should move from left to right when the EMS
Module requests EGR.
If the EGR Control Valve opens when the
EMS Module requests EGR, go to “Test 9 —
! " If the EGR Control Valve does NOT open
when the EMS Module requests EGR, go to
“Test 10 — Checking for Oil Pressure to the
EGR Control Valve” on page 287.
Test 7 — Checking EGR Control

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Early V-MAC IV and VCADS do not have the
Figure 290 Advanced Diagnostic screen as described in
Test 7.
2. Disconnect the harness electrical connector 1. Start the engine and allow it to idle.
from the EGR Control Valve.
2. Use the Advanced Diagnostics screen of the
3. Check for continuity from either pin on the Mack Diagnostics Software to monitor the
EGR Control Valve to a good ground (see EGR Control Valve position command.
Figure 290). If the EGR Control Valve is OFF at idle, go to
If there is NO continuity at the EGR Control “Test 11 — Checking Boost Pressure at
Valve, go to “Test 8 — Checking for a Short Road Speed” on page 287.
to Ground at the EGR Control Valve If the EGR Control Valve is ON at idle, go to
Harness Connector” on page 287. “Test 12 — Checking for Debris in the EGR
If continuity exists, the EGR Control Valve is Control Valve” on page 288.
shorted to ground and must be replaced.

MID 128-SID 146
Test 8 — Checking for a Short to Test 10 — Checking for Oil Pressure
Ground at the EGR Control Valve to the EGR Control Valve
Harness Connector 1. Turn the ignition key OFF.
291
2. Connect an oil pressure gauge to the EGR
Control Valve oil supply line.
3. Plug the open oil port.
4. Start the engine and allow it to idle.
If the oil pressure at the supply line is
roughly equal to system pressure, go to
“Test 15 — Checking for a Short to Ground
!
at the EGR Control Valve Harness
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5. If the oil pressure at the supply line is
significantly less than system pressure,
there is an obstruction in the oil supply line.
Locate and repair the cause of the low oil
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at Road Speed
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1. Road test the vehicle.
Figure 291
2. Verify that EGR flow varies with changes in
1. Turn the ignition key OFF. engine speed and load.
If EGR is flowing but does not vary with
changes in engine speed and load, replace
EMS Module.
the EGR Mass Flow Sensor assembly and
3. Disconnect the harness connector from the retest the system.
EGR Control Valve.
3. Monitor the boost pressure while operating
4. Check for continuity between the two pins of the vehicle at the rated engine speed and
the EGR Control Valve harness connector under full load.
and a good ground (see Figure 291). If the boost pressure reaches approximately
If continuity exists, the circuit is shorted to 54 psi at 100% load, go to “Test 16 —
ground. Locate and repair the short circuit. Checking the EGR Mass Flow Sensor
If there is NO continuity, go to “Test 13 — Assembly” on page 289.
Checking for an Open Circuit in the EGR If 54 psi of boost pressure cannot be
Control Valve High Side Drive” on page 288. achieved at 100% load, go to “Test 17 —
Checking for Boost and EGR Leaks” on
page 289.
1. Check to see if other codes are also set.
If other codes are set, diagnose and repair
the cause of these codes first, then retest
the system to ensure code SID 146 is no
longer active.
If code PID 412 or PPID 35 are NOT set, go
to “Test 14 — Checking the Turbocharger
Vane Position” on page 288.

MID 128-SID 146
Test 12 — Checking for Debris in 1. Turn the ignition key OFF.
the EGR Control Valve 2. Disconnect connectors A and B from the
EMS Module.
2. With the EGR Control Valve ON, disconnect EGR Control Valve.
the harness connector.
If the EGR Control Valve remains open (high harness connector B pin 9 and pin 1 at the
flow and the actuator shaft moved to the EGR Control Valve connector (see
right), go to “Test 18 — Checking for Debris Figure 292).
in the EGR Control Valve” on page 289.
If the EGR Control Valve closes (no flow and circuit.
the actuator shaft moved to the left), go to
“Test 19 — Checking Turbocharger Wheel If continuity exists, go to “Test 20 —
Speed” on page 290. Checking for an Open Circuit in the EGR
Control Valve Low Side Drive” on page 290.
Test 13 — Checking for an Open

Test 14 — Checking the
Circuit in the EGR Control Valve
Turbocharger Vane Position
High Side Drive
292
2. With the chassis air pressure at

approximately 110 psi, observe the
turbocharger vane position.
If the turbocharger vanes are near the
!
closed position, go to “Test 21 — Checking
"
for Intake and EGR Leaks” on page 290.
If the turbocharger vanes are NOT near the
closed position, refer to VGT turbocharger
diagnostics.
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Figure 292

MID 128-SID 146
Test 15 — Checking for a Short to Test 16 — Checking the EGR Mass
Ground at the EGR Control Valve Flow Sensor Assembly
Harness Connector 1. Turn the ignition key OFF.
293
2. Replace the EGR Mass Flow Sensor
assembly with a known good unit.
3. Road test the vehicle and retest the system.
If code SID 146 becomes active, reinstall the
original EGR Mass Flow Sensor assembly

and replace the EMS Module.
If code SID 146 does NOT become active,
replacing the EGR Mass Flow Sensor
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assembly corrected the problem. Check all
Test 17 — Checking for Boost and

EGR Leaks
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Leaks are often indicated by soot or carbon
VA
marks at joints or connections.
If any leaks are apparent, repair or replace
Figure 293 the faulty component and retest the system.
If there are NO apparent leaks, go to “Test
23 — Pressure Testing the System” on page
2. Disconnect connector B from the EMS 291.
Module.
3. Disconnect the harness connector from the Test 18 — Checking for Debris in
EGR Control Valve.
the EGR Control Valve
4. Check for continuity between each pin of the
EGR Control Valve harness connector 1. Start the engine and allow it to idle.
versus a good ground (see Figure 293). 2. With the EMS Module requesting EGR flow,
If continuity exists, the circuit is shorted to disconnect and connect the EGR Control
ground. Locate and repair the short circuit. Valve harness connector several times.
If there is NO continuity, go to “Test 22 — 3. Road test the vehicle, operating in the full
Checking for a Short to Voltage in the EGR range of loads and engine speeds.
Control Valve High Side Drive Circuit” on
page 291. If code SID 146 becomes active, go to “Test
24 — Checking the EMS Module” on page
291.
disconnecting and reconnecting the EGR
Control Valve dislodged debris from the
valve.

MID 128-SID 146
Test 19 — Checking Turbocharger 1. Turn the ignition key OFF.
Wheel Speed 2. Disconnect connectors A and B from the
EMS Module.
3. Disconnect the EGR Control Valve electrical
2. Monitor the turbocharger wheel speed. connector.
If the turbocharger wheel speed is greater 4. Check for continuity between EMS Module
than 12,000 rpm, go to “Test 25 — Checking harness connector B pin 13 and pin 2 at the
for Other Codes” on page 291. EGR Control Valve connector (see
If the turbocharger wheel speed is less than Figure 294).
approximately 12,000 rpm, go to “Test 26 — If there is NO continuity, repair the open in
Checking for Valid Boost Pressure” on page the circuit.
292.
Checking for a Short to Voltage in the EGR
Test 20 — Checking for an Open Control Valve High Side Drive Circuit” on
Circuit in the EGR Control Valve page 292.
Low Side Drive

Test 21 — Checking for Intake and
294
EGR Leaks
2. Visually inspect the air induction system
between the turbocharger and in intake
" !
manifold for leaks. Pay special attention to
sensors, fittings, seams and connections.
3. Visually inspect the EGR system for leaks. If
any leaks are located, repair or replace the
damaged component.
%'2#/.42/, If there are NO leaks, go to “Test 28 —
6!,6%#/..%#4/2 Pressure Testing the System” on page 292.
(!2.%333)$%

%-3-/$5,%#/..%#4/2"
VA
Figure 294

MID 128-SID 146
Test 22 — Checking for a Short to Test 23 — Pressure Testing the
Voltage in the EGR Control Valve System
High Side Drive Circuit 1. Turn the ignition key OFF.
295
2. Allow the engine to cool to room
temperature.
6 3. Disconnect the exhaust pipe from the
turbocharger and securely cap the
turbocharger outlet.
4. Disconnect the intake pipe from the
turbocharger inlet.

5. Use a regulated compressed air source to
pressurize the system to approximately
15 psi.
6. Listen and feel for air leaks along the entire
length of the EGR and intake system. Leaks
are often indicated by soot or carbon marks
at joints or connections.

%-3-/$5,%#/..%#4/2"
the faulty component and retest the system.
(!2.%333)$% VA If there are NO apparent leaks, go to “Test
30 — Checking the VGT Turbocharger
Figure 295 Calibration” on page 293.
Module. Module
3. Turn the ignition key ON. 1. Turn the ignition key OFF.
4. Measure the voltage between EMS Module 2. Disconnect connector B from the EMS
connector B pin 9 and a good ground (see Module.
Figure 295).
If voltage is present, the high side drive for dirt, loose pins, or deformed contacts.
circuit is shorted to voltage. Locate and
If a terminal feels loose or damaged, repair
repair the short circuit.
the connector.
If all the terminals appear to make good
contact, go to “Test 31 — Checking the EGR
EGR Control Valve Low Side Drive Circuit”
Control Valve” on page 293.
on page 293.

1. Check to see if other codes are also set.
If other codes are set, diagnose and repair
the cause of these codes first, then retest
the system to ensure code SID 146 is no
longer active.
If code PID 412 or PPID 35 are NOT set, go
to “Test 32 — Checking the EMS Module” on
page 293.

MID 128-SID 146
Test 26 — Checking for Valid Boost 1. Turn the ignition key OFF.
Pressure 2. Disconnect connector B from the EMS
Module.
2. Turn the ignition key ON, and monitor the
boost pressure. 4. Measure the voltage between EMS Module
If the boost pressure reads more than Figure 296).
0.5 psi with the engine shut down, contact
Mack Reliability Engineering or One Call to If voltage is present, the high side drive
ensure the proper EMS Module data file is circuit is shorted to voltage. Locate and
installed. repair the short circuit.
If the boost pressure reads less than 0.5 psi, If there is NO voltage present, go to “Test 34
go to “Test 33 — Pressure Testing the — Checking for a Short to Voltage in the
System” on page 294. EGR Control Valve Low Side Drive Circuit”
on page 294.

Test 28 — Pressure Testing the
Voltage in the EGR Control Valve
System
High Side Drive Circuit
296
2. Allow the engine to cool to room

temperature.
6
3. Disconnect the exhaust pipe from the
turbocharger outlet.
4. Disconnect the intake pipe from the
turbocharger inlet.
pressurize the system to approximately
15 psi.
length of the EGR and intake system. Leaks
are often indicated by soot or carbon marks

%-3-/$5,%#/..%#4/2"
(!2.%333)$% the faulty component and retest the system.
VA
If there are NO apparent leaks, go to “Test
Figure 296 35 — Checking for a Clogged EGR Control

MID 128-SID 146
Test 29 — Checking for a Short to Test 30 — Checking the VGT
Voltage in the EGR Control Valve Turbocharger Calibration
Low Side Drive Circuit 1. Restore all connections to the turbocharger.
297
2. Perform the VGT calibration procedure as
outlined in the V-MAC Support Software
User Guide.
6
4. Check to see whether code SID 146
becomes active.
If code SID 146 becomes active, go to “Test
37 — Checking the Boost Pressure Relief
calibrating the VGT turbocharger corrected
the problem.
Test 31 — Checking the EGR

Control Valve
%-3-/$5,%#/..%#4/2"
(!2.%333)$%
VA
1. Replace the EGR Control Valve.
Figure 297
1. Turn the ignition key OFF. If code SID 146 becomes active, reinstall the
original EGR control valve and replace the
2. Disconnect EMS Module connector B. EMS Module.
3. Turn the ignition key ON. If code SID 146 does NOT become active,
replacing the EGR control valve corrected
4. Measure the voltage between the EMS
the problem.
If voltage is present, the low side drive circuit Test 32 — Checking the EMS
is shorted to voltage. Locate and repair the Module
short circuit.
If voltage is NOT present, go to “Test 36 — 1. Turn the ignition key OFF.
Checking the EGR Control Valve” on page 2. Disconnect connector B from the EMS
294. Module.
for dirt, loose pins, or deformed contacts.
If a terminal feels loose or damaged, repair
the connector.

MID 128-SID 146
Test 33 — Pressure Testing the 1. Turn the ignition key OFF.
System 2. Disconnect EMS Module connector B.
1. Turn the ignition key OFF. 3. Turn the ignition key ON.
2. Allow the engine to cool to room 4. Measure the voltage between the EMS
temperature. Module connector B pin 13 and a good
3. Disconnect the exhaust pipe from the If voltage is present, the low side drive circuit
turbocharger and securely cap the is shorted to voltage. Locate and repair the
turbocharger outlet. short circuit.
4. Disconnect the intake pipe from the If voltage is NOT present, go to “Test 40 —
turbocharger and securely cap the Checking for a Short in the EGR Control
turbocharger inlet. Valve High Side Drive” on page 295.
pressurize the system to approximately Test 35 — Checking for a Clogged
15 psi.
EGR Control Valve
length of the EGR and intake system. Leaks 1. Remove the EGR Control Valve from the
are often indicated by soot or carbon marks engine.
2. Visually inspect the exhaust ports inside the
If any leaks are apparent, repair or replace EGR Control Valve for carbon deposits that
the faulty component and retest the system. could reduce EGR flow.
If there are NO apparent leaks, go to “Test If excessive carbon deposits are present,
39 — Checking for Debris in the EGR replace the EGR valve.
If excessive carbon deposits are NOT found,
reinstall the EGR valve and go to “Test 41 —
Test 34 — Checking for a Short to Checking the EGR Mass Flow Sensor
Assembly” on page 296.
Voltage in the EGR Control Valve
Low Side Drive Circuit
298
Control Valve
6
2. Replace the EGR Control Valve with a
known good unit and retest the system.
If code SID 146 is still active, go to “Test 42
— Checking the EGR Mass Flow Sensor
Assembly” on page 296.

If code SID 146 is no longer active, replacing
the EGR Control Valve solved the problem.

%-3-/$5,%#/..%#4/2"
(!2.%333)$%
VA
Figure 298

MID 128-SID 146
Test 37 — Checking the Boost Test 40 — Checking for a Short in
Pressure Relief Valve the EGR Control Valve High Side
1. Turn the ignition key OFF. Drive
299
2. Remove the Boost Pressure Relief Valve
from the vehicle.
3. Use a small blunt object to press against the
relief valve diaphragm. !,,/4(%20).3
/.%-3-/$5,%
If moderate resistance is felt, go to “Test 43 #/..%#4/23
— Checking the VGT Turbocharger” on page !!.$"
296.
If the diaphragm moves easily, replace the
Boost Pressure Relief Valve and retest the
system.

Control Valve

range of loads and engine speeds. %-3-/$5,%#/..%#4/2"
(!2.%333)$%
If code SID 146 becomes active, reinstall the VA
original EGR valve and replace the EMS
Figure 299
Module.
If code SID 146 does NOT become active, 1. Turn the ignition key OFF.
replacing the EGR Control Valve corrected
the problem. 2. Disconnect connector A and B from the EMS
Module.
Test 39 — Checking for Debris in from the EGR Control Valve.
the EGR Control Valve
1. Restore all connections to the turbocharger. harness connector B pin 9 and all other pins
on EMS Module connectors A and B (see
2. Start the engine and allow it to idle. Figure 299).
3. With the EMS Module requesting EGR flow, If there is NO continuity, go to “Test 45 —
disconnect and connect the EGR Control Checking for a Short Circuit in the EGR
Valve harness connector several times. Control Valve Low Side Drive” on page 297.
4. Road test the vehicle, operating in the full If continuity exists, the EGR Control Valve
range of loads and engine speeds. circuit is shorted to one of the other EMS
If code SID 146 becomes active, go to “Test Module circuits. Locate and repair the short
44 — Checking the EMS Module” on page circuit.
296.
disconnecting and reconnecting the EGR
Control Valve dislodged debris from the
valve.

MID 128-SID 146
Test 41 — Checking the EGR Mass Test 43 — Checking the VGT
Flow Sensor Assembly Turbocharger
1. Replace the EGR Mass Flow Sensor 1. Install the Boost Pressure Relief Valve.
assembly with a known good unit.
2. Restore all turbocharger connections.
3. Disconnect the electrical connector from the
3. Road test the vehicle and retest the system. EGR control valve.
If code SID 146 becomes active, reinstall the 4. Monitor the boost pressure while operating
original EGR Mass Flow Sensor assembly the vehicle at the rated engine speed and
and replace the EMS Module. under full load.
If code SID 146 does NOT become active, If the boost pressure reaches 54 psi, replace
replacing the EGR Mass Flow Sensor the EGR control valve and go to “Test 46 —
assembly corrected the problem. Check all Checking the EGR Control Valve” on page
connectors to ensure proper connections. 297.
If 54 psi of boost pressure can NOT be
Test 42 — Checking the EGR Mass achieved, there is a problem with the
turbocharger. Diagnose and repair the
Flow Sensor Assembly turbocharger.
2. Replace the EGR Mass Flow Sensor Test 44 — Checking the EMS
assembly with a known good unit. Module
3. Road test the vehicle and retest the system.
original EGR Mass Flow Sensor assembly 2. Disconnect connector B from the EMS
and replace the EMS Module. Module.
If code SID 146 does NOT become active, 3. Visually inspect EMS Module connector B
replacing the EGR Mass Flow Sensor for dirt, loose pins, or deformed contacts.
assembly corrected the problem. Check all If a terminal feels loose or damaged, repair
connectors to ensure proper connections. the connector.

MID 128-SID 146
Test 45 — Checking for a Short Test 46 — Checking the EGR
Circuit in the EGR Control Valve Control Valve
Low Side Drive 1. Turn the ignition key OFF.
300
2. Replace the EGR Control Valve with a
known good unit and retest the system.
If code SID 146 is still active, reinstall the
!,,/4(%20).3 original EGR Valve and replace the EMS
/.%-3-/$5,% Module.
#/..%#4/23 If code SID 146 is no longer active, replacing
!!.$" the EGR Control Valve corrected the
problem.


Control Valve

original EGR valve and replace the EMS
%-3-/$5,%#/..%#4/2"
(!2.%333)$%
Module.
VA
Figure 300 replacing the EGR control valve corrected
the problem.
2. Disconnect connectors A and B from the Test 48 — Checking for a Short
EMS Module.
Circuit at the EMS Module
from the EGR Control Valve.
Connector
4. Check for continuity between the EMS 1. Turn the ignition key OFF.
Module harness connector B pin 13 all other 2. Disconnect connectors A and B from the
pins on EMS Module connectors A and B EMS Module.
(see Figure 300).
Checking for a Short Circuit at the EMS
contacts.
If continuity exists, the EGR Control Valve 4. If a terminal feels loose or appears
circuit is shorted to one of the other EMS damaged, repair the connector.
Module circuits. Locate and repair the short If all the terminals appear to make good
circuit. contact, replace the EMS Module and retest
the system.

MID 128-SID 211
MID 128-SID 211
MID 128 SID 211 — SENSOR SUPPLY VOLTAGE #2

301
%.').%
6/,43 -!.!'%-%.4
3934%-%-3
-/$5,%
%.').%-!.!'%-%.43934%-
" %-3 -/$5,%
"

&5%, %.').%/), #2!.+#!3%
02%3352% 02%3352% 02%3352%
&0 3%.3/2 %/0 3%.3/2 #0 3%.3/2
VA
Figure 301 — 5 Volt Reference: Fuel Pressure Sensor, Crankcase Pressure Sensor and the Oil Pressure Sensor
Failure Mode Identifier (FMI): 3 (Voltage Test 1 — Checking for Fault Codes
High/Open), 4 (Voltage Low)
1. Check if code SID 211 is set.
Parameter Identification (PID): S211 2. Check if any other code is also set.
Message Identification (MID): 128 If any other code code is set, go to the
diagnostic routine for the specific code.
Circuit Description: This fault code is used to If only code SID 211 is set, go to “Test 2 —
detect a short circuit in the 5 volt supply to the Checking Code SID 211 Failure Mode
Fuel Pressure Sensor, Crankcase Pressure Identifier (FMI)” on page 298.
Sensor and the Oil Pressure Sensor. If code SID 211 is NOT set, wiggle the
Location: Internal to the Engine Management code. Visually inspect the EMS Module
System (EMS) Module. connectors for frayed wires and loose or
corroded connections.
Malfunction Lamp (EML) will turn on and code
SID 211 will set when the reference voltage to the Test 2 — Checking Code SID 211
Fuel Pressure Sensor, Crankcase Pressure Failure Mode Identifier (FMI)
Sensor and the Oil Pressure Sensor is less than
4.5 volts or greater than 5.5 volts. If the voltage 1. Check the Failure Mode Identifier (FMI)
returns to 4.5 volts to 5.5 volts, the fault will using a diagnostic computer.
become inactive. If the FMI is 4 (Voltage Low), go to “Test 3 —
Checking for a Short to Ground” on page
299.
If the FMI is 3 (Voltage High), go to “Test 4
— Checking for a Short Circuit to Voltage”
on page 299.

MID 128-SID 211
Ground Circuit to Voltage
302 303

%-3-/$5,%#/..%#4/2" %-3-/$5,%#/..%#4/2"
(!2.%333)$% (!2.%333)$%
VA VA
2. Disconnect EMS Module connector B. 2. Disconnect EMS Module connector B.
3. Disconnect the Fuel Pressure Sensor, 3. Turn the ignition key ON.
Crankcase Pressure Sensor and the Oil
Pressure Sensor harness connectors.
4. Check for continuity between EMS Module Figure 303).
harness connector B, pin 17 and a good If voltage is present, locate and repair the
ground (see Figure 302). short circuit to voltage in circuit.
If there is NO continuity, go to “Test 6 — If NO voltage is present, go to “Test 5 —
Checking for a Faulty EMS Module Checking for an Open in the Reference
Connector” on page 300. Voltage Circuit” on page 300.

MID 128-SID 211
Test 5 — Checking for an Open in Test 6 — Checking for a Faulty EMS
the Reference Voltage Circuit Module Connector
304
connector B.
If a repairable short circuit or damaged pins
are found, repair or replace the harness
connector.
0IN If the terminals are making good contact, go
&5%,02%3352%3%.3/2 to “Test 7 — Checking the EMS Module” on
#2!.+#!3%02%3352% page 300.
3%.3/2!.$/),
02%3352%3%.3/2
(!2.%333)$% Test 7 — Checking the EMS Module
2. Connect EMS Module connector B.
3. Connect the Fuel Pressure Sensor,
If code SID 211 is still active, replace the
%-3-/$5,%#/..%#4/2" If code SID 211 is not active, the diagnostic
(!2.%333)$% procedures have corrected the problem.
VA
Figure 304 connections.

3. Disconnect the Fuel Pressure Sensor,
harness connector B, pin 17 and a pin 1 of
the Fuel Pressure Sensor, Crankcase
Pressure Sensor and the Oil Pressure
Sensor connectors (see Figure 304).
Checking for a Faulty EMS Module

MID 128-SID 230
MID 128-SID 230
MID 128 SID 230 — IDLE VALIDATION SWITCH

305
0%$!,0/3)4)/. )633)'.!, 6%()#,%

6/,43 6/,43 %,%#42/.)#
#/.42/,5.)4
6%#5
"5&&%2%$
)63
3)'.!,
" ! "
#"
-!).#!"4/&2/.4
#" #" #" #" #! #(!33)3#/..%#4/2
#"
! -!).#!"4/
%.').%#/..%#4/2
"
)63 %.').%
"5&&%2%$ -!.!'%-%.4
)63 3934%-%-3
3)'.!, -/$5,%
!##%,%2!4/2
0%$!,3%.3/2
%.').%-!.!'%-%.43934%-
%-3 -/$5,%
! # "
"
6%#5
VA
Figure 305 — Idle Validation Switch (IVS) Circuit
Failure Mode Identifier (FMI): 3 (Voltage High), Location: The Idle Validation Switch is integral to
5 (Current Low/Open) the Accelerator Pedal Position (APP) Sensor.
Parameter Identification (PID): S230 Code Setting Conditions: A fault of FMI 3 will be
logged if the IVS voltage is greater than
Message Identification (MID): 128 8.5 volts and the pedal position less than 1%. If
the voltage is approximately 0 volts and the pedal
Circuit Description: The Idle Validation Switch position is greater than 50%, an FMI 4 will set.
(IVS) switch is open at the idle position and
transmits no voltage to the Vehicle Electronic
Control Unit (VECU). At approximately 5% pedal
position the Idle Validation Switch (IVS) switch
closes and completes the circuit to the Vehicle
Electronic Control Unit (VECU) . The VECU then
sends a voltage signal to the Engine
Management System (EMS) Module indicating
accelerator pedal position.

MID 128-SID 230
Test 1 — Checking for Code SID 230 Test 4 — Checking for a Short to
1. Verify that code SID 230 is set. Power on IVS Signal Line

If code SID 230 is not set, wiggle the

page 302.
%-3-/$5,%#/..%#4/2"
(!2.%333)$%
Test 3 — Checking Code SID 230 VA

If the FMI is 3 (voltage high), go to “Test 4 — 2. Disconnect connector B from the Engine
Checking for a Short to Power on IVS Signal Management System (EMS) Module.
Line” on page 302. Disconnect connector B from the Vehicle
If the FMI is 5 (current low/open), go to “Test Electronic Control Unit (VECU).
5 — Checking for an Open on the IVS Signal 3. Turn the ignition key ON.
4. Check for voltage at harness connector B
pin 15 of the EMS Module harness and a
good ground. The measured voltage should
be 0 volts (see Figure 306).
If there is voltage indicated, repair the short
to power in the harness and retest the
system.
If there is NO voltage indicated, verify the

MID 128-SID 230
Test 5 — Checking for an Open on Test 6 — Checking for a Short to
the IVS Signal Line Ground on the IVS Signal Line
307 308

%-3-/$5,%#/..%#4/2"
(!2.%333)$%
VA
Figure 308


2. Disconnect connector B from the Engine


Disconnect connector B from the Vehicle
Figure 307
3. Check for continuity between harness
1. Turn the ignition key OFF. connector B pin 15 of the EMS Module
harness and a good ground (see Figure
2. Disconnect connector B from the Engine 308).
If there is continuity, repair the short to
Disconnect connector B from the Vehicle ground in the harness and retest the system.
3. Check for continuity between harness Checking for a Faulty Engine Management
connector B pin 15 of the EMS Module System (EMS) Module Connector” on page
harness and harness connector B pin 17 of 304.
the Vehicle Electronic Control Unit (VECU)
(see Figure 307).
the harness and retest the system.
Checking for a Short to Ground on the IVS

MID 128-SID 230
Test 7 — Checking for a Faulty
Module Connector
for dirt, loose pins or deformed contacts.
If the test lead is making good contact with the
connector terminal, verify the diagnostic code, the
active, replace the EMS Module and retest the
system.

MID 128-SID 231
MID 128-SID 231
MID 128 SID 231 — CAN1 J1939 COMMUNICATION LINK A

309
("
#,.
#!.,
#!. "53
#(. 4%2-).!4)/.
#!.( 2%3)34/2
(" /(-3
6%()#,%
%,%#42/.)#
,"
#/.42/,5.)4
6%#5 ,"
$(. (. (" ,"
$,. ,. ," ("

#/,,)3)/. -!).#!"4/
!6/)$!.#% #/,,)3)/. (.
%#5 !6/)$!.#% ("
#/..%#4/2 ,.
!,. ("

#!.,
!*(. ,"
#!.( ,"
("
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#,534%2 ("
-/$5,%)#- ,"
"
"(" *(" *(" ("
#!.(
("
+
"*," *," *," ,"
#!., ,"
%.').%4/ -!).#!"4/
%.').% &2/.4#(!33)3 &2/.4#(!33)3 ,"
-!.!'%-%.4 #/..%#4/2 #/..%#4/2 ("
3934%-%-3 ("
-/$5,% ,"
(/4!4!,,4)-%3
&
$)!'./34)# ("
#/..%#4/2
! 02% %-3 ,"
2%,!9
% * (.
,.
! " %.').%-!.!'%-%.43934%-
" * $ # %-3 -/$5,%
$!4! "!44%29 %-3 #!., #!.(
,).+
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$,# '2/5.$ *, *(
! ' & !
,. (.
"+% "
VA
Figure 309 — J1939 Data Line

MID 128-SID 231
310

! "

"
!"
"


MID 128-SID 231
Failure Mode Identifier (FMI): 2 (Data Erratic) Test 2 — Checking the Resistance
Parameter Identification (PID): S231 at Data Link Connector
311
Circuit Description: The V-MAC IV system uses

communicate between the Vehicle Electronic
Control Unit (VECU), Engine Management
System (EMS) Module, Instrument Cluster
on vehicle model and option content. The J1939
data lines consist of an expandable data bus ' & %
data bus. Data is prioritized and then transmitted !
across the J1939 data lines to the appropriate ( $
#
with the loss of the J1939 data signal as long as *
"
the J1587 data lines are still operational. $!4!,).+
#/..%#4/2$,#
Code Setting Conditions: Code SID 231 will set VA
when the Engine Management System (EMS)
Module is unable to send and/or receive Figure 311
information across the J1939 data line. If either
the Vehicle Electronic Control Unit (VECU) or the 1. Turn the ignition switch OFF.
Engine Management System (EMS) Module 2. Measure the resistance between pins C and
loses communication on the J1939 data line, D of the Data Link Connector (DLC) (see
code SID 231 will set and the Electronic Figure 311).
Malfunction Lamp (EML) will turn on. The fault will
become inactive if communication resumes. If 3. Is the resistance between 50–70 Ohms?
communication is lost on both the J1587 and If the resistance is between 50–70 Ohms, go
J1939 data lines, the engine will NOT run. to “Test 3 — Checking for a Short to Power
or Ground in the Data Link Connector” on
page 308.
Test 1 — Checking for Code SID 231 If the resistance NOT is between
1. Verify that code SID 231 is set. 50–70 Ohms, go to “Test 10 — Checking the
If code SID 231 is set, go to “Test 2 — CAN-BUS Termination Resistor” on page
Checking the Resistance at Data Link 312.
If code SID 231 is NOT set, wiggle the EMS
Module harness and connectors to try to set
the code. Visually inspect the EMS Module
connectors and wires for poor connections.

MID 128-SID 231
Test 3 — Checking for a Short to Test 4 — Checking for a Short to
Power or Ground in the Data Link Power or Ground in the Data Link
Connector Connector
312 313
' & % ' & %
! !
( $ ( $
# #
" "
* *
$!4!,).+ $!4!,).+
#/..%#4/2$,# #/..%#4/2$,#
VA VA
1. Turn the ignition switch ON. 1. Turn the ignition switch ON.
2. Measure the voltage between pin C of the 2. Measure the voltage between pin D (CAN L)
Data Link Connector (DLC) and a good of the Data Link Connector (DLC) and a
ground (see Figure 312). good ground (see Figure 313).
If the measured voltage is battery voltage or If the measured voltage is battery voltage or
0 volts, go to “Test 5 — Checking for a Short 0 volts, go to “Test 5 — Checking for a Short
in the Engine Management System (EMS) in the Engine Management System (EMS)
Module” on page 309. Module” on page 309.
If the measured voltage is NOT If battery voltage is NOT battery voltage or
approximately battery voltage or 0 volts, go 0 volts, go to “Test 5 — Checking for a Short
to “Test 4 — Checking for a Short to Power in the Engine Management System (EMS)
or Ground in the Data Link Connector” on Module” on page 309.
page 308.

MID 128-SID 231
Test 5 — Checking for a Short in the Test 7 — Checking for a Short in the
Engine Management System (EMS) Instrument Cluster Module (ICM)
Module 1. Turn the ignition switch OFF.
1. Turn the ignition switch OFF. 2. Reconnect the Vehicle Electronic Control
2. Disconnect the Engine Management System Unit (VECU) connector C.
(EMS) Module connector B. 3. Disconnect the Instrument Cluster Module
3. Turn the ignition switch ON. (ICM) connector A.
4. Connect the diagnostic computer and check 4. Turn the ignition switch ON.
for code SID 231. 5. Connect the scan tool and check for code
SID 231.
If code SID 231 is still active, go to “Test 6 —
Checking for a Short in the Vehicle Electronic If code SID 231 is still active, go to “Test 8 — Pin
Control Unit (VECU)” on page 309. to Pin Test at Engine Management System (EMS)
Module” on page 310.
If code SID 231 is NOT active, check the Engine
Management System (EMS) Module harness and If code SID 231 is NOT active, check the
all connections for loose, corroded or damaged Instrument Cluster Module (ICM) harness and all
terminals and repair or replace as necessary. If connections for loose, corroded or damaged
no loose, corroded or damaged terminals are terminals and repair or replace as necessary. If
found, replace the Engine Management System no loose, corroded or damaged terminals are
(EMS) Module and retest the system. If code SID found, replace the Instrument Cluster Module
231 is still set, go to “Test 9 — Checking (ICM) and retest the system. If code SID 231 is
Continuity on the Data Line” on page 311. still set, go to “Test 9 — Checking Continuity on
the Data Line” on page 311.
Test 6 — Checking for a Short in the
Vehicle Electronic Control Unit
(VECU)
2. Reconnect the Engine Management System
4. Connect the diagnostic computer and check
for code SID 231.

Checking for a Short in the Instrument Cluster
If code SID 231 is NOT active, check the Vehicle

Electronic Control Unit (VECU) harness and all
connections for loose, corroded or damaged
terminals and repair or replace as necessary. If
no loose, corroded or damaged terminals are
found, replace the Vehicle Electronic Control Unit
(VECU) and retest the system. If code SID 231 is
still set, go to “Test 9 — Checking Continuity on

MID 128-SID 231
Test 8 — Pin to Pin Test at Engine 1. Turn the ignition switch OFF.
Management System (EMS) Module 2. Disconnect the Engine Management System
314
connector B pin 51 and all other pins (except
connector B pin 55) on connectors A and B.
Then check for continuity between Engine
connector B pin 55 and all other pins (except
connector B pin 51) on connectors A and B
(see Figure 314).
If continuity exists, repair or replace the
damaged data line harness or connectors.
If continuity does not exist, replace the
Figure 314

MID 128-SID 231
Test 9 — Checking Continuity on the Data Line
315

Figure 315
1. Turn the ignition switch OFF. If the continuity exists, replace the Engine
(EMS) Module connector B. If the continuity does not exists, locate and
3. Check for continuity between Engine system.
connector B pin 55 and pin D of the Data
Link Connector (DLC). Then check for
continuity between Engine Management
System (EMS) Module connector B pin 51
and pin C of the Data Link Connector (DLC
Figure 315).

MID 128-SID 231
Test 10 — Checking the CAN-BUS Test 11 — Checking Engine
Termination Resistor Management System (EMS) Module
316 Resistance
317

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Figure 316
Figure 317
2. Disconnect the CAN-BUS Termination 1. Turn the ignition switch OFF.
Resistor connector. 2. Disconnect the Engine to Front Chassis
3. Check for continuity between pins 1 and 2 of harness connector.
the CAN-BUS Termination Resistor (see 3. Check the resistance between pins B and K
Figure 316). on the Engine Management System (EMS)
If the resistance is between 115–125 Ohms, Module side of the Engine to Front Chassis
go to “Test 11 — Checking Engine connector (see Figure 317).
Management System (EMS) Module If continuity is between 115–125 Ohms,
Resistance” on page 312. locate and repair an open in the data line.
If the resistance is NOT between If continuity is NOT between
115–125 Ohms, replace the CAN-BUS 115–125 Ohms, check the Engine
Termination Resistor. Management System (EMS) Module
(EMS) Module.

MID 128-SID 232
MID 128-SID 232
MID 128 SID 232 — SENSOR SUPPLY VOLTAGE #1

318
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Figure 318 — 5 Volt Reference: Electronic Fan Controller, Boost Pressure Sensor and Intake Air Temperature and
Humidity Sensor
Failure Mode Identifier (FMI): 3 (Voltage Test 1 — Checking for Fault Codes
High/Open), 4 (Voltage Low)
1. Check if code SID 232 is set.
Parameter Identification (PID): S232 2. Check if any other code is also set.
Message Identification (MID): 128 If any other code code is set, go to the
diagnostic routine for the specific code.
Circuit Description: This fault code is used to If only code SID 232 is set, go to “Test 2 —
detect a short circuit in the 5 volt supply to the Checking Code SID 232 Failure Mode
Electronic Fan Controller, Boost Pressure Sensor Identifier (FMI)” on page 313.
and Intake Air Temperature and Humidity Sensor. If code SID 232 is NOT set, wiggle the
Location: Internal to the Engine Management code. Visually inspect the EMS Module
System (EMS) Module. connectors for frayed wires and loose or
corroded connections.
SID 232 will set when the reference voltage to the Test 2 — Checking Code SID 232
Electronic Fan Controller, Boost Pressure Sensor Failure Mode Identifier (FMI)
and Intake Air Temperature and Humidity Sensor
is less than 4.5 volts or greater than 5.5 volts. If 1. Check the Failure Mode Identifier (FMI)
the voltage returns to 4.5 volts to 5.5 volts, the using a diagnostic computer.
fault will become inactive. If the FMI is 4 (Voltage Low), go to “Test 3 —
Checking for a Short to Ground” on page
314.
— Checking for a Short Circuit to Voltage”
on page 314.

MID 128-SID 232
Ground Circuit to Voltage
319 320

%-3-/$5,%#/..%#4/2! %-3-/$5,%#/..%#4/2!
(!2.%333)$% (!2.%333)$%
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2. Disconnect EMS Module connector A. 2. Disconnect EMS Module connector A.
3. Disconnect the Electronic Fan Controller, 3. Turn the ignition key ON.
Boost Pressure Sensor and Intake Air
Temperature and Humidity Sensor harness
connectors.
Figure 320).
4. Check for continuity between EMS Module If voltage is present, locate and repair the
harness connector A, pin 7 and a good short circuit to voltage in circuit.
If NO voltage is present, go to “Test 5 —
If there is NO continuity, go to “Test 6 — Checking for an Open in the Reference
Checking for a Faulty EMS Module Voltage Circuit” on page 315.

MID 128-SID 232
Test 5 — Checking for an Open in Test 6 — Checking for a Faulty EMS
the Reference Voltage Circuit Module Connector
321
connector A.
If a repairable short circuit or damaged pins
are found, repair or replace the harness
connector.
0IN If the terminals are making good contact, go
to “Test 7 — Checking the EMS Module” on
%,%#42/.)#&!.#/.42/,,%2 page 315.
"//3402%3352%3%.3/2!.$
).4!+%!)24%-0%2!452%!.$
(5-)$)493%.3/2#/..%#4/23 Test 7 — Checking the EMS Module
2. Connect EMS Module connector A.
3. Connect the Electronic Fan Controller, Boost
Pressure Sensor and Intake Air Temperature
and Humidity Sensor harness connectors.
4. Start the engine and recheck for codes.
If code SID 232 is still active, replace the
%-3-/$5,%#/..%#4/2! If code SID 232 is not active, the diagnostic
(!2.%333)$%
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Figure 321 connections.

3. Disconnect the Electronic Fan Controller,
Boost Pressure Sensor and Intake Air
Temperature and Humidity Sensor harness
connectors.
harness connector A, pin 7 and a pin 1 of the
Electronic Fan Controller, Boost Pressure
Sensor and Intake Air Temperature and
Humidity Sensor connectors (see
Figure 321).
Checking for a Faulty EMS Module

MID 128-SID 253
MID 128-SID 253
MID 128 SID 253 — DATASET

MEMORY
Failure Mode Identifier (FMI): 2 (Data Erratic),
12 (Failed Device)
Code SID 253 will set when there is an internal

sum error within the Engine Management System
(EMS) Module. If FMI 2 is displayed, the engine
will not start and the EMS software must be
replaced. If FMI 12 is displayed, the EMS Module
may be reprogrammed or replaced. Contact Mack
OneCall before reprogramming or replacing EMS
Module.

MID 128-SID 254
MID 128-SID 254
MID 128 SID 254 —

RAM/WATCHDOG TIMER
RESET
Failure Mode Identifier (FMI): 8 (Abnormal Rate
of Change)
When the engine will not start and code SID 254
is displayed, the Engine Management System
(EMS) software must be replaced. Code SID 254
is evidence of incorrect self-test within the
module. Contact Mack OneCall before replacing
the EMS Module.

MID 140-PID 77
MID 140-PID 77
MID 140 PID 77 — FRONT REAR AXLE OIL TEMPERATURE

SENSOR
322
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02)-!29!)202%3352%42!.3$5#%2
2%!22%!2!8,%/),4%-0%2!452%3%.3/2
3%#/.$!29!)202%3352%42!.3$5#%2
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Figure 322 — Front Rear Axle Oil Temperature Sensor Control Circuit
Failure Mode Identifier (FMI): 0 (Valid High), Cluster Module (ICM) monitors the voltage drop
5 (Current Low/Open), 6 (Current across the sensor and uses this signal to warn
High/Grounded) the driver if the drive axle oil temperature exceeds
the programmed limit. The axle temperature
Parameter Identification (PID): P77 warning indicator may illuminate on the driver
display if the axle oil temperature is higher than
Message Identification (MID): 140 the preset limits.
Circuit Description: The Front Rear Axle Oil Location: The Front Rear Axle Oil Temperature
Temperature Sensor is a thermistor. The Sensor is threaded into the front rear drive axle
resistance of the sensor changes inversely to the housing near the differential carrier.
temperature of the axle oil. When the drive axle
oil is cold, the sensor resistance is high. As the
temperature of the front drive axle oil increases,
the sensor resistance decreases. The Instrument

MID 140-PID 77
Code Setting Conditions: The Electronic Test 2 — Checking for Other Codes
will set when Instrument Cluster Module (ICM) 1. Are any other codes set?
senses that the sensor signal voltage is less than
0.5 volts or greater than 4.5 volts for 2 seconds. If
the sensor voltage returns to between 0.5 volts
and 4.5 volts for more than 2 seconds, the fault If PID’s 77, 78, 96, 116, 117, 118, 170, 171, 177
will become inactive. PID 77 will not set unless and 358 are set (or any combination), there may
the diagnostics are enabled in the Instrument be a problem with the ground circuit to the
Cluster Module (ICM). sensors. Check the Instrument Cluster Module
(ICM) connection at connector B pin 1 and check
Normal Sensor Parameters: The Front Rear the ground circuit to the sensors.
Axle Oil Temperature Sensor has a resistance of
6100 ohms at 32°F (0°C) and 70.1 ohms at 284°F If other codes are set, repair those codes
(140°C). first then go to “Test 3 — Checking Code
Code Setting Conditions: page 319.
FMI 0 indicates the temperature reading from the Checking Code PID 77 Failure Mode
sensor is valid but extremely high. Identifier (FMI)” on page 319.
FMI 5 indicates the sensor is shorted to battery
voltage or open. Test 3 — Checking Code PID 77
FMI 6 indicates the sensor is shorted to ground.
Test 1 — Checking for Code PID 77 using a diagnostic computer.
If the FMI is 0 (valid high), check the drive
1. Verify that code PID 77 is set. axle fluid level, check for drive axle oil leaks
If code PID 77 is set, go to “Test 2 — or check for mechanical conditions that may
Checking for Other Codes” on page 319. raise the temperature of the rear axle oil.
If code PID 77 is not set, wiggle the harness If the FMI is 5 (current low/open), go to “Test
and connectors to try to set the code. 4 — Checking Sensor Resistance” on page
Visually inspect the Instrument Cluster 320.
Module (ICM). If the FMI is 6 (current high/grounded), go to
“Test 8 — Checking Sensor Resistance” on
page 322.

MID 140-PID 77
Resistance Voltage in the Signal Line
323 324
0).!
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2. Disconnect the Front Rear Axle Oil 2. Disconnect the Instrument Cluster Module
Temperature Sensor connector. (ICM) connector B.
3. Measure the resistance across the pins of 3. Disconnect the Front Rear Axle Oil
the Front Rear Axle Oil Temperature Sensor. Temperature Sensor connector.
The correct specifications are in the table
below (see Figure 323).
5. Measure the voltage between the Front Rear
Front Rear Axle Oil Axle Oil Temperature Sensor harness
Temperature Sensor Sensor Resistance connector pin A and a good ground (see
32°F (0°C) 6100 ohms Figure 324).
86°F (30°C) 1730 ohms If voltage is present, the signal line circuit is
140°F (60°C) 599 ohms
212°F (100°C) 184.7 ohms system.
248°F (120°C) 111.3 ohms If there is NO voltage, go to “Test 6 —
284°F (140°C) 70.1 ohms Checking for an Open in the Signal Line” on
page 321.
If the resistance of the sensor is NOT within
normal operating parameters
(6100–70.1 ohms), replace the sensor and
retest the system.
6100–70.1 ohms at the correct temperature,
go to “Test 5 — Checking for Short to
Voltage in the Signal Line” on page 320.

MID 140-PID 77
325 326

2. Disconnect the Instrument Cluster Module 2. Disconnect the Instrument Cluster Module
(ICM) connector B. (ICM) connector B.
3. Disconnect the Front Rear Axle Oil 3. Disconnect the Front Rear Axle Oil
Temperature Sensor connector. Temperature Sensor connector.
4. Check for continuity between the Front Rear 4. Check for continuity between the Front Rear
Axle Oil Temperature Sensor harness Axle Oil Temperature Sensor harness
connector pin A and the Instrument Cluster connector pin B and the Instrument Cluster
Module (ICM) harness connector B pin 10 Module (ICM) harness connector B pin 1
If continuity exist, verify the diagnostic code,
When checking continuity in a circuit, always the FMI and retest the system. If FMI 5 is still
verify the terminal connections at the sensor and active, replace the Instrument Cluster
at the control unit. Module (ICM) and retest the system.
If continuity exist, go to “Test 7 — Checking
for an Open in the Return Line” on page 321.

MID 140-PID 77
Resistance Ground in the Signal Line
327 328
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2. Disconnect the Front Rear Axle Oil 2. Disconnect the Instrument Cluster Module
3. Measure the resistance across the pins of 3. Disconnect the Front Rear Axle Oil
the Front Rear Axle Oil Temperature Sensor. Temperature Sensor connector.
4. Check for continuity between the Front Rear
Axle Oil Temperature Sensor harness
connector pin A and a good ground (see
Front Rear Axle Oil
Figure 328).
32°F (0°C) 6100 ohms
86°F (30°C) 1730 ohms
140°F (60°C) 599 ohms Checking for Short in the Front Rear Axle Oil
212°F (100°C) 184.7 ohms Temperature Sensor” on page 323.
248°F (120°C) 111.3 ohms
284°F (140°C) 70.1 ohms

retest the system.
Ground in the Signal Line” on page 322.

MID 140-PID 77
Test 10 — Checking for Short in the 1. Turn the ignition key OFF.
Front Rear Axle Oil Temperature 2. Disconnect the Front Rear Axle Oil
Temperature Sensor connector.
Sensor
3. Check for continuity between the Front Rear
329
Axle Oil Temperature Sensor pin A and the
case of the sensor then pin B and the case
of the sensor (see Figure 329).
If continuity exists, replace the Front Rear
Axle Oil Temperature Sensor and retest the
system.
If there is NO continuity, verify the diagnostic
0).! code, the FMI and retest the system. If FMI 6
is still active, replace the Instrument Cluster
&2/.42%!2!8,%/), Module (ICM) and retest the system.
4%-0%2!452%3%.3/2
#/..%#4/2
3%.3/23)$%
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/),4%-0%2!452%
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Figure 329

MID 140-PID 78
MID 140-PID 78
MID 140 PID 78 — REAR REAR AXLE OIL TEMPERATURE

SENSOR
330
6 ).3425-%.4
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&2/.42%!2!8,%/),4%-0%2!452%3%.3/2
&5%,,%6%,3%.3/2
).4%2)/24%-0%2!452%3%.3/2
02)-!29!)202%3352%42!.3$5#%2
3%#/.$!29!)202%3352%42!.3$5#%2
42!.3-)33)/./),4%-0%2!452%3%.3/2
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Figure 330 — Rear Rear Axle Oil Temperature Sensor Control Circuit
Failure Mode Identifier (FMI): 0 (Valid High), Cluster Module (ICM) monitors the voltage drop
5 (Current Low/Open), 6 (Current across the sensor and uses this signal to warn
High/Grounded) the driver if the drive axle oil temperature exceeds
the programmed limit. The axle temperature
Parameter Identification (PID): P78 warning indicator may illuminate on the driver
display if the axle oil temperature is higher than
Message Identification (MID): 140 the preset limits.
Circuit Description: The Rear Rear Axle Oil Location: The Rear Rear Axle Oil Temperature
Temperature Sensor is a thermistor. The Sensor is threaded into the rear rear drive axle
resistance of the sensor changes inversely to the housing near the differential carrier.
temperature of the axle oil. When the drive axle
oil is cold, the sensor resistance is high. As the
temperature of the rear drive axle oil increases,
the sensor resistance decreases. The Instrument

MID 140-PID 78
Normal Sensor Parameters: The Rear Rear the ground circuit to the sensors.
Axle Oil Temperature Sensor has a resistance of
FMI 0 indicates the temperature reading from the Checking Code PID 78 Failure Mode
sensor is valid but extremely high. Identifier (FMI)” on page 325.
If the FMI is 0 (valid high), check the drive
This sensor or transducer may share a common axle fluid level, check for drive axle oil leaks
ground with several other components. If other or check for mechanical conditions that may
PID's are present or this code is reoccurring, raise the temperature of the rear axle oil.
check the power and ground circuits.
326.
Test 1 — Checking for Code PID 78 If the FMI is 6 (current high/grounded), go to
1. Verify that code PID 78 is set. “Test 8 — Checking Sensor Resistance” on
page 328.
Visually inspect the Instrument Cluster
Module (ICM).

MID 140-PID 78
331 332
0).!
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2. Disconnect the Rear Rear Axle Oil 2. Disconnect the Instrument Cluster Module
3. Measure the resistance across the pins of 3. Disconnect the Rear Rear Axle Oil
the Rear Rear Axle Oil Temperature Sensor. Temperature Sensor connector.
5. Measure the voltage between the Rear Rear
Rear Rear Axle Oil Axle Oil Temperature Sensor harness
Temperature Sensor Sensor Resistance connector pin A and a good ground (see
32°F (0°C) 6100 ohms Figure 332).
140°F (60°C) 599 ohms
212°F (100°C) 184.7 ohms system.
page 327.
retest the system.

MID 140-PID 78
333 334

3. Disconnect the Rear Rear Axle Oil 3. Disconnect the Rear Rear Axle Oil
4. Check for continuity between the Rear Rear 4. Check for continuity between the Rear Rear
Axle Oil Temperature Sensor harness Axle Oil Temperature Sensor harness
connector pin A and the Instrument Cluster connector pin B and the Instrument Cluster
Module (ICM) harness connector B pin 11 Module (ICM) harness connector B pin 1

MID 140-PID 78
335 336
0).!
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2. Disconnect the Rear Rear Axle Oil 2. Disconnect the Instrument Cluster Module
3. Measure the resistance across the pins of 3. Disconnect the Rear Rear Axle Oil
the Rear Rear Axle Oil Temperature Sensor. Temperature Sensor connector.
4. Check for continuity between the Rear Rear
Axle Oil Temperature Sensor harness
connector pin A and a good ground (see
Rear Rear Axle Oil
Figure 336).
32°F (0°C) 6100 ohms
86°F (30°C) 1730 ohms
140°F (60°C) 599 ohms Checking for Short in the Rear Rear Axle Oil
248°F (120°C) 111.3 ohms
284°F (140°C) 70.1 ohms

retest the system.

MID 140-PID 78
Rear Rear Axle Oil Temperature 2. Disconnect the Rear Rear Axle Oil
Sensor
3. Check for continuity between the Rear Rear
337
Axle Oil Temperature Sensor pin A and the
case of the sensor then pin B and the case
of the sensor (see Figure 337).
If continuity exists, replace the Rear Rear
Axle Oil Temperature Sensor and retest the
system.
2%!22%!2!8,%/),
4%-0%2!452%3%.3/2 Module (ICM) and retest the system.
#/..%#4/2
3%.3/23)$%
#!3%/&
2%!22%!2!8,%
/),4%-0%2!452%
3%.3/2
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Figure 337

MID 140-PID 96
MID 140-PID 96
MID 140 PID 96 — FUEL LEVEL SENSOR

338
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Figure 338 — Fuel Level Sensor Control Circuit
Failure Mode Identifier (FMI): 5 (Current Code Setting Conditions: The Electronic
Low/Open), 6 (Current High/Grounded) Malfunction Lamp (EML) will turn on and PID 96
will set when Instrument Cluster Module (ICM)
Parameter Identification (PID): P96 senses that the sensor signal voltage is less than
Message Identification (MID): 140 the sensor voltage returns to between 0.5 volts
and 4.5 volts for more than 2 seconds, the fault
Circuit Description: The Fuel Level Sensor is a will become inactive. PID 96 will not set unless
potentiometer type element. The resistance of the the diagnostics are enabled in the Instrument
sensor changes in accordance to the position of Cluster Module (ICM).
the swing arm on the float of the fuel level sensor.
The Instrument Cluster Module (ICM) monitors Normal Sensor Parameters: The Fuel Level
the voltage drop across the sensor. The fuel level Sensor has a resistance of 29–37 ohms at 100%
value is displayed on the instrument cluster. If the fuel level, 45–65 ohms at 75% fuel level,
cluster sees a fault on the sensor, PID 96 will be 85–115 ohms at 50% fuel level, 145–170 ohms at
set. 25% fuel level and 234–246 ohms at 0% fuel
level.
Location: The Fuel Level Sensor is in the fuel
tank. Code Setting Conditions:

voltage or open.

MID 140-PID 96
Test 1 — Checking for Code PID 96 Test 4 — Checking Sensor
1. Verify that code PID 96 is set. Resistance
If code PID 96 is set, go to “Test 2 — 339

Visually inspect the Instrument Cluster
Module (ICM).

0)." 0).#
&5%,,%6%,
If PID’s 77, 78, 96, 116, 117, 118, 170, 171, 177 3%.3/2#/..%#4/2
and 358 are set (or any combination), there may 3%.3/23)$%
be a problem with the ground circuit to the
sensors. Check the ICM connection at connector
B pin 1 and check the ground circuit to the
sensors.
VA
If only PID 96 is set, go to “Test 3 — 2. Disconnect the Fuel Level Sensor connector.
Checking Code PID 96 Failure Mode 3. Measure the resistance across the pins of
Identifier (FMI)” on page 331. the Fuel Level Sensor. The correct
specifications are in the table below (see
Test 3 — Checking Code PID 96 Figure 339).
Failure Mode Identifier (FMI) Fuel Level Sensor Resistance
1. Check the Failure Mode Identifier (FMI) 100% 29-37 ohms
using a diagnostic computer. 75% 45-65 ohms
If the FMI is 5 (current low/open), go to “Test 50% 85-115 ohms
25% 234-246 ohms
331.
If the FMI is 6 (current high/grounded), go to
“Test 8 — Checking Sensor Resistance” on If the resistance of the sensor is NOT within
page 333. normal operating parameters
(29–246 ohms), replace the sensor and
retest the system.
29–246 ohms at the correct fuel level, go to
“Test 5 — Checking for Short to Voltage in
the Signal Line” on page 332.

MID 140-PID 96
Voltage in the Signal Line the Signal Line
340 341

&5%,,%6%,
0)." 3%.3/2#/..%#4/2
(!2.%333)$%
0)."
&5%,,%6%,
3%.3/2#/..%#4/2

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(!2.%333)$%
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3. Disconnect the Fuel Level Sensor connector. 3. Disconnect the Fuel Level Sensor connector.
4. Turn the ignition key ON. 4. Check for continuity between the Fuel Level
Sensor harness connector pin B and the
5. Measure the voltage between the Fuel Level
Instrument Cluster Module (ICM) harness
Sensor harness connector pin B and a good
If voltage is present, the signal line circuit is
When checking continuity in a circuit, always
system.
verify the terminal connections at the sensor and
If there is NO voltage, go to “Test 6 — at the control unit.
Checking for an Open in the Signal Line” on
page 332. If there is NO continuity, locate and repair

MID 140-PID 96
Test 7 — Checking for an Open in Test 8 — Checking Sensor
the Return Line Resistance
342 343

&5%,,%6%,
0).# 3%.3/2#/..%#4/2
(!2.%333)$%
0)." 0).#
&5%,,%6%,
3%.3/2#/..%#4/2

3%.3/23)$%

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(!2.%333)$%
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2. Disconnect the Instrument Cluster Module 2. Disconnect the Fuel Level Sensor connector.
(ICM) connector B.
3. Measure the resistance across the pins of
3. Disconnect the Fuel Level Sensor connector. the Exhaust Temperature Sensor. The
correct specifications are in the table below
4. Check for continuity between the Fuel Level
(see Figure 343).
Sensor harness connector pin C and the
Fuel Level Sensor Resistance
100% 29-37 ohms
the open in the circuit. 75% 45-65 ohms
If continuity exist, verify the diagnostic code, 50% 85-115 ohms
the FMI and retest the system. If FMI 5 is still 25% 234-246 ohms
active, replace the Instrument Cluster
Module (ICM) and retest the system.
(29–246 ohms), replace the sensor and
retest the system.
29–246 ohms at the correct fuel level, go to
“Test 9 — Checking for Short to Ground in
the Signal Line” on page 334.

MID 140-PID 96
Test 9 — Checking for Short to Test 10 — Checking for Short in the
Ground in the Signal Line Fuel Level Sensor
344 345
0)."
&5%,,%6%,
3%.3/2#/..%#4/2
(!2.%333)$%
VA
Figure 344

2. Disconnect the Instrument Cluster Module
(ICM) connector B.
3. Disconnect the Fuel Level Sensor connector.
Sensor harness connector pin B and a good
Checking for Short in the Fuel Level Sensor”
on page 334.
Figure 345

2. Disconnect the Fuel Level Sensor connector.
Sensor pin B and the case of the sensor
then pin C and the case of the sensor (see
Figure 345).
If continuity exists, replace the Fuel Level
Sensor and retest the system.
code, the FMI and retest the system. If FMI 6

MID 140-PID 116
MID 140-PID 116
MID 140 PID 116 — AIR APPLICATION PRESSURE TRANSDUCER

346
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!)2
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02%3352%
42!.$5#%2 )#--/$5,%
("! (""
!)23530%.3)/.02%3352%42!.3$5#%2
!-")%.44%-0%2!452%3%.3/2
&2/.42%!2!8,%/),4%-0%2!452%3%.3/2
&5%,,%6%,3%.3/2
).4%2)/24%-0%2!452%3%.3/2
02)-!29!)202%3352%42!.3$5#%2
2%!22%!2!8,%/),4%-0%2!452%3%.3/2
3%#/.$!29!)202%3352%42!.3$5#%2
42!.3-)33)/./),4%-0%2!452%3%.3/2
VA
Figure 346 — Air Application Pressure Transducer Circuit
Failure Mode Identifier (FMI): 3 (Voltage Above Circuit Description:

Normal/Shorted High), 4 (Voltage Below
Normal/Shorted Low) Code Setting Conditions: Code PID 116 with an
FMI 4 will set when the Instrument Cluster
Parameter Identification (PID): P116 Module (ICM) detects that the voltage at
connector B pin 2 is below 0.3 volts. Code
Message Identification (MID): 140 PID 116 with an FMI 3 will set when the
Instrument Cluster Module (ICM) detects that the
voltage at connector B pin 2 is above 4.7 volts.

MID 140-PID 116
If code PID 116 is NOT set, wiggle the If the FMI is 4 (Voltage Below
Instrument Cluster Module (ICM) harnesses Normal/Shorted High), go to “Test 4 —
and connectors to try to set the code. Checking for an Open in the Air Application
Visually inspect the Instrument Cluster Pressure Transducer Circuit” on page 337.
Module (ICM) connectors and wires for poor If the FMI is 3 (Voltage Below
connections. Normal/Shorted Low), go to “Test 7 —
Checking for Short to Power in the Air
Application Pressure Transducer Circuit” on
page 340.
This sensor or transducer may share a common
ground with several other components. If other
PID's are present or this code is reoccurring,

If PID's 77, 78, 96, 116, 117, 118, 170, 171, 177
and 358 are set (or any combination), there may
sensors.

page 336.

MID 140-PID 116
Test 4 — Checking for an Open in 1. Turn the ignition key OFF.
the Air Application Pressure 2. Disconnect Instrument Cluster Module (ICM)
harness connector B.
Transducer Circuit
3. Disconnect the Air Application Pressure
347
Transducer harness connector.
4. Check for continuity between Instrument
Cluster Module (ICM) harness connector B
pin 18 and Air Application Pressure
Transducer harness connector pin B. Then
check for continuity between Instrument
Transducer harness connector pin C (see
Figure 347).

If there is NO continuity in either circuit,

locate and repair the open in the harness.
If there is continuity in both circuits, go to
Ground in the Air Application Pressure
Transducer Circuit” on page 338.
0)."
!)2!00,)#!4)/.
02%3352%42!.3$5#%2
(!2.%33#/..%#4/2
0).#

)#--/$5,%#/..%#4/2"
(!2.%333)$%
VA
Figure 347

MID 140-PID 116
Test 5 — Checking for a Short 1. Turn the ignition key OFF.
Circuit to Ground in the Air 2. Disconnect Instrument Cluster Module (ICM)
Application Pressure Transducer
Circuit 3. Disconnect the Air Application Pressure
348
pin 18 and ground. Also check for continuity
between Instrument Cluster Module (ICM)
harness connector B pin 2 and ground (see
Figure 348).
short to ground in the harness.
If continuity does not exist, go to “Test 6 —
Isolating the Short to Ground” on page 339.

Figure 348

MID 140-PID 116
Test 6 — Isolating the Short to 1. Turn the ignition key OFF.
Ground 2. Disconnect Instrument Cluster Module (ICM)
349
3. Disconnect the Air Application Pressure
pin 18 and all other pins on Instrument
Cluster Module (ICM) harness connectors A,
B and C (see Figure 349).

If continuity does not exist, replace the Air

Application Pressure Transducer and retest
the system. If the FMI 4 is still active, replace
the Instrument Cluster Module (ICM) and
retest the system.
!,,/4(%20).3/.
).3425-%.4#,534%2
-/$5,%)#- (!2.%33
#/..%#4/23!"!.$#

)#--/$5,%#/..%#4/2"
(!2.%333)$%
VA
Figure 349

MID 140-PID 116
Test 7 — Checking for Short to Test 8 — Checking for a Open in the
Power in the Air Application Air Application Pressure
Pressure Transducer Circuit Transducer Ground Circuit
350 351
0).!
!)2!00,)#!4)/.
02%3352%
42!.3$5#%2
#/..%#4/2
(!2.%333)$%
0).#
!)2!00,)#!4)/.
02%3352%42!.3$5#%2

(!2.%33#/..%#4/2

)#--/$5,%#/..%#4/2"
(!2.%333)$%
VA VA
2. Disconnect Instrument Cluster Module (ICM) 2. Disconnect Instrument Cluster Module (ICM)
harness connectors B. harness connectors B.
3. Disconnect the Air Application Pressure 3. Disconnect the Air Application Pressure
Transducer harness connector. Transducer harness connector.
4. Turn the ignition key ON. 4. Check for continuity between Instrument
5. Measure the voltage between pin C on the
harness side of the Air Application Pressure
Transducer harness connector pin A (see
Transducer harness connector and a good
Figure 351).
ground. Then measure the voltage between
pin B on the harness side of the Air If there is NO continuity, locate and repair
Application Pressure Transducer harness the open in the harness.
connector and a good ground (see Figure If there is continuity, replace the Air
350). Application Pressure Transducer and retest
If voltage is present, locate and repair the the system. If the FMI 3 is still active, replace
short to power in the Air Application the Instrument Cluster Module (ICM) and
Pressure Transducer harness. retest the system.
Checking for a Open in the Air Application
Pressure Transducer Ground Circuit” on
page 340.

MID 140-PID 117
MID 140-PID 117
MID 140 PID 117 — PRIMARY AIR PRESSURE TRANSDUCER

352
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02%3352%
42!.3$5#%2 )#--/$5,%
("! ("/
!)2!00,)#!4)/.02%3352%42!.3$5#%2
!)23530%.3)/.02%3352%42!.3$5#%2
!-")%.44%-0%2!452%3%.3/2
&2/.42%!2!8,%/),4%-0%2!452%3%.3/2
&5%,,%6%,3%.3/2
).4%2)/24%-0%2!452%3%.3/2
2%!22%!2!8,%/),4%-0%2!452%3%.3/2
3%#/.$!29!)202%3352%42!.3$5#%2
42!.3-)33)/./),4%-0%2!452%3%.3/2
VA
Figure 352 — Primary Air Pressure Transducer Circuit
Failure Mode Identifier (FMI): 4 (Voltage Below Code Setting Conditions: Code PID 117 with an
Normal/Shorted Low), 3 (Voltage Above FMI 4 will set when the Instrument Cluster
Normal/Shorted High) Module (ICM) detects that the voltage at
connector B pin 13 is below 0.3 volts. Code PID
Parameter Identification (PID): P117 117 with an FMI 3 will set when the Instrument
Cluster Module (ICM) detects that the voltage at
Message Identification (MID): 140 connector B pin 13 is above 4.7 volts.
Circuit Description: The Primary Air Pressure

Transducer monitors the air pressure in the front
brake circuit air tank. If the pressure drops below This sensor or transducer may share a common
65 psi (420 Kpa) the red indicator lamp will ground with several other components. If other
illuminate and the STOP telltale warning indicator PID's are present or this code is reoccurring,
comes on. The buzzer will sound if the vehicle check the power and ground circuits.
starts to move at a speed greater than
1 mph.

MID 140-PID 117
Instrument Cluster Module (ICM) harnesses Normal/Shorted Low), go to “Test 4 —
and connectors to try to set the code. Checking for an Open in the Primary Air
Module (ICM) connectors and wires for poor If the FMI is 3 (Voltage Above
connections. Normal/Shorted High), go to “Test 7 —
Checking for Short to Power in the Primary
Test 2 — Checking for Other Codes Air Pressure Transducer Circuit” on page
346.
If PID's 77, 78, 96, 116, 117, 118, 170, 171, 177
sensors.

page 342.

MID 140-PID 117
the Primary Air Pressure 2. Disconnect Instrument Cluster Module (ICM)
Transducer Circuit
3. Disconnect the Primary Air Pressure
353
pin 19 and Primary Air Pressure Transducer
harness connector pin B. Then check for
continuity between Instrument Cluster
Module (ICM) harness connector B pin 13
and Primary Air Pressure Transducer
harness connector pin C (see Figure 353).


Ground in the Primary Air Pressure

Figure 353

MID 140-PID 117
Circuit to Ground in the Primary Air 2. Disconnect Instrument Cluster Module (ICM)
Pressure Transducer Circuit
354
Figure 354).



Figure 354

MID 140-PID 117
355
Transducerharness connector.


Primary Air Pressure Transducer and retest
retest the system.

Figure 355

MID 140-PID 117
Power in the Primary Air Pressure the Primary Air Pressure
Transducer Circuit Transducer Ground Circuit
356 357
0).!
!)2!00,)#!4)/.
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42!.3$5#%2
#/..%#4/2
(!2.%333)$%
0).#
02)-!29!)2
02%3352%42!.3$5#%2

(!2.%33#/..%#4/2

)#--/$5,%#/..%#4/2"
(!2.%333)$%
VA VA
3. Disconnect the Primary Air Pressure 3. Disconnect the Primary Air Pressure
pin 1 and Primary Air Pressure Transducer
harness side of the Primary Air Pressure
harness connector pin A (see Figure 357).
ground. Then measure the voltage between If there is NO continuity, locate and repair
pin B on the harness side of the Primary Air the open in the harness.
Pressure Transducer harness connector and If there is continuity, replace the Primary Air
a good ground (see Figure 356). Pressure Transducer and retest the system.
If voltage is present, locate and repair the If the FMI 3 is still active, replace the
short to power in the Primary Air Pressure Instrument Cluster Module (ICM) and retest
Transducer harness. the system.
Checking for an Open in the Primary Air
page 346.

MID 140-PID 118
MID 140-PID 118
MID 140 PID 118 — SECONDARY AIR PRESSURE TRANSDUCER

358
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42!.3$5#%2
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&2/.42%!2!8,%/),4%-0%2!452%3%.3/2
&5%,,%6%,3%.3/2
).4%2)/24%-0%2!452%3%.3/2
02)-!29!)202%3352%42!.3$5#%2
2%!22%!2!8,%/),4%-0%2!452%3%.3/2
42!.3-)33)/./),4%-0%2!452%3%.3/2
VA
Figure 358 — Secondary Air Pressure Transducer Circuit
Circuit Description: The Secondary Air

Pressure Transducer Sensor monitors the air
pressure in the rear brake circuit air tank. If the This sensor or transducer may share a common
pressure drops below 65 psi (420 Kpa) the red ground with several other components. If other
indicator lamp will illuminate and the STOP PID's are present or this code is reoccurring,
telltale warning indicator comes on. The buzzer check the power and ground circuits.
will sound if the vehicle starts to move at a speed
greater than 1 mph.

MID 140-PID 118
and connectors to try to set the code. Checking for an Open in the Secondary Air
Checking for Short to Power in the
Test 2 — Checking for Other Codes Secondary Air Pressure Transducer Circuit”
on page 352.
If PID's 77, 78, 96, 116, 117, 118, 170, 171, 177
sensors.

page 348.

MID 140-PID 118
the Secondary Air Pressure 2. Disconnect Instrument Cluster Module (ICM)
Transducer Circuit
3. Disconnect the Secondary Air Pressure
359
pin 20 and Secondary Air Pressure
Figure 359).


Ground in the Secondary Air Pressure

Figure 359

MID 140-PID 118
Circuit to Ground in the Secondary 2. Disconnect Instrument Cluster Module (ICM)
Air Pressure Transducer Circuit
360
Figure 360).


Figure 360

MID 140-PID 118
361


Secondary Air Pressure Transducer and
retest the system. If the FMI 4 is still active,
replace the Instrument Cluster Module (ICM)

Figure 361

MID 140-PID 118
Power in the Secondary Air the Secondary Air Pressure
362 363
0).!
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#/..%#4/2
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#

3%#/.$!29!)2
02%3352%42!.3$5#%2
(!2.%33#/..%#4/2
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(!2.%333)$%
VA VA
3. Disconnect the Secondary Air Pressure 3. Disconnect the Secondary Air Pressure
harness side of the Secondary Air Pressure
Figure 363).
pin B on the harness side of the Secondary If there is NO continuity, locate and repair
Air Pressure Transducer harness connector the open in the harness.
and a good ground (see Figure 362). If there is continuity, replace the Secondary
If voltage is present, locate and repair the Air Pressure Transducer and retest the
short to power in the Secondary Air system. If the FMI 3 is still active, replace the
Pressure Transducer harness. Instrument Cluster Module (ICM) and retest
the system.
Checking for an Open in the Secondary Air
page 352.

MID 140-PID 158
MID 140-PID 158
MID 140 PID 158 — BATTERY VOLTAGE

364
(/4!4
!,,4)-%3
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! ).34 #%.4%2
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!
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37)4#(
! 30"+%

# " !
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37)4#(
! "+%
!
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VA
Figure 364 — Ignition Cluster Module (ICM)
Failure Mode Identifier (FMI): 0 (Valid High), 1 Code Setting Conditions: Code PID 158 will set
(Data Valid, but Less Than Normal) with an FMI 0 if the voltage rises above 19 volts
(12 volt system) or above 36 volts (24 volt
Parameter Identification (PID): P158 system). FMI 0 will set when the battery voltage
falls below 9 volts (12 volt system) or below
Message Identification (MID): 140 17 volts (24 volt system). Damage to the Modules
and its components may occur with high battery
Circuit Description: Battery voltage is monitored voltages.
by the circuits within the Ignition Cluster Module
(ICM).
Location: Inside the Ignition Cluster Module

(ICM).

MID 140-PID 158
If code PID 158 is not set, wiggle the If the FMI is 0 (valid high), check the vehicles
harness and connectors to try to set the charging system. The generator may be
code. overcharging the batteries or an external
charger may be attached to the vehicle.
Perform vehicle charging system testing and
Test 2 — Checking for Other Codes diagnosis.
1. Are any other codes set? If the FMI is 1 (data valid, but less than
If other codes are set, repair those codes normal), check the vehicle's charging
first then go to “Test 3 — Checking Code system. The generator may be
PID 158 Failure Mode Identifier (FMI)” on undercharging the batteries. Perform vehicle
page 354. charging system testing and diagnosis.

MID 140-PID 170
MID 140-PID 170
MID 140 PID 170 — INTERIOR TEMPERATURE SENSOR

365
6 ).3425-%.4
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).4%2)/2
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3%.3/2
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!)2!00,)#!4)/.02%3352%42!.3$5#%2
!)23530%.3)/.02%3352%42!.3$5#%2
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&2/.42%!2!8,%/),4%-0%2!452%3%.3/2
&5%,,%6%,3%.3/2
02)-!29!)202%3352%42!.3$5#%2
2%!22%!2!8,%/),4%-0%2!452%3%.3/2
3%#/.$!29!)202%3352%42!.3$5#%2
42!.3-)33)/./),4%-0%2!452%3%.3/2
VA
Figure 365 — Interior Temperature Sensor Control Circuit
Failure Mode Identifier (FMI): 5 (Current monitors the voltage drop across the sensor. The
Low/Open), 6 (Current High/Grounded) Interior Temperature Sensor is installed only on
iTAS (integrated Temp A Start) systems. This
Parameter Identification (PID): P170 system automatically starts and stops the engine
to maintain interior temperature, battery voltage
Message Identification (MID): 140 and engine temperature.
Circuit Description: The Interior Temperature Location: The Interior Temperature Sensor is in
Sensor is a thermistor. The resistance of the the sleeper compartment of the cab.
sensor changes inversely to the temperature of
the air in the cabin of the vehicle. When the
interior air temperature is cold, the sensor
resistance is high. As the temperature of the
interior air increases, the sensor resistance
decreases. The Instrument Cluster Module (ICM)

MID 140-PID 170
Normal Sensor Parameters: The Interior the ground circuit to the sensors.
Temperature Sensor has a resistance of
10047.1 ohms at -4°F (-20°C) and 524 ohms at If other codes are set, repair those codes
104°F (40°C). first then go to “Test 3 — Checking Code
FMI 5 indicates the sensor is shorted to battery Checking Code PID 170 Failure Mode
voltage or open. Identifier (FMI)” on page 356.
This sensor or transducer may share a common 1. Check the Failure Mode Identifier (FMI)
ground with several other components. If other using a diagnostic computer.
PID's are present or this code is reoccurring, If the FMI is 5 (current low/open), go to “Test
check the power and ground circuits. 4 — Checking Sensor Resistance” on page
357.
Test 1 — Checking for Code PID 170 “Test 8 — Checking Sensor Resistance” on
page 359.
code. Visually inspect the Instrument Cluster
Module (ICM).

MID 140-PID 170
366 367
0).! 0)." 0).!
).4%2)/24%-0%2!452% ).4%2)/24%-0%2!452%
3%.3/2#/..%#4/2 3%.3/2#/..%#4/2
3%.3/23)$% 3%.3/23)$%
VA VA
2. Disconnect the Interior Temperature Sensor 2. Disconnect the Instrument Cluster Module
connector. (ICM) connector B.
3. Measure the resistance across the pins of 3. Disconnect the Interior Temperature Sensor
the Interior Temperature Sensor. The correct connector.
specifications are in the table below (see
Figure 366).
5. Measure the voltage between the Interior
Interior Temperature
Sensor Sensor Resistance Temperature Sensor harness connector pin
A and a good ground (see Figure 367).
-4°F (-20°C) 10047.1 ohms
If voltage is present, the signal line circuit is
32°F (0°C) 3280.7 ohms shorted to voltage. Locate the short to
68°F (20°C) 1231.7 ohms voltage, repair the circuit and retest the
104°F (40°C) 524 ohms system.
If there is NO voltage, go to “Test 6 —
page 358.
(10047.1–524 ohms), replace the sensor
10047.1–524 ohms at the correct
Short to Voltage in the Signal Line” on page
357.

MID 140-PID 170
369
368
0).!
).4%2)/24%-0%2!452%

3%.3/2#/..%#4/2
(!2.%333)$%

)#--/$5,%#/..%#4/2"

(!2.%333)$%

VA
3. Disconnect the Interior Temperature Sensor 3. Disconnect the Interior Temperature Sensor
4. Check for continuity between the Interior 4. Check for continuity between the Interior
Temperature Sensor harness connector Temperature Sensor harness connector
pin A and the Instrument Cluster Module pin B and the Instrument Cluster Module
(ICM) harness connector B pin 16 (see (ICM) harness connector B pin 1 (see Figure
Figure 368). 369).


MID 140-PID 170
370 371
0).! 0)."
).4%2)/24%-0%2!452%
3%.3/2#/..%#4/2 0).!
3%.3/23)$%
).4%2)/24%-0%2!452%
3%.3/2#/..%#4/2
(!2.%333)$%
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Figure 370 VA
1. Turn the ignition key OFF. Figure 371

2. Disconnect the Interior Temperature Sensor 1. Turn the ignition key OFF.
connector.
3. Measure the resistance across the pins of (ICM) connector B.
the Interior Temperature Sensor. The correct
specifications are in the table below (see 3. Disconnect the Interior Temperature Sensor
Figure 370). connector.
4. Check for continuity between the Interior
Interior Temperature
Temperature Sensor harness connector
pin A and a good ground (see Figure 371).
-4°F (-20°C) 10047.1 ohms
32°F (0°C) 3280.7 ohms repair the short circuit to ground.
68°F (20°C) 1231.7 ohms If there is NO continuity, go to “Test 10 —
104°F (40°C) 524 ohms Checking for Short in the Interior
Temperature Sensor” on page 360.
Short to Ground in the Signal Line” on page
359.

MID 140-PID 170
Interior Temperature Sensor 2. Disconnect the Interior Temperature Sensor
connector.
372
3. Check for continuity between the Interior
Temperature Sensor pin A and the case of
the sensor then pin B and the case of the
sensor (see Figure 372).
If continuity exists, replace the Interior
Temperature Sensor and retest the system.
0).!
).4%2)/24%-0%2!452% is still active, replace the Instrument Cluster
3%.3/2#/..%#4/2 Module (ICM) and retest the system.
3%.3/23)$%
#!3%/&
).4%2)/2
4%-0%2!452%
3%.3/2
0)."
).4%2)/24%-0%2!452%
3%.3/2#/..%#4/2
3%.3/23)$%
VA
Figure 372

MID 140-PID 171
MID 140-PID 171
MID 140 PID 171 — AMBIENT TEMPERATURE SENSOR

373
6 ).3425-%.4
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3%.3/2

# " !
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&5%,,%6%,3%.3/2
02)-!29!)202%3352%42!.3$5#%2
2%!22%!2!8,%/),4%-0%2!452%3%.3/2
3%#/.$!29!)202%3352%42!.3$5#%2
42!.3-)33)/./),4%-0%2!452%3%.3/2
VA
Figure 373 — Ambient Temperature Sensor Control Circuit
Failure Mode Identifier (FMI): 5 (Current Circuit Description: The Ambient Temperature
Low/Open), 6 (Current High/Grounded) Sensor is a thermistor. The resistance of the
sensor changes inversely to the temperature of
Parameter Identification (PID): P171 the air outside the cabin of the vehicle. When the
ambient air temperature is cold, the sensor
Message Identification (MID): 140 resistance is high. As the temperature of the
ambient air increases, the sensor resistance
decreases. The Instrument Cluster Module (ICM)
monitors the voltage drop across the sensor. The
ambient temperature value is displayed on the
instrument cluster. If the cluster sees a fault on
the sensor, the ambient temperature display will
be "- -".

MID 140-PID 171
Location: The Ambient Temperature Sensor is Test 2 — Checking for Other Codes
near the left side hood hinge.
will set when Instrument Cluster Module (ICM)
senses that the sensor signal voltage is less than If PID's 77, 78, 96, 116, 117, 118, 170, 171, 177
0.5 volts or greater than 4.5 volts for 2 seconds. If and 358 are set (or any combination), there may
the sensor voltage returns to between 0.5 volts be a problem with the ground circuit to the
and 4.5 volts for more than 2 seconds, the fault sensors. Check the Instrument Cluster Module
will become inactive. PID 171 will not set unless (ICM) connection at connector B pin 1 and check
the diagnostics are enabled in the Instrument the ground circuit to the sensors.
Normal Sensor Parameters: The Ambient first then go to “Test 3 — Checking Code
Temperature Sensor has a resistance of PID 171 Failure Mode Identifier (FMI)” on
10047.1 ohms at -4°F (-20°C) and 524 ohms at page 362.
104°F (40°C). If only PID 171 is set, go to “Test 3 —
Code Setting Conditions: Identifier (FMI)” on page 362.
This sensor or transducer may share a common 4 — Checking Sensor Resistance” on page
ground with several other components. If other 363.
PID's are present or this code is reoccurring,
“Test 8 — Checking Sensor Resistance” on
page 365.

Module (ICM).

MID 140-PID 171
374 375

0). 0).
!-")%.44%-0%2!452%
3%.3/2#/..%#4/2
3%.3/23)$%
!-")%.44%-0%2!452%
3%.3/2#/..%#4/2
(!2.%333)$%
VA VA
2. Disconnect the Ambient Temperature 2. Disconnect the Instrument Cluster Module
Sensor connector. (ICM) connector B.
3. Measure the resistance across the pins of 3. Disconnect the Ambient Temperature
the Ambient Temperature Sensor. The Sensor connector.
(see Figure 374).
5. Measure the voltage between the Ambient
Ambient Temperature Temperature Sensor harness connector
Sensor Sensor Resistance pin 1 and a good ground (see Figure 375).
-4°F (-20°C) 10047.1 ohms If voltage is present, the signal line circuit is
32°F (0°C) 3280.7 ohms shorted to voltage. Locate the short to
68°F (20°C) 1231.7 ohms
system.
104°F (40°C) 524 ohms
If the resistance of the sensor is NOT within page 364.
363.

MID 140-PID 171
376 377

3. Disconnect the Ambient Temperature 3. Disconnect the Ambient Temperature
Sensor connector. Sensor connector.
4. Check for continuity between the Ambient 4. Check for continuity between the Ambient
Temperature Sensor harness connector pin Temperature Sensor harness connector
1 and the Instrument Cluster Module (ICM) pin 2 and the Instrument Cluster Module
harness connector B pin 9 (see Figure 376). (ICM) harness connector B pin 1 (see Figure
377).
When checking continuity in a circuit, always If continuity exist, verify the diagnostic code,
verify the terminal connections at the sensor and the FMI and retest the system. If FMI 5 is still
at the control unit. active, replace the Instrument Cluster

MID 140-PID 171
378 379

0). 0).
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3%.3/2#/..%#4/2
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VA VA
2. Disconnect the Ambient Temperature 2. Disconnect the Instrument Cluster Module
Sensor connector. (ICM) connector B.
3. Measure the resistance across the pins of 3. Disconnect the Ambient Temperature
the Ambient Temperature Sensor. The Sensor connector.
4. Check for continuity between the Ambient
(see Figure 378).
Ambient Temperature
Sensor Sensor Resistance If continuity exists to ground, locate and
-4°F (-20°C) 10047.1 ohms
32°F (0°C) 3280.7 ohms
Checking for Short in the Ambient
104°F (40°C) 524 ohms

Short to Ground in the Signal Line” on page
365.

MID 140-PID 171
Ambient Temperature Sensor 2. Disconnect the Ambient Temperature
Sensor connector.
380
3. Check for continuity between the Ambient
Temperature Sensor pin 1 and the case of
the sensor then pin 2 and the case of the
If continuity exists, replace the Ambient
0).
!-")%.44%-0%2!452% is still active, replace the Instrument Cluster
3%.3/2#/..%#4/2 Module (ICM) and retest the system.
3%.3/23)$%
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4%-0%2!452%
3%.3/2
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Figure 380

MID 140-PID 173
MID 140-PID 173
MID 140 PID 173 — EXHAUST TEMPERATURE SENSOR

381
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Figure 381 — Exhaust Temperature Sensor Control Circuit
Failure Mode Identifier (FMI): 5 (Current the sensor. The exhaust temperature value is
Low/Open), 6 (Current High/Grounded) displayed on the instrument cluster. If the cluster
sees a fault on the sensor, PID 173 will be set.
Location: The Exhaust Temperature Sensor is
Message Identification (MID): 140 downstream of the turbocharger.
Circuit Description: The Exhaust Temperature

Sensor is a thermistor. The resistance of the
sensor changes with the temperature of the
exgaust gasses. When the exhaust temperature
is cold, the sensor resistance is low. As the
temperature of the exhaust increases, the sensor
resistance also increases. The Instrument Cluster
Module (ICM) monitors the voltage drop across

MID 140-PID 173
Code Setting Conditions: The Electronic Test 4 — Checking Sensor
will set when Instrument Cluster Module (ICM) Resistance
senses that the sensor signal voltage is less than 382
and 4.5 volts for more than 2 seconds, the fault
will become inactive. PID 173 will not set unless
the diagnostics are enabled in the Instrument
Normal Sensor Parameters: The Exhaust
Temperature Sensor has a resistance of

84.3 ohms at -40°F (-40°C) and 313.7 ohms at
1112°F (600°C).
Code Setting Conditions:
%8(!534
voltage or open. 4%-0%2!452%
3%.3/2#/..%#4/2
FMI 6 indicates the sensor is shorted to ground. 3%.3/23)$%

VA
Figure 382
Checking for Other Codes” on page 368. 1. Turn the ignition key OFF.
harness and connectors to try to set the 2. Disconnect the Exhaust Temperature
code. Visually inspect the Instrument Cluster Sensor connector.
Module (ICM). 3. Measure the resistance across the pins of
the Exhaust Temperature Sensor. The
Test 2 — Checking for Other Codes correct specifications are in the table below
(see Figure 382).
If other codes are set, repair those codes Exhaust Temperature
first then go to “Test 3 — Checking Code Sensor Sensor Resistance
PID 173 Failure Mode Identifier (FMI)” on -40°F (-40°C) 84.3 ohms
page 368. 32°F (0°C) 100 ohms
If only PID 173 is set, go to “Test 3 — 77°F (25°C) 109.7 ohms
Identifier (FMI)” on page 368. 122°F (50°C) 119.4 ohms
212°F (100°C) 138.5 ohms
Test 3 — Checking Code PID 173 392°F (200°C) 175.7 ohms
Failure Mode Identifier (FMI) 572°F (300°C) 212 ohms
752°F (400°C) 247 ohms
using a diagnostic computer. 932°F (500°C) 281 ohms
If the FMI is 5 (current low/open), go to “Test 1112°F (600°C) 313.8 ohms
368. If the resistance of the sensor is NOT within
If the FMI is 6 (current high/grounded), go to normal operating parameters
“Test 8 — Checking Sensor Resistance” on (84.3–313.7 ohms), replace the sensor and
page 370. retest the system.

MID 140-PID 173
If the resistance of the sensor is between Test 6 — Checking for an Open in
84.3–313.7 ohms at the correct temperature,
go to “Test 5 — Checking for Short to the Signal Line
Voltage in the Signal Line” on page 369. 384

Voltage in the Signal Line
383

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%8(!534
4%-0%2!452% Figure 384
3%.3/2#/..%#4/2
VA
(ICM) connector B.
Figure 383
3. Disconnect the Exhaust Temperature
Sensor connector.
4. Check for continuity between the Exhaust
(ICM) connector B.
pin 1 and the Instrument Cluster Module
3. Disconnect the Exhaust Temperature (ICM) harness connector B pin 4 (see Figure
Sensor connector. 384).
5. Measure the voltage between the Exhaust
Temperature Sensor harness connector When checking continuity in a circuit, always
pin 1 and a good ground (see Figure 383). verify the terminal connections at the sensor and
If voltage is present, the signal line circuit is at the control unit.
voltage, repair the circuit and retest the If there is NO continuity, locate and repair
system. the open in the circuit.
If there is NO voltage, go to “Test 6 — If continuity exist, go to “Test 7 — Checking
Checking for an Open in the Signal Line” on for an Open in the Return Line” on page 370.
page 369.

MID 140-PID 173
Test 7 — Checking for an Open in Test 8 — Checking Sensor
the Return Line Resistance
385 386

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VA VA
2. Disconnect the Instrument Cluster Module 2. Disconnect the Exhaust Temperature
(ICM) connector B. Sensor connector.
3. Disconnect the Exhaust Temperature 3. Measure the resistance across the pins of
Sensor connector. the Exhaust Temperature Sensor. The
(see Figure 386).
pin 2 and the Instrument Cluster Module
Exhaust Temperature
(ICM) harness connector B pin 5 (see Figure Sensor Sensor Resistance
385).
-40°F (-40°C) 84.3 ohms
the open in the circuit. 32°F (0°C) 100 ohms
If continuity exist, verify the diagnostic code, 77°F (25°C) 109.7 ohms
the FMI and retest the system. If FMI 5 is still 122°F (50°C) 119.4 ohms
active, replace the Instrument Cluster 212°F (100°C) 138.5 ohms
392°F (200°C) 175.7 ohms
572°F (300°C) 212 ohms
752°F (400°C) 247 ohms
932°F (500°C) 281 ohms
1112°F (600°C) 313.8 ohms

(84.3–313.7 ohms), replace the sensor and
retest the system.

MID 140-PID 173
If the resistance of the sensor is between Test 10 — Checking for Short in the
84.3–313.7 ohms at the correct temperature,
go to “Test 9 — Checking for Short to Exhaust Temperature Sensor
Ground in the Signal Line” on page 371. 388

387

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3%.3/2
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4%-0%2!452%
3%.3/2#/..%#4/2

(!2.%333)$%
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Figure 387

2. Disconnect the Instrument Cluster Module %8(!534
(ICM) connector B. 4%-0%2!452%
3%.3/2#/..%#4/2
3. Disconnect the Exhaust Temperature
3%.3/23)$%
Sensor connector. VA
Figure 388
pin 1 and a good ground (see Figure 387). 1. Turn the ignition key OFF.
repair the short circuit to ground. 2. Disconnect the Exhaust Temperature
Sensor connector.
Checking for Short in the Exhaust 3. Check for continuity between the Exhaust
Temperature Sensor” on page 371. Temperature Sensor pin 1 and the case of
the sensor then pin 2 and the case of the
If continuity exists, replace the Exhaust

MID 140-PID 177
MID 140-PID 177
MID 140 PID 177 — TRANSMISSION OIL TEMPERATURE SENSOR

389
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Figure 389 — Transmission Oil Temperature Sensor Control Circuit
Failure Mode Identifier (FMI): 5 (Current voltage drop across the sensor and uses this
Low/Open), 6 (Current High/Grounded) signal to warn the driver if the transmission oil
temperature exceeds the programmed limit. The
Parameter Identification (PID): P177 transmission temperature warning indicator may
illuminate on the driver display if the transmission
Message Identification (MID): 140 oil temperature is higher than the preset limits.
Circuit Description: The Transmission Oil Location: The Transmission Oil Temperature
Temperature Sensor is a thermistor. The Sensor is internal to the transmission and the
resistance of the sensor changes inversely to the connector is on the side of the transmission.
temperature of the transmission oil. When the
transmission oil is cold, the sensor resistance is
high. As the temperature of the transmission oil
increases, the sensor resistance decreases. The
Instrument Cluster Module (ICM) monitors the

MID 140-PID 177
and 4.5 volts for more than 2 seconds, the fault If PID's 77, 78, 96, 116, 117, 118, 170, 171, 177
Normal Sensor Parameters: The Transmission the ground circuit to the sensors.
Oil Temperature Sensor has a resistance of
FMI 5 indicates the sensor is shorted to battery Checking Code PID 177 Failure Mode
voltage or open. Identifier (FMI)” on page 373.
This sensor or transducer may share a common 1. Check the Failure Mode Identifier (FMI)
ground with several other components. If other using a diagnostic computer.
PID's are present or this code is reoccurring, If the FMI is 5 (current low/open), go to “Test
check the power and ground circuits. 4 — Checking Sensor Resistance” on page
374.
Test 1 — Checking for Code PID 177 “Test 8 — Checking Sensor Resistance” on
page 376.
Module (ICM).

MID 140-PID 177
390 391
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3%.3/23)$%
VA VA
2. Disconnect the Transmission Oil 2. Disconnect the Instrument Cluster Module
3. Measure the resistance across the pins of 3. Disconnect the Transmission Oil
the Transmission Oil Temperature Sensor. Temperature Sensor connector.
5. Measure the voltage between the
Transmission Oil Transmission Oil Temperature Sensor
Temperature Sensor Sensor Resistance harness connector pin A and a good ground
32°F (0°C) 6100 ohms (see Figure 391).
140°F (60°C) 599 ohms
212°F (100°C) 184.7 ohms system.
page 375.
(6100-70.1 ohms), replace the sensor and
retest the system.
6100-70.1 ohms at the correct temperature,

MID 140-PID 177
392 393

3. Disconnect the Transmission Oil 3. Disconnect the Transmission Oil
4. Check for continuity between the 4. Check for continuity between the
Transmission Oil Temperature Sensor Transmission Oil Temperature Sensor
harness connector pin A and the Instrument harness connector pin B and the Instrument
Cluster Module (ICM) harness connector B Cluster Module (ICM) harness connector B
pin 12 (see Figure 392). pin 1 (see Figure 393).

MID 140-PID 177
394 395
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3%.3/23)$%
VA VA
2. Disconnect the Transmission Oil 2. Disconnect the Instrument Cluster Module
3. Measure the resistance across the pins of 3. Disconnect the Transmission Oil
the Transmission Oil Temperature Sensor. Temperature Sensor connector.
4. Check for continuity between the
Transmission Oil Temperature Sensor
harness connector pin A and a good ground
Transmission Oil
(see Figure 395).
32°F (0°C) 6100 ohms
86°F (30°C) 1730 ohms
140°F (60°C) 599 ohms Checking for Short in the Transmission Oil
248°F (120°C) 111.3 ohms
284°F (140°C) 70.1 ohms

(6100-70.1 ohms), replace the sensor and
retest the system.
6100-70.1 ohms at the correct temperature,

MID 140-PID 177
Transmission Oil Temperature 2. Disconnect the Transmission Oil
Sensor
3. Check for continuity between the
396
Transmission Oil Temperature Sensor pin A
and the case of the sensor then pin B and
the case of the sensor (see Figure 396).
If continuity exists, replace the Transmission
Oil Temperature Sensor and retest the
system.
42!.3-)33)/./),
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Figure 396

MID 140-PID 358
MID 140-PID 358
MID 140 PID 358 — AIR SUSPENSION PRESSURE TRANSDUCER

397
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Figure 397 — Air Suspension Pressure Transducer Circuit
Circuit Description: The Air Suspension

Pressure Transducer monitors the air pressure in
the air suspension circuit air tank.

MID 140-PID 358
and connectors to try to set the code. Checking for an Open in the Air Suspension
Checking for Short to Power in the Air
Test 2 — Checking for Other Codes Suspension Pressure Transducer Circuit” on
page 383.
If PID's 77, 78, 96, 116, 117, 118, 170, 171, 177
sensors.

page 379.

MID 140-PID 358
the Air Suspension Pressure 2. Disconnect Instrument Cluster Module (ICM)
Transducer Circuit
3. Disconnect the Air Suspension Pressure
398
pin 17 and Air Suspension Pressure
Figure 398).


Ground in the Secondary Air Pressure

Figure 398

MID 140-PID 358
Circuit to Ground in the Secondary 2. Disconnect Instrument Cluster Module (ICM)
Air Pressure Transducer Circuit
399
Figure 399).


Figure 399

MID 140-PID 358
400

If continuity does not exist, replace the Air

Suspension Pressure Transducer and retest
retest the system.

Figure 400

MID 140-PID 358
Power in the Air Suspension the Air Suspension Pressure
401 402
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3. Disconnect the Air Suspension Pressure 3. Disconnect the Air Suspension Pressure
Transducerharness connector. Transducer harness connector.
harness side of the Air Suspension Pressure
Transducerharness connector and a good
Figure 402).
pin B on the harness side of the Air If there is NO continuity, locate and repair
Suspension Pressure Transducer harness the open in the harness.
connector and a good ground (see Figure If there is continuity, replace the Air
401). Suspension Pressure Transducer and retest
If voltage is present, locate and repair the the system. If the FMI 3 is still active, replace
short to power in the Air Suspension the Instrument Cluster Module (ICM) and
Pressure Transducer harness. retest the system.
Checking for an Open in the Air Suspension
page 383.

MID 140-PID 439
MID 140-PID 439
MID 140 PID 439 — BOOST PRESSURE STATUS

403
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Failure Mode Identifier (FMI): 9 (Data Absent)

MID 140-PID 439
Circuit Description: The V-MAC IV system uses Test 1 — Checking for Code PID 439
communicate between the Vehicle Electronic 1. Verify that code PID 439 is set.
Control Unit (VECU), Engine Management If code PID 439 is set, go to “Test 2 —
System (EMS) Module, Instrument Cluster Checking for Other Codes” on page 385.
Module (ICM) and accessory systems, depending If code PID 439 is not set, wiggle the
on vehicle model and option content. The J1939 harness and connectors to try to set the
data lines consist of an expandable data bus code. Visually inspect the ABS connectors
allowing the addition of accessory control and wires for poor connections.
across the J1939 data lines to the appropriate Test 2 — Checking for Other Codes
designed to allow limp home engine operation 1. Are any other codes set?
with the loss of the J1939 data signal as long as If other codes are set, repair those codes
the J1587 data lines are still operational. The first and retest the system.
coolant temperature signal is sent to the Engine If only PID 439 is set, a software problem in
Management System (EMS) Module. The EMS the EMS Module or the ICM may exist.
Module then transmits the coolant temperature Reflashing the modules may correct the
data to the ICM via the J1939 data lines. problem, call MACK Reliability Engineering.
Location:The Instrument Cluster Module (ICM)
is located near left side of the dash. The Engine
Management System (EMS) Module is located on
the left side of the engine block.
Code Setting Conditions: Code PID 439 will set

when the Instrument Cluster Module (ICM) is
unable to receive boost pressure status
information from the Engine Management
System (EMS) Module across the J1939 data
lines. The fault will become inactive if
communication resumes. If communication is lost
on both the J1587 and J1939 data lines the
engine will NOT run.

MID 140-PPID 119
MID 140-PPID 119
MID 140 PPID 119 — COOLANT TEMPERATURE STATUS

404
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Failure Mode Identifier (FMI): 9 (Data Absent) System (EMS) Module, Instrument Cluster
Parameter Identification (PPID): P119 on vehicle model and option content. The J1939
data lines consist of an expandable data bus
Message Identification (MID): 140 allowing the addition of accessory control
Circuit Description: The V-MAC IV system uses data bus. Data is prioritized and then transmitted
the J1939 data lines to control functions and across the J1939 data lines to the appropriate
communicate between the Vehicle Electronic control module. The V-MAC IV system is
Control Unit (VECU), Engine Management designed to allow limp home engine operation

MID 140-PPID 119
with the loss of the J1939 data signal as long as Test 1 — Checking for Code PPID
the J1587 data lines are still operational. The
coolant temperature signal is sent to the Engine 119
Management System (EMS) Module. The EMS 1. Verify that code PPID 119 is set.
Module then transmits the coolant temperature
data to the ICM via the J1939 data lines. If code PPID 119 is set, go to “Test 2 —
Location:The Instrument Cluster Module (ICM) If code PPID 119 is not set, wiggle the
is located near left side of the dash. The Engine harness and connectors to try to set the
Management System (EMS) Module is located on code. Visually inspect the ABS connectors
the left side of the engine block. and wires for poor connections.
Code Setting Conditions: Code PPID 119 will

set when the Instrument Cluster Module (ICM) is
unable to receive coolant temperature information 1. Are any other codes set?
from the Engine Management System (EMS)
Module across the J1939 data lines. The fault will
first and retest the system.
become inactive if communication resumes. If
communication is lost on both the J1587 and If only PPID 119 is set, a software problem
J1939 data lines the engine will NOT run. in the EMS Module or the ICM may exist.
Reflashing the modules may correct the
problem, call MACK Reliability Engineering.

MID 140-PSID 53
MID 140-PSID 53
MID 140 PSID 53 — BUFFERED ENGINE SPEED

405
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Figure 405 — Buffered Engine Speed and Vehicle Speed Output Circuit
Failure Mode Identifier (FMI): 3 (Voltage High), Code Setting Conditions: This fault will become
4 (Voltage Low) active when the Instrument Cluster Module (ICM)
detects that the Buffered Engine Speed Output
Parameter Identification (PSID): P53 Signal has been shorted to power (FMI 3) or
ground (FMI 4).
Circuit Description: The Buffered Engine Speed Test 1 — Checking for Code PSID 53
Output is an update of the engine speed at the 1. Verify that code PSID 53 is set.
Instrument Cluster Module (ICM) at connector B
pin 29. If code PSID 53 is set, go to “Test 2 —
Checking the Failure Mode Identifier (FMI)”
Location: The engine speed signal is on page 389.
communicated to the Instrument Cluster Module If code PSID 53 is not set, wiggle the
(ICM) via data line information. harness and connectors to try to set the
code.

MID 140-PSID 53
Test 2 — Checking the Failure Mode If voltage does not exist, verify the diagnostic
code, the FMI, and retest the system. If FMI
Identifier (FMI) 3 is still active, replace the ICM and retest
1. Check the Failure Mode Identifier (FMI) the system.
If the FMI is 3 (Voltage High), go to “Test 3 Test 4 — Checking for a Short
— Checking for a Short Circuit to Voltage in
the Buffered Engine Speed Output Circuit”
Circuit to Ground in the Buffered
on page 389. Engine Speed Output Circuit
If the FMI is 4 (Voltage Low), go to “Test 4 — 407
Buffered Engine Speed Output Circuit” on
page 389.

Circuit to Voltage in the Buffered
Engine Speed Output Circuit
406

Figure 407

2. Disconnect Instrument Cluster Module (ICM)


3. Check for continuity between ICM connector
B pin 30 and ground (see Figure 407).

Figure 406
If continuity does not exist, verify the
1. Turn the ignition key OFF. diagnostic code, the FMI, and retest the
system. If FMI 4 is still active, replace the
2. Disconnect Instrument Cluster Module (ICM) ICM and retest the system.
3. Measure the voltage between ICM
connector B pin 30 and ground (see
Figure 406).
If voltage exists, locate and repair the short
to power in the harness.

MID 140-PSID 54
MID 140-PSID 54
MID 140 PSID 54 — BUFFERED VEHICLE SPEED

408
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Figure 408 — Buffered Engine Speed and Vehicle Speed Output Circuit
Failure Mode Identifier (FMI): 3 (Voltage High), Code Setting Conditions: This fault will become
4 (Voltage Low) active when the Instrument Cluster Module (ICM)
detects that the Buffered Vehicle Speed Output
Parameter Identification (PSID): P54 Signal has been shorted to power (FMI 3) or
ground (FMI 4).
Circuit Description: The Buffered Vehicle Speed Test 1 — Checking for Code PSID 54
Output is an update of the vehicle speed at the 1. Verify that code PSID 54 is set.
Instrument Cluster Module (ICM) at connector B
pin 29. If code PSID 54 is set, go to “Test 2 —
Checking the Failure Mode Identifier (FMI)”
Location: The vehicle speed signal is on page 391.
communicated to the Instrument Cluster Module If code PSID 54 is not set, wiggle the
(ICM) via data line information. harness and connectors to try to set the
code.

MID 140-PSID 54
Test 2 — Checking the Failure Mode If voltage does not exist, verify the diagnostic
code, the FMI, and retest the system. If FMI
Identifier (FMI) 3 is still active, replace the ICM and retest
1. Check the Failure Mode Identifier (FMI) the system.
If the FMI is 3 (Voltage High), go to “Test 3 Test 4 — Checking for a Short
the Buffered Vehicle Speed Output Circuit”
Circuit to Ground in the Buffered
on page 391. Vehicle Speed Output Circuit
If the FMI is 4 (Voltage Low), go to “Test 4 — 410
Buffered Vehicle Speed Output Circuit” on
page 391.

Circuit to Voltage in the Buffered
Vehicle Speed Output Circuit
409

Figure 410

2. Disconnect Instrument Cluster Module (ICM)


3. Check for continuity between ICM connector
B pin 29 and ground (see Figure 410).

Figure 409
1. Turn the ignition key OFF. diagnostic code, the FMI, and retest the
2. Disconnect Instrument Cluster Module (ICM) ICM and retest the system.
3. Measure the voltage between ICM
Figure 409).

MID 140-PSID 200
MID 140-PSID 200
MID 140 PSID 200 — TIMEOUT ON J1939 COMMUNICATIONS

FROM ENGINE MANAGEMENT SYSTEM MODULE
411
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MID 140-PSID 200
412

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MID 140-PSID 200
Failure Mode Identifier (FMI): 9 (Data Absent) Test 1 — Checking for Code
Parameter Identification (PSID): S200 PSID 200
Circuit Description: The V-MAC IV system uses Checking for Other Codes” on page 394.
the J1939 data lines is used to control functions If code PSID 200 is NOT set, wiggle the
and communicates between the Vehicle EMS Module and Instrument Cluster Module
Electronic Control Unit (VECU), Engine (ICM) harnesses and connectors to try to set
Management System (EMS) Module, Instrument the code. Visually inspect the EMS Module
Cluster Module (ICM) and accessory systems, and Instrument Cluster Module (ICM)
depending on vehicle model and option content. connectors and wires for poor connections.
The J1939 data lines consist of an expandable
data bus allowing the addition of accessory
primary data bus. Data is prioritized and then 1. Is code SID 231 or other codes set?
transmitted across the J1939 data lines to the
If code SID 231 or other codes are set,
repair codes first and retest.
system is designed to allow limp home engine
operation with the loss of the J1939 data signal If only PSID 200 is set, go to “Test 3 —
as long as the J1587 data lines are still Checking Continuity on the J1939 Data Line”
operational. on page 395.

set when the Instrument Cluster Module (ICM)
loses communication with the Engine
Management System (EMS) Module on the
J1939 data line. The fault will become inactive if
communication resumes.
If the engine is in the limp home mode or the

engine does not run, check the EMS Module
power at pins B57 and B60. Verify the EMS
Module grounds at terminals A57, B58, B59 and
B61.

MID 140-PSID 200
Test 3 — Checking Continuity on Test 4 — Checking Continuity on
the J1939 Data Line the J1939 Data Line
413 414

Figure 414
Figure 413
1. Turn the ignition switch OFF. 1. Turn the ignition switch OFF.
2. Disconnect the Engine Management System 2. Disconnect the Engine Management System
(EMS) Module connector B. (EMS) Module connector B.
(ICM) connector A. (ICM) connector A.
4. Check for continuity between Engine 4. Check for continuity between Engine
connector B pin 55 and Instrument Cluster connector B pin 51 and Instrument Cluster
Module (ICM) connector A pin 15 (see Module (ICM) connector A pin 16 (see
If continuity exists, go to “Test 4 — Checking If continuity exists, check the Engine
Continuity on the J1939 Data Line” on page Management System (EMS) Module harness
395. and all connections for loose, corroded or
damaged terminals and repair or replace as
If continuity does NOT exist, locate and necessary. If no loose, corroded or damaged
repair the open in the data line and retest the terminals are found retest. If code PSID 200
system. is still set, replace the Engine Management
System (EMS) Module.
system.

MID 140-PSID 201
MID 140-PSID 201

FROM THE VECU
415
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MID 140-PSID 201
416

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MID 140-PSID 201
and communicates between the Vehicle Vehicle Electronic Control Unit (VECU) and
Electronic Control Unit (VECU), Engine Instrument Cluster Module (ICM) harnesses
Management System (EMS) Module, Instrument and connectors to try to set the code.
Cluster Module (ICM) and accessory systems, Visually inspect the Vehicle Electronic
depending on vehicle model and option content. Control Unit (VECU) and Instrument Cluster
The J1939 data lines consist of an expandable Module (ICM) connectors and wires for poor
data bus allowing the addition of accessory connections.
appropriate control module. The V-MAC IV 1. Is code SID 231 or other codes set?
operation with the loss of the J1939 data signal
as long as the J1587 data lines are still
operational. If only PSID 201 is set, go to “Test 3 —
Checking Continuity on the J1939 Data Line”
Code Setting Conditions: Code PSID 201 will on page 399.
loses communication with the Vehicle Electronic
Control Unit (VECU) on the J1939 data line. The
fault will become inactive if communication
resumes.

MID 140-PSID 201
417 418

Unit (VECU) connector C. Unit (VECU) connector C.
(ICM) connector A. (ICM) connector A.
4. Check for continuity between Vehicle 4. Check for continuity between Vehicle
Electronic Control Unit (VECU) connector C Electronic Control Unit (VECU) connector C
pin 4 and Instrument Cluster Module (ICM) pin 5 and Instrument Cluster Module (ICM)
connector A pin 16 (see Figure 417). connector A pin 15 (see Figure 418).
If continuity exists, go to “Test 4 — Checking If continuity exists, check the Vehicle
Continuity on the J1939 Data Line” on page Electronic Control Unit (VECU) harness and
399. all connections for loose, corroded or
If continuity does NOT exist, locate and damaged terminals and repair or replace as
repair the open in the data line and retest the necessary. If no loose, corroded or damaged
system. terminals are found retest. If code PSID 201
is still set, replace the Vehicle Electronic
system.

MID 140-PSID 204
MID 140-PSID 204

FROM THE ANTILOCK BRAKE SYSTEM MODULE
419
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Figure 419 — J1939 Communication Link

MID 140-PSID 204
420

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MID 140-PSID 204
PSID 204
If Antilock Braking System (ABS) symptoms are
present, refer to the appropriate Antilock Braking 1. Verify that code PSID 204 is set.
System (ABS) Module diagnostics before If code PSID 204 is set, go to “Test 2 —
proceeding. Checking for Other Codes” on page 402.
Antilock Braking System (ABS) Module and
Failure Mode Identifier (FMI): 9 (Data Absent) Instrument Cluster Module (ICM) harnesses
Parameter Identification (PSID): S204 Visually inspect the Antilock Braking System
(ABS) Module and Instrument Cluster
Message Identification (MID): 140 Module (ICM) connectors and wires for poor
connections.
and communicates between the Vehicle Test 2 — Checking for Other Codes
Electronic Control Unit (VECU), Engine
Management System (EMS) Module, Instrument 1. Is code SID 231 or any other codes set set?
Cluster Module (ICM), Transmission Control If code SID 231 or any other codes are set,
Module (TCM), Antilock Braking System (ABS) repair those codes first and retest the
Module and accessory systems, depending on system.
vehicle model and option content. The J1939 If only PSID 204 is set, go to “Test 3 —
data lines consist of an expandable data bus Checking Continuity on the J1939 Data Line”
allowing the addition of accessory control on page 402.
across the J1939 data lines to the appropriate Test 3 — Checking Continuity on
control module. The V-MAC IV system is the J1939 Data Line
with the loss of the J1939 data signal as long as 1. Turn the ignition switch OFF.
the J1587 data lines are still operational.
2. Disconnect the Antilock Braking System
Code Setting Conditions: Code PSID 204 will (ABS) Module harness connector.
set when the Instrument Cluster Module (ICM) 3. Disconnect the Instrument Cluster Module
loses communication with the Antilock Braking (ICM) connector A.
System (ABS) Module on the J1939 data line.
The fault will become inactive if communication 4. For BENDIX ABS, check for continuity
resumes. between the BENDIX Antilock Braking
System (ABS) Module harness connector A
pin 3 and Instrument Cluster Module (ICM)
connector A pin 16.
For WABCO ABS, check for continuity
between the WABCO Antilock Braking
System (ABS) Module harness connector
X1 pin 8 and Instrument Cluster Module
(ICM) connector A pin 16.
Continuity on the J1939 Data Line” on page
403.
If continuity does NOT exist, locate and
system.

MID 140-PSID 204
Test 4 — Checking Continuity on
the J1939 Data Line
2. Disconnect the BENDIX or WABCO Antilock
Braking System (ABS) Module harness
connector.
(ICM) connector A.
4. For BENDIX ABS, check for continuity
between the BENDIX Antilock Braking
System (ABS) Module harness connector A
pin 4 and Instrument Cluster Module (ICM)
connector A pin 15.
For WABCO ABS, check for continuity
between the WABCO Antilock Braking
System (ABS) Module harness connector
X1 pin 7 and Instrument Cluster Module
(ICM) connector A pin 15.
If continuity exists, check the BENDIX or
WABCO Antilock Braking System (ABS)
Module and the Instrument Cluster Module
(ICM) harnesses and all connections for
loose, corroded or damaged terminals and
repair or replace as necessary. If no loose,
corroded or damaged terminals are found
and code PSID 204 is still set, refer to the
BENDIX or WABCO Antilock Braking
System (ABS) Module diagnostics.
system.

MID 140-PSID 205
MID 140-PSID 205
MID 140 PSID 205 — TIMEOUT ON PID 44 FROM THE

TRANSMISSION CONTROL MODULE
421
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MID 140-PSID 205
422

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MID 140-PSID 205
PSID 205
If transmission symptoms are present, refer to the
appropriate Allison or Eaton transmission 1. Verify that code PSID 205 is set.
diagnostics before proceeding. If code PSID 205 is set, go to “Test 2 —
Failure Mode Identifier (FMI): 9 (Data Absent) Transmission Control Module (TCM) and
Instrument Cluster Module (ICM) harnesses
Parameter Identification (PSID): S205 and connectors to try to set the code.
Visually inspect the Transmission Control
Message Identification (MID): 140 Module (TCM) and Instrument Cluster
Module (ICM) connectors and wires for poor
Circuit Description: The V-MAC IV system uses connections.
and communicates between the Vehicle
Electronic Control Unit (VECU), Engine Test 2 — Checking for Other Codes
Management System (EMS) Module, Instrument
Cluster Module (ICM), Transmission Control 1. Is code SID 231 or any other codes set set?
Module (TCM) and accessory systems, If code SID 231 or any other codes are set,
depending on vehicle model and option content. repair those codes first and retest the
The J1939 data lines consist of an expandable system.
data bus allowing the addition of accessory If only PSID 205 is set, go to “Test 3 —
control modules. The J1939 data lines are the Checking Continuity on the J1939 Data Line”
primary data bus. Data is prioritized and then on page 406.
system is designed to allow limp home engine Test 3 — Checking Continuity on
operation with the loss of the J1939 data signal the J1939 Data Line
operational. 1. Turn the ignition switch OFF.
Code Setting Conditions: Code PSID 205 will 2. Disconnect the Allison or Eaton
set when the Instrument Cluster Module (ICM) Transmission Control Module harness
loses communication with the Allison or Eaton connector.
Transmission Control Module on the J1939 data 3. Disconnect the Instrument Cluster Module
line. The fault will become inactive if (ICM) connector A.
4. For Allison Transmission, check for
continuity between the Allison Transmission
Control Module harness connector pin 8 and
Instrument Cluster Module (ICM) connector
A pin 15.
For Eaton Transmission, check for continuity
between Eaton Transmission Control
Module harness connector pin 2 and
A pin 15.
Continuity on the J1939 Data Line” on page
407.
system.

MID 140-PSID 205
the J1939 Data Line
2. Disconnect the Allison or Eaton
Transmission Control Module harness
connector.
(ICM) connector A.
Control Module harness connector pin 28
and Instrument Cluster Module (ICM)
connector A pin 16.
A pin 16.
If continuity exists, check the Allison or
Eaton Transmission Control Module and the
and all connections for loose, corroded or
necessary. If no loose, corroded or damaged
terminals are found and code PSID 205 is
still set, refer to the Allison or Eaton
transmission diagnostics.
system.

MID 140-PSID 206
MID 140-PSID 206
MID 140 PSID 206 — TIMEOUT Test 1 — Checking for Code PSID
ON ENGINE RETARD 206
COMMUNICATION FROM 1. Verify that code PSID 206 is set.
ENGINE MANAGEMENT If code PSID 206 is set, go to “Test 2 —
SYSTEM MODULE Checking for Other Codes” on page 408.
Failure Mode Identifier (FMI): 9 (Data Absent) Engine Management System (EMS) Module
Parameter Identification (PSID): S206 harnesses and connectors to try to set the
code. Visually inspect the Engine
Message Identification (MID): 140 Management System (EMS) Module and
Instrument Cluster Module (ICM) connectors
Circuit Description: The Engine Management and wires for poor connections.
System (EMS) Module sends the Instrument
Cluster Module (ICM) engine retard (engine
brake) requests via the J1939 data line. The Test 2 — Checking for Other Codes
Instrument Cluster Module (ICM) continually
updates and acknowledges the engine retard 1. Are codes SID 231 or PSID 200 set?
setting back to the Engine Management System If codes SID 231 or PSID 200 is set, repair
(EMS) Module via the J1939 data line. those codes first and retest.
If only PSID 206 is set, replace the Engine
Code Setting Conditions: Code PSID 206 will Management System (EMS) Module.
does not receive engine retard (engine brake)
status (times out) from the Engine Management
System (EMS) Module through the J1939 data
line.

MID 140-PSID 222
MID 140-PSID 222
MID 140 PSID 222 — TIMEOUT ON 1587 COMMUNICATIONS FROM

EMS MODULE
423

MID 140-PSID 222
424
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MID 140-PSID 222
Failure Mode Identifier (FMI): 9 (Data Absent) Test 3 — Checking Continuity on
Parameter Identification (PSID): S222 the J1587 Data Line
425

Circuit Description: The V-MAC IV system

transmits fault codes and warning messages
across the 1587 data line. In the event of a J1939
data line failure, critical system data is prioritized
and then transmitted across the 1587 data lines

to the appropriate control module. The V-MAC IV


operational.

loses communication with the Engine
Test 1 — Checking for Code PSID

222


If code PSID 222 is NOT set, wiggle the Figure 425
EMS Module and Instrument Cluster Module 1. Turn the ignition switch OFF.
(ICM) harnesses and connectors to try to set
the code. Visually inspect the EMS Module 2. Disconnect the Engine Management System
and Instrument Cluster Module (ICM) (EMS) Module connector A.
connectors and wires for poor connections. 3. Disconnect the Instrument Cluster Module
(ICM) connector A.
Test 2 — Checking for Other Codes 4. Check for continuity between Engine
1. Is code SID 200, 231, 250 or other codes connector A pin 33 and Instrument Cluster
set? Module (ICM) connector A pin 17 (see
If code SID 250 or other codes are set, Figure 413).
repair codes first and retest. If continuity exists, go to “Test 4 — Checking
If only PSID 222 is set, go to “Test 3 — Continuity on the J1587 Data Line” on page
Checking Continuity on the J1587 Data Line” 412.
on page 411. If continuity does NOT exist, locate and
system.

MID 140-PSID 222
the J1587 Data Line 2. Disconnect the Engine Management System
426

(ICM) connector A.


connector A pin 34 and Instrument Cluster

Module (ICM) connector A pin 18 (see

Figure 414).
If continuity exists, check the Engine
retest. If code PSID 200 is still set, replace

Module.
system.

Figure 426

MID 140-PSID 223
MID 140-PSID 223

FROM THE TRANSMISSION CONTROL MODULE
427

MID 140-PSID 223
428
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MID 140-PSID 223
1. Is code SID 231 or any other codes set?
If transmission symptoms are present, refer to the If code SID 231 or any other codes are set,
appropriate Allison or Eaton transmission repair those codes first and retest the
diagnostics before proceeding. system.
If only PSID 223 is set, go to “Test 3 —
Failure Mode Identifier (FMI): 9 (Data Absent) Checking Continuity on the J1587 Data Line”
on page 415.
Parameter Identification (PSID): S223
Message Identification (MID): 140 Test 3 — Checking Continuity on

the J1587 Data Line
transmits fault codes and warning messages 1. Turn the ignition switch OFF.
across the 1587 data line. In the event of a J1939 2. Disconnect the Allison or Eaton
data line failure, critical system data is prioritized Transmission Control Module harness
and then transmitted across the 1587 data lines connector.
to the appropriate control module. The V-MAC IV
system is designed to allow limp home engine 3. Disconnect the Instrument Cluster Module
operation with the loss of the J1939 data signal (ICM) connector A.
as long as the J1587 data lines are still 4. For Allison Transmission, check for
operational. continuity between the Allison Transmission
Code Setting Conditions: Code PSID 223 will and Instrument Cluster Module (ICM)
set when the Instrument Cluster Module (ICM) connector A pin 18.
loses communication with the Allison or Eaton
Transmission Control Module on the J1587 data
line. The fault will become inactive if
A pin 18.
Test 1 — Checking for Code PSID If continuity exists, go to “Test 4 — Checking
223 Continuity on the J1587 Data Line” on page
416.
1. Verify that code PSID 223 is set. If continuity does NOT exist, locate and
If code PSID 223 is set, go to “Test 2 — repair the open in the data line and retest the
Checking for Other Codes” on page 415. system.
Transmission Control Module (TCM) and
Visually inspect the Transmission Control
Module (TCM) and Instrument Cluster
Module (ICM) connectors and wires for poor
connections.

MID 140-PSID 223
the J1587 Data Line
connector.
(ICM) connector A.
connector A pin 17.
A pin 17.
and all connections for loose, corroded or
terminals are found and code PSID 223 is
still set, refer to the Allison or Eaton
transmission diagnostics.
system.

MID 140-SID 231
MID 140-SID 231
MID 140 SID 231 — J1939 DATA LINK

429
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MID 140-SID 231
430

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MID 140-SID 231
Failure Mode Identifier (FMI): 9 (Data Absent) Test 2 — Checking the Resistance
431

#
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when the Instrument Cluster Module (ICM) is
unable to send and/or receive information across Figure 431
the J1939 data line. If the Instrument Cluster
Module (ICM) can not communicate with the 1. Turn the ignition switch OFF.
Vehicle Electronic Control Unit (VECU), the 2. Measure the resistance between pins C and
Engine Management System (EMS) Module, or D of the Data Link Connector (DLC) (see
any other module on the J1939 data line, code Figure 431).
SID 231 will set and the Electronic Malfunction
Lamp (EML) will turn on. The fault will become 3. Is the resistance between 50-70 Ohms.
inactive if communication resumes. If If the resistance is between 50–70 Ohms, go
communication is lost on both the J1587 and to “Test 3 — Checking for a Short to Power
J1939 data lines the engine will NOT run. or Ground in the Data Link Connector” on
page 420.
50–70 Ohms, go to “Test 10 — Checking the
1. Verify that code SID 231 is set. CAN-BUS Termination Resistor” on page
If code SID 231 is set, go to “Test 2 — 424.
Checking the Resistance at Data Link
If code SID 231 is NOT set, wiggle the
Visually inspect the ICM connectors and

MID 140-SID 231
Connector Connector
432 433
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page 420.

MID 140-SID 231
for code SID 231. 5. Connect the diagnostic computer and check
for code SID 231.
Control Unit (VECU)” on page 421. to Pin Test at Instrument Cluster Module (ICM)”
on page 422.
(VECU)
for code SID 231.



MID 140-SID 231
Test 8 — Pin to Pin Test at 1. Turn the ignition switch OFF.
Instrument Cluster Module (ICM) 2. Disconnect the Instrument Cluster Module
(ICM) connectors A, B and C.
434
3. Check for continuity between the Instrument
pin 15 and all other pins (except ICM
connector A pin 16) on ICM harness
connectors A, B and C. Then check for
continuity between ICM harness connector
A pin 16 and all other pins (except ICM
connector A pin 15) on ICM harness
connectors A, B and C (see Figure 434).
If continuity exists, repair or replace the


Instrument Cluster Module (ICM).

Figure 434

MID 140-SID 231
the Data Line 2. Disconnect the Instrument Cluster Module
(ICM) connector C.
435
pin 16 and pin C of the Data Link Connector
(DLC). Then check for continuity between
connector A pin 15 and pin D of the Data
Link Connector (DLC) (see Figure 435).
If the continuity exists, replace the

the system.

If the continuity does not exists, locate and
system.

Figure 435

MID 140-SID 231
Test 10 — Checking the CAN-BUS Test 11 — Checking Instrument
Termination Resistor Cluster Module (ICM) Resistance
436 437

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2. Disconnect the CAN-BUS Termination 2. Disconnect the Instrument Cluster Module
Resistor connector. (ICM) connector A.
3. Check for continuity between pins 1 and 2 of 3. Check the resistance between the
the CAN-BUS Termination Resistor (see Instrument Cluster Module (ICM) connector
Figure 436). A pins 15 and 16 on the ICM side (see
If the resistance is between 115–125 Ohms, Figure 437).
go to “Test 11 — Checking Instrument If continuity is between 115–125 Ohms,
Cluster Module (ICM) Resistance” on page locate and repair an open in the data line.
424. If continuity is NOT between
If the resistance is NOT between 115–125 Ohms, check the Vehicle Electronic
115–125 Ohms, replace the CAN-BUS Control Unit (VECU) harness and all
Termination Resistor. connections for loose, corroded or damaged
terminals and repair or replace as
terminals are found, replace the Vehicle

MID 140-SID 240
MID 140-SID 240
MID 140 SID 240 — MAIN

SOFTWARE CHECKSUM
Failure Mode Identifier (FMI): 2 (Data Erratic)
Code Setting Conditions: Code SID 240 will set

when there is an internal sum error within the
Instrument Cluster Module (ICM). The checksum
calculated at start-up differs from the stored
checksum. If FMI 2 is displayed, the engine may
not start an the module must be replaced. If this
code occurs call MACK Reliability Engineering.

MID 140-SID 250
MID 140-SID 250

438
Figure 438 — 1587 Data Line

MID 140-SID 250
439
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MID 140-SID 250
Failure Mode Identifier (FMI): 9 (Data Absent) 4. Check for continuity between Instrument
Cluster Module (ICM) connector A pin 18
Parameter Identification (PID): S250 and Vehicle Electronic Control Unit (VECU)
connector C pin 1. Then check for continuity
Message Identification (MID): 140 between Instrument Cluster Module (ICM)
connector A pin 17 and Vehicle Electronic
Circuit Description: The V-MAC IV system Control Unit (VECU) connector C pin 2.
transmits fault codes and warning messages If continuity does not exist, locate and repair
across the J1587 data line. In the event of a the open in the data line and retest the
J1939 data line failure, critical system data is system.
prioritized and then transmitted across the J1587
If continuity does exist, go to “Test 3 —
data lines to the appropriate control module. The
Checking for an Open between the
V-MAC IV system is designed to allow limp home
Instrument Cluster Module (ICM) and
engine operation with the loss of the J1939 data
signal as long as the J1587 data lines are still
Module” on page 428.
operational.
Code Setting Conditions: Code PSID 250 will Test 3 — Checking for an Open
loses all communication on the J1587 data line. between the Instrument Cluster
The fault will become inactive if communication Module (ICM) and Engine
resumes. Management System (EMS) Module
1. Verify that code SID 250 is set. (ICM) connector A.
Vehicle Electronic Control Unit (VECU)” on 4. Check for continuity between Instrument
page 428. Cluster Module (ICM) connector A pin 18
If code SID 250 is NOT set, wiggle the EMS and Engine Management System (EMS)
Module harness and connectors to try to set Module connector A pin 34. Then check for
the code. Visually inspect the EMS Module continuity between Instrument Cluster
connectors and wires for poor connections. Module (ICM) connector A pin 17 and
connector A pin 33.
Test 2 — Checking for an Open If continuity does not exist, locate and repair
between the Instrument Cluster the open in the data line and retest the
system.
Module (ICM) and Vehicle Electronic
If continuity does exist, the Instrument
Control Unit (VECU) Cluster Module (ICM) may have to be
1. Turn the ignition switch OFF. reflashed. Contact Mack reliability
engineering.
(ICM) connector A.

MID 140-SID 253
MID 140-SID 253
MID 140 SID 253 — EEPROM

CHECKSUM

sum error within the Instrument Cluster Module
(ICM). The checksum calculated at start-up
differs from the stored checksum. If FMI 2 is
displayed, call MACK Reliability engineering.

MID 144-PID 84
MID 144-PID 84
MID 144 PID 84 — ROAD SPEED

440

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Figure 440 — Vehicle Speed Sensor (VSS) Circuit
Failure Mode Identifier (FMI): 2 (Data Erratic), Code Setting Conditions: The Vehicle
5 (Current Low/Open), 6 (Sensor Shorted) Electronic Control Unit (VECU) will set code MID
144 PID 84 FMI 2 if the received data is erratic.
Parameter Identification (PID): P84 FMI 5 will set when the Vehicle Speed Sensor
Circuit is open or shorted to ground. FMI 6 will set
Message Identification (MID): 144 when the Vehicle Speed Sensor is shorted across
the sensor.
Circuit Description: The Vehicle Speed Sensor
(VSS) is an inductive sensor. When the vehicle is
moving, the transmission output shaft Test 1 — Checking for Code PID 84
speedometer gear teeth rotate past the VSS tip 1. Verify that code PID 84 is set.
and a pulsed signal voltage is generated. The
Vehicle Electronic Control Unit (VECU) monitors If code PID 84 is set, go to “Test 2 — Sensor
the frequency of the signal generated by the VSS, Resistance Test” on page 431.
to calculate the road speed. The air gap between If code PID 84 is not set, the code is
the sensor and the toothed gear influences the intermittent. Wiggle the wires and
VSS signal output and should be checked if connectors to try to set the code. Visually
erratic or inaccurate speedometer readings are inspect the Vehicle Speed Sensor (VSS)
reported. connector and wires for poor connections.
Location: The Vehicle Speed Sensor (VSS) is

located in the rear of transmission, near the
output shaft.

MID 144-PID 84
Test 2 — Sensor Resistance Test Test 3 — Checking for a Short in the
441 Sensor Harness
1. Visually inspect the Vehicle Speed Sensor
(VSS) for a pin to pin short in the harness
connector or a short to ground.
If there is a repairable condition, repair the
circuit and retest the system.
If there is NOT a repairable condition,
replace the Vehicle Speed Sensor (VSS)
! " and retest the system.
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Figure 441

2. Disconnect the Vehicle Speed Sensor (VSS)
connector.
3. Measure the resistance across the terminals
on the sensor side of the connector (see
Figure 441). Compare the measurement to
the range given for the appropriate
transmission.
The resistance should 163 Ohms at 68°F
(20°C).
If the resistance is within the given range
and the FMI is 2, verify that the Vehicle
Speed Sensor (VSS) sensor gap is correct.
If the Vehicle Speed Sensor (VSS) is
correct, replace the Vehicle Speed Sensor
(VSS) and retest the system.
and the FMI is 5, go to “Test 4 — Checking
for a Short to Ground in the Harness and
Vehicle Speed Sensor (VSS)” on page 432.
and the FMI is 6, go to “Test 3 — Checking
for a Short in the Sensor Harness” on page
431.
If the resistance is NOT within the correct
range, inspect the VSS connector for
damage. If no damage to the connector is
evident, replace the VSS.

MID 144-PID 84
Test 4 — Checking for a Short to Test 5 — Checking for a Short in the
Ground in the Harness and Vehicle Vehicle Speed Sensor (VSS) Circuit
Speed Sensor (VSS) Harness
442 443

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2. Disconnect the Vehicle Speed Sensor (VSS) 2. Disconnect the Vehicle Speed Sensor (VSS)
3. Disconnect Vehicle Electronic Control Unit 3. Disconnect the Vehicle Electronic Control
(VECU) connector B. Unit (VECU) connector.
4. Check for continuity between VECU 4. Measure the resistance between Vehicle
connector B pin 6 and a good ground, VECU Speed Sensor (VSS) connector pin A and
connector B pin 20 and a good ground, pin B (see Figure 443).
Vehicle Speed Sensor (VSS) pin A and a
5. If continuity exists between the pins, locate
good ground and Vehicle Speed Sensor
and repair the short in the harness between
(VSS) pin B and a good ground (see
the VSS (+) and VSS (-) circuits.
Figure 442).
If continuity exists between either Vehicle
Checking for an Open Circuit” on page 433.
Electronic Control Unit (VECU) pin and
ground, locate and repair the short to ground
in the harness. If continuity exists between
either Vehicle Speed Sensor (VSS) pin and
ground, replace the Vehicle Speed Sensor
(VSS).
Checking for a Short in the Vehicle Speed
Sensor (VSS) Circuit Harness” on page 432.

MID 144-PID 84
Test 6 — Checking for an Open Circuit
444

Figure 444
1. Turn the ignition key OFF. 4. Check for continuity between VECU
connector B pin 6 and pin A of the Vehicle
2. Disconnect the Vehicle Speed Sensor (VSS)
Speed Sensor (VSS). Then check for
connector.
continuity between VECU connector B pin
3. Disconnect Vehicle Electronic Control Unit 20 and pin B of the Vehicle Speed Sensor
(VECU) connector B. (VSS) (see Figure 444).
If there is no continuity between either set of
terminals, locate and repair the open in the
harness.
for a Faulty Vehicle Electronic Control Unit
(VECU) and Vehicle Speed Sensor (VSS)

MID 144-PID 84
Test 7 — Checking for a Faulty Test 8 — Checking for a Faulty
Vehicle Electronic Control Unit VECU
(VECU) and Vehicle Speed Sensor 1. Connect the VSS harness connector.
(VSS) Connector 2. Connect connectors A, B and C to the
1. Inspect the Vehicle Speed Sensor (VSS) VECU.
connector and the Vehicle Electronic Control 3. Turn the ignition key ON.
Unit (VECU) connector B for loose, corroded If blink code PID 84 is still active, replace the
or damaged terminals. If loose, corroded or VECU and retest the system.
damaged terminals are found, repair or
replace the connector. If blink code PID 84 is not active, the
2. If no loose, corroded or damaged terminals problem. Check all connectors to ensure
are found, go to “Test 8 — Checking for a proper connections.
Faulty VECU” on page 434.

MID 144-PID 86
MID 144-PID 86
MID 144 PID 86 — CRUISE Test 2 — Checking for Other Codes

CONTROL SET SWITCH 1. Are any other codes set?
Failure Mode Identifier (FMI): 14 (Programming
Failure)
If PID 86 is active with other data line fault codes,
there may a data line system failure.
Control Unit is expecting to see an ACC1
page 435.
(Adaptive Cruise Control) message from the
VORAD Smart Cruise system over the J1939 If only PID 86 is set, go to “Test 3 —
databus. If the ACC1 message is missing, fault Checking Code PID 86 Failure Mode
code PID 86 with a FMI of 14 will be stored. This Identifier (FMI)” on page 435.
fault could be caused by a J1939 databus
problem between the VECU and VORAD system Test 3 — Checking Code PID 86
or a problem with the VORAD system.
Location: The VECU and the VORAD system is
located behind the center of the dash. 1. Check the Failure Mode Identifier (FMI)
Code Setting Conditions: When the VECU is If the FMI is 14 (Programming Failure), refer
missing a J1939 databus signal from the VORAD to VORAD system testing information.
system, PID 86 will set. If the FMI of 14 is NOT set, verify the
diagnostic code.
Visually inspect the Vehicle Electronic
Control Unit (VECU) connectors.

MID 144-PID 91
MID 144-PID 91
MID 144 PID 91 — PERCENT ACCELERATOR PEDAL POSITION

445
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Figure 445 — Percent Accelerator Pedal Position Circuit
Failure Mode Identifier (FMI): 3 (Voltage High), lower than 0.4 volts or higher than 4.3 volts, the
4 (Voltage Low/Open), 5 (Shorted High), Vehicle Electronic Control Unit (VECU) will
6 (Shorted Low), 13 (Out of Calibration) interpret this as a fault and set code PID 91. If a
fault is detected in the Accelerator Pedal Position
Parameter Identification (PID): P91 (APP) Sensor Circuit the Vehicle Electronic
Control Unit (VECU) will enter into limp home
Message Identification (MID): 144 mode.
Circuit Description: The Accelerator Pedal Location: The Accelerator Pedal Position (APP)
Position (APP) Sensor is a potentiometer that is Sensor is part of the Accelerator Pedal Assembly.
mechanically linked to the accelerator pedal.
When the accelerator pedal is depressed during
normal operation, the Accelerator Pedal Position
(APP) Sensor signal voltage to the Vehicle
Electronic Control Unit (VECU) increases. The
Vehicle Electronic Control Unit (VECU) monitors
the Accelerator Pedal Position (APP) Sensor
signal voltage and uses the signal to calculate
engine fuel requirements. If the Vehicle Electronic
Control Unit (VECU) receives a signal from the
Accelerator Pedal Position (APP) Sensor that is

MID 144-PID 91
Code Setting Conditions: The Electronic Test 3 — Checking the Failure Mode
PID 91 will set with an FMI 3 if the Accelerator Identifier (FMI)
Pedal Sensor is out of range or if the position is 1. Check the Failure Mode Identifier (FMI)
higher than expected. FMI 4 will set when the using a diagnostic computer.
Accelerator Pedal Sensor is out of range, the
position is lower than expected or an open circuit If the FMI is 3 (Voltage High), go to “Test 4
is detected. FMI 5 will set when the Idle Validation — Checking for Proper Voltage to the
Switch (IVS) is shorted HIGH when the pedal Accelerator Pedal Position (APP) Sensor
position is at idle. FMI 6 will set when the Idle Circuit” on page 438.
Validation Switch (IVS) is shorted LOW when the If the FMI is 4 (Voltage Low/Open), go to
pedal position is off idle. FMI 13 will set if the “Test 6 — Checking for a Short to Ground in
Accelerator Pedal is out of calibration. the Accelerator Pedal Position (APP) Sensor
If the FMI is 5 (Shorted High), go to “Test 7
Test 1 — Checking for Code PID 91 — Checking for Short to Voltage in the Idle
1. Verify that code PID 91 is set. Validation Switch (IVS) Circuit” on page 441.
If code PID 91 is set, go to “Test 2 — If the FMI is 6 (Shorted Low), go to “Test 9
Checking Accelerator Pedal Position (APP) — Checking for a Short to Ground in the Idle
Sensor Operation” on page 437. Validation Switch (IVS) Circuit” on page 442.
If code PID 91 is not set, wiggle the harness If the FMI is 13 (Out of Calibration), go to
and connectors to try to set the code. “Test 11 — Recalibrating the Accelerator
Pedal Position (APP) Sensor” on page 443.
Test 2 — Checking Accelerator

Pedal Position (APP) Sensor
Operation
2. Use a diagnostic computer to monitor the
accelerator pedal percent parameter while
depressing and releasing the accelerator
pedal.
If the accelerator pedal position displayed on
the diagnostic tool accurately reflects the
actual pedal position, and the fault has
become inactive, check the connector at the
accelerator pedal and VECU connectors A
and B for proper connections.
If the accelerator pedal position displayed on
the diagnostic tool does NOT accurately
reflect the actual pedal position, go to “Test 3
— Checking the Failure Mode Identifier

MID 144-PID 91
Test 4 — Checking for Proper 1. Turn the ignition key OFF.
Voltage to the Accelerator Pedal 2. Disconnect Vehicle Electronic Control Unit
(VECU) harness connector B.
Position (APP) Sensor Circuit
3. Disconnect the Accelerator Pedal Position
446
(APP) Sensor harness connector.


harness side of the Accelerator Pedal
Position (APP) Sensor connector and a
good ground. Then measure the voltage
between pin 6 on the harness side of the
Accelerator Pedal Position (APP) Sensor
connector and a good ground (see
Figure 446).

If voltage is measured at pin 5 or 6, locate
and repair the short to power in the
harness.
If NO voltage is measured at pin 5 or 6, go to
“Test 5 — Checking for Continuity in the
Circuit Ground” on page 439.

Figure 446

MID 144-PID 91
Test 5 — Checking for Continuity in 1. Turn the ignition key OFF.
the Accelerator Pedal Position 2. Disconnect Vehicle Electronic Control Unit
(APP) Sensor Circuit Ground
447
4. Check for continuity between Vehicle
Electronic Control Unit (VECU) harness

connector B pin 22 and the Accelerator
Pedal Position (APP) Sensor harness

connector pin 4 (see Figure 447).

the open in the Accelerator Pedal Position
(APP) Sensor Ground.
If there is continuity, check for loose,
corroded or damaged terminals. If the

harness, connectors, and terminals are OK,
replace the Accelerator Pedal Position (APP)
Sensor, verify the diagnostic code, the FMI,
and retest the system. If the FMI 3 is still
active, replace the VECU and retest the
system.

Figure 447

MID 144-PID 91
Test 6 — Checking for a Short to 1. Turn the ignition key OFF.
Ground in the Accelerator Pedal 2. Disconnect Vehicle Electronic Control Unit
Position (APP) Sensor Circuit
448
4. Check for continuity between pin 6 on the

good ground. Then check for continuity
between pin 5 on the harness side of the
connector and a good ground (see
Figure 448).
If there is continuity between pin 5 or 6 and
in the harness.

If there is NO continuity between pin 5 or 6
and ground, replace the Accelerator Pedal
Position (APP) Sensor, verify the diagnostic
code, the FMI, and retest the system. If the
FMI 4 is still active, replace the VECU and
retest the system.

Figure 448

MID 144-PID 91
Test 7 — Checking for Short to Test 8 — Checking for Continuity in
Voltage in the Idle Validation Switch the Idle Validation Switch
(IVS) Circuit 1. Turn the ignition key OFF.
449
the Idle Validation Switch (IVS) with the
accelerator pedal depressed. Then check for
continuity across pins 1 and 3 of the Idle

Validation Switch (IVS) with the accelerator

pedal at rest. Continuity should exist when

the accelerator pedal is in the rest position.
There should be no continuity when the

Accelerator Pedal Position (APP) Sensor is
depressed.
If continuity exists when the accelerator
pedal is in the rest position and does NOT
exist when the accelerator pedal is

depressed, replace the Accelerator Pedal
Position (APP) Sensor, and retest the
system.
If continuity does NOT exist when the

accelerator pedal is in the rest position and
Figure 449 does exist when the accelerator pedal is
depressed, verify the diagnostic code, the
1. Turn the ignition key OFF. FMI, and retest the system. If the FMI 5 is
still active, replace the VECU and retest the
2. Disconnect Vehicle Electronic Control Unit system.
(VECU) harness connector A.
If voltage is measured, locate and repair the
short to power in the Accelerator Pedal
Position (APP) Sensor harness.
If NO voltage is measured go to “Test 8 —
Checking for Continuity in the Idle Validation
Switch” on page 441.

MID 144-PID 91
Test 9 — Checking for a Short to Test 10 — Checking for Continuity
Ground in the Idle Validation Switch in the Idle Validation Switch
(IVS) Circuit 1. Turn the ignition key OFF.
450
the Idle Validation Switch (IVS) with the
continuity across pins 1 and 3 of the Idle

Validation Switch (IVS) with the accelerator

pedal at rest. Continuity should exist when

the accelerator pedal is in the rest position.
There should be no continuity when the

Accelerator Pedal Position (APP) Sensor is
depressed.
If continuity exists when the accelerator
pedal is in the rest position and does NOT
exist when the accelerator pedal is

system.

Figure 450 does exist when the accelerator pedal is
depressed, verify the diagnostic code, the
1. Turn the ignition key OFF. FMI, and retest the system. If the FMI 6 is
still active, replace the VECU and retest the
2. Disconnect Vehicle Electronic Control Unit system.
(VECU) harness connectors A and B.
If there is continuity between pin 1 and
in the harness.
If there is NO continuity between pin 1 and
ground, go to “Test 10 — Checking for
Continuity in the Idle Validation Switch” on
page 442.

MID 144-PID 91
Test 11 — Recalibrating the
Accelerator Pedal Position (APP)
Sensor The vehicle must be stationary (vehicle
speed = 0), the ignition must be switched ON and
1. Turn the ignition key OFF. the engine may not be running (engine
speed = 0). If any of the entry conditions above
are invalid, the calibration procedure will not be
3. Turn the ignition key ON. completed. If any of the time requirements are not
met, the calibration procedure will not be
4. Log into the Vehicle Electronic Control Unit
completed.
(VECU) and choose the appropriate menu
option for recalibrating the Accelerator Pedal
Position (APP) Sensor. 6. Upon successful completion of the
5. When performing the Accelerator Pedal calibration, the Vehicle Electronic Control
Position (APP) Sensor recalibration, cycle Unit (VECU) fault will become inactive.
the Accelerator Pedal between the idle and
full travel positions 3 times in 10 seconds. 7. Is code PID 91 with FMI 13 set?
The pedal must be held in the idle and full If code PID 91 with FMI 13 is still active,
travel positions each time for at least recheck all connectors and the Accelerator
1 second. Pedal Position (APP) Sensor harness for
damage and repair as necessary. If no
damage is found, replace the Accelerator
Pedal Position (APP) Sensor.
If code PID 91 with FMI 13 is NOT active, the
calibration corrected the condition.

MID 144-PPID 3
MID 144-PPID 3
MID 144 PPID 3 — STARTER OUTPUT

451
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Figure 451 — Starter Output Control Circuit (with Eaton A/T)

MID 144-PPID 3
452
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Figure 452 — Starter Output Control Circuit (w/o Eaton A/T)
Failure Mode Identifier (FMI): 3 (Voltage Above Code Setting Conditions: FMI 4 indicates the
Normal/Shorted High), 4 (Voltage Low) output signal to the relay is shorted to ground.

Control Unit (VECU) controls operation of the
Starter Enable Relay (w/ eaton) or Start Control 1
Relay (w/o eaton). If the signal from the VECU is
shorted to ground, fault code PPID 3 will be
stored.
Location: The VECU is located in the center of

the dash.

MID 144-PPID 3
Test 1 — Checking for Code PPID 3 If continuity exists to ground, locate and
1. Verify that code PPID 3 is set. If there is NO continuity, verify the diagnostic
If code PPID 3 is set, go to “Test 2 — code, the FMI and retest the system. If the
Checking for Other Codes” on page 446. FMI 4 is still active, replace the VECU and
If code PPID 3 is not set, wiggle the harness retest the system.
Test 5 — Checking for an Open in
the Relay Control Line
Test 2 — Checking for Other Codes 1. Turn the ignition key OFF.
1. Are any other codes set? 2. Disconnect the Vehicle Electronic Control
Unit (VECU) connector B.
first then go to “Test 3 — Checking Code 3. Disconnect the Starter Enable Relay
PPID 3 Failure Mode Identifier (FMI)” on (w/eaton) or Start Control 1 Relay (w/o
page 446. eaton).
If only PPID 3 is set, go to “Test 3 — 4. Check for continuity between the Vehicle
Checking Code PPID 3 Failure Mode Electronic Control Unit (VECU) connector B
Identifier (FMI)” on page 446. pin 28 and pin P of the STAT CNTRL 1
RELAY (see Figure 451 (w/eaton) or
Test 3 — Checking Code PPID 3 Figure 452 (w/o eaton).
If continuity does not exist, locate and repair
Failure Mode Identifier (FMI) the open.
1. Check the Failure Mode Identifier (FMI) If continuity exists, go to “Test 6 — Checking
using a diagnostic computer. for a Short to Battery in the Relay Control
If the FMI is 3 (Voltage Above Line” on page 446
Normal/Shorted High), go to “Test 5 —
Checking for an Open in the Relay Control Test 6 — Checking for a Short to
If the FMI is 4 (Voltage Low), go to “Test 4 —
Battery in the Relay Control Line
Checking for Short to Ground in the Relay 1. Turn the ignition key OFF.
Control Line” on page 446.
If the FMI 4 is NOT present, verify the fault
code.
3. Disconnect the Starter Enable Relay (w/
eaton) or Start Control 1 Relay (w/o eaton).
4. Check for a short to battery between the
Ground in the Relay Control Line Vehicle Electronic Control Unit (VECU)
1. Turn the ignition key OFF. connector B pin 28 and a good ground (see
Figure 451 (w/eaton) or Figure 452 (w/o
2. Disconnect the Vehicle Electronic Control eaton).
Unit (VECU) connector B. If battery voltage exists, locate and repair
3. Disconnect the Starter Enable Relay the short to power.
(w/eaton) or Start Control 1 Relay (w/o If battery voltage is not present, verify the
eaton). diagnostic code, the FMI and retest the
4. Check for continuity between the Vehicle system. If FMI 3 is still active, replace the
Electronic Control Unit (VECU) connector B VECU and retest the system.
pin 28 and a good ground (see Figure 451
(w/eaton) or Figure 452 (w/o eaton).

MID 144-PPID 60
MID 144-PPID 60
MID 144 PPID 60 — IDLE VALIDATION SWITCH SUPPLY

453
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Figure 453 — Idle Validation Switch Circuit
Failure Mode Identifier (FMI): 3 (Voltage Module with the Idle Validation Switch (IVS)
High/Open), 4 (Voltage Low) status through the Buffered Idle Validation Switch
(IVS) signal output at connector B pin 17.
Location: The Idle Validation Switch is integral to
Message Identification (MID): 144 the Accelerator Pedal Position (APP) Sensor.
Circuit Description: The Idle Validation Switch Code Setting Conditions: Fault MID 144 PPID
(IVS) updates the Vehicle Electronic Control Unit 60 with an FMI 4 will set when the Vehicle
(VECU) with the idle status. At idle, the Idle Electronic Control Unit (VECU) detects that the
Validation Switch (IVS) is open and no voltage is Idle Validation Switch Supply Line has been
applied to the Idle Validation Switch (IVS) signal shorted to ground.
input at connector A pin 23 of the Vehicle
Electronic Control Unit (VECU). At approximately
5% – 100% pedal position the Idle Validation
Switch (IVS) closes and a 12 volt supply voltage
is applied to connector A pin 23 (IVS Signal Input)
of the Vehicle Electronic Control Unit (VECU).
The Vehicle Electronic Control Unit (VECU)
updates the Engine Management System (EMS)

MID 144-PPID 60
Test 1 — Checking for Code PID 60 1. Turn the ignition key OFF.
1. Verify that code PID 60 is set. 2. Disconnect the Accelerator Pedal Sensor
harness connector.
Checking for a Short Circuit to Ground in the 3. Disconnect Vehicle Electronic Control Unit
Idle Validation Switch (IVS) Supply Line” on (VECU) connector B.
page 448. 4. Check for continuity between VECU
If code PID 60 is not set, wiggle the harness connector B pin 19 and ground (see
and connectors to try to set the code. Figure 454).
Test 2 — Checking for a Short short to ground in the harness.
Circuit to Ground in the Idle diagnostic code, the FMI, and retest the
Validation Switch (IVS) Supply Line system. If FMI 4 is still active, replace the
454

Figure 454

MID 144-PPID 69
MID 144-PPID 69
MID 144 PPID 69 — BUFFERED IDLE VALIDATION SWITCH

455
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Failure Mode Identifier (FMI): 3 (Voltage High), Module with the Idle Validation Switch (IVS)
4 (Voltage Low) status through the Buffered Idle Validation Switch
Message Identification (MID): 144 the Accelerator Pedal Position (APP) Sensor. The
Accelerator Pedal Position (APP) Sensor is part
Circuit Description: The Idle Validation Switch of the accelerator pedal assembly.
(IVS) updates the Vehicle Electronic Control Unit
(VECU) with the idle status. At idle, the Idle Code Setting Conditions: The Vehicle
Validation Switch (IVS) is open and no voltage is Electronic Control Unit (VECU) continuously
applied to the Idle Validation Switch (IVS) signal compares the IVS Signal Input (connector A pin
input at connector A pin 23 of the Vehicle 23 of the VECU) to the IVS Signal Output
Electronic Control Unit (VECU). At approximately (connector B pin 17 of the VECU). This fault will
5% - 100% pedal position the Idle Validation become active when the Vehicle Electronic
Switch (IVS) closes and a 12 volt supply voltage Control Unit (VECU) detects that the Buffered Idle
is applied to connector A pin 23 (IVS Signal Input) Validation Switch (IVS) Signal has been shorted
of the Vehicle Electronic Control Unit (VECU). to power (FMI 3) or ground (FMI 4).

MID 144-PPID 69
Test 1 — Checking for Code PID 69 Test 3 — Checking for a Short
1. Verify that code PID 69 is set. Circuit to Voltage in the Buffered
If code PID 69 is set, go to “Test 2 — Idle Validation Switch (IVS) Signal
Checking the Failure Mode Identifier (FMI)” Line
on page 450.
456

Identifier (FMI)

the Buffered Idle Validation Switch (IVS)
If the FMI is 4 (Voltage Low), go to “Test 4 —


Buffered Idle Validation Switch (IVS) Signal

Figure 456

(EMS) Module harness connector B.
3. Disconnect Vehicle Electronic Control Unit
(VECU) connector B.
4. Measure the voltage between VECU
Figure 456).
If battery voltage exists, locate and repair
the short to power in the harness.
If battery voltage does not exist, verify the
diagnostic code, the FMI, and retest the

MID 144-PPID 69
Circuit to Ground in the Buffered 2. Disconnect Engine Management System
(EMS) Module harness connector B.
Idle Validation Switch (IVS) Signal
Line 3. Disconnect Vehicle Electronic Control Unit
(VECU) connector B.
457
4. Check for continuity between VECU
Figure 457).

Figure 457

MID 144-PPID 74
MID 144-PPID 74
MID 144 PPID 74 — EMS/VECU SUPPLY VOLTAGE

458

Figure 458 — Vehicle Electronic Control Unit (VECU) Control Circuit
Failure Mode Identifier (FMI): 4 (Voltage Test 1 — Checking for Code PPID 74
Low/Stuck Activated Relay)
Parameter Identification (PPID): P74 If code PPID 74 is set, go to “Test 2 —
Message Identification (MID): 144 If code PPID 74 is not set, wiggle the
Circuit Description: The Vehicle Electronic code. Visually inspect the Vehicle Electronic
Control Unit (VECU) is supplied battery voltage Control Unit (VECU).
through Fuse 16 when the EMS 1 Relay is
activated. If the voltage signal to the the VECU is
shorted to ground or shorted to power (relay Test 2 — Checking for Other Codes
stuck), fault code PPID 74 will be stored.
Location: The VECU is located in the center of If other codes are set, repair those codes
the dash. first then go to “Test 3 — Checking Code
PPID 74 Failure Mode Identifier (FMI)” on
Code Setting Conditions: FMI 4 indicates the page 453.
output signal to the VECU shorted to ground or If only PPID 74 is set, go to “Test 3 —
shorted to power (relay stuck). Checking Code PPID 74 Failure Mode

MID 144-PPID 74
Test 3 — Checking Code PPID 74 Test 5 — Checking for Short to
Failure Mode Identifier (FMI) Power in the Relay Voltage Line
1. Check the Failure Mode Identifier (FMI) 460

If the FMI is 4 (voltage low/stuck activated
relay), go to “Test 4 — Checking for Short to
Ground in the Relay Voltage Line” on page
453.
If the FMI 4 is NOT present, verify the fault
code.

Ground in the Relay Voltage Line

459

Figure 460

Unit (VECU) connector A.
3. Disconnect the Fuse 16 connector at the

Bussed Electrical Center.


5. Check for voltage between the Vehicle

Electronic Control Unit (VECU) connector A

pin 13 and a good ground or (see

Figure 460).
Figure 459 If voltage is present, locate and repair the
short circuit to power.
1. Turn the ignition key OFF. If there is NO voltage, go to “Test 6 —
2. Disconnect the Vehicle Electronic Control Checking for Activated Relay” on page 454.
3. Disconnect the Fuse 16 connector at the
4. Check for continuity between the Vehicle
Figure 459).
Checking for Short to Power in the Relay

MID 144-PPID 74
Test 6 — Checking for Activated 1. Turn the ignition key OFF.
Relay 2. Connect the Fuse 16 connector at the
461
4. Check for voltage between the Vehicle
Figure 461).
If voltage is present, go to go to “Test 7 —
Checking for Activated Relay” on page 454.
If there is NO voltage, verify the diagnostic
retest the system.

Test 7 — Checking for Activated
Relay


2. Remove the PRE-EMS Relay.
Figure 461 If there is NO voltage, replace the
PRE- EMS Relay and retest the system.
If there is voltage present, replace the
EMS 1 Relay and retest the system.

MID 144-PSID 1
MID 144-PSID 1
MID 144 PSID 1 — RETARDER CONTROL SWITCH

462
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Figure 462 — Engine Brake Switch Control Circuit
Failure Mode Identifier (FMI): 7 (Mechanical This fault indicates a problem with the rocker
System Not Responding) switch contacts, circuit to VECU pin A21 is open
or circuit to VECU pin A20 is shorted to battery
Parameter Identification (PSID): P1 voltage.
Message Identification (MID): 144 Location: The VECU is in the center of the dash.
Circuit Description: The Vehicle Electronic Code Setting Conditions: The VECU sets MID
Control Unit (VECU) uses separate inputs from 144 with a PSID of 1 if only pin A20 of the VECU
the engine brake (engine retarder) switch has voltage.
indicating the particular switch position. The
switch is a 3 position rocker with position 1
requesting 50% engine braking wired to pin A21
of the VECU, and position 2 requesting 100%
engine braking wired to pin A20 of the VECU. The
VECU expects to see voltage to pin A21 with the
switch in position 1 and voltage to both pins A20
and A21 with the switch in position 2. The VECU
sets this fault code if only pin A20 has voltage.

MID 144-PSID 1
Test 1 — Checking for Code PSID 1 Test 4 — Checking for Short to
1. Verify that code PSID 1 is set. Voltage in the Control Line
If code PSID 1 is set, go to “Test 2 — 463

If code PSID 1 is not set, wiggle the harness
Control Unit (VECU) connectors.


PSID 1 Failure Mode Identifier (FMI)” on

page 456.
Checking Code PSID 1 Failure Mode

Test 3 — Checking Code PSID 1

If the FMI is 7 (Mechanical System Not 2. Disconnect the Vehicle Electronic Control
Responding), go to “Test 4 — Checking for Unit (VECU) connector A.
Short to Voltage in the Control Line” on page 3. Disconnect the Engine Brake Switch.
456.
If the FMI 7 is NOT present, verify the fault 4. Turn the ignition key ON.
code. 5. Measure the voltage between the VECU
Figure 463).
short to voltage in the circuit.
— Checking for an Open in the Control Line”
on page 457.

MID 144-PSID 1
the Control Line 2. Disconnect the Vehicle Electronic Control
464
3. Disconnect the Engine Brake Switch.
4. Check for continuity between the VECU
connector A pin 21 and Engine Brake Switch

connector pin 2 (see Figure 464).
If continuity exists, replace Engine Brake
Switch and verify the diagnostic code, the

system.

Figure 464

MID 144-PSID 8
MID 144-PSID 8
MID 144 PSID 8 — NEUTRAL POSITION SWITCH

465
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Figure 465 — Neutral Position Switch Circuit
Failure Mode Identifier (FMI): 4 (Voltage High) Circuit Description: The Vehicle Electronic
Control Unit (VECU) receives a battery voltage
Parameter Identification (PSID): P8 input from the Neutral Position Switch whenever
the shifter is in the neutral position.
Location: The Neutral Position switch is located
in the transmission assembly.

active when the Vehicle Electronic Control Unit
(VECU) detects that the neutral input is shorted
high or if the Neutral Position Switch is stuck
closed.

MID 144-PSID 8
Test 1 — Checking for Proper Test 2 — Checking for a Short to
Neutral Position Switch Operation Voltage in the Signal Line
466 467

2. Disconnect the Neutral Position Switch 2. Disconnect the Vehicle Electronic Control
connector. Unit (VECU) connector A.
3. Check for continuity across the two terminals 3. Turn the ignition key ON.
of the Neutral Position Switch with gear shift
4. Check for voltage between pin B of the
in neutral (see Figure 466).
Neutral Position switch connector and a
Is there continuity in the neutral position and good ground (see Figure 467).
NO continuity at ALL other positions?
If continuity exists in only the neutral to power in the harness.
position, go to “Test 2 — Checking for a
Checking for Continuity in the Signal Line”
459.
on page 460.
If continuity exists in any position other than
neutral, replace the Neutral Position Switch.

MID 144-PSID 8
Test 3 — Checking for Continuity in 1. Turn the ignition key OFF.
the Signal Line 2. Disconnect Vehicle Electronic Control Unit
(VECU) connector B and the Neutral
468
Position Switch connector.
3. Check for continuity between VECU
connector A pin 9 and pin B of the Neutral
Position Switch connector (see Figure 468).
the VECU” on page 460.

the open in the harness reference voltage
line.
Test 4 — Checking the VECU


2. Reconnect the connector to the Neutral

Position Switch.
3. Reconnect VECU connector A.
fault codes.
Figure 468 If PSID 8 is still active, check VECU
connector A, B and C for dirt, shorted or
not repairable, replace the VECU and retest
the system.

MID 144-PSID 9
MID 144-PSID 9
MID 144 PSID 9 — CLUTCH SWITCH

469
Figure 469 — Clutch Switch Circuit
Failure Mode Identifier (FMI): 3 (Voltage Location: The Clutch Switch is located at the top
High/Open), 4 (Voltage Low) of the clutch pedal assembly.
Parameter Identification (PSID): P9 Code Setting Conditions: This fault will become
active when the Vehicle Electronic Control Unit
Message Identification (MID): 144 (VECU) detects that the Clutch Switch Circuit has
been shorted to power, shorted to ground or
Circuit Description: Battery voltage is applied to open. If the Clutch Switch circuit is shorted to
the Clutch Switch when the ignition switch is in battery voltage, or the Clutch Switch is stuck
the ON position. The Clutch Switch is closed closed, code PSID 9 will set with an FMI of 3. If
when the clutch pedal is depressed completing the Clutch Switch circuit is shorted to ground or
the circuit to the Vehicle Electronic Control Unit an open in the circuit is detected, code PSID 9
(VECU). will set with an FMI of 4.

MID 144-PSID 9
Test 1 — Checking for Proper Clutch Test 2 — Checking for Short to
Switch Operation Power in the Signal Line
470 471
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VA VA
2. Disconnect the Clutch Switch connector. 2. Disconnect Vehicle Electronic Control Unit
(VECU) connector A.
3. Check the continuity across the Clutch
Switch. An open circuit should be detected 3. Turn the ignition key ON.
when the clutch pedal is at rest and a closed
4. Check for voltage between pin A of the
circuit when the clutch pedal is depressed.
Clutch Switch connector and a good ground
(see Figure 470).
(see Figure 471).
If the Clutch Switch continuity is correct and
FMI 3 (voltage high/open) is set, go to “Test
2 — Checking for Short to Power in the
Signal Line” on page 462. If there is NO voltage, go to “Test 4 —
Checking for Continuity” on page 463.
If the Clutch Switch continuity is correct and
an FMI 4 (voltage low) is set, go to “Test 3 —
Checking for Short to Ground in the Signal
If the Clutch Switch continuity is NOT
correct, replace the Clutch Switch and retest
the system.

MID 144-PSID 9
Test 3 — Checking for Short to 1. Turn the ignition key OFF.
Ground in the Signal Line 2. Disconnect VECU connector A and the
Clutch Switch connector.
3. Measure for continuity between VECU
2. Disconnect the Clutch Switch connector. connector A pin 8 and pin A of the Clutch
3. Disconnect Vehicle Electronic Control Unit Switch connector (see Figure 472).
(VECU) connector A. If continuity exists, go to “Test 5 — Checking
the VECU” on page 463.
4. Check for continuity between pin A of the
Neutral Position switch connector and a If there is NO continuity, repair the open in
good ground. the harness.
short to ground in the harness. Test 5 — Checking the VECU
If there is NO continuity to ground, go to
“Test 5 — Checking the VECU” on page 463. 1. Turn the ignition key OFF.
2. Reconnect the connector to the Clutch
Switch.
Test 4 — Checking for Continuity
3. Reconnect VECU connector A.
472
fault codes.
If PSID 9 is still active, check VECU
connector A, B and C for dirt, shorted or
not repairable, replace the VECU and retest
the system.

Figure 472

MID 144-PSID 14
MID 144-PSID 14
MID 144 PSID 14 — DATAMAX

GENERAL ERROR
Failure Mode Identifier (FMI): 9 (Data Absent),
13 (Out of Calibration)
Parameter Identification (PSID): P14
Circuit Description: The Datamax function is a

fleet logging function in the Vehicle Electronic
Control Unit (VECU). If code PSID 14 is set there
is a general error and the clock or other data is
missing. This trouble code could be an indication
of a data line failure. If other trouble codes are
set, refer to those codes for data line diagnostics.
If other codes are NOT set, correct the loss of
clock condition in the VECU.
Location: The VECU is located behind the

center of the dash.
Code Setting Conditions: FMI 9 or FMI 13

indicates a Datamax general error and the
Datamax clock or other data is missing. Other
trouble codes may be set along with PSID 14.

MID 144-PSID 16
MID 144-PSID 16
MID 144 PSID 16 — POWER RELAY 1

473
Figure 473 — Power Relay 1 and Power Relay 2 Control Circuit
Failure Mode Identifier (FMI): 3 (Voltage High), EPDM Power Stud. When the either relay is
4 (Voltage Low) energized, the switch in the relay closes and
passes the voltage through the relay.
Location: The IGN # 3 relay is in the Engine
Message Identification (MID): 144 Power Distribution Module. The VECU is behind
the center of the dash.
Circuit Description: The Power Relay 1 circuit in
the Vehicle Electronic Control Unit (VECU) Code Setting Conditions:
controls operation of the IGN # 1 and IGN # 3
relays. The IGN # 1 relay is provided battery FMI 3 indicates the Power Relay 1 output is
voltage through the Key Switch Fuse and the IGN shorted to battery voltage.
# 3 relay is provided battery voltage from the

MID 144-PSID 16
FMI 4 indicates the Power Relay 1 output is Test 4 — Checking for Short to
shorted to ground.
Voltage in the Control Line
Test 1 — Checking for Code PSID 16 1. Turn the ignition key OFF.
1. Verify that code PSID 16 is set. Unit (VECU) connector B.
Checking for Other Codes” on page 466. 3. Disconnect the IGN # 1 relay and IGN # 3
relays.
If code PSID 16 is not set, wiggle the
harness and connectors to try to set the 4. Turn the ignition key ON.
code. Visually inspect the Vehicle Electronic 5. Measure the voltage between the VECU
Control Unit (VECU). connector B pin 1 and a good ground.
If voltage is present, the control line circuit is
Test 2 — Checking for Other Codes shorted to voltage. Locate the short to
1. Are any other codes set? system.
If other codes are set, repair those codes If there is NO voltage present, verify the
first then go to “Test 3 — Checking Code diagnostic code, the FMI and retest the
PSID 16 Failure Mode Identifier (FMI)” on system. If the FMI 3 is still active, replace the
page 466. IGN # 1 relay and the IGN # 3 relay one at a
If only PSID 16 is set, go to “Test 3 — time. If the FMI 3 is still active replace the
Checking Code PSID 16 Failure Mode VECU and retest the system.
Test 3 — Checking Code PSID 16 Ground in the Control Line
Checking for Short to Voltage in the Control 3. Disconnect the IGN # 1 relay and IGN # 3
Line” on page 466. relays.
If the FMI is 4 (voltage low), go to “Test 5 — 4. Check for continuity between the VECU
Checking for Short to Ground in the Control connector B pin 1 and a good ground.
Line” on page 466. If continuity exists to ground, locate and
retest the system.

MID 144-PSID 17
MID 144-PSID 17
MID 144 PSID 17 — POWER RELAY 2

474
Figure 474 — Power Relay 1 and Power Relay 2 Control Circuit
Failure Mode Identifier (FMI): 3 (Voltage High), energized, the switch in the relay closes and
4 (Voltage Low) passes the voltage through the relay.
Parameter Identification (PSID): P17 Location: The HVAC CAB and HAVC
SLEEPER/BODYBUILDER IGNITION 1 relays
Message Identification (MID): 144 are in the Bussed Electrical Center. The VECU is
behind the center of the dash.
Circuit Description: The Power Relay 2 circuit in
the Vehicle Electronic Control Unit (VECU) Code Setting Conditions:
controls operation of the HVAC CAB and HVAC
SLEEPER/BODYBUILDER IGNITION 1 relays. FMI 3 indicates the Power Relay 2 output is
The HVAC SLEEPER/BODYBUILDER IGNITION shorted to battery voltage.
1 relay is provided battery voltage through the
HVAC SLPR/BB IGN Fuse. When the relay is

MID 144-PSID 17
FMI 4 indicates the Power Relay 2 output is Test 4 — Checking for Short to
shorted to ground.
Voltage in the Control Line
Test 1 — Checking for Code PSID 17 1. Turn the ignition key OFF.
1. Verify that code PSID 17 is set. Unit (VECU) connector B.
Checking for Other Codes” on page 468. 3. Disconnect the HVAC CAB and HVAC
SLEEPER/BODYBUILDER IGNITION 1
If code PSID 17 is not set, wiggle the relays.
code. Visually inspect the Vehicle Electronic 4. Turn the ignition key ON.
Control Unit (VECU). 5. Measure the voltage between the VECU
Test 2 — Checking for Other Codes If voltage is present, the control line circuit is
1. Are any other codes set? voltage, repair the circuit and retest the
If other codes are set, repair those codes system.
first then go to “Test 3 — Checking Code If there is NO voltage present, verify the
PSID 17 Failure Mode Identifier (FMI)” on diagnostic code, the FMI and retest the
page 468. system. If the FMI 3 is still active, replace the
If only PSID 17 is set, go to “Test 3 — HVAC CAB and HVAC
Checking Code PSID 17 Failure Mode SLEEPER/BODYBUILDER IGNITION 1
Identifier (FMI)” on page 468. relays one at a time. If the FMI 3 is still
system.
Test 3 — Checking Code PSID 17
1. Check the Failure Mode Identifier (FMI) Ground in the Control Line
If the FMI is 3 (voltage high), go to “Test 4 — 1. Turn the ignition key OFF.
Checking for Short to Voltage in the Control 2. Disconnect the Vehicle Electronic Control
Line” on page 468. Unit (VECU) connector B.
3. Disconnect the HVAC CAB and HVAC
SLEEPER/BODYBUILDER IGNITION 1
relays.
4. Check for continuity between the VECU
retest the system.

MID 144-PSID 26
MID 144-PSID 26

TRIP LOG
Failure)

Control Unit. These faults are used to indicate the
respective log is full. It is possible to advance to
the next trip using the instrument cluster if the
cluster has been given access or using an
external tool. The GPS log can be reset using an
external tool only. The VECU does not need to be
replaced for this fault code.

center of the dash.
Code Setting Conditions: FMI 26 indicates the

Datamax trip log has overflowed.

MID 144-PSID 28
MID 144-PSID 28

GPS LOG
Failure)

Control Unit (VECU). These faults are used to
indicate the respective log is full. It is possible to
advance to the next trip using the instrument
cluster if the cluster has been given access or
using an external tool. The GPS log can be reset
using an external tool only. The VECU does not
need to be replaced for this fault code.

center of the dash.
Code Setting Conditions: FMI 28 indicates the

Datamax GPS log has overflowed.

MID 144-PSID 34
MID 144-PSID 34
MID 144 PSID 34 — FIFTH WHEEL SLIDE SOLENOID

475

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Figure 475 — Fifth Wheel Slide Solenoid Control Circuit
Failure Mode Identifier (FMI): 3 (Voltage High), Control Unit (VECU) to operate the solenoid.
4 (Voltage Low/Open) When the control line to the solenoid is shorted to
power, PSID 34 will set with FMI 3 and when the
Parameter Identification (PSID): P34 control line to the solenoid is shorted to ground or
open, PSID 34 will set with FMI 4. The fifth wheel
Message Identification (MID): 144 slide solenoid is locate within the Multi-Valve
Solenoid Assembly.
Circuit Description: The Fifth Wheel Slide
Solenoid is provided battery voltage through fuse Location: The VECU is in the center of the dash
8 when the IGN 1 relay is energized. The and the Fifth Wheel Slide Solenoid is locate
solenoid is grounded by the Vehicle Electronic within the Multi-Valve Solenoid Assembly.

MID 144-PSID 34
Code Setting Conditions: Test 4 — Checking for Short to
FMI 3 indicates there is a short circuit to voltage Voltage in the Control Line
in the Fifth Wheel Slide Solenoid control circuit. 476
FMI 4 indicates there is a short circuit to ground

or an open in the Fifth Wheel Slide Solenoid
control circuit.

Test 1 — Checking for Code PSID 34
If code PSID 34 is not set, wiggle the

code. Visually inspect the VECU harness

connector and wires for frayed or loose
connections.


If other codes are set, repair those codes Figure 476

PSID 34 Failure Mode Identifier (FMI)” on 1. Turn the ignition key OFF.
page 472.
If only PSID 34 is set, go to “Test 3 — Unit (VECU) connector B.
Checking Code PSID 34 Failure Mode
Identifier (FMI)” on page 472. 3. Disconnect the Multi-Valve Solenoid
Assembly connector.
Test 3 — Checking Code PSID 34 4. Turn the ignition key ON.
Failure Mode Identifier (FMI) 5. Measure the voltage between the VECU
1. Check the Failure Mode Identifier (FMI) Figure 476).
using a diagnostic computer. If voltage is present, the control line circuit is
If the FMI is 3 (voltage high), go to “Test 4 — shorted to voltage. Locate the short to
Checking for Short to Voltage in the Control voltage, repair the circuit and retest the
Line” on page 472. system.
If the FMI is 4 (voltage low/open), go to “Test If there is NO voltage present, replace the
5 — Checking for Short to Ground in the Fifth Wheel Slide Solenoid and verify the
Control Line” on page 473. diagnostic code. If the FMI 3 is still active,
replace the VECU and retest the system.

MID 144-PSID 34
Ground in the Control Line the Control Line
477 478

Unit (VECU) connector B. Unit (VECU) connector B.
3. Disconnect the Multi-Valve Solenoid 3. Disconnect the Multi-Valve Solenoid
Assembly connector. Assembly connector.
4. Check for continuity between the VECU 4. Check for continuity between the VECU
connector B pin 4 and a good ground (see connector B pin 4 and the Multi-Valve
Figure 477). Solenoid Assembly connector pin A (see
If continuity exists to ground, locate and Figure 478).
repair the short circuit to ground. If there is NO continuity, repair the open in
If there is NO continuity to ground, go to the circuit.
“Test 6 — Checking for an Open in the If continuity exists, go to “Test 7 — Checking
Control Line” on page 473. for an Open in the Voltage Line” on page
474.

MID 144-PSID 34
the Voltage Line Engine Management System (EMS)

Unit (VECU) connectors A and B.

3. Visually inspect VECU connectors for dirt,

loose pins or deformed contacts.
the connector terminal, replace the fifth
wheel solenoid and verify the diagnostic

code. If the FMI 4 is still active, replace the


Figure 479

2. Disconnect the Multi-Valve Solenoid
Assembly connector.
3. Remove Fuse 8 (AIR SOL) from the Bussed
Electrical Center.
4. Check for continuity between the Multi-Valve
Solenoid Assembly connector pin H and
Fuse 8 (AIR SOL) pin B in the Bussed
Electrical Center (see Figure 479).
the circuit.

MID 144-PSID 200
MID 144-PSID 200

FROM EMS MODULE
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MID 144-PSID 200
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MID 144-PSID 200
and communicates between the Vehicle EMS Module and VECU harnesses and
Electronic Control Unit (VECU), Engine connectors to try to set the code. Visually
Management System (EMS) Module, Instrument inspect the EMS Module and VECU
Cluster Module (ICM) and accessory systems, connectors and wires for poor connections.
depending on vehicle model and option content.
The J1939 data lines consist of an expandable
data bus allowing the addition of accessory
control modules. The J1939 data lines are the 1. Is code SID 231 or other codes set?
system is designed to allow limp home engine If only PSID 200 is set, go to “Test 3 —
operation with the loss of the J1939 data signal Checking Continuity on the J1939 Data Line”
as long as the J1587 data lines are still on page 478.
operational.

set when the Vehicle Electronic Control Unit
(VECU) loses communication with the Engine
If the engine is in the limp home mode or the

engine does not run, check the EMS Module
power at pins B57 and B60. Verify the EMS
Module grounds at terminals A57, B58, B59 and
B61.

MID 144-PSID 200
482 483

Figure 483
Figure 482
1. Turn the ignition switch OFF. 2. Disconnect the Engine Management System
2. Disconnect the Engine Management System (EMS) Module connector B.
(EMS) Module connector B. 3. Disconnect the Vehicle Electronic Control
3. Disconnect the Vehicle Electronic Control Unit (VECU) connector C.
Unit (VECU) connector C. 4. Check for continuity between Engine
4. Check for continuity between Engine Management System (EMS) Module
Management System (EMS) Module connector B pin 51 and Vehicle Electronic
connector B pin 55 and Vehicle Electronic Control Unit (VECU) connector C pin 4 (see
Control Unit (VECU) connector C pin 5 (see Figure 483).
Figure 482). If continuity exists, check the Engine
If continuity exists, go to “Test 4 — Checking Management System (EMS) Module
Continuity on the J1939 Data Line” on page harness and all connections for loose,
478. corroded or damaged terminals and repair
If continuity does NOT exist, locate and corroded or damaged terminals are found
repair the open in the data line and retest the retest. If code PSID 200 is still set, replace
system. the Engine Management System (EMS)
Module.
the open in the data line and retest the
system.

MID 144-PSID 205
MID 144-PSID 205
MID 144 PSID 205 — J1939 DATA LINK

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MID 144-PSID 205
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MID 144-PSID 205
1. Is code SID 231 or any other codes set?
If transmission symptoms are present, refer to the If code SID 231 or any other codes are set,
appropriate Allison or Eaton transmission repair those codes first and retest the
diagnostics before proceeding. system.
Failure Mode Identifier (FMI): 9 (Data Absent) Checking Continuity on the J1939 Data Line”
on page 481.
Parameter Identification (PSID): S205
Message Identification (MID): 144 Test 3 — Checking Continuity on

the J1939 Data Line
the J1939 data lines is used to control functions 1. Turn the ignition switch OFF.
and communicates between the Vehicle 2. Disconnect the Allison or Eaton
Electronic Control Unit (VECU), Engine Transmission Control Module harness
Management System (EMS) Module, Instrument connector.
Cluster Module (ICM), Transmission Control
Module (TCM) and accessory systems, 3. Disconnect the Vehicle Electronic Control
depending on vehicle model and option content. Unit (VECU) connector C.
The J1939 data lines consist of an expandable 4. For Allison Transmission, check for
data bus allowing the addition of accessory continuity between the Allison Transmission
control modules. The J1939 data lines are the Control Module harness connector pin 8 and
primary data bus. Data is prioritized and then Vehicle Electronic Control Unit (VECU)
transmitted across the J1939 data lines to the connector C pin 5.
Module harness connector pin 2 and Vehicle
Electronic Control Unit (VECU) connector C
operational.
pin 5.
Code Setting Conditions: Code PSID 205 will If continuity exists, go to “Test 4 — Checking
set when the Vehicle Electronic Control Unit Continuity on the J1939 Data Line” on page
(VECU) loses communication with the Allison or 482.
Eaton Transmission Control Module on the J1939 If continuity does NOT exist, locate and
data line. The fault will become inactive if repair the open in the data line and retest the
communication resumes. system.

PSID 205
EMS Module and VECU harnesses and
connectors to try to set the code. Visually
inspect the EMS Module and VECU

MID 144-PSID 205
the J1939 Data Line
connector.
and Vehicle Electronic Control Unit (VECU)
connector C pin 4.
Module harness connector pin 3 and Vehicle
pin 4.
Vehicle Electronic Control Unit (VECU)
harnesses and all connections for loose,
and code PSID 205 is still set, refer to the
Allison or Eaton transmission diagnostics.
system.

MID 144-PSID 206
MID 144-PSID 206
MID 144 PSID 206 — J1939 DATA LINK

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MID 144-PSID 206
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MID 144-PSID 206
Failure Mode Identifier (FMI): 9 (Data Absent) Test 1 — Checking for Code PSID
Parameter Identification (PSID): S206 206
Circuit Description: The Vehicle Electronic Checking for Other Codes” on page 485.
Control Unit (VECU) sends the Engine If code PSID 206 is NOT set, wiggle the
Management System (EMS) Module engine Engine Management System (EMS) Module
retard (engine brake) requests via the J1939 data and VECU harnesses and connectors to try
line. The Engine Management System (EMS) to set the code. Visually inspect the Engine
Module continually updates and acknowledges Management System (EMS) Module and
the engine retard setting back to the Vehicle VECU connectors and wires for poor
Electronic Control Unit (VECU) via the J1939 connections.
data line.

set when the Vehicle Electronic Control Unit 1. Are codes SID 231 or PSID 200 set?
(VECU) does not receive engine retard (engine
If codes SID 231 or PSID 200 is set, repair
brake) status (times out) from the Engine
those codes first and retest.
Management System (EMS) Module through the
J1939 data line. If only PSID 206 is set, replace the Engine

MID 144-SID 230
MID 144-SID 230
MID 144 SID 230 — IDLE VALIDATION SWITCH

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Failure Mode Identifier (FMI): 7 (Data Module with the Idle Validation Switch (IVS)
Abnormal) status through the Buffered Idle Validation Switch
Parameter Identification (SID): S230
Message Identification (MID): 144 the Accelerator Pedal Position (APP) Sensor. The
Accelerator Pedal Position (APP) Sensor is part
Circuit Description: The Idle Validation Switch of the accelerator pedal assembly.
(IVS) updates the Vehicle Electronic Control Unit
(VECU) with the idle status. At idle, the Idle Code Setting Conditions: Fault MID 144 SID
Validation Switch (IVS) is open and no voltage is 230 with an FMI 7 will set when the signal from
applied to the Idle Validation Switch (IVS) signal the Accelerator Pedal Sensor does not match the
input at connector A pin 23 of the Vehicle signal from the Idle Validation Switch (IVS).
Electronic Control Unit (VECU). At approximately
5% – 100% pedal position the Idle Validation
Switch (IVS) closes and a 12 volt supply voltage
is applied to connector A pin 23 (IVS Signal Input)
of the Vehicle Electronic Control Unit (VECU).

MID 144-SID 230
Test 1 — Checking for Code SID 230 Test 4 — Checking for Short to
1. Verify that code SID 230 is set. Power in the Idle Validation Switch
If code SID 230 is set, go to “Test 2 — (IVS) Circuit
Checking the Failure Mode Identifier (FMI)” 489
on page 487.
code.

Identifier (FMI)


If FMI is 7 (Data Abnormal) is present, go to
“Test 3 — Checking for Continuity in the Idle
Validation Switch” on page 487.
If the FMI is 7 (Data Abnormal) is NOT

present, the problem may be intermittent
due to a loose connection in the harness.
Check all connections and wiggle the
harness to try to set the code.

Test 3 — Checking for Continuity in Figure 489
the Idle Validation Switch 1. Turn the ignition key OFF.

1. Turn the ignition key OFF. 2. Disconnect Vehicle Electronic Control Unit
2. Disconnect the Accelerator Pedal Position (VECU) harness connector A.
(APP) Sensor harness connector. 3. Disconnect the Accelerator Pedal Position
3. Check for continuity between pins 1 and 3 of (APP) Sensor harness connector.
the Idle Validation Switch (IVS) with the 4. Turn the ignition key ON.
continuity across pins 1 and 3 of the Idle 5. Measure the voltage between pin 1 on the
Validation Switch (IVS) with the accelerator harness side of the Accelerator Pedal
pedal at rest. Continuity should NOT exist Position (APP) Sensor connector and a
when the accelerator pedal is in the rest good ground (see Figure 489).
position. There should be continuity when If voltage is present, locate and repair the
the Accelerator Pedal Position (APP) Sensor short to power in the Accelerator Pedal
is depressed from 5% – 100%. Position (APP) Sensor harness.
If continuity exists when the accelerator If NO voltage is present, go to “Test 5 —
pedal is in the rest position and does NOT Checking for a Short to Ground in the Idle
exist when the accelerator pedal is Validation Switch (IVS) Circuit” on page 488.
system.
does exist when the accelerator pedal is
depressed, go to “Test 4 — Checking for
Short to Power in the Idle Validation Switch
(IVS) Circuit” on page 487.

MID 144-SID 230
Test 5 — Checking for a Short to Test 6 — Checking for an Open in
Ground in the Idle Validation Switch the Idle Validation Switch (IVS)
(IVS) Circuit Circuit
490

Electronic Control Unit (VECU) harness

connector B pin 19 and Accelerator Pedal

Position (APP) Sensor harness connector
pin 3. Then check for continuity between

harness connector A pin 23 and Accelerator
Pedal Position (APP) Sensor harness
connector pin 1.

If there is continuity in both circuits, verify the

Figure 490

If there is continuity between pin 1 and
in the harness.
If there is NO continuity between pin 1 and
ground, go to “Test 6 — Checking for an
Open in the Idle Validation Switch (IVS)

MID 144-SID 231
MID 144-SID 231

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MID 144-SID 231
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MID 144-SID 231
Failure Mode Identifier (FMI): 2 (Data Erratic) Test 2 — Checking the Resistance
493

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when the Vehicle Electronic Control Unit (VECU)
is unable to send and/or receive information Figure 493
across the J1939 data line. If either the Vehicle
Electronic Control Unit (VECU) or the Engine 1. Turn the ignition switch OFF.
Management System (EMS) Module loses 2. Measure the resistance between pins C and
communication on the J1939 data line, code SID D of the Data Link Connector (DLC) (see
231 will set and the Electronic Malfunction Lamp Figure 493).
(EML) will turn on. The fault will become inactive
if communication resumes. If communication is 3. Is the resistance between 50–70 Ohms.
lost on both the J1587 and J1939 data lines the If the resistance is between 50–70 Ohms, go
engine will NOT run. to “Test 3 — Checking for a Short to Power
or Ground in the Data Link Connector” on
page 492.
1. Verify that code SID 231 is set. 50–70 Ohms, go to “Test 10 — Checking the
If code SID 231 is set, go to “Test 2 — CAN-BUS Termination Resistor” on page
Checking the Resistance at Data Link 496.
If code SID 231 is NOT set, wiggle the EMS
Module harness and connectors to try to set
the code. Visually inspect the EMS Module

MID 144-SID 231
Connector Connector
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page 492.

MID 144-SID 231
for code SID 231. 5. Connect the diagnostic computer and check
for code SID 231.
Control Unit (VECU)” on page 493. to Pin Test at Vehicle Electronic Control Unit
(VECU)
for code SID 231.



MID 144-SID 231
Test 8 — Pin to Pin Test at Vehicle Electronic Control Unit (VECU)
496

Figure 496
1. Turn the ignition switch OFF. If continuity exists, repair or replace the
Unit (VECU) connectors A, B and C. If continuity does not exist, replace the
Vehicle Electronic Control Unit (VECU).
pin 4 and all other pins (except Vehicle
pin 5) on connectors A, B and C. Then check
for continuity between Vehicle Electronic
Control Unit (VECU) connector C pin 5 and
all other pins (except Vehicle Electronic
Control Unit (VECU) connector C pin 4) on
connectors A, B and C (see Figure 496).

MID 144-SID 231
Test 9 — Checking Continuity on the Data Line
497

Figure 497
1. Turn the ignition switch OFF. If the continuity exists, replace the Vehicle
Unit (VECU) connector C. If the continuity does not exists, locate and
3. Check for continuity between Vehicle system.
pin 5 and pin D of the Data Link Connector
(DLC). Then check for continuity between
connector C pin 4 and pin C of the Data Link
Connector (DLC) (see Figure 497).

MID 144-SID 231
Test 10 — Checking the CAN-BUS Test 11 — Checking Vehicle
Termination Resistor Electronic Control Unit (VECU)
498 Resistance
499

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Figure 499
2. Disconnect the CAN-BUS Termination 1. Turn the ignition switch OFF.
Resistor connector. 2. Disconnect the Vehicle Electronic Control
3. Check for continuity between pins 1 and 2 of Unit (VECU) connector C.
the CAN-BUS Termination Resistor (see 3. Check the resistance between the Vehicle
Figure 498). Electronic Control Unit (VECU) connector C
If the resistance is between 115–125 Ohms, pins 4 and 5 on the VECU side (see
go to “Test 11 — Checking Vehicle Figure 499).
Electronic Control Unit (VECU) Resistance” If continuity is between 115–125 Ohms,
on page 496. locate and repair an open in the data line.
If the resistance is NOT between 115–125 If continuity is NOT between 115–125 Ohms,
Ohms, replace the CAN-BUS Termination check the Vehicle Electronic Control Unit
Resistor. (VECU) harness and all connections for
loose, corroded or damaged terminals and
repair or replace as necessary. If no loose,
replace the Vehicle Electronic Control Unit
(VECU).

MID 144-SID 240
MID 144-SID 240
MID 144 PID 240 — MAIN

SOFTWARE CHECKSUM
Code Setting Conditions: Code SID 240 will set

when there is an internal sum error within the
Vehicle Electronic Control Module (VECU). The
checksum calculated at start-up differs from the
stored checksum. If FMI 2 is displayed, the
engine may not start and the module must be
replaced. If this code occurs call MACK Reliability
Engineering.

MID 144-SID 243
MID 144-SID 243
MID 144 SID 243 — CRUISE CONTROL SET SWITCH

500

Figure 500 — Cruise Control Set Switch Control Circuit
Failure Mode Identifier (FMI): 7 (Mechanical passes through the switch and voltage is applied
System Not Responding) to the VECU connector A pin 1. When the
set/decelerate (set/decel) portion of the switch is
Parameter Identification (SID): S243 pressed, battery voltage passes through the
switch and voltage is applied to the VECU
Message Identification (MID): 144 connector A pin 2.
Circuit Description: The Cruise Control Location: The Cruise Control Set/Resume
Set/Resume Switch is used to pass information to Switch is on the dash of the vehicle.
the Vehicle Electronic Control Unit (VECU) about
requested cruise conditions. Battery voltage is Code Setting Conditions: When the VECU
sent to the Cruise Control Set/Resume Switch receives information that the set/decel and the
from fuse 17 in the Bussed Electrical Center. resume/accel commands are activated
When the resume/accelerate (resume/accel) simultaneously, SID 243 will set with a FMI of 7.
portion of the switch is pressed, battery voltage

MID 144-SID 243
Test 1 — Checking for Code SID 243 Test 4 — Checking for Short to
1. Verify that code SID 243 is set. Voltage in the Set/Decel Line

code. Visually inspect the Vehicle Electronic

page 499.



Test 3 — Checking Code SID 243

If the FMI is 7 (Mechanical System Not 2. Disconnect the Vehicle Electronic Control
Responding), go to “Test 4 — Checking for Unit (VECU) connector A.
Short to Voltage in the Set/Decel Line” on 3. Disconnect the Cruise Control Set/Resume
page 499. Switch.
If the FMI of 7 is NOT set, verify the
diagnostic code. 4. Turn the ignition key ON.
If voltage is present, the set/decel circuit is
system.
— Checking for Short to Voltage in the
Resume/Accel Line” on page 500.

MID 144-SID 243
Test 5 — Checking for Short to Test 6 — Checking for Set/Decel to
Voltage in the Resume/Accel Line Resume/Accel Line Short
502 503

Unit (VECU) connector A. Unit (VECU) connector A.
3. Disconnect the Cruise Control Set/Resume 3. Disconnect the Cruise Control Set/Resume
Switch. Switch.
4. Turn the ignition key ON. 4. Check for continuity between the VECU
connector A pin 1 and VECU connector A
pin 2.
If voltage is present, the resume/accel circuit
short between the Set/Decel line and the
is shorted to voltage. Locate the short to
Resume/Accel line.
system. If there is NO continuity, replace the Cruise
Control Set/Resume Switch. Verify the
— Checking for Set/Decel to Resume/Accel
system. If the SID 243 is still active, replace
Line Short” on page 500.
the VECU and retest the system.

MID 144-SID 246
MID 144-SID 246
MID 144 SID 246 — SERVICE BRAKE PRESSURE SWITCH

504
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Figure 504 — Service Brake Pressure Switch Circuit
Failure Mode Identifier (FMI): 4 (Voltage Low) Code Setting Conditions: MID 144 SID 246 will
set if the input voltage at connector A pin 5 of the
Parameter Identification (PID): SID 246 Vehicle Electronic Control Unit (VECU) is low.
The VECU looks for a voltage at this pin to
Message Identification (MID): 144 confirm that the brakes have been applied and
complete the deceleration check.
Circuit Description: Battery voltage is supplied
to pin A of the Service Brake Pressure Switch at
all times. When the driver depresses the vehicle's
brake pedal, the contacts in the Service Brake
Pressure Switch close and battery voltage will be
present at connector A pin 5 of the Vehicle
Location: The VECU is located in the center of

the dash.

MID 144-SID 246
Test 1 — Checking for Code SID 246 Test 3 — Checking for an Open in
1. Verify that code SID 246 is set. the Service Brake Pressure Switch
If code SID 246 is set, go to “Test 2 — Circuit
Checking for a Faulty Service Brake
Pressure Switch” on page 502. 1. Turn the ignition key OFF.
If code SID 246 is not set, wiggle the 2. Remove Fuse F5 Tractor Stop Lamps Fuse
harness and connectors to try to set the (10A).
code. Visually inspect the Vehicle Electronic 3. Disconnect the Vehicle Electronic Control
Control Unit (VECU). Unit (VECU) connector A.
4. Disconnect the Service Brake Pressure
Test 2 — Checking for a Faulty Switch connector.
Service Brake Pressure Switch 5. Check for continuity between pin B of the
Tractor Stop Fuse Holder and pin A of the
Service Brake Pressure Switch Connector.
2. Disconnect the Service Brake Pressure Also check for continuity between the
Switch connector. Vehicle Electronic Control Unit (VECU)
connector A pin 5 and pin B of the Service
3. Check for continuity between the pins of the
Brake Pressure Switch connector.
Service Brake Pressure Switch. Continuity
should exist when ever the brake pedal is If continuity does not exist between either
applied. set of pins, locate and repair the open.
If continuity does not exist when the brake If continuity exists, replace the Vehicle
pedal is applied, replace the Service Brake Electronic Control Unit (VECU).
Pressure Switch.
for an Open in the Service Brake Pressure
Switch Circuit” on page 502.

MID 144-SID 250
MID 144-SID 250

505

MID 144-SID 250
506
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MID 144-SID 250
Failure Mode Identifier (FMI): 2 (Data Erratic) between Instrument Cluster Module (ICM)
connector A pin 17 and Vehicle Electronic
Parameter Identification (PID): S250 Control Unit (VECU) connector C pin 2.
Message Identification (MID): 144 the open in the data line and retest the
system.
If continuity does exist, go to “Test 3 —
transmits fault codes and warning messages
across the J1587 data line. In the event of a
J1939 data line failure, critical system data is
prioritized and then transmitted across the J1587
Module” on page 505
data lines to the appropriate control module. The
V-MAC IV system is designed to allow limp home
engine operation with the loss of the J1939 data Test 3 — Checking for an Open
signal as long as the J1587 data lines are still
operational. between the Instrument Cluster
Module (ICM) and Engine
Code Setting Conditions:Code SID 250 will set Management System (EMS) Module
when the Instrument Cluster Module (ICM) loses
all communication on the J1587 data line. The 1. Turn the ignition switch OFF.
fault will become inactive if communication
resumes. 2. Disconnect the Instrument Cluster Module
(ICM) connector A.
Test 1 — Checking for Code SID 250 (EMS) Module connector A.
1. Verify that code SID 250 is set. 4. Check for continuity between Instrument
If code SID 250 is set, go to “Test 2 — Cluster Module (ICM) connector A pin 18
Checking for an Open between the and Engine Management System (EMS)
Instrument Cluster Module (ICM) and Module connector A pin 34. Then check for
Vehicle Electronic Control Unit (VECU)” on continuity between Instrument Cluster
page 505. Module (ICM) connector A pin 17 and
If code SID 250 is NOT set, wiggle the Engine Management System (EMS) Module
module harness and connectors to try to set connector A pin 33.
the code. Visually inspect the module If continuity does not exist, locate and repair
connectors and wires for poor connections. the open in the data line and retest the
system.
Test 2 — Checking for an Open If continuity does exist, the Vehicle
Electronic Control Unit (VECU) may have to
between the Instrument Cluster be reflashed. Contact Mack reliability
Module (ICM) and Vehicle Electronic engineering.
Control Unit (VECU)
(ICM) connector A.
Cluster Module (ICM) connector A pin 18
and Vehicle Electronic Control Unit (VECU)
connector C pin 1. Then check for continuity

MID 144-SID 253
MID 144-SID 253
MID 144 SID 253 — EEPROM

CHECKSUM

sum error within the Vehicle Electronic Control
Unit (VECU). The checksum calculated at
start-up differs from the stored checksum. If FMI
2 or FMI 12 is displayed, call MACK Reliability
Engineering.

SPECIFICATIONS
SPECIFICATIONS

SPECIFICATIONS
V-MAC IV SENSOR Boost Air Pressure/Temperature
SPECIFICATIONS Sensor
The tables in this section show the normal Boost Air
specifications for V-MAC IV system sensors. Pressure/Temperature Sensor Specifications
7.7 psi 0.5 volts
Air Application Pressure 12.6 psi 1.0 volts
Transducer Sensor 18.9 psi 1.5 volts

25.0 psi 2.0 volts
Sensor Output 31.4 psi 2.5 volts
Air Application Pressure (5 volt input)
37.7 psi 3.0 volts
0 psi 0.5 volts
44.0 psi 3.5 volts
174 psi 4.5 volts
50.3 psi 4.0 volts
58.0 psi 4.5 volts
Air Suspension Pressure -31°F (-35°C) 35783 ohms
Transducer Sensor -13°F (-25°C) 20076 ohms
5°F (-15°C) 12078 ohms
Sensor Output
Air Suspension Pressure (5 volt input) 23°F (-5°C) 7419 ohms
0 psi 0.5 volts 32°F (0°C) 5887 ohms
174 psi 4.5 volts 41°F (5°C) 4707 ohms
59°F (15°C) 3074.9 ohms
Ambient Air Temperature Sensor 77°F (25°C) 2062.9 ohms
95°F (35°C) 1431.8 ohms
Ambient Air Temperature Sensor Resistance 104°F (45°C) 1008.6 ohms
-4°F (-20°C) 10047.1 ohms 131°F (55°C) 720.7 ohms
32°F (0°C) 3280.7 ohms 149°F (65°C) 521.9 ohms
68°F (20°C) 1231.7 ohms 167°F (75°C) 382.9 ohms
104°F (40°C) 524 ohms 185°F (85°C) 284.4 ohms
203°F (95°C) 213.7 ohms
221°F (105°C) 162.4 ohms
239°F (115°C) 124.1 ohms
249°F (125°C) 113 ohms

SPECIFICATIONS
CAM Speed Sensor Engine Oil Level/Temperature
Sensor (Oil Level)
CAM Speed Sensor
Temperature Sensor Resistance
Engine Oil Level Element
68°F (20°C) 860 ohms Temperature Sensor Resistance
-40°F (-40°C) 10.0 ohms
CRANK Speed Sensor -4°F (-20°C) 10.8 ohms
32°F (0°C) 11.6 ohms
CRANK Speed Sensor
68°F (20°C) 12.5 ohms
104°F (40°C) 13.3 ohms
68°F (20°C) 860 ohms
140°F (60°C) 14.1 ohms
176°F (80°C) 14.9 ohms
EGR Mass Flow Sensor
212°F (100°C) 15.7 ohms
EGR Mass Flow Sensor 248°F (120°C) 16.6 ohms
Temperature Sensor Resistance 284°F (140°C) 17.4 ohms
77°F (25°C) 220 ohms
122°F (50°C) 239 ohms
Engine Oil Level/Temperature
212°F (100°C) 276 ohms
Sensor (Oil Temperature)
302°F (150°C) 313 ohms
392°F (200°C) 349 ohms Engine Oil Temperature Sensor Resistance
482°F (250°C) 385 ohms 77°F (25°C) 1520 ohms
572°F (300°C) 420 ohms 140°F (60°C) 377.9 ohms
194°F (90°C) 139.7 ohms
Engine Coolant Temperature 212°F (100°C) 103.6ohms
Sensor 248°F (120°C) 59.6 ohms
266°F (130°C) 46.1 ohms
Engine Coolant
-31°F (-35°C) 35783 ohms Engine Oil Pressure Sensor
-13°F (-25°C) 20076 ohms
Engine Oil Pressure Sensor Output
5°F (-15°C) 12078 ohms
0 psi 0.5 volts
32°F (0°C) 5887 ohms
101.5 psi 4.5 volts
41°F (5°C) 4707 ohms
59°F (15°C) 3074 ohms
77°F (25°C) 2062.9 ohms
95°F (35°C) 1431.8 ohms
104°F (45°C) 1008.6 ohms
131°F (55°C) 720.7ohms
149°F (65°C) 521.9 ohms
167°F (75°C) 382.9 ohms
185°F (85°C) 284.4 ohms
203°F (95°C) 213.7 ohms
221°F (105°C) 162.35 ohms
239°F (115°C) 124.05 ohms
249°F (125°C) 113 ohms

SPECIFICATIONS
Exhaust Temperature Sensor Intake Air Temperature and
Humidity Sensor
Exhaust Temperature Sensor Resistance
-40°F (-40°C) 84.27 ohms Intake Air Temperature
32°F (0°C) 100.00 ohms or Humidity Sensor Output
77°F (25°C) 109.74 ohms 10% rh 1235 mVolts
122°F (50°C) 119.40 ohms 20% rh 1540 mVolts
212°F (100°C) 138.51 ohms 30% rh 1825 mVolts
392°F (200°C) 175.86 ohms 40% rh 2090 mVolts
572°F (300°C) 212.05 ohms 50% rh 2350 mVolts
752°F (400°C) 247.09 ohms 60% rh 2605 mVolts
932°F (500°C) 280.98 ohms 70% rh 2860 mVolts
1112°F (600°C) 313.71 ohms 80% rh 3125 mVolts

90% rh 3405 mVolts
-40°F (-40°C) 262960 ohms
Front Rear Axle Oil Temperature
-22°F (-30°C) 144790 ohms
Sensor
-4°F (-20°C) 82923 ohms
Front Rear Axle Oil -14°F (-10°C) 49204 ohms
Temperature Sensor Resistance -32°F (-0°C) 30029 ohms
32°F (0°C) 6100 ohms 50°F (10°C) 18959 ohms
86°F (30°C) 1730 ohms 68°F (20°C) 12280 ohms
140°F (60°C) 599 ohms 86°F (30°C) 8178 ohms
212°F (100°C) 184.7 ohms 104°F (40°C) 5575 ohms
248°F (120°C) 111.3 ohms 122°F (50°C) 3874 ohms
284°F (140°C) 70.1 ohms 140°F (60°C) 2720 ohms
158°F (70°C) 1960 ohms
Fuel Level Sensor 176°F (80°C) 1432 ohms
194°F (90°C) 1067 ohms
Fuel Level Sensor Resistance
Full Tank 29–37 ohms
Interior Temperature Sensor
Empty Tank 234–246 ohms
Interior Temperature Sensor Resistance

Fuel Pressure Sensor -4°F (-20°C) 10047.1 ohms
32°F (0°C) 3280.7 ohms
Fuel Pressure Sensor Output
68°F (20°C) 1231.7 ohms
0 psi 0.5 volts
104°F (40°C) 524 ohms
101.5 psi 4.5 volts

SPECIFICATIONS
Primary Air Pressure Transducer Turbo Speed Sensor
Sensor
Turbo Speed Sensor
Sensor Output Temperature Sensor Resistance
Primary Air Pressure (5 volt input)
77°F (25°C) 600-1000 ohms
0 psi 0.5 volts
174 psi 4.5 volts Vehicle Speed Sensor: Mack Manual
Transmissions & Eaton Fuller
Rear Rear Axle Oil Temperature Manual/Automatic Transmissions
Sensor
Vehicle Speed Sensor
Rear Rear Axle Oil Temperature Sensor Resistance
68°F (20°C) 163 ohms
32°F (0°C) 6100 ohms
86°F (30°C) 1730 ohms Vehicle Speed Sensor: ArvinMeritor
140°F (60°C) 599 ohms
Transmissions
212°F (100°C) 184.7 ohms
248°F (120°C) 111.3 ohms
Part No. Sensor Resistance
284°F (70.1°C) 70.1 ohms
4302691 2000-4000 ohms
691905 1500-3500 ohms
Secondary Air Pressure Transducer
Sensor Water In Fuel Filter Sensor
Sensor Output
Secondary Air Pressure (5 volt input) Water In Fuel Filter
Sensor Temperature Sensor Resistance
0 psi 0.5 volts
77°F (25°C) 82 K ohms
174 psi 4.5 volts
Transmission Oil Temperature

Sensor
Transmission Oil
32°F (0°C) 6100 ohms
86°F (30°C) 1730 ohms
140°F (60°C) 599 ohms
212°F (100°C) 184.7 ohms
248°F (120°C) 111.3 ohms
284°F (70.1°C) 70.1 ohms

NOTES

SCHEMATICS AND DIAGRAMS

SYSTEM CONNECTORS
507
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The V-MAC IV system utilizes many different
connector styles and sizes. The Engine
Management System (EMS) Module, Instrument
Cluster Module (ICM), and the Vehicle Electronic
Control Unit (VECU) are some of the largest !
connectors in the system. These connectors and
control units are where the majority of the V-MAC "
IV system testing is performed. This section
illustrates the EMS Module, ICM, and Vehicle
Electronic Control Unit (VECU) connectors and
includes charts with connector terminal
identification and functions. The charts should not
be used as a replacement for the detailed tests
that appear in this manual. The charts are
intended as an identification reference for use
when repairing a connector or terminal.

Module
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has two 62 pin connectors. To disconnect a
connector from the EMS Module, pull back on the
connector lock and gently pull the connector back
on its heel and away from the EMS Module. For
easy reference, the following illustration shows
each pin number as it appears on the connector.
Be sure that the connector is aligned as shown
below to avoid confusion when checking pin
numbers. The connector numbers and EMS
Module orientation are shown as a reference for

reconnecting the EMS Module to the engine
harness. %-3-/$5,%#/..%#4/2"
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Figure 507 — EMS Connectors

ENGINE MANAGEMENT SYSTEM (EMS) EMS Module Connector A
MODULE
PIN
Number Description
EMS Module Connector A
37 Crank speed sensor (-)
PIN
Number Description 38 Crank speed sensor (+)
1 Not used 39 Fan speed sensor (-)
2 Not used 40 Spill Valve (SV) injector 6 (output)
3 Water In Fuel Filter (WIFF) valve 41 Turbo speed sensor (+)
4 Not used 42 Turbo speed sensor (-)
5 Not used 43 Humidity temp signal
6 Not used 44 Needle Control Valve (NCV) injector 5
(output)
7 5 volt reference signal
45 CAM speed sensor (+)
8 Not used
46 CAM speed sensor (-)
9 Not used
47 Boost temperature signal
10 Not used
48 Spill Valve (SV) injector 5 (output)
11 5 volts reference ground
49 Not used
12 Needle Control Valve (NCV) injector 2
(output) 50 Not used
13 Not used 51 Not used
14 Not used 52 Needle Control Valve (NCV) injector 4
(output)
15 Not used
53 Not used
54 Not used
17 Not used
55 Not used
18 Not used
19 Not used
57 Ground (-)
20 NCV injector 1 (output)
58 Not used
21 Not used
59 Spill Valve (SV) common 1,2,3 injectors
22 Boost pressure signal
60 Spill Valve (SV) common 4,5,6 injectors
23 Humidity sensor signal
61 Needle Control Valve (NCV) injector
24 Spill Valve (SV) injector 1 (output) common 4,5,6 injectors
25 Not used 62 Needle Control Valve (NCV) injector
26 Not used common 1,2,3 injectors
27 Not used
(output)
29 Not used
30 Not used
31 Oil Temperature signal
33 J1708/J1587B
34 J1708/J1587A
35 Fan speed sensor (+)
(output)

EMS Module Connector B EMS Module Connector B
PIN PIN
Number Description Number Description
3 Oil level (supply) 41 Not used
4 Oil level (ground) 42 Not used
8 WIFF switch (+) input 46 Not used
9 EGR valve (-) 47 Not used
10 Switched ground for WIFF and coolant 48 Not used
level 49 Electronic fan clutch (-) out
11 Oil pressure signal 50 Not used
12 Not used 51 J1939 High
13 EGR valve (+) 52 VGT valve and EGR J1939 CAN 2 (+)
15 Buffer IVS 54 Not used
16 Fuel pressure signal 55 J1939 Low
17 Oil pressure (+), crank press (+), fuel press 56 VGT valve and EGR J1939 CAN 2 (-)
(+)
57 Engine Management System (EMS)
18 Coolant temp (-), oil press (-), crank press Module power supply
(-), fuel press (-)
58 EMS Module Ground
19 Not used
20 Not used
60 EMS Module power supply
21 Not used
22 Not used
62 Not used
23 Coolant level warning (+) input
24 Not used
25 Not used
26 Not used
27 Coolant temperature (+) input
28 Crankcase pressure signal
29 Not used
30 Engine compression brake (-) output
31 Oil level (ground)
32 Not used
33 Not used
34 Not used
35 Not used
36 Not used
37 Not used
38 Not used

Instrument Cluster Module (ICM)
508
Connectors
The Instrument Cluster Module (ICM) has two 30
pin connectors and one 22 pin connector. Each
pin is marked on the inside of the connector. To
disconnect a connector from the ICM, press down
on the tang of the harness connector and gently
pull the connector from the ICM. Be sure that the
connector is aligned as shown below to avoid
confusion when checking pin numbers. The
connector number and color are shown as a
reference for reconnecting the ICM harness.

Figure 508 — ICM Connectors

Instrument Cluster Module (ICM) Connectors
ICM Connector B
ICM Connector A PIN
Number Description
PIN
Number Description 1 Redundant sensor ground ref (Connected
to A12)
1 Battery
2 Application air pressure sensor input
2 Ground
3 Fuel level sensor
3 Ignition (Key ON & Voltmeter signal)
4 Exhaust temperature sensor
4 Display control switch (SELECT)
5 Exhaust temperature sensor
5 Display control switch (ESCAPE)
6 Air suspension pressure sensor input
6 Display control switch (UP)
7 Spare DI L1
7 Display control switch (DOWN)
8 Spare DI L2
8 Wake up from sleep (GND)
9 Outdoor temp sensor
9 Rheostat (dimming signal)
10 Rear axle oil temp sensor, front
10 Optional telltale input #1
11 Rear axle oil temp sensor, rear
12 Transmission oil temp sensor
12 Sensor ground reference (Connected to
B1) 13 Primary air pressure sensor input
13 Spare AI 1 14 Secondary air pressure sensor input
14 Spare DI L8 15 Spare AI R1 (Resistive)
15 SAE J1939, (High) 16 Cab temp sensor
16 SAE J1939, (Low) 17 Pwr supply, 5V (Air susp sensor)
17 SAE J1708/1587, (High) 18 Pwr supply, 5V (Application air sensor)
18 SAE J1708/1587, (Low) 19 Power supply, 5V (Primary air sensor)
19 Key switch ignition signal out (acc) 20 Power supply, 5V (Secondary air sensor)
20 Low voltage disconnect 21 Power supply, 5V Spare #3
21 Spare buzzer input (high) 22 Heated mirror (indicator lamp in switch)
22 PDLO Input 23 Spare DI L4
23 LVD Relay Feedback 24 Spare DI L5
24 Spare DI-L6 25 High beam
25 Spare DI H1 26 Turn Signal, Left
26 Wake up from sleep (pull-up to V battery) 27 Turn Signal, Left
27 Heated mirror switch 28 Engine preheat input #2
28 Preheat, Wait to start telltale 29 Buffered Speed Output
29 Trans in reverse 30 Buffered Tach Output
30 Spare buzzer input (low)

509
ICM Connector C

PIN
Number Description
1 Optional second CAN link, (SAE J1939,
A-line +)
B-line -)
3 Brake pad 2

4 Washer fluid level

A-line + Redundant)
6 Spare DI L10
7 Brake pad 1

8 Spare DI L9


B-line - Redundant)

11 Auto Start & Stop, Audible Alarm
(underhood)
12 Auto Start & Stop, Armed
13 Air Filter Restriction

14 Emergency Stop Lamp Relay

A-line + Redundant + resistor)
16 Spare DI H2
17 AutoStart Ignition Input

18 Spare DI L3
19 Front Inter-Wheel Lock
20 Rear Inter-Wheel Lock
21 Spare DI L7

B-line - Redundant + resistor)


(VECU) Connectors

The Vehicle Electronic Control Unit (VECU) has
two 30 pin connectors and one 5 pin connector. Figure 509 — VECU Connectors
Each pin is marked on the inside of the
connector. To disconnect a connector from the
VECU, press down on the tang of the harness
connector and gently pull the connector from the
VECU. Be sure that the connector is aligned as
shown below to avoid confusion when checking
pin numbers. The connector number and color
are shown as a reference for reconnecting the
VECU harness.

VECU Connector B
Connectors
PIN
VECU Connector A Number Description
PIN 1 Power Relay #1 (load shedding)

Number Description 2 Power Relay #2 (load shedding)
1 Cruise Control: Set/Decel 3 Interwheel Diff Lock
2 Cruise Control: Resume/Accel 4 5th Wheel Slide Interlock
3 Cruise Control: On/Off 5 Output Supply 4
4 A/C On 6 Vehicle Speed Sensor (+)
5 Service Brake 7 PTO 2
6 Key Switch Crank 8 Throttle Pedal Signal
7 Key Switch Preheat 9 Spare
8 Clutch 10 Output supply 1, (T.P.)
9 Neutral 11 Parking brake
10 Air Suspension Interlock 12 Torque Limit
11 DRL Control 13 RH Operation
12 Ground 14 Spare
13 Battery (+) 15 EMS Relay
14 Key Switch Ignition 16 CDS output 2 / PTO 4
15 N/A 17 Buffered IVS 1 (only EMS)
16 N/A 18 CDS output 1 / PTO 3
17 CDS 2 switch / PTO 4 19 Output Supply 3
18 IVS2 used for Automatic gearbox 20 Vehicle Speed Sensor (−)
19 Fan Override 21 CDS 1 / PTO 3
20 Engine brake 2 22 Analog ground
21 Engine brake 1 23 Analog ground
22 EOL 24 Stalk engine brake
23 IVS 1 25 Output Supply 5
24 Water in Fuel 26 Output Supply 2
25 Interwheel Lock 27 Spare
26 5th Wheel Slide Switch 28 Starter Control (ASSIST or starter
27 Remote Engine Shutdown protection)
28 Hood Tilt Switch 29 Spare
29 PTO1 30 Shut Down Override
30 DRL Override
VECU Connector C
PIN
Number Description
1 J1587 B
2 J1587 A
3 Not used
4 J1939 H
5 J1939 L

INDEX
INDEX

INDEX
A MID 128 PID 85 — CRUISE CONTROL
STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
ABOUT THIS MANUAL. . . . . . . . . . . . . . . . . . . . . . . 3
MID 128 PID 91 — PEDAL MESSAGE . . . . . . . . . . 49
ADVISORY LABELS . . . . . . . . . . . . . . . . . . . . . . . . . 2
MID 128 PID 94 — FUEL PRESSURE (FP)
AIR APPLICATION PRESSURE TRANSDUCER
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
MID 128 PID 97 — WATER IN FUEL FILTER
AIR SUSPENSION PRESSURE TRANSDUCER
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
MID 128 PID 98 — ENGINE OIL
AMBIENT AIR TEMPERATURE SENSOR . . . . . . 508
LEVEL/TEMPERATURE SENSOR . . . . . . . . . . 65
B MID 128 PID 100 — ENGINE OIL PRESSURE
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
BOOST AIR PRESSURE/TEMPERATURE
MID 128 PID 102 — BOOST AIR
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
PRESSURE/TEMPERATURE SENSOR . . . . . . 81
C MID 128 PID 103 — TURBO SPEED SENSOR . . . 88
MID 128 PID 105 — BOOST AIR
CAB AND DASHBOARD SWITCHES. . . . . . . . . . . 11
PRESSURE/TEMPERATURE SENSOR . . . . . . 93
CAM SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . 509
MID 128 PID 108 — AMBIENT PRESSURE
CRANK SPEED SENSOR . . . . . . . . . . . . . . . . . . 509
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
MID 128 PID 110 — ENGINE COOLANT
D TEMPERATURE SENSOR . . . . . . . . . . . . . . . 101
DIAGNOSTIC TOOLS. . . . . . . . . . . . . . . . . . . . . . . 16 MID 128 PID 111 — COOLANT LEVEL
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
E MID 128 PID 153 — CRANKCASE PRESSURE
EGR MASS FLOW SENSOR . . . . . . . . . . . . . . . . 509 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
ELECTRICAL TERMS. . . . . . . . . . . . . . . . . . . . . . . 18 MID 128 PID 158 — BATTERY VOLTAGE . . . . . . 124
ENGINE COOLANT TEMPERATURE MID 128 PID 171 — AMBIENT AIR
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509 TEMPERATURE STATUS . . . . . . . . . . . . . . . . 126
ENGINE MANAGEMENT SYSTEM (EMS) MID 128 PID 172 — INTAKE AIR
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514 TEMPERATURE AND HUMIDITY SENSOR . . 128
ENGINE OIL LEVEL/TEMPERATURE SENSOR MID 128 PID 175 — ENGINE OIL
(OIL LEVEL) . . . . . . . . . . . . . . . . . . . . . . . . . . 509 LEVEL/TEMPERATURE SENSOR . . . . . . . . . 135
ENGINE OIL LEVEL/TEMPERATURE SENSOR MID 128 PID 177 — TRANSMISSION OIL
(OIL TEMPERATURE) . . . . . . . . . . . . . . . . . . 509 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . 141
ENGINE OIL PRESSURE SENSOR. . . . . . . . . . . 509 MID 128 PID 190 — ENGINE OIL
EXHAUST TEMPERATURE SENSOR . . . . . . . . . 510 LEVEL/TEMPERATURE SENSOR . . . . . . . . . 143
MID 128 PID 224 — IMMOBILIZER. . . . . . . . . . . . 144
F MID 128 PID 228 — CALIBRATION FACTOR . . . 147
FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 MID 128 PID 240 — PROGRAM MEMORY . . . . . 149
FRONT REAR AXLE OIL TEMPERATURE MID 128 PID 245 — TOTAL VEHICLE
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510 DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
FUEL LEVEL SENSOR. . . . . . . . . . . . . . . . . . . . . 510 MID 128 PID 251 — TIME DATA FAILURE. . . . . . 152
FUEL PRESSURE SENSOR . . . . . . . . . . . . . . . . 510 MID 128 PID 252 — DATE DATA FAILURE . . . . . 156
MID 128 PID 354 — INTAKE AIR
I TEMPERATURE AND HUMIDITY SENSOR . . 160
INSTRUMENT CLUSTER MODULE (ICM) MID 128 PID 404 — COMPRESSOR
CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . 517 DISCHARGE TEMPERATURE . . . . . . . . . . . . 174
INTAKE AIR TEMPERATURE AND HUMIDITY MID 128 PID 412 — EGR TEMPERATURE
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510 AFTER COOLER . . . . . . . . . . . . . . . . . . . . . . . 175
INTERIOR TEMPERATURE SENSOR. . . . . . . . . 510 MID 128 PPID 35 — EGR MASS FLOW
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
M MID 128 PPID 55 — ECU TEMPERATURE . . . . . 185
MID 128 PID 26 — ESTIMATED % FAN SPEED . . 34 MID 128 PPID 86 — ENGINE RETARDER
MID 128 PID 49 — ABS STATUS. . . . . . . . . . . . . . 41 PERCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
MID 128 PID 50 — AC SYSTEM STATUS . . . . . . . 43 MID 128 PPID 89 — VARIABLE GEOMETRY
MID 128 PID 84 — VEHICLE SPEED STATUS . . . 45 TURBOCHARGER SMART REMOTE
ACTUATOR TEMPERATURE . . . . . . . . . . . . . 188

INDEX
MID 128 PPID 122 — ENGINE COMPRESSION MID 140 PPID 119 — COOLANT
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .190 TEMPERATURE STATUS . . . . . . . . . . . . . . . . 386
MID 128 PSID 201 — CAN1 J1939 MID 140 PSID 200 — TIMEOUT ON J1939
COMMUNICATION LINK B. . . . . . . . . . . . . . . .194 COMMUNICATIONS FROM EMS
MID 128 PSID 232 — CAN2 J1939 MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
COMMUNICATION LINK A. . . . . . . . . . . . . . . .198 MID 140 PSID 201 — TIMEOUT ON J1939
MID 128 SID 1 — FUEL INJECTOR UNIT #1 . . . .203 COMMUNICATIONS FROM THE VECU. . . . . 396
MID 128 SID 2 — FUEL INJECTOR UNIT #2 . . . .211 MID 140 PSID 204 — TIMEOUT ON J1939
MID 128 SID 3 — FUEL INJECTOR UNIT #3 . . . .219 COMMUNICATIONS FROM THE ANTILOCK
MID 128 SID 4 — FUEL INJECTOR UNIT #4 . . . .227 BRAKE SYSTEM (ABS) MODULE . . . . . . . . . 400
MID 128 SID 5 — FUEL INJECTOR UNIT #5 . . . .235 MID 140 PSID 205 — TIMEOUT ON J1939
MID 128 SID 6 — FUEL INJECTOR UNIT #6 . . . .243 COMMUNICATIONS FROM THE
MID 128 SID18 — WATER IN FUEL VALVE . . . . .251 TRANSMISSION CONTROL MODULE . . . . . . 404
MID 128 SID 21 — CAM SPEED SENSOR . . . . . .253 MID 140 PSID 206 — TIMEOUT ON ENGINE
MID 128 SID 22 — CRANK SPEED SENSOR. . . .262 RETARD COMMUNICATION FROM ENGINE
MID 128 SID 27 — VARIABLE GEOMETRY MANAGEMENT SYSTEM MODULE . . . . . . . . 408
TURBOCHARGER SMART REMOTE MID 140 PSID 222 — TIMEOUT ON 1587
ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . .271 COMMUNICATIONS FROM EMS
MID 128 SID 33 — COOLING FAN CONTROL . . .274 MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
MID 128 SID 39 — STARTER OUTPUT . . . . . . . .279 MID 140 PSID 223 — TIMEOUT ON J1587
MID 128 SID 146 — EGR CONTROL VALVE . . . .284 COMMUNICATIONS FROM THE
MID 128 SID 211 — SENSOR SUPPLY TRANSMISSION CONTROL MODULE . . . . . . 413
VOLTAGE #2 . . . . . . . . . . . . . . . . . . . . . . . . . .298 MID 140 PSID 53 — BUFFERED ENGINE
MID 128 SID 230 — IDLE VALIDATION SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .301 MID 140 PSID 54 — BUFFERED VEHICLE
MID 128 SID 231 — CAN1 J1939 SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
COMMUNICATION LINK A. . . . . . . . . . . . . . . .305 MID 140 SID 231 — J1939 DATA LINK . . . . . . . . 417
MID 128 SID 232 — SENSOR SUPPLY MID 140 SID 240 — MAIN SOFTWARE
VOLTAGE #1 . . . . . . . . . . . . . . . . . . . . . . . . . .313 CHECKSUM. . . . . . . . . . . . . . . . . . . . . . . . . . . 425
MID 128 SID 253 — DATASET MEMORY . . . . . . .316 MID 140 SID 250 — J1587 DATA LINK . . . . . . . . 426
MID 128 SID 254 — RAM/WATCHDOG TIMER MID 140 SID 253 — EEPROM CHECKSUM . . . . 429
RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317 MID 144 PID 240 — MAIN SOFTWARE
MID 140 PID 77 — FRONT REAR AXLE OIL CHECKSUM. . . . . . . . . . . . . . . . . . . . . . . . . . . 497
TEMPERATURE SENSOR. . . . . . . . . . . . . . . .318 MID 144 PID 84 — ROAD SPEED . . . . . . . . . . . . 430
MID 140 PID 78 — REAR REAR AXLE OIL MID 144 PID 86 — CRUISE CONTROL SET
TEMPERATURE SENSOR. . . . . . . . . . . . . . . .324 SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435
MID 140 PID 96 — FUEL LEVEL SENSOR . . . . . .330 MID 144 PID 91 — PERCENT ACCELERATOR
MID 140 PID 116 — AIR APPLICATION PEDAL POSITION . . . . . . . . . . . . . . . . . . . . . . 436
PRESSURE TRANSDUCER . . . . . . . . . . . . . .335 MID 144 PPID 3 — STARTER OUTPUT. . . . . . . . 444
MID 140 PID 117 — PRIMARY AIR PRESSURE MID 144 PPID 60 — IDLE VALIDATION SWITCH
TRANSDUCER . . . . . . . . . . . . . . . . . . . . . . . . .341 SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
MID 140 PID 118 — SECONDARY AIR MID 144 PPID 69 — BUFFERED IDLE
PRESSURE TRANSDUCER . . . . . . . . . . . . . .347 VALIDATION SWITCH. . . . . . . . . . . . . . . . . . . 449
MID 140 PID 158 — BATTERY VOLTAGE . . . . . .353 MID 144 PPID 74 — EMS/VECU SUPPLY
MID 140 PID 170 — INTERIOR TEMPERATURE VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .355 MID 144 PSID 1 — RETARDER CONTROL
MID 140 PID 171 — AMBIENT TEMPERATURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .361 MID 144 PSID 8 — NEUTRAL POSITION
MID 140 PID 173 — EXHAUST TEMPERATURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .367 MID 144 PSID 9 — CLUTCH SWITCH . . . . . . . . . 461
MID 140 PID 177 — TRANSMISSION OIL MID 144 PSID 14 — DATAMAX GENERAL
TEMPERATURE SENSOR. . . . . . . . . . . . . . . .372 ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 464
MID 140 PID 358 — AIR SUSPENSION MID 144 PSID 16 — POWER RELAY 1 . . . . . . . . 465
PRESSURE TRANSDUCER . . . . . . . . . . . . . .378 MID 144 PSID 17 — POWER RELAY 2 . . . . . . . . 467
MID 140 PID 439 — BOOST PRESSURE MID 144 PSID 26 — DATAMAX TRIP LOG . . . . . 469
STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .384 MID 144 PSID 28 — DATAMAX GPS LOG. . . . . . 470

INDEX
MID 144 PSID 34 — FIFTH WHEEL SLIDE S
SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . 471
SAE MESSAGE DESCRIPTIONS . . . . . . . . . . . . . . 26
MID 144 PSID 200 — TIMEOUT ON J1939
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . 2
COMMUNICATIONS FROM EMS
SECONDARY AIR PRESSURE TRANSDUCER
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
MID 144 PSID 205 — J1939 DATA LINK . . . . . . 479
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
MID 144 PSID 206 — J1939 DATA LINK . . . . . . . 483
SYSTEM CONNECTORS . . . . . . . . . . . . . . . . . . . 514
MID 144 SID 230 — IDLE VALIDATION
SYSTEM DIAGNOSTICS. . . . . . . . . . . . . . . . . . . . . 16
SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 486
MID 144 SID 231 — J1939 DATA LINK . . . . . . . . 489 T
MID 144 SID 243 — CRUISE CONTROL SET
TRANSMISSION OIL TEMPERATURE
SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 498
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
MID 144 SID 246 — SERVICE BRAKE
TROUBLESHOOTING PROCEDURES. . . . . . . . . . 18
PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . 501
TURBO SPEED SENSOR . . . . . . . . . . . . . . . . . . . 511
MID 144 SID 250 — J1587 DATA LINK . . . . . . . . 503
MID 144 SID 253 — EEPROM CHECKSUM . . . . 506 V
P VEHICLE ELECTRONIC CONTROL UNIT (VECU)
CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . 519
PRIMARY AIR PRESSURE TRANSDUCER
VEHICLE SPEED SENSOR
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
ARVINMERITOR TRANSMISSIONS . . . . . . . 511
R MACK MANUAL TRANSMISSIONS & EATON
FULLER MANUAL/AUTOMATIC
READING DIAGNOSTIC FAULT CODES . . . . . . . 19
TRANSMISSIONS . . . . . . . . . . . . . . . 511
REAR REAR AXLE OIL TEMPERATURE
V-MAC IV SENSOR SPECIFICATIONS . . . . . . . . 508
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
V-MAC IV SYSTEM OVERVIEW . . . . . . . . . . . . . . . . 6
W
WATER IN FUEL FILTER SENSOR . . . . . . . . . . . 511

V-MAC IV
®
DIAGNOSTIC SERVICE MANUAL
PRINTED IN U.S.A.
8-213 MACK TRUCKS, INC. 2009

Manual Vmac IV 2004

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Manual Vmac IV 2004

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2004 EMISSIONS STANDARD

V-MAC IV Diagnostic Equipment

JANUARY 2009 — SUPERSEDES ISSUE DATED © MACK TRUCKS, INC. 2009

The information, specifications, and illustrations in this publication

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

Page ii January 2009

January 2009 Page iii

Page iv January 2009

January 2009 Page v

Page vi January 2009

January 2009 Page vii

Page viii January 2009

January 2009 Page 1

Danger indicates an unsafe practice that could result in death or serious

Warning indicates an unsafe practice that could result in personal injury.

Page 2 January 2009

January 2009 Page 3

Page 4 January 2009

DESCRIPTION AND OPERATION

January 2009 Page 5

Page 6 January 2009

January 2009 Page 7

Page 8 January 2009

ENGINE POSITION (EP) SENSOR FRONT DRIVE AXLE OIL TEMPERATURE

January 2009 Page 9

On vehicles equipped with an electronic gauge

The Intake Manifold Temperature Sensor is part

Page 10 January 2009

January 2009 Page 11

Page 12 January 2009

Figure 1 — Engine Management System (EMS) Module (Inputs and Outputs)

January 2009 Page 13

Figure 2 — Vehicle Electronic Control Unit (VECU) (Inputs and Outputs)

Page 14 January 2009

     ## 

 #  %!

#  

  !!

  

  !

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#"! #    

January 2009 Page 15

and go OFF when there are no longer any

Page 16 January 2009

The MINIMUM PC requirements for the Premium

The RECOMMENDED PC requirements for the

January 2009 Page 17

Never use a test light, whether self-powered or

Page 18 January 2009

January 2009 Page 19

Figure 6 — Interface Devices

Page 20 January 2009

In any of the test procedures requiring insertion of

January 2009 Page 21

6 Current High 5 Open

Page 22 January 2009

4 Voltage Low 7 Out Of

Engine P122 128 1 Valid Low 12 Failed Device

January 2009 Page 23

Cooling Fan SID33 128 3 Voltage High 12 Failed Device

Page 24 January 2009

January 2009 Page 25

Parameter Identifier (PID) Description

##

# %!

#

!!

!

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#"! #

(" ," ,. (.

"&)&!&"! "&) %

*," (.