EEM3 Troubleshoot information 1

Research & Development 838014000.C2

838014000.C2

EEM3 TROUBLESHOOT INFORMATION

(SW V1.2.0.0)

8.3.2006

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Research & Development 838014000.C2

Copyright 2010 Sisu Diesel Inc.. All rights are reserved.

This document and its contents are the property of Sisu Diesel Inc. and may not be
reproduced or redistributed any way without their written consent.
This document is subject to change without notice. Information contained in these
materials are confidential trade secrets of Sisu Diesel Inc., and may not be used or
disclosed to any person without the express written consent of Sisu Diesel Inc..

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Research & Development 838014000.C2

CHANGE HISTORY

Version Change Note Date

.C2 Updated 4 cyl. Engine solenoid valve information 8.3.2006
.C1 Update for sw v1.2.0.0 3.3.2006
.B2 Updated missing information on various faults 29.1.2006
.B1 Initial draft for sw v1.1.0.0 8.12.2005

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1 INTRODUCTION ....................................................................................................................................... 9

1.1 Purpose............................................................................................................................................. 9

1.2 Scope ................................................................................................................................................ 9

1.3 Definitions, Terms, Acronyms and Abbreviations ....................................................................... 9

1.4 References ....................................................................................................................................... 9

2 EEM3 GENERAL INSTRUCTIONS ........................................................................................................ 10

3 INITIAL SYSTEM CHECK....................................................................................................................... 11

4 ENGINE MONITORING........................................................................................................................... 12

4.1 98, SPN 100, FMI 18, Oil pressure LOW, warning....................................................................... 12

4.2 99, SPN 100, FMI 1, Oil pressure LOW, alarm ............................................................................. 13

4.3 102, SPN 102, FMI 18, Boost pressure LOW ............................................................................... 14

4.4 103, SPN 102, FMI 16, Boost pressure ABOVE NORMAL.......................................................... 14

4.5 112, SPN 110, FMI 16, Coolant temperature HIGH, warning...................................................... 15

4.6 113, SPN 110, FMI 0, Coolant temperature HIGH, alarm ........................................................... 16

4.7 116, SPN 105, FMI 16, Intake manifold temperature ABOVE NORMAL.................................... 17

4.8 94, SPN 190, FMI 16, Engine Overspeed (over 3000 rpm) ........................................................ 18

4.9 92, SPN 100, FMI 16, Oil pressure ABOVE NORMAL (9,5bar/30°C) .......................................... 18

4.10 276, SPN 102, FMI 31, Intake manifold pressure drop too HIGH at cranking .......................... 19

5 ENGINE SENSOR DIAGNOSTICS......................................................................................................... 20

5.1 COOLANT TEMPERATURE SENSOR .......................................................................................... 20

5.1.1 110, SPN 110, FMI 4, Coolant temperature sensor defect LOW ............................................ 20
5.1.2 111, SPN 110, FMI 3, Coolant temperature sensor defect HIGH ........................................... 20
5.2 FUEL TEMPERATURE SENSOR................................................................................................... 21
5.2.1 251, SPN 174, FMI 4, Fuel temperature sensor defect LOW.................................................. 21
5.2.2 252, SPN 174, FMI 3, Fuel temperature sensor defect HIGH................................................. 22
5.3 INTAKE AIR TEMPERATURE SENSOR ....................................................................................... 22
5.3.1 114, SPN 105, FMI 4, intake manifold temperature sensor defect LOW ................................ 22
5.3.2 115, SPN 105, FMI 3, intake manifold temperature sensor defect HIGH ............................... 23
5.4 OIL PRESSURE SENSOR.............................................................................................................. 23
5.4.1 96, SPN 100, FMI 4, Oil pressure sensor defect LOW............................................................ 23
5.4.2 97, SPN 100, FMI 3, Oil pressure sensor defect HIGH........................................................... 24
5.4.3 95, SPN 100, FMI 31, Oil pressure sensor defect ................................................................... 25
5.5 BOOST PRESSURE SENSOR ....................................................................................................... 26
5.5.1 100, SPN 102, FMI 4, Boost pressure sensor defect LOW..................................................... 26
5.5.2 101, SPN 102, FMI 3, Boost pressure sensor defect HIGH .................................................... 26

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5.6 RAIL PRESSURE SENSOR ........................................................................................................... 27

5.6.1 263, SPN 157, FMI 4, Rail pressure sensor defect LOW........................................................ 27
5.6.2 264, SPN 157, FMI 3, Rail pressure sensor defect HIGH ....................................................... 28
5.7 FUEL FILTER PRESSURE SENSOR............................................................................................. 29
5.7.1 291, SPN 94, FMI 4, Fuel filter pressure sensor defect LOW ................................................. 29
5.7.2 292, SPN 94, FMI 3, Fuel filter pressure sensor defect HIGH ................................................ 29
5.7.3 442, SPN 9153, FMI 31, Fuel Filter pressure sensor, loose of contact................................... 30
5.8 ENGINE SPEED SENSORS, GENERAL MONITORING............................................................... 31
5.8.1 269, SPN 9090, FMI 31, Engine speed signal, evaluation error ............................................. 31
5.9 CRANK SPEED SENSOR .............................................................................................................. 32
5.9.1 271, SPN 9070, FMI 31, Crank speed signal TPU .................................................................. 32
5.9.2 272, SPN 9071, FMI 31, Crank speed signal, too much noise pulses .................................... 33
5.9.3 273, SPN 9072, FMI 31, Crank speed sensor, reverse connected ......................................... 34
5.10 CAM SPEED SENSOR ................................................................................................................... 35
5.10.1 281, SPN 9080, FMI 31, Cam speed signal APS .................................................................... 35
5.10.2 282, SPN 9081, FMI 31, Cam speed signal TPS .................................................................... 36
5.10.3 283, SPN 9082, FMI 31, Cam speed sensor, reverse connected ........................................... 37
5.10.4 284, SPN 9083, FMI 31, No cam speed signal found ............................................................. 38
5.11 AUXILIARY SENSOR DIAGNOSTICS ........................................................................................... 39
5.11.1 80, SPN 91, FMI 4, Throttle 1 sensor defect LOW .................................................................. 39
5.11.2 81, SPN 91, FMI 3, Throttle 1 sensor defect HIGH ................................................................. 40
5.11.3 82, SPN 9140, FMI 4, Throttle 2 sensor defect LOW.............................................................. 40
5.11.4 83, SPN 9140, FMI 3, Throttle 2 sensor defect HIGH ............................................................. 41
5.11.5 84, SPN 9141, FMI 4, Throttle 3 sensor defect LOW.............................................................. 42
5.11.6 85, SPN 9141, FMI 3, Throttle 3 sensor defect HIGH ............................................................. 43
6 FUEL INJECTION SYSTEM MONITORING........................................................................................... 45

6.1 Fuel supply..................................................................................................................................... 45

6.1.1 441, SPN 9152, FMI 31, Fuel Filter pressure, fluctuating ....................................................... 45
6.1.2 445, SPN 94, FMI 16, Fuel Filter pressure ABOVE NORMAL ................................................ 46
6.1.3 446, SPN 94, FMI 18, Fuel Filter pressure BELOW NORMAL ............................................... 46
6.1.4 253, SPN 174, FMI 16, Fuel temperature ABOVE NORMAL (> + 90 °C)............................... 47
6.1.5 121, SPN 97, FMI 31, Water in fuel (optional sensor)............................................................. 48
6.2 RAIL PRESSURE MONITORING ................................................................................................... 49
6.2.1 265, SPN 157, FMI 16, Rail pressure ABOVE NORMAL........................................................ 49
6.2.2 381, SPN 157, FMI 1, Rail pressure LOW............................................................................... 50
6.2.3 382, SPN 157, FMI 0, Rail pressure HIGH.............................................................................. 51
6.2.4 383, SPN 9150, FMI 16, Rail pressure, Negative deviation .................................................... 52
6.2.5 384, SPN 9150, FMI 18, Rail pressure, Positive deviation...................................................... 53
6.2.6 385, SPN 9150, FMI 5, Rail pressure, Leakage detected during low idle............................... 54
6.2.7 386, SPN 9150, FMI 8, Rail pressure, Leakage detected by quantity balance....................... 55
6.2.8 387, SPN 9150, FMI 31, Rail pressure, Leakage detected during overrun............................. 56
6.2.9 391, SPN 9151, FMI 31, PRV recognised as open ................................................................. 56
6.2.10 392, SPN 9151, FMI 7, PRV is sticking ................................................................................... 58
6.3 INJECTOR DIAGNOSTICS............................................................................................................. 58
6.3.1 311, SPN 9131, FMI 6, Solenoid valve 1, Short circuit to GROUND (Bank off)...................... 58
6.3.2 312 SPN 9131, FMI 3, Solenoid valve 1, Short circuit between cables (Bank off).................. 60
6.3.3 313 SPN 9131, FMI 5, Solenoid valve 1, OPEN CIRCUIT...................................................... 61
6.3.4 314 SPN 9131, FMI 31, Solenoid valve 1, Fast decay error (Bank off)................................... 62
6.3.5 315 SPN 9131, FMI 12, Solenoid valve 1, Current level error (Bank off)................................ 62

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6.3.6 321, SPN 9132, FMI 6, Solenoid valve 2, Short circuit to GROUND (Bank off)...................... 63
6.3.7 322 SPN 9132, FMI 3, Solenoid valve 2, Short circuit between cables (Bank off).................. 65
6.3.8 323 SPN 9132, FMI 5, Solenoid valve 2, OPEN CIRCUIT...................................................... 65
6.3.9 324 SPN 9132, FMI 31, Solenoid valve 2, Fast decay error (Bank off)................................... 66
6.3.10 325 SPN 9132, FMI 12, Solenoid valve 2, Current level error (Bank off)................................ 67
6.3.11 331, SPN 9133, FMI 6, Solenoid valve 3, Short circuit to GROUND (Bank off)...................... 67
6.3.12 332 SPN 9133, FMI 3, Solenoid valve 3, Short circuit between cables (Bank off).................. 69
6.3.13 333 SPN 9133, FMI 5, Solenoid valve 3, OPEN CIRCUIT...................................................... 70
6.3.14 334 SPN 9133, FMI 31, Solenoid valve 3, Fast decay error (Bank off)................................... 71
6.3.15 335 SPN 9133, FMI 12, Solenoid valve 3, Current level error (Bank off)................................ 71
6.3.16 341, SPN 9134, FMI 6, Solenoid valve 4, Short circuit to GROUND (Bank off)...................... 72
6.3.17 342 SPN 9134, FMI 3, Solenoid valve 4, Short circuit between cables (Bank off).................. 74
6.3.18 343 SPN 9134, FMI 5, Solenoid valve 4, OPEN CIRCUIT...................................................... 74
6.3.19 344 SPN 9134, FMI 31, Solenoid valve 4, Fast decay error (Bank off)................................... 75
6.3.20 345 SPN 9134, FMI 12, Solenoid valve 4, Current level error (Bank off)................................ 76
6.3.21 351, SPN 9135, FMI 6, Solenoid valve 5, Short circuit to GROUND (Bank off)...................... 76
6.3.22 352 SPN 9135, FMI 3, Solenoid valve 5, Short circuit between cables (Bank off).................. 78
6.3.23 353 SPN 9135, FMI 5, Solenoid valve 5, OPEN CIRCUIT...................................................... 79
6.3.24 354 SPN 9135, FMI 31, Solenoid valve 5, Fast decay error (Bank off)................................... 79
6.3.25 355 SPN 9135, FMI 12, Solenoid valve 5, Current level error (Bank off)................................ 80
6.3.26 361, SPN 9136, FMI 6, Solenoid valve 6, Short circuit to GROUND (Bank off)...................... 80
6.3.27 362 SPN 9136, FMI 3, Solenoid valve 6, Short circuit between cables (Bank off).................. 82
6.3.28 363 SPN 9136, FMI 5, Solenoid valve6, OPEN CIRCUIT....................................................... 83
6.3.29 364 SPN 9136, FMI 31, Solenoid valve 6, Fast decay error (Bank off)................................... 83
6.3.30 365 SPN 9136, FMI 12, Solenoid valve 6, Current level error (Bank off)................................ 84
6.4 HIGH PRESSURE PUMP CONTROL (MPRPOP control) ............................................................ 85
6.4.1 421, SPN 9174, FMI 6, MPROP control, Short circuit to ground............................................. 85
6.4.2 422, SPN 9174, FMI 3, MPROP control, Short circuit to BAT+............................................... 85
6.4.3 423, SPN 9174, FMI 5, MPROP control, Open circuit............................................................. 86
6.4.4 424, SPN 9174, FMI 31, MPROP control, Excess temperature.............................................. 86
7 ECU DIAGNOSTICS ............................................................................................................................... 88

7.1 ECU supply voltage ....................................................................................................................... 88

7.1.1 18, SPN 168, FMI 0, Battery voltage VERY HIGH (> 36 V) .................................................... 88
7.1.2 17, SPN 168, FMI 1, Battery voltage VERY LOW (< 6,5 V) .................................................... 88
7.1.3 371, SPN 168, FMI 18, Battery voltage BELOW NORMAL (< 7,8 V) ..................................... 88
7.1.4 372, SPN 168, FMI 16, Battery voltage ABOVE NORMAL ..................................................... 89
7.2 Power management....................................................................................................................... 89
7.2.1 221, SPN 9025, FMI 31, Self test shutoff paths, watchdog..................................................... 89
7.2.2 222, SPN 9026, FMI 3, Self test shutoff paths, processor voltage check HIGH ..................... 90
7.2.3 223, SPN 9027, FMI 4, Self test shutoff paths, processor voltage check LOW ...................... 90
7.2.4 231, SPN 9033, FMI 31, ECU Shut-off does not work ............................................................ 91
7.2.5 233, SPN 9034, FMI 31, ECU Shut-off did not work at last time............................................. 92
7.2.6 235, SPN 9030, FMI 6, Short circuit to ground, ECU main relay 1 ......................................... 92
7.2.7 236, SPN 9031, FMI 6, Short circuit to ground, ECU main relay 2 ......................................... 93
7.2.8 237, SPN 9032, FMI 6, Short circuit to ground, ECU main relay 3 ......................................... 94
7.2.9 241, SPN 9030, FMI 3, Short circuit to BAT+, ECU main relay 1 ........................................... 94
7.2.10 242, SPN 9031, FMI 3, Short circuit to BAT+, ECU main relay 2 ........................................... 95
7.2.11 243, SPN 9031, FMI 3, Short circuit to BAT+, ECU main relay 3 ........................................... 96
7.3 Voltage output................................................................................................................................ 97
7.3.1 211, SPN 9021, FMI 4, 5 Vdc supply 1 defect LOW ( <4.6V) ................................................. 97
7.3.2 212, SPN 9021, FMI 3, 5 Vdc Supply 1 defect HIGH (>5.2V)................................................. 97
7.3.3 213, SPN 9022, FMI 4, 5 Vdc supply 2 defect LOW ( <4.6V) ................................................. 98
7.3.4 214, SPN 9022, FMI 3, 5 Vdc Supply 2 defect HIGH (>5.2V)................................................. 98

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7.3.5 214, SPN 9023, FMI 4, 5 Vdc supply 3 defect LOW ( <4.6V) ................................................. 99
7.3.6 214, SPN 9023, FMI 3, 5 Vdc Supply 3 defect HIGH (>5.2V)................................................. 99
7.3.7 248, SPN 9024, FMI 18, Water in fuel sensor supply voltage BELOW NORMAL ................ 100
7.3.8 249, SPN 9024, FMI 16, Water in fuel sensor supply voltage ABOVE NORMAL................. 101
7.4 ECU internal sensor diagnostics ............................................................................................... 101
7.4.1 22, SPN 1136, FMI 3, ECU temperature sensor defect HIGH .............................................. 101
7.4.2 21, SPN 1136, FMI 4, ECU temperature sensor defect LOW ............................................... 101
7.4.3 20, SPN 1136, FMI 16, ECU temperature ABOVE NORMAL (> 115 °C) ............................. 102
7.4.4 471, SPN 9010, FMI 4, Ambient pressure sensor defect LOW............................................. 102
7.4.5 472, SPN 9010, FMI 3, Ambient pressure sensor defect HIGH ............................................ 103
7.4.6 473, SPN 9010, FMI 16, Ambient pressure ABOVE NORMAL............................................. 103
7.5 Measurement system .................................................................................................................. 104
7.5.1 109, SPN 110, FMI 2, Coolant temperature NO SIGNAL ..................................................... 104
7.5.2 261, SPN 174, FMI 2, Fuel temperature NO SIGNAL........................................................... 104
7.5.3 117, SPN 105, FMI 2, Intake manifold temperature sensor NO SIGNAL ............................. 104
7.5.4 93, SPN 100, FMI 2, Oil pressure NO SIGNAL ..................................................................... 105
7.5.5 104, SPN 102, FMI 2, Boost pressure NO SIGNAL .............................................................. 105
7.5.6 266, SPN 157, FMI 2, Rail pressure NO SIGNAL ................................................................. 106
7.5.7 293, SPN 94, FMI 2, Fuel filter pressure NO SIGNAL .......................................................... 106
7.5.8 19, SPN 168, FMI 2, Battery voltage NO SIGNAL ................................................................ 106
7.5.9 23, SPN 1136, FMI 2, ECU temperature NO SIGNAL .......................................................... 107
7.5.10 474, SPN 9010, FMI 2, Ambient pressure NO SIGNAL ........................................................ 107
7.6 CAN bus monitoring.................................................................................................................... 108
7.6.1 141, SPN 9006, FMI 31, Vehicle CAN off.............................................................................. 108
7.6.2 143, SPN 9008, FMI 31, ID module CAN off(ECU to IDM) ................................................... 108
7.6.3 146, SPN 898, FMI 4, Requested speed by the CAN out of range, LOW (<500rpm).......... 109
7.6.4 147, SPN 898, FMI 3, Requested speed by the CAN out of range, HIGH (>3000 rpm) ...... 109
7.7 System monitoring ...................................................................................................................... 110
7.7.1 10, SPN 629, FMI 10, Power On self test.............................................................................. 110
7.7.2 245, SPN 9035, FMI 31, Normal recovery............................................................................. 110
7.7.3 246, SPN 9036, FMI 31, Full restart after three recoveries within 2 seconds ....................... 111
7.8 Special functions ......................................................................................................................... 111
7.8.1 185, SPN 9305, FMI 31. Bad digital input configuration....................................................... 111
7.8.2 186, SPN 9306, FMI 31. PTO input error ............................................................................. 112
8 ID-MODULE DIAGNOSTICS ................................................................................................................ 113
8.1.1 451, SPN 9230, FMI 31 Engine specification mismatch ....................................................... 113
8.1.2 452, SPN 9231, FMI 31 Engine serial number mismatch ..................................................... 113
8.1.3 453, SPN 9233, FMI 31 ID module not present..................................................................... 113
8.1.4 454, SPN 9234, FMI 31 ID module not compatible with current ECU................................... 115
8.1.5 455, SPN 9235, FMI 31 ID module memory defect............................................................... 115
8.1.6 456, SPN 9235, FMI 3. ID module, Supply voltage HIGH.................................................... 115
8.1.7 457, SPN 9235, FMI 4. ID module, Supply voltage LOW..................................................... 116
8.1.8 458, SPN 9235, FMI 16. ID module, temperature HIGH ...................................................... 116
8.1.9 459, SPN 9236, FMI 31. ID module additional memory defect ............................................ 117
8.1.10 461, SPN 9237, FMI 31. ID module watchdog reset ............................................................ 117
8.1.11 462, SPN 9238, FMI 31. ID module, brownout reset............................................................ 117
8.1.12 463, SPN 9239, FMI 31. Engine specification missing......................................................... 118
8.1.13 464, SPN 9240, FMI 31. Engine serial number missing....................................................... 118
8.1.14 465, SPN 9241, FMI 31. ID module not present, BY PASS ACTIVE ................................... 119
8.1.15 466, SPN 9242, FMI 31. Generated by pass time expired................................................... 119
8.1.16 467, SPN 9243, FMI 31. Maximum ECU by pass time expired............................................ 119

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9 ECU REPLACEMENT PROCEDURE................................................................................................... 120

10 IDM BYPASS ACTIVATION PROCEDURE ..................................................................................... 121

10.1 IDM bypass ................................................................................................................................... 121

10.2 Bypass operation......................................................................................................................... 121

10.3 Bypass time activation................................................................................................................ 121

11 COMPONENT DESCRIPTIONS ....................................................................................................... 123

11.1 EEM3 ECU..................................................................................................................................... 123

11.1.1 ECU and connectors.............................................................................................................. 123
11.1.2 ECU power supply connection............................................................................................... 125
11.2 High pressure pump and MPROP valve .................................................................................... 125

11.3 Rail, rail pressure sensor and PRV............................................................................................ 126

11.4 Injector and MPROP wiring......................................................................................................... 127

11.4.1 6-cyl. 2-valve engine.............................................................................................................. 127
11.4.2 6-cyl. 4-valve engine.............................................................................................................. 128
11.4.3 4-cyl. 2-valve engine.............................................................................................................. 129
11.4.4 4-cyl. 4-valve engine.............................................................................................................. 130
11.5 Sensor details .............................................................................................................................. 131
11.5.1 Coolant temperature sensor .................................................................................................. 131
11.5.2 Fuel temperature sensor........................................................................................................ 132
11.5.3 Boost pressure and intake manifold temperature sensor...................................................... 133
11.5.4 Oil pressure sensor................................................................................................................ 135
11.5.5 Fuel pressure sensor ............................................................................................................. 136
11.5.6 Rail pressure sensor.............................................................................................................. 137
11.5.7 Crankshaft speed sensor....................................................................................................... 138
11.5.8 Camshaft speed sensor......................................................................................................... 139
11.5.9 Water-in-fuel sensor .............................................................................................................. 140
11.6 ID-module ..................................................................................................................................... 141

12 EM3 ECU TERMINAL DIAGRAM PART1/2 ..................................................................................... 142

13 EEM3 ECU TERMINAL DIAGRAM PART 2/2.................................................................................. 143

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Research & Development 838014000.C2

1 INTRODUCTION

1.1 Purpose

This document is the troubleshoot information for Sisu Diesel EEM3 Electronic Engine
Management system. The provided fault descriptions include information on the possible causes
for the fault, influence on the engine operation and instructions to resolve the problem.

1.2 Scope

The system reports detected faults by fault codes. These fault codes can be read over CAN bus
from the EEM3 controller using a Service Tool. The fault codes may also be transmitted over CAN
bus to a vehicle instrument for display. Alternatively, the fault codes can be shown using blink
codes on a diagnostic lamp.

When a fault code is known, the enclosed documentation can be used to analyse the reason to the
fault and to find a solution for the problem. Additional equipment may be needed to inspect the
system components and their operation (e.g. voltmeter, resistance meter).

1.3 Definitions, Terms, Acronyms and Abbreviations

CAN Controller Area Network

ECU Electronic Control Unit

EEM3 Sisu Diesel Stage 3 Electronic Engine Management

IDM Engine Identification module (ID-module)

FC Fault Code

Service Tool Special software for system diagnostics running in personal

computer
FLn Fuel limitation level n (power limitation)

SLn Speed limitation level n

MPROP Magnetic Proportional valve, the control valve of the high

pressure pump
PRV Pressure relief valve, the mechanical safety valve on the
common rail unit
System Reset Turn ignition off for 3 seconds (minimum), then back on

1.4 References

[1] Engine operating manual

[2] Engine workshop manual

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2 EEM3 GENERAL INSTRUCTIONS

WARNING The fuel pressure in the EEM3 system is continuously at hazardous level during
operation.

This applies to the high pressure pump, the fuel line from the high pressure pump to
the common rail, the rail itself, the fuel lines from the rail to the injectors, the injectors
and all components attached to any of the above mentioned parts, including sensors,
valves, etc.

DO NOT TRY TO OPEN OR REMOVE ANY OF THE FUEL SYSTEM

COMPONENTS DURING CRANKING OR ENGINE RUNNING.

DO NOT TRY TO START THE ENGINE WITH ANY OF THE FUEL SYSTEM
COMPONENTS REMOVED.

During vehicle or engine service and repair, please observe the following recommendations:

• Electric welding (or other operation using high electrical current):

• Disconnect the EEM3 controller main connectors before working

• High pressure wash or application of strong cleaning solvent:

• Cover the EEM3 controller, sensors and connectors
• Avoid heavy wash and high pressure spray directly on the electrical components

The EEM3 system consists of several different types of components. For faultless system
operation all these components must be 100% functional. All EEM3 components are well
protected, but to avoid even the smallest risk to these components, it is recommend to follow the
instructions above.

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3 INITIAL SYSTEM CHECK

When power is switched on, observe the correct operation of the engine oil pressure warning light
on the instrument panel. Engine oil pressure warning light should be on when engine is not
running. If the oil pressure warning light doesn’t go on, then the oil pressure sensor, the indicator
light, the vehicle CAN bus or the EEM3 controller may be defective.

If the light does not turn on within 4 seconds after switching the ignition on or the light is dim, then
first try to start the engine normally. If the engine starts normally, then:

• Check the wiring and operation of the oil pressure indicator light according to the
vehicle manufacturers instructions.

• When applicable, check the CAN bus wiring between the EEM3 controller and the
instrument panel

• Check the wiring and operation of the oil pressure sensor (see 11.5.4). If there is
problem with the sensor or the sensor wiring, there should also be a fault active in the
EEM3 ECU.

If the engine does not crank or cranks but fails to start, then check the following items:

• Check the battery voltage. If the battery voltage is below 11.5V, the battery and the
generator have to be inspected and replaced as necessary.

• Check the fuses for the EEM3 controller. If the fuse or fuses are blown, replace them
with new fuses and switch the power on. If fuse or fuses blow again, check the wiring
from the fuses to the EEM3 for short circuit to tractor ground. If no short circuit is found
and voltages are correct, the controller is defective.

• Check the +12V or +24V continuous power supply and ground paths to the EEM3
controller (see 11.1.2).

• Check the +12V or +24V ignition key operation and path (fuse 5A) to the EEM3
controller (see 11.1.2).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional with the replacement
ECU, then the original ECU is defective.

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4 ENGINE MONITORING

4.1 98, SPN 100, FMI 18, Oil pressure LOW, warning

Description:

The measured oil pressure is below the warning limit. The low oil pressure signal may be caused
by the following reasons:

• The engine oil level is too low

• The oil quality is poor
• The oil filter is clogged
• The oil grade is not correct
• The oil is too hot
• The oil is diluted by fuel
• The bearings have excessive clearance
• The oil pressure control valve is not operating correctly
• The oil pump has excessive wearing
• The idling speed is too low
• The oil pressure sensor wiring is defective
• The oil pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and oil pressure warning lamp is activated. CAN message indicates active fault.

Solution:

Find the cause for the low oil pressure indication. Check and repair the possible mechanical
problems according to the service instructions:

• Check the oil level and condition of oil

• Check the oil filter

• Check mechanical condition of the engine

• Check the idling speed

To check the electrical defects, check the oil pressure sensor, the sensor wiring and the controller
input:
• Check the oil pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.4).

• Check the oil pressure sensor operation (see 11.5.4).

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• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

4.2 99, SPN 100, FMI 1, Oil pressure LOW, alarm

Description:

The measured oil pressure is below the alarm limit. The low oil pressure signal may be caused by
the following reasons:

• The engine oil level is too low

• The oil quality is poor
• The oil filter is clogged
• The oil grade is not correct
• The oil is too hot
• The oil is diluted by fuel
• The bearings have excessive clearance
• The oil pressure control valve is not operating correctly
• The oil pump has excessive wearing
• The idling speed is too low
• The oil pressure sensor wiring is defective
• The oil pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and oil pressure warning lamp is activated. The engine will stop after 30 seconds.
CAN message indicates, that shutdown is pending.

Solution:

Find the cause for the low oil pressure indication. Check and repair the possible mechanical
problems according to the service instructions:

• Check the oil level and condition of oil

• Check the oil filter

• Check mechanical condition of the engine

• Check the idling speed

To check the electrical defects, check the oil pressure sensor, the sensor wiring and the controller
input:
• Check the oil pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.4).

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• Check the oil pressure sensor operation (see 11.5.4).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

4.3 102, SPN 102, FMI 18, Boost pressure LOW

Description:

The measured boost pressure drops below the alarm level during operation. Possible causes are:

• The boost air piping is leaking.

• The turbocharger is defective
• The engine is mechanically defective
• The boost pressure sensor wiring is defective
• The boost pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault.

Solution:

Find the cause for the low boost pressure indication:

• Check the boost air system tightness (piping, intercooler)

• Check the turbo charger condition

• Check the mechanical condition of the engine

• Check the boost pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.3).

• Check the boost pressure sensor operation (see 11.5.3).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

4.4 103, SPN 102, FMI 16, Boost pressure ABOVE NORMAL

Description:

The measured boost pressure rises above the warning limit during operation. Possible causes are:

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• Too high fuel injection quantity (mg/str) for the engine type (tuning chip)
• Incorrect nozzles for the engine type
• Incorrect turbo charger for the engine type
• The boost pressure sensor wiring is defective
• The boost pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine speed is limited to 1500rpm(SL2) and engine
power will be reduced (FL1). CAN message indicates active fault. No recovery before system
reset.

Solution:

Find cause for the high boost pressure indication:

• Check, that the control system is configured according to the original specification and
no additional devices have been attached

• Check that the nozzles and the turbocharger meet the original specifications

• Check the boost pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.3).

• Check the boost pressure sensor operation (see 11.5.3).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

4.5 112, SPN 110, FMI 16, Coolant temperature HIGH, warning

Description:

The measured coolant temperature exceeds the overheating warning limit. Possible causes are:

• The fan belt is slipping or the belt is broken

• Cooling system is not completely filled
• Water pump is defective
• Cooling system is clogged
• Thermostat is defective or removed (double acting thermostat)
• Thermostat is upside down
• The radiator filler cap is not pressure tight
• The engine is overloaded
• The coolant temperature sensor wiring is defective
• The coolant temperature sensor is defective
• The control unit is defective

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Reaction in EEM:

FC is stored and warning lamp is activated. The engine power will be reduced above the warning
limit to prevent overheating of the engine. CAN message indicates active fault.

Solution:

Find cause for the overheating indication:

• Check the fan belt and the belt tension

• Check the coolant level

• Check condition of the radiator

• Check the mechanical condition of the engine

• Check the coolant temperature sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.1).

• Check the coolant temperature sensor operation (see 11.5.1).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

4.6 113, SPN 110, FMI 0, Coolant temperature HIGH, alarm

Description:

The measured coolant temperature exceeds the overheating alarm limit. Possible causes are:

• The fan belt is slipping or the belt is broken

• Cooling system is not completely filled
• Water pump is defective
• Cooling system is clogged
• Thermostat is defective or removed (double acting thermostat)
• Thermostat is upside down
• The radiator filler cap is not pressure tight
• The engine is overloaded
• The coolant temperature sensor wiring is defective
• The coolant temperature sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. The engine will stop after 30 seconds. CAN message
indicates, that shutdown is pending.

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Solution:

Find cause for the overheating indication:

• Check the fan belt and the belt tension

• Check the coolant level

• Check condition of the radiator

• Check the mechanical condition of the engine

• Check the coolant temperature sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.1).

• Check the coolant temperature sensor operation (see 11.5.1).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

4.7 116, SPN 105, FMI 16, Intake manifold temperature ABOVE NORMAL

Description:

The measured intake manifold temperature rises above the warning limit (+90 °C). The
temperature sensor is integrated to the boost pressure sensor. Possible causes for the high
temperature indication are:

• The charge air cooling system is not working properly

• The intake manifold temperature sensor wiring is defective
• The intake manifold temperature sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault.

Solution:

Find cause for the high intake manifold temperature indication:

• Check condition of the air-cooling system. (Cleanliness, pressure tightness, fan

operation, etc.)

• Check the intake manifold temperature sensor wiring, connectors and contact surfaces
of the connector pins (possible oxidation) (see 11.5.3).

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• Check the intake manifold temperature sensor operation (see 11.5.3).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

4.8 94, SPN 190, FMI 16, Engine Overspeed (over 3000 rpm)

Description:

The fault is activated if the engine speed exceeds 3000 rpm during operation. Possible cause is
engine braking at downhill with too low gear ratio.

Reaction in EEM:

FC is stored and warning lamp is activated. No fuel injection. CAN message indicates active fault.

NOTE: Running the engine at excessive speed may damage the engine.

Solution:

Engine will recover to normal operation, whenever the engine speed is reduced below 3000 rpm
(use vehicle brakes, use exhaust brake, select proper gear)

4.9 92, SPN 100, FMI 16, Oil pressure ABOVE NORMAL (9,5bar/30°C)

Description:

The measured oil pressure is above the warning limit (9,5 bar). Possible causes are:

• The oil pressure control valve is not operating correctly

• The oil pressure sensor wiring is defective
• The oil pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and oil pressure warning lamp is activated. Engine power and speed will be reduced
(FL1 and SL1). CAN message indicates active fault.

NOTE: Monitoring is active only when the engine is running and the coolant temperature is > 30
°C.

Solution:

• Check the oil pressure control valve according to service instructions [1], [2]

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• Check the oil pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.4).

• Check the oil pressure sensor operation (see 11.5.4).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

4.10 276, SPN 102, FMI 31, Intake manifold pressure drop too HIGH at cranking

Description:

The measured intake manifold pressure (signal from boost pressure sensor) is below the warning
limit during engine cranking. Possible causes are:

• The engine air supply is clogged

• The boost pressure sensor wiring is defective
• The boost pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault.

NOTE: The engine may not start or starts slowly and runs badly.

Solution:

• Check the engine air supply system completely, refer to service instructions as
necessary (see [1], [2]):
• Air filter
• Piping from air filter to turbocharger (look for obstacles in joints, bends)
• Turbocharger
• Piping from turbocharger to charge air cooler (look for obstacles in joints, bends)
• Charge air cooler
• Piping from charge air cooler to inlet manifold (look for obstacles in joints, bends)

• Check the boost pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.3).

• Check the boost pressure sensor operation (see 11.5.3).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

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5 ENGINE SENSOR DIAGNOSTICS

5.1 COOLANT TEMPERATURE SENSOR

5.1.1 110, SPN 110, FMI 4, Coolant temperature sensor defect LOW

Description:

The measured coolant temperature signal is below the normal operating range. Possible causes
are:

• The coolant temperature sensor wiring is defective

• The coolant temperature sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine protection and other functions dependent on the coolant temperature
are not active.

NOTE: Engine overheating protection is not active. The engine may damage, if overheating
happens.

Solution:

• Check the coolant temperature sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.1).

• Check the coolant temperature sensor operation (see 11.5.1).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.1.2 111, SPN 110, FMI 3, Coolant temperature sensor defect HIGH

Description:

The measured coolant temperature signal is above the normal operating range. Possible causes
are:

• The coolant temperature sensor wiring is defective

• The coolant temperature sensor is defective
• The control unit is defective

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Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine protection and other functions dependent on the coolant temperature
are not active.

NOTE: Engine overheating protection is not active. The engine may damage, if overheating
happens.

Solution:

• Check the coolant temperature sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.1).

• Check the coolant temperature sensor operation (see 11.5.1).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.2 FUEL TEMPERATURE SENSOR

5.2.1 251, SPN 174, FMI 4, Fuel temperature sensor defect LOW

Description:

The measured fuel temperature signal is below the normal operating range. Possible causes are:

• The fuel temperature sensor wiring is defective

• The fuel temperature sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the fuel temperature are not active.

Solution:

• Check the fuel temperature sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.2).

• Check the fuel temperature sensor operation (see 11.5.2).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

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5.2.2 252, SPN 174, FMI 3, Fuel temperature sensor defect HIGH

Description:

The measured fuel temperature signal is above the normal operating range. Possible causes are:

• The fuel temperature sensor wiring is defective

• The fuel temperature sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the fuel temperature are not active.

Solution:

• Check the fuel temperature sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.2).

• Check the fuel temperature sensor operation (see 11.5.2).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.3 INTAKE AIR TEMPERATURE SENSOR

5.3.1 114, SPN 105, FMI 4, intake manifold temperature sensor defect LOW

Description:

The measured intake manifold air temperature signal is below the normal operating range (the
sensor is integrated to the boost pressure sensor). Possible causes are:

• The intake manifold temperature sensor wiring is defective

• The intake manifold temperature sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the intake manifold temperature are not
active.

Solution:

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• Check the intake manifold temperature sensor wiring, connectors and contact surfaces
of the connector pins (possible oxidation) (see 11.5.3).

• Check the intake manifold temperature sensor operation (see 11.5.3).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.3.2 115, SPN 105, FMI 3, intake manifold temperature sensor defect HIGH

Description:

The measured intake manifold air temperature signal is above the normal operating range (the
sensor is integrated to the boost pressure sensor). Possible causes are:

• The intake manifold temperature sensor wiring is defective

• The intake manifold temperature sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the intake manifold temperature are not
active.

Solution:

• Check the intake manifold temperature sensor wiring, connectors and contact surfaces
of the connector pins (possible oxidation) (see 11.5.3).

• Check the intake manifold temperature sensor operation (see 11.5.3).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.4 OIL PRESSURE SENSOR

5.4.1 96, SPN 100, FMI 4, Oil pressure sensor defect LOW

Description:

The measured oil pressure signal is below the normal operating range (< 0,2 V). Possible causes
are:

• The oil pressure sensor wiring is defective

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• Oil pressure sensor power supply is not correct

• The oil pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and oil pressure warning lamp is activated. Engine power will be reduced (FL1). CAN
message indicates active fault. Engine protection functions on oil pressure are not active.

NOTE: Engine oil pressure protection is not active. The engine may damage, if oil pressure is too
low.

Solution:

• Check the oil pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.4).

• Check the 5 V power supply to the sensor (see 11.5.4).

• Check the oil pressure sensor operation (see 11.5.4).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.4.2 97, SPN 100, FMI 3, Oil pressure sensor defect HIGH

Description:

The measured oil pressure signal is above the normal operating range (> 4,7 V). Possible causes
are:

• The oil pressure sensor wiring is defective

• Oil pressure sensor power supply is not correct
• The oil pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and oil pressure warning lamp is activated. Engine power will be reduced (FL1). CAN
message indicates active fault. Engine protection functions on oil pressure are not active.

NOTE: Engine oil pressure protection is not active. The engine may damage, if oil pressure is too
low.

Solution:

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• Check the oil pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.4).

• Check the 5 V power supply to the sensor (see 11.5.4).

• Check the oil pressure sensor operation (see 11.5.4).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.4.3 95, SPN 100, FMI 31, Oil pressure sensor defect

Description:

The measured oil pressure sensor signal is too high (> 1,3V or > 200 kPa), when engine is not
running. Possible causes are:

• The oil pressure sensor wiring is defective

• Oil pressure sensor power supply is not correct
• The oil pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and oil pressure warning lamp is activated. Engine power will be reduced (FL1). CAN
message indicates active fault. Engine protection functions on oil pressure are not active. No
recovery before system reset.

NOTE: Engine oil pressure protection is not active. The engine may damage, if oil pressure is too
low.

Solution:

• Check the oil pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.4).

• Check the 5 V power supply to the sensor (see 11.5.4).

• Check the oil pressure sensor operation (see 11.5.4).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

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5.5 BOOST PRESSURE SENSOR

5.5.1 100, SPN 102, FMI 4, Boost pressure sensor defect LOW

Description:

The measured boost pressure signal is below the normal operating range (< 0,2 V). Possible
causes are:

• The boost pressure sensor wiring is defective

• Boost pressure sensor power supply is not correct
• The boost pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the boost pressure are not active. No
recovery before system reset.

Solution:

• Check the boost pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.3).

• Check the 5 V power supply to the sensor (see 11.5.3).

• Check the boost pressure sensor operation (see 11.5.3).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.5.2 101, SPN 102, FMI 3, Boost pressure sensor defect HIGH

Description:

The measured boost pressure signal is above the normal operating range (> 4,7 V). Possible
causes are:

• The boost pressure sensor wiring is defective

• Boost pressure sensor power supply is not correct
• The boost pressure sensor is defective
• The control unit is defective

Reaction in EEM:

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FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the boost pressure are not active.

Solution:

• Check the boost pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.3).

• Check the 5 V power supply to the sensor (see 11.5.3).

• Check the boost pressure sensor operation (see 11.5.3).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.6 RAIL PRESSURE SENSOR

5.6.1 263, SPN 157, FMI 4, Rail pressure sensor defect LOW

Description:

The measured rail pressure signal is below the normal operating range (< 0,4 V). Possible causes
are:

• The rail pressure sensor wiring is defective

• Rail pressure sensor power supply is not correct
• The rail pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power is heavily reduced (FL2) and speed is
reduced to 1500 rpm (SL2). CAN message indicates active fault. Engine functions dependent on
rail pressure are not active.

Normally the fault code 391, SPN 9151, FMI 31, ‘PRV recognised as OPEN’ is related to the rail
pressure sensor fault. Due to the sensor fault, the closed loop rail pressure control is not possible
any more. Full fuel supply is demanded from the high-pressure pump and the high pressure will
force the PRV (Pressure Relief Valve) to open.

Solution:

• Check the rail pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.6).

• Check the 5 V power supply to the sensor (see 11.5.6).

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• Check the rail pressure sensor operation (see 11.5.6).

NOTE: Rail pressure sensor removal, inspection and replacement should be

performed only by qualified injection system service personnel. Special instructions
may apply.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.6.2 264, SPN 157, FMI 3, Rail pressure sensor defect HIGH

Description:

The measured rail pressure signal is above the normal operating range (> 4,8 V). Possible causes
are:

• The rail pressure sensor wiring is defective

• Rail pressure sensor power supply is not correct
• The rail pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power is heavily reduced (FL2) and speed is
reduced to 1500 rpm (SL2). CAN message indicates active fault. Engine functions dependent on
rail pressure are not active.

Normally the fault code 391, SPN 9151, FMI 31, ‘PRV recognised as OPEN’ is related to the rail
pressure sensor fault. Due to the sensor fault, the closed loop rail pressure control is not possible
any more. Full fuel supply is demanded from the high-pressure pump and the high pressure will
force the PRV (Pressure Relief Valve) to open.

Solution:

• Check the rail pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.6).

• Check the 5 V power supply to the sensor (see 11.5.6).

• Check the rail pressure sensor operation (see 11.5.6).

NOTE: Rail pressure sensor removal, inspection and replacement should be

performed only by qualified injection system service personnel. Special instructions
may apply.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

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5.7 FUEL FILTER PRESSURE SENSOR

5.7.1 291, SPN 94, FMI 4, Fuel filter pressure sensor defect LOW

Description:

The measured fuel filter pressure signal is below the normal operating range (< 0,2 V). Possible
causes are:

• The fuel filter pressure sensor wiring is defective

• Fuel filter pressure sensor power supply is not correct
• The fuel filter pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the fuel filter pressure are not active.

Solution:

• Check the fuel filter pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.5).

• Check the 5 V power supply to the sensor (see 11.5.5).

• Check the fuel filter pressure sensor operation (see 11.5.5).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.7.2 292, SPN 94, FMI 3, Fuel filter pressure sensor defect HIGH

Description:

The measured fuel filter pressure signal is above the normal operating range (> 4,7 V). Possible
causes are:

• The fuel filter pressure sensor wiring is defective

• Fuel filter pressure sensor power supply is not correct
• The fuel filter pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the fuel filter pressure are not active.

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Solution:

• Check the fuel filter pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.5).

• Check the 5 V power supply to the sensor (see 11.5.5).

• Check the fuel filter pressure sensor operation (see 11.5.5).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.7.3 442, SPN 9153, FMI 31, Fuel Filter pressure sensor, loose of contact

Description:

The measured fuel filter pressure signal has large, quick and random variations indicating poor
contact between the sensor and the ECU. Possible causes are:

• The fuel filter pressure sensor wiring is defective

• Fuel filter pressure sensor power supply is not correct
• The fuel filter pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine functions
dependent on the fuel filter pressure are not active.

Solution:

• Check the fuel filter pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.5).

• Check the 5 V power supply to the sensor (see 11.5.5).

• Check the fuel filter pressure sensor operation (see 11.5.5).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

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5.8 ENGINE SPEED SENSORS, GENERAL MONITORING

5.8.1 269, SPN 9090, FMI 31, Engine speed signal, evaluation error

Description:

Engine speed and angular position measurement is based on signals from crankshaft speed
sensor and camshaft speed sensor. The evaluation error is activated, if any of these two sensor
signals is found to be defective or if the signals are not in correct phase compared to each other.
One or more additional speed sensor faults may be active together with the evaluation error fault.
Possible causes are:

• Rapid engine speed changes due to rough engine running (problems with fuel
supply/quality, misfiring, mechanical defect), incorrect gear change, etc.
• No or invalid signal from crankshaft sensor. Possible causes:
- The sensor wiring is defective
- The sensor is defective
- Distance between the sensor and the trigger wheel is too high, possibly loose sensor
- The trigger wheel is defective
• No or invalid signal from camshaft sensor. Possible causes:
- The sensor wiring is defective
- The sensor is defective
- Distance between the sensor and the trigger wheel is too high, possibly loose sensor
- The trigger wheel is defective
• The measured signals from the crankshaft sensor and the camshaft sensor are not in
correct phase. Possible causes:
- Crankshaft or camshaft sensor wiring is defective, possibly reverse connection
- Camshaft trigger wheel is mounted wrong
- Crankshaft trigger wheel has drifted
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine power will
be reduced (FL1) and engine speed is limited to1800rpm (SL1). Engine starting may take longer
than normally and running may be bad due to missing/incorrect information for injection timing
control. The engine may be running with only one speed sensor signal.

Solution:

• If the engine is running roughly, check the condition of the fuel, the fuel system and
the mechanical condition of the engine according to the engine and vehicle service
manuals.

• If the fault is coming up only occasionally, check the possible conditions causing
abnormal engine speed changes, e.g. vehicle mishandling

• Check the crankshaft and camshaft sensor wiring, connectors and contact surfaces of
the connector pins (possible oxidation). Look also for possible reverse connection (see

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11.5.7 and 11.5.8).

• Check the coil resistance of the sensors (the engine must be stopped) (see 11.5.7 and
11.5.8). The normal resistance values at + 20 °C are:
- Crankshaft sensor coil: 1120 - 1530 Ohms
- Camshaft sensor coil: 774 - 946 Ohms

• Check the crankshaft and camshaft sensor mounting. The air gap between the sensor
tip and trigger wheel teeth should be 0,2 - 1,0 mm.

• Check the condition and mounting of the camshaft trigger wheel and the crankshaft
trigger wheel (damaged teeth, positioning of the trigger wheels) (see [2]).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.9 CRANK SPEED SENSOR

5.9.1 271, SPN 9070, FMI 31, Crank speed signal TPU

Description:

The crankshaft speed and angular position evaluation module expects a defined sequence of
pulses from the crankshaft speed sensor (trigger wheel with 58 teeth and gap 2 teeth wide). If the
pulses are not received at correct time, the Time Processing Unit (TPU) reports a fault. Possible
causes are:

• Rapid engine speed changes due to rough engine running (problems with fuel
supply/quality, misfiring, mechanical defect), incorrect gear change, etc.
• Invalid signal from crankshaft sensor. Possible causes:
- The sensor wiring is defective
- The sensor is defective
- Distance between the sensor and the trigger wheel is too high, possibly loose sensor
- The trigger wheel is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine power will
be reduced (FL1) and engine speed is limited to1800rpm (SL1). Engine starting may take longer
than normally and running may be bad due to missing/incorrect information for injection timing
control. The engine runs with camshaft speed sensor signal.

Solution:

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• If the engine is running roughly, check the condition of the fuel, the fuel system and
the mechanical condition of the engine according to the engine and vehicle service
manuals.

• If the fault is coming up only occasionally, check the possible conditions causing
abnormal engine speed changes, e.g. vehicle mishandling

• Check the crankshaft sensor wiring, connectors and contact surfaces of the connector
pins (possible oxidation). Look also for possible reverse connection (see 11.5.7).

• Check the coil resistance of the crankshaft sensor (the engine must be stopped) (see
11.5.7). The normal resistance values at + 20 °C is 1120 - 1530 Ohms.

• Check the crankshaft sensor mounting. The air gap between the sensor tip and trigger
wheel teeth should be 0,2 - 1,0 mm.

• Check the condition and mounting of the crankshaft trigger wheel (damaged teeth,
positioning of the trigger wheel). See [2].

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.9.2 272, SPN 9071, FMI 31, Crank speed signal, too much noise pulses

Description:

The crankshaft speed and angular position evaluation module expects a defined sequence of
pulses from the crankshaft speed sensor (trigger wheel with 58 teeth and a gap 2 teeth wide). If too
many pulses are received between two gaps, the system reports a fault. Possible causes are:

• Invalid signal from crankshaft sensor. Possible causes:

- The sensor wiring is defective
- The sensor is defective
- Distance between the sensor and the trigger wheel is too high, possibly loose sensor
- An external electromagnetic disturbance is affecting the sensor signal
- The trigger wheel is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine power will
be reduced (FL1) and engine speed is limited to1800rpm (SL1). Engine starting may take longer
than normally and running may be bad due to missing/incorrect information for injection timing
control. The engine runs with camshaft speed sensor signal.

Solution:

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• Check the crankshaft sensor wiring, connectors and contact surfaces of the connector
pins (possible oxidation). Look also for possible reverse connection (see 11.5.7).

• Check the coil resistance of the crankshaft sensor (the engine must be stopped) (see
11.5.7).The normal resistance values at + 20 °C is 1120 - 1530 Ohms.

• Check the crankshaft sensor mounting. The air gap between the sensor tip and trigger
wheel teeth should be 0,2 - 1,0 mm.

• Look for possible electromagnetic noise sources on or close to the vehicle, disturbing
the speed sensor signal (devices using or carrying high currents, high voltages or
strong magnetic fields).

• Check the condition and mounting of the crankshaft trigger wheel (damaged teeth,
positioning of the trigger wheel). See [2].

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.9.3 273, SPN 9072, FMI 31, Crank speed sensor, reverse connected

Description:

For correct crankshaft speed and angular position evaluation, the pulses from the crankshaft speed
sensor must have correct direction of voltage change when switching between teeth and gaps
during rotation. A monitoring function can detect the reverse polarity condition and report a fault.
Possible causes are:

• Invalid signal from crankshaft sensor. Possible causes:

- The sensor wiring is defective (signal lines reversed)
- The sensor is defective
- The trigger wheel is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine power will
be reduced (FL1) and engine speed is limited to1800rpm (SL1). Engine starting may take longer
than normally and running may be bad due to missing/incorrect information for injection timing
control. The engine runs with camshaft speed sensor signal.

Solution:

• Check the crankshaft sensor wiring, connectors and contact surfaces of the connector
pins (possible oxidation). Look for possible reverse connection (see 11.5.7).

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• Check the coil resistance of the crankshaft sensor (the engine must be stopped) (see
11.5.7). The normal resistance values at + 20 °C is 1120 - 1530 Ohms.

• Check the crankshaft sensor mounting. The air gap between the sensor tip and trigger
wheel teeth should be 0,2 - 1,0 mm.

• Check the condition of the crankshaft trigger wheel. A damaged tooth may generate
an abnormal pulse shape, which can detected as reverse condition. See [2].

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.10 CAM SPEED SENSOR

5.10.1 281, SPN 9080, FMI 31, Cam speed signal APS

Description:

Engine angular position is evaluated by two separate functions:

Angle based Phase system (APS)
Time based Phase System (TPS)
The calculation is based on crankshaft sensor signal, camshaft sensor signal and internal ECU
time calculation. The use of the two functions depends on the engine running state.

The camshaft speed and angular position evaluation module expects a defined sequence of pulses
from the camshaft speed sensor (trigger wheel with 4 (4-cyl. engine) or 6 (6-cyl. engine) phase
marks and one sync mark).

Possible causes for the APS calculation fault are:

• Rapid engine speed changes due to rough engine running (problems with fuel
supply/quality, misfiring, mechanical defect), incorrect gear change, etc.
• Invalid signal from camshaft sensor. Possible causes:
- The sensor wiring is defective
- The sensor is defective
- Distance between the sensor and the trigger wheel is too high, possibly loose sensor
- The trigger wheel is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine power will
be reduced (FL1) and engine speed is limited to1800rpm (SL1). Engine starting may take longer
than normally and running may be bad due to missing/incorrect information for injection timing
control. The engine runs with crankshaft speed sensor signal.

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Solution:

• If the engine is running roughly, check the condition of the fuel, the fuel system and
the mechanical condition of the engine according to the engine and vehicle service
manuals.

• If the fault is coming up only occasionally, check the possible conditions causing
abnormal engine speed changes, e.g. vehicle mishandling

• Check the camshaft sensor wiring, connectors and contact surfaces of the connector
pins (possible oxidation). Look also for possible reverse connection (see 11.5.8).

• Check the coil resistance of the camshaft sensor (the engine must be stopped) (see
11.5.8). The normal resistance values at + 20 °C is 774 – 946 Ohms.

• Check the camshaft sensor mounting. The air gap between the sensor tip and trigger
wheel teeth should be 0,2 - 1,0 mm.

• Check the condition and mounting of the camshaft trigger wheel (damaged teeth,
positioning of the trigger wheel). See [2].

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

5.10.2 282, SPN 9081, FMI 31, Cam speed signal TPS

Description:

Engine angular position is evaluated by two separate functions:

Angle based Phase system (APS)
Time based Phase System (TPS)
The calculation is based on crankshaft sensor signal, camshaft sensor signal and internal ECU
time calculation. The use of the two functions depends on the engine running state.

The camshaft speed and angular position evaluation module expects a defined sequence of pulses
from the camshaft speed sensor (trigger wheel with 4 (4-cyl. engine) or 6 (6-cyl. engine) phase
marks and one sync mark).

Possible causes for the TPS calculation fault are:

• Rapid engine speed changes due to rough engine running (problems with fuel
supply/quality, misfiring, mechanical defect), incorrect gear change, etc.
• Invalid signal from camshaft sensor. Possible causes:
- The sensor wiring is defective
- The sensor is defective
- Distance between the sensor and the trigger wheel is too high, possibly loose sensor
- The trigger wheel is defective
• The control unit is defective

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Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine power will
be reduced (FL1) and engine speed is limited to1800rpm (SL1). Engine starting may take longer
than normally and running may be bad due to missing/incorrect information for injection timing
control. The engine runs with crankshaft speed sensor signal.

Solution:

• If the engine is running roughly, check the condition of the fuel, the fuel system and
the mechanical condition of the engine according to the engine and vehicle service
manuals.

• If the fault is coming up only occasionally, check the possible conditions causing
abnormal engine speed changes, e.g. vehicle mishandling

• Check the camshaft sensor wiring, connectors and contact surfaces of the connector
pins (possible oxidation). Look also for possible reverse connection (see 11.5.8).

• Check the coil resistance of the camshaft sensor (the engine must be stopped) (see
11.5.8). The normal resistance values at + 20 °C is 774 – 946 Ohms.

• Check the camshaft sensor mounting. The air gap between the sensor tip and trigger
wheel teeth should be 0,2 - 1,0 mm.

• Check the condition and mounting of the camshaft trigger wheel (damaged teeth,
positioning of the trigger wheel) (see [2]).

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

5.10.3 283, SPN 9082, FMI 31, Cam speed sensor, reverse connected

For correct crankshaft speed and angular position evaluation, the pulses from the camshaft speed
sensor must have correct direction of voltage change when switching between teeth and gaps
during rotation. A monitoring function can detect the reverse polarity condition and report a fault.
Possible causes are:

• Invalid signal from camshaft sensor. Possible causes:

- The sensor wiring is defective (signal lines reversed)
- The sensor is defective
- The trigger wheel is defective
• The control unit is defective

Reaction in EEM:

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FC is stored and warning lamp is activated. CAN message indicates active fault. Engine power will
be reduced (FL1) and engine speed is limited to1800rpm (SL1). Engine starting may take longer
than normally and running may be bad due to missing/incorrect information for injection timing
control. The engine runs with crankshaft speed sensor signal.

Solution:

• Check the camshaft sensor wiring, connectors and contact surfaces of the connector
pins (possible oxidation). Look for possible reverse connection (see 11.5.8).

• Check the coil resistance of the camshaft sensor (the engine must be stopped) (see
11.5.8). The normal resistance values at + 20 °C is 774 – 946 Ohms.

• Check the camshaft sensor mounting. The air gap between the sensor tip and trigger
wheel teeth should be 0,2 - 1,0 mm.

• Check the condition of the camshaft trigger wheel. A damaged tooth may generate an
abnormal pulse shape, which can detected as reverse condition (see [2]).

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

5.10.4 284, SPN 9083, FMI 31, No cam speed signal found

The system has not been able to detect any signal from the camshaft sensor. Possible causes are:

• Invalid or no signal from camshaft sensor. Possible causes:

- The sensor wiring is defective (signal lines reversed)
- The sensor is defective
- The trigger wheel is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine power will
be reduced (FL1) and engine speed is limited to1800rpm (SL1). Engine starting may take longer
than normally and running may be bad due to missing/incorrect information for injection timing
control. The engine runs with crankshaft speed sensor signal.

Solution:

• Check the camshaft sensor wiring, connectors and contact surfaces of the connector
pins (possible oxidation). Look for possible reverse connection (see 11.5.8).

• Check the coil resistance of the camshaft sensor (the engine must be stopped) (see
11.5.8). The normal resistance values at + 20 °C is 774 – 946 Ohms.

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• Check the camshaft sensor mounting. The air gap between the sensor tip and trigger
wheel teeth should be 0,2 - 1,0 mm.

• Check the condition of the camshaft trigger wheel. A damaged tooth may generate an
abnormal pulse shape (see [2]).

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

5.11 AUXILIARY SENSOR DIAGNOSTICS

5.11.1 80, SPN 91, FMI 4, Throttle 1 sensor defect LOW

Description:

The measured voltage from the throttle 1 position sensor is below the normal operating range.
Possible causes are:

• The mechanical travel adjustment of the throttle position sensor is not correct or the
sensor is loose
• The throttle position sensor is defective
• The throttle position sensor wiring is defective
• Fuel throttle position sensor power supply is not correct
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine may run
only at low idle speed, depending on system configuration. Engine operation will return back to
normal, when throttle position sensor signal is in normal range.

Solution:

• Check the throttle position sensor operation (output voltage) through the whole
mechanical travel. See the vehicle service manual for inspection/adjustment procedure
and sensor wiring. (See section 12) for sensor connection to the EEM3 control unit.
Note: The sensor supply may also come from a vehicle control unit.

• Check the throttle position sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation). See the vehicle service manual for sensor wiring. .
(See section 12) for sensor connection to the EEM3 control unit.

• If applicable, check the 5 V power supply from EEM3 ECU to the sensor. Otherwise,
check the respective power supply from a vehicle control unit. . (See section 12) for
sensor connection to the EEM3 control unit.

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• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.11.2 81, SPN 91, FMI 3, Throttle 1 sensor defect HIGH

Description:

The measured voltage from the throttle 1 position sensor is above the normal operating range.
Possible causes are:

• The mechanical travel adjustment of the throttle position sensor is not correct or the
sensor is loose
• The throttle position sensor is defective
• The throttle position sensor wiring is defective
• Fuel throttle position sensor power supply is not correct
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine may run
only at low idle speed, depending on system configuration. Engine operation will return back to
normal, when throttle position sensor signal is in normal range.

Solution:

• Check the throttle position sensor operation (output voltage) through the whole
mechanical travel. See the vehicle service manual for inspection/adjustment procedure
and sensor wiring. (See section 12) for sensor connection to the EEM3 control unit.
Note: The sensor supply may also come from a vehicle control unit.

• Check the throttle position sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation). See the vehicle service manual for sensor wiring.
(See section 12) for sensor connection to the EEM3 control unit.

• If applicable, check the 5 V power supply from EEM3 ECU to the sensor. Otherwise,
check the respective power supply from a vehicle control unit. (See section 12) for
sensor connection to the EEM3 control unit.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.11.3 82, SPN 9140, FMI 4, Throttle 2 sensor defect LOW

Description:

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The measured voltage from the throttle 2 position sensor is below the normal operating range.
Possible causes are:

• The mechanical travel adjustment of the throttle position sensor is not correct or the
sensor is loose
• The throttle position sensor is defective
• The throttle position sensor wiring is defective
• Fuel throttle position sensor power supply is not correct
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine may run
only at low idle speed, depending on system configuration. Engine operation will return back to
normal, when throttle position sensor signal is in normal range.

Solution:

• Check the throttle position sensor operation (output voltage) through the whole
mechanical travel. See the vehicle service manual for inspection/adjustment procedure
and sensor wiring. (See section 12) for sensor connection to the EEM3 control unit.
Note: The sensor supply may also come from a vehicle control unit.

• Check the throttle position sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation). See the vehicle service manual for sensor wiring.
(See section 12) for sensor connection to the EEM3 control unit.

• If applicable, check the 5 V power supply from EEM3 ECU to the sensor. Otherwise,
check the respective power supply from a vehicle control unit. (See section 12) for
sensor connection to the EEM3 control unit.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.11.4 83, SPN 9140, FMI 3, Throttle 2 sensor defect HIGH

Description:

The measured voltage from the throttle 2 position sensor is above the normal operating range.
Possible causes are:

• The mechanical travel adjustment of the throttle position sensor is not correct or the
sensor is loose
• The throttle position sensor is defective
• The throttle position sensor wiring is defective
• Fuel throttle position sensor power supply is not correct
• The control unit is defective

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Research & Development 838014000.C2

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine may run
only at low idle speed, depending on system configuration. Engine operation will return back to
normal, when throttle position sensor signal is in normal range.

Solution:

• Check the throttle position sensor operation (output voltage) through the whole
mechanical travel. See the vehicle service manual for inspection/adjustment procedure
and sensor wiring. (See section 12) for sensor connection to the EEM3 control unit.
Note: The sensor supply may also come from a vehicle control unit.

• Check the throttle position sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation). See the vehicle service manual for sensor wiring.
(See section 12) for sensor connection to the EEM3 control unit.

• If applicable, check the 5 V power supply from EEM3 ECU to the sensor. Otherwise,
check the respective power supply from a vehicle control unit. (See section 12)for
sensor connection to the EEM3 control unit.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.11.5 84, SPN 9141, FMI 4, Throttle 3 sensor defect LOW

Description:

The measured voltage from the throttle 3 position sensor is below the normal operating range.
Possible causes are:

• The mechanical travel adjustment of the throttle position sensor is not correct or the
sensor is loose
• The throttle position sensor is defective
• The throttle position sensor wiring is defective
• Fuel throttle position sensor power supply is not correct
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine may run
only at low idle speed, depending on system configuration. Engine operation will return back to
normal, when throttle position sensor signal is in normal range.

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Solution:

• Check the throttle position sensor operation (output voltage) through the whole
mechanical travel. See the vehicle service manual for inspection/adjustment procedure
and sensor wiring. (See section 12) for sensor connection to the EEM3 control unit.
Note: The sensor supply may also come from a vehicle control unit.

• Check the throttle position sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation). See the vehicle service manual for sensor wiring.
(See section 12) for sensor connection to the EEM3 control unit.

• If applicable, check the 5 V power supply from EEM3 ECU to the sensor. Otherwise,
check the respective power supply from a vehicle control unit. (See section 12) for
sensor connection to the EEM3 control unit.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

5.11.6 85, SPN 9141, FMI 3, Throttle 3 sensor defect HIGH

Description:

The measured voltage from the throttle 3 position sensor is above the normal operating range.
Possible causes are:

• The mechanical travel adjustment of the throttle position sensor is not correct or the
sensor is loose
• The throttle position sensor is defective
• The throttle position sensor wiring is defective
• Fuel throttle position sensor power supply is not correct
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine may run
only at low idle speed, depending on system configuration. Engine operation will return back to
normal, when throttle position sensor signal is in normal range.

Solution:

• Check the throttle position sensor operation (output voltage) through the whole
mechanical travel. See the vehicle service manual for inspection/adjustment procedure
and sensor wiring. (See section 12) for sensor connection to the EEM3 control unit.
Note: The sensor supply may also come from a vehicle control unit.

• Check the throttle position sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation). See the vehicle service manual for sensor wiring.

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(See section 12) for sensor connection to the EEM3 control unit.

• If applicable, check the 5 V power supply from EEM3 ECU to the sensor. Otherwise,
check the respective power supply from a vehicle control unit. (See section 12) for
sensor connection to the EEM3 control unit.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

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6 FUEL INJECTION SYSTEM MONITORING

6.1 Fuel supply

6.1.1 441, SPN 9152, FMI 31, Fuel Filter pressure, fluctuating

Description:

The measured fuel filter pressure is detected to fluctuate more than normal range. Possible
reasons for the fuel pressure fluctuation are:

• Leakage in the low pressure side, after electric fuel lift pump.
• The fuel lift pump is defective
• The fuel pressure sensor is defective
• The fuel pressure sensor wiring is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning is activated. CAN message indicates active fault.

Solution:

Find cause for the fuel pressure fluctuation, if fault is continuously active:

• Check the level of the fuel in the tank

• Check the possible leakages of low pressure pipes.

• Check the fuel filter pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.5).

• Check the fuel filter pressure sensor operation (see 11.5.5).

• Check the fuel lift pump operation.

• Check the fuel lift pump wirings, connectors and contact surfaces of the connector
pins (possible oxidation).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

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6.1.2 445, SPN 94, FMI 16, Fuel Filter pressure ABOVE NORMAL

Description:

EEM3 monitoring system has detected measured fuel filter pressure above normal level. Possible
reasons for the fuel pressure above normal are:

• The fuel lift pump is defective

• The fuel pressure sensor is defective
• The fuel pressure sensor wiring is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning is activated. CAN message indicate active fault.

Solution:
• Check the fuel filter pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.5).

• Check the fuel filter pressure sensor operation (see 11.5.5).

• Check the fuel lift pump operation.

• Check the fuel lift pump wirings, connectors and contact surfaces of the connector
pins (possible oxidation).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

6.1.3 446, SPN 94, FMI 18, Fuel Filter pressure BELOW NORMAL

Description:

EEM3 monitoring system has detected measured fuel filter pressure below normal level
(<110kPa). Possible reasons for the fuel pressure below normal are:

• No fuel in the tank (defective instrument panel showing false level)

• Filter is choked (impurities, freezing, etc.).
• Leak / air in the fuel system.
• The fuel lift pump is defective
• The fuel pressure sensor is defective
• The fuel pressure sensor wiring is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be reduced (FL1 and SL1).
CAN message indicates an active fault.

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Solution:

Check that lift pump above filter is running. It should run for one minute after switching ignition on.
Observe the possible lift pump indicator (green led) on the Service Tool.

If the lift pump is running (and the lift pump indicator on the Service Tool is green), check following
paths:

• Check, if filter is choked (impurities, freezing, etc.) Æreplace the filters (pre- and main
filters)

• Check, if leak / air is in the fuel system.

• Check the fuel level from the tank! (Maybe gauge is showing wrong level).

• Check the fuel filter pressure sensor operation (see 11.5.5).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

If the lift pump is NOT running (and the lift pump indicator on the Service Tool is green), check
following paths:

• Fuse of the feed pump.

• Relay of the feed pump.

• Check the fuel lift pump wirings, connectors and contact surfaces of the connector
pins (possible oxidation).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

If the power supply and wirings to feed pump is OK, but lift pump is not running, then the lift pump
is damaged and has to be replaced.

6.1.4 253, SPN 174, FMI 16, Fuel temperature ABOVE NORMAL (> + 90 °C)

Description:

The measured fuel temperature rises above the warning limit (+90 °C). Possible causes for the
high temperature indication are:

• The fuel in the tank is too hot

• The fuel temperature sensor wiring is defective
• The fuel temperature sensor is defective

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• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault.

Solution:

Find cause for the high fuel temperature indication:

• Check the temperature of the fuel in the tank

• If the tank is almost empty and the ambient temperature is high, the temperature
may rise due to hot fuel return
• Transmission or other heat source may warm up the tank

• Check the fuel temperature sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.2).

• Check the fuel temperature sensor operation (see 11.5.2).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

6.1.5 121, SPN 97, FMI 31, Water in fuel (optional sensor)

Description:

Water level in the water separator rises to warning level. Example: condensation water.

Reaction in EEM:

FC is stored and warning is activated.

Solution:

Check water separator at the bottom of the pre-filter. Drain water from the fuelling system.
If there is no water in the fuelling system:

• Check the wiring from EEM3 ECU to sensor connector (see 11.5.9).

• Check the supply voltage at water detector sensor connector from pin A (+12V) to pin
C (GND).

• If Power supply to the sensor is correct and there are no breaks or short circuits in
wirings -> replace sensor.

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6.2 RAIL PRESSURE MONITORING

6.2.1 265, SPN 157, FMI 16, Rail pressure ABOVE NORMAL

Description:

The measured rail pressure is above the warning limit:

CP1H high pressure pump: 130 Mpa
CP3.3 high pressure pump: 160 Mpa

Possible causes are:

• The high pressure pump is not working correctly

• The rail pressure sensor wiring is defective
• Rail pressure sensor power supply is not correct
• The rail pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power is heavily reduced (FL2) and speed is
reduced to 1500 rpm (SL2). CAN message indicates active fault. Engine functions dependent on
rail pressure are not active.

Solution:

• Check the high pressure pump:

• Look for possible high pressure pump faults and inspect accordingly (e.g. faults
with wiring and connectors)
• Check the high pressure pump operation with Service Tool test function or have
the pump inspected by an authorized Bosch service dealer

• Check the rail pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.6).

• Check the 5 V power supply to the sensor (see 11.5.6).

• Check the rail pressure sensor operation (see 11.5.6).

NOTE: Rail pressure sensor removal, inspection and replacement should be

performed only by qualified injection system service personnel. Special instructions
may apply.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

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6.2.2 381, SPN 157, FMI 1, Rail pressure LOW

Description:

The measured rail pressure is below the warning limit. Warning limit is depending the engine
speed.

Possible causes are:

• No fuel in the tank (defective instrument panel)

• Filter is choked (impurities, freezing, etc.).
• Leak / air in the system (low fuel pressure side).
• The fuel lift pump is defective
• Fuel leakage from high pressure side
• The high pressure pump is not working correctly
• The rail pressure sensor wiring is defective
• Rail pressure sensor power supply is not correct
• The rail pressure sensor is defective
• The control unit is defective

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power is heavily reduced (FL2) and speed is
reduced to 1500 rpm (SL2). CAN message indicates active fault. Engine functions dependent on
rail pressure are not active.

Note: Due to the very high injection pressure (1400bar), during engine running there is a
serious risk for injury, if the high pressure side has a leakage.

This fault will typically activate, when there is a fuel supply problem on fuel low pressure side.
If the fault is not continuously active, see solution1.

Solution 1:

• Check the fuel level from the tank! (Maybe gauge is showing wrong level).

• Check, if the fuel filters are choked (impurities, freezing, etc.) Æreplace the filters (pre-
and main filters).

• Check the fuel low pressure side for possible leak / air in the fuel system.

• Check the fuel lift pump wirings, connectors and contact surfaces of the connector
pins (possible oxidation).

This fault will typically activate, when there is a fuel supply problem on fuel low pressure side.
If the fault is continuously active, see solution2:
Solution 2:

• Stop the engine. Check visually the engine high pressure pipes etc. for possible
leakage.

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• Check the high pressure pump:

• Look for possible high pressure pump faults and inspect accordingly (e.g. faults
with wiring and connectors)
• Check the high pressure pump operation with Service Tool test function or have
the pump inspected by an authorized Bosch service dealer

• Check the rail pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.6).

• Check the 5 V power supply to the sensor (see 11.5.6).

• Check the rail pressure sensor operation (see 11.5.6).

NOTE: Rail pressure sensor removal, inspection and replacement should be

performed only by qualified injection system service personnel. Special instructions
may apply.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

6.2.3 382, SPN 157, FMI 0, Rail pressure HIGH

Description:
The measured rail pressure is over critical limit. Measured pressure is >1700bar. In normal
conditions the pressure release valve (PRV) opens at a critical pressure(1600 – 1650 bar). In case
PRV mechanical failure, EEM3 system continuously monitors rail pressure and if measured
pressure>1700bar, engine will shutdown immediately.

Possible causes are:

• The high pressure pump is not working correctly

• The rail pressure sensor wiring is defective
• Rail pressure sensor power supply is not correct
• The rail pressure sensor is defective
• Pressure release valve (PRV) is not working correct
• The control unit is defective

Reaction in EEM:
FC is stored and warning lamp is activated. The engine will stop immediately. CAN message
indicates, that shutdown is pending.

Solution:
• Check the high pressure pump:
• Look for possible high pressure pump faults and inspect accordingly (e.g. faults with
wiring and connectors)
• Check the high pressure pump operation with Service Tool test function or have the
pump inspected by an authorized Bosch service dealer

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• Check the rail pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.6).

• Check the 5 V power supply to the sensor (see 11.5.6).

• Check the rail pressure sensor operation (see 11.5.6).

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

• In case of damaged pressure release valve(PRV), high pressure pump or wiring

harness, replace damaged parts according service manual.

NOTE: High pressure parts removal, inspection and replacement should be performed only
by qualified injection system service personnel. Special instructions may apply.

6.2.4 383, SPN 9150, FMI 16, Rail pressure, Negative deviation

Description:
EEM3 monitoring system has detected negative deviation on rail pressure. Measured rail pressure
is not decreasing according the setpoint value to MPROP. Typically it’s indicating a leakage in the
MPROP or MPROP stick with open condition.

Possible causes are:

• The high pressure pump is not working correctly

• The rail pressure sensor wiring is defective

Note: Fault code 391, SPN9151, FMI31 “PRV recognised as open” may activate this fault also.

Reaction in EEM:
FC is stored and warning lamp is activated. Engine power is heavily reduced (FL2) and speed is
reduced to 1500 rpm (SL2). CAN message indicates active fault. Engine functions dependent on
rail pressure are not active.

Solution1:
Turn the ignition key off and back on. Start the engine; if the fault code is not active, reason might
have been:

• A temporarily pressure peak (breakdown), during engine running. Example abnormal

load drop/fuel quantity drop during running.
If the fault do not activate within next 10 operating hours, probably reason was too sensitive
diagnostic function.

Solution2:
Turn the ignition key off and back on. Start the engine; if the fault code is active always when
engine is running, check the following paths:

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• Check the high pressure pump:

• Look for possible high pressure pump faults and inspect accordingly (e.g. faults with
wiring and connectors)
• Check the high pressure pump operation with Service Tool test function or have the
pump inspected by an authorized Bosch service dealer

• Check the rail pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.6).

• Check the 5 V power supply to the sensor (see 11.5.6).

• Check the rail pressure sensor operation (see 11.5.6).

• In case of damaged high pressure pump, rail pressure sensor or wiring harness,
replace damaged parts according service manual.

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

6.2.5 384, SPN 9150, FMI 18, Rail pressure, Positive deviation

Description:
EEM3 monitoring system has detected positive deviation on rail pressure. Measured rail pressure
is not increasing according the setpoint value to MPROP. Typically it’s indicating a leakage in the
injector or somewhere else at high pressure side.
Note: Due to the very high injection pressure (max. 1400bar), during engine running there is
a serious risk for injury, if at high pressure hide is a leakage.

Possible causes are:

• The injector is not working correctly (leakage)

• There’s a leakage at high pressure side
• The rail pressure sensor wiring is defective

Note: Fault code 391, SPN9151, FMI31 “PRV recognised as open” may activate this fault also.

Reaction in EEM:
FC is stored and warning lamp is activated. Engine power is heavily reduced (FL2) and speed is
reduced to 1500 rpm (SL2). CAN message indicates active fault. Engine functions dependent on
rail pressure are not active.

Solution1:
Turn the ignition key off and back on. Start the engine; if the fault code is not active, reason might
have been:

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• A temporarily pressure peak (breakdown), during engine running. Example abnormal

load drop/fuel quantity drop during running.
If the fault do not activate within next 10 operating hours, probably reason was too sensitive
diagnostic function.

Solution2:
Turn the ignition key off and back on. Start the engine; if the fault code is active always when
engine is running, check the following paths:

• Stop the engine. Check visually the engine high pressure pipes etc. for possible
leakage.
• Check the nozzles operation with Service Tool test function or have the injectors
inspected by an authorized Bosch service dealer
• Check the rail pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.6).

• Check the 5 V power supply to the sensor (see 11.5.6).

• Check the rail pressure sensor operation (see 11.5.6).

• In case of damaged injector, high pressure pipe, rail pressure sensor or wiring
harness, replace damaged parts according service manual.

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

6.2.6 385, SPN 9150, FMI 5, Rail pressure, Leakage detected during low idle

Description:
EEM3 monitoring system has detected leakage on high pressure side of injection system during
low idle. This fault is monitored only at low idle.
Note: Due to the very high injection pressure (max. 1400bar), during engine running there is
a serious risk for injury, if at high pressure hide is a leakage.

Possible causes are:

• The injector is not working correctly (leakage)

• There’s a leakage at high pressure side
• The rail pressure sensor wiring is defective

Reaction in EEM:
FC is stored and warning lamp is activated. Engine power is heavily reduced (FL2) and speed is
reduced to 1500 rpm (SL2). CAN message indicates active fault. Engine functions dependent on
rail pressure are not active.

Solution:
• Stop the engine. Check visually the engine high pressure pipes etc. for possible
leakage.

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• Check the nozzles operation with Service Tool test function or have the injectors
inspected by an authorized Bosch service dealer
• Check the rail pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.6).

• Check the 5 V power supply to the sensor (see 11.5.6).

• Check the rail pressure sensor operation (see 11.5.6).

• In case of damaged injector, high pressure pipe, rail pressure sensor or wiring
harness, replace damaged parts according service manual.

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

6.2.7 386, SPN 9150, FMI 8, Rail pressure, Leakage detected by quantity balance

Description:
EEM3 monitoring system has detected leakage on high pressure side of injection system by
quantity balance. The set value of current for MPROP is higher than limit value.
Note: Due to the very high injection pressure (max. 1400bar), during engine running there is
a serious risk for injury, if at high pressure hide is a leakage.

Possible causes are:

• The injector is not working correctly (leakage)

• There’s a leakage at high pressure side
• The rail pressure sensor wiring is defective

Reaction in EEM:
FC is stored and warning lamp is activated. Engine power is heavily reduced (FL2) and speed is
reduced to 1500 rpm (SL2). CAN message indicates active fault. Engine functions dependent on
rail pressure are not active.

Solution:
• Stop the engine. Check visually the engine high pressure pipes etc. for possible
leakage.
• Check the nozzles operation with Service Tool test function or have the injectors
inspected by an authorized Bosch service dealer
• Check the rail pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.6).

• Check the 5 V power supply to the sensor (see 11.5.6).

• Check the rail pressure sensor operation (see 11.5.6).

• In case of damaged injector, high pressure pipe, rail pressure sensor or wiring
harness, replace damaged parts according service manual.

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Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

6.2.8 387, SPN 9150, FMI 31, Rail pressure, Leakage detected during overrun

Description:
EEM3 monitoring system has detected leakage on high pressure side of injection system during
engine overrun. Fault is monitored only when vehicle is not consuming any fuel while overrun.
Note: Due to the very high injection pressure (max. 1400bar), during engine running there is
a serious risk for injury, if at high pressure hide is a leakage.

Possible causes are:

• The injector is not working correctly (leakage)

• There’s a leakage at high pressure side
• The rail pressure sensor wiring is defective

Reaction in EEM:
FC is stored and warning lamp is activated. Engine power is heavily reduced (FL2) and speed is
reduced to 1500 rpm (SL2). CAN message indicates active fault. Engine functions dependent on
rail pressure are not active.

Solution:
• Stop the engine. Check visually the engine high pressure pipes etc. for possible
leakage.
• Check the nozzles operation with Service Tool test function or have the injectors
inspected by an authorized Bosch service dealer
• Check the rail pressure sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 11.5.6).

• Check the 5 V power supply to the sensor (see 11.5.6).

• Check the rail pressure sensor operation (see 11.5.6).

• In case of damaged injector, high pressure pipe, rail pressure sensor or wiring
harness, replace damaged parts according service manual.

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

6.2.9 391, SPN 9151, FMI 31, PRV recognised as open

Description:

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The pressure release valve (PRV) opens at a critical pressure (PRV opening pressure) and causes
a pressure drop in the rail. EEM3 monitoring system has recognized an open pressure relief valve
by detection of pressure variation in the rail. The pressure relief valve (PRV) is a mechanical safety
valve, which guarantees that pressure does not rise above specific value. If the PRV opens it will
stay open as long as the engine is running.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.

Note1: Due to that PRV is open; Rail pressure will be stable 600 – 700 bar and overflow from FIE
to fuel tank is HIGH!

Note2: In case of loose rail pressure sensor or rail pressure sensor error, fault code 391, SPN
9151, FMI31 “PRV recognised as open” is activated also. Due to that there is no valid rail pressure
information available; EEM3 monitoring system will kick-off the PRV open.

Solution1:

Turn the ignition key off and back on. Start the engine; if the fault code is not active, reason might
have been:

• A temporarily pressure peak (breakdown), during engine running. Example abnormal

load drop/fuel quantity drop during running.

• If the fault do not activate within next 10 operating hours, probably reason was too
sensitive diagnostic function.

Solution2:

Turn the ignition key off and back on. Start the engine; if the fault code is active always when
engine is running, check the following paths:

• Check (from the high pressure pump) the MPROP wiring terminal connector is in final
position (locking position).

• Check (from the high pressure pump) the MPROP wiring terminal surfaces and the
pins for possible oxidation in connection surfaces (see 11.4).

Measure the wiring harness condition from ECU to MPROP:

• Measure between the low side (hp 2) from wiring terminal to ECU connector 3 (pin
3.10), to see if there is a fault cable (see 11.4).

• Measure the battery+ supply to MPROP; between the high side (pin hp1) and engine
ground, to see if there is a fault cable or incorrect power supply. Voltage level should
be the same as battery voltage.

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• Measure the solenoid valve coil resistance. Correct resistance: 2.6 – 3.15 Ω at +20ºC
(see 11.4 and 11.2).

• In worst case the problem can be a defective high pressure pump. This could be
caused by impurities in the low pressure side.

• In case of damaged solenoid valve, high pressure pump or wiring harness, replace
damaged parts according to service manual.

NOTE: High pressure parts removal, inspection and replacement should be performed only
by qualified injection system service personnel. Special instructions may apply.

6.2.10 392, SPN 9151, FMI 7, PRV is sticking

Description:

If the rail pressure is above monitoring limit for a certain time, EEM3 monitoring system will start
the kick-off function to open the PRV. If this kick-off function was not successful, fault code 392,
SPN 9151, FMI 7, “PRV is sticking” will be activated.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.

Solution:

• Possible reason is defective PRV (pressure release valve).

NOTE: PRV removal, inspection and replacement should be performed only by qualified
injection system service personnel. Special instructions may apply.

6.3 INJECTOR DIAGNOSTICS

The EEM3 ECU has dedicated monitoring functions for injector solenoid valves. Depending on the
type of fault, either individual injector or group of injectors called as bank, may be cut off.

6.3.1 311, SPN 9131, FMI 6, Solenoid valve 1, Short circuit to GROUND (Bank off)

Description:

EEM3 monitoring system has detected short circuit to ground at injector solenoid valve 1 on
cylinder 1.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.

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Short circuit to ground of solenoid valve low side will switch off a single nozzle.
Short circuit to ground of solenoid valve high side will switch off the bank (solenoid valves 1, 5 and
3).

Solution1:

4-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagrams)

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 1 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• Check carefully solenoid valve 1 connector installation for possible ground connection
of terminals, e.g. to valve covers.

• On the injector harness valve cover connector, measure the resistance between
solenoid valve 1 contact pins and the engine ground for possible short circuit to
ground:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 1 for sh1 High side: Pin 1 for sh1
- Low side: Pin 8 for sl1 Low side: Pin 8 for sl1
See 11.4.2 See 11.4.4

• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve contact pins and the engine ground for possible short circuit to
ground:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 4 for sh1 High side: Pin 4 for sh1
- Low side: Pin 13 for sl1 Low side: Pin 13 for sl1
See 11.4.2 See 11.4.4

• Check the high side and low side wiring between solenoid valve 1 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 4 for sh1 High side: Pin 4 for sh1
- Low side: Pin 13 for sl1 Low side: Pin 13 for sl1
See 11.4.2 See 11.4.4

• Measure the solenoid valve 1 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• Measure the resistance between the solenoid valve 1 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

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Solution2:

2-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagram)

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 1 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve 1 contact pins and the engine ground for possible short circuit
to ground:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 4 for sh1 High side: Pin 4 for sh1
- Low side: Pin 13 for sl1 Low side: Pin 13 for sl1
See(11.4.1) See(11.4.3)

• Check the high side and low side wiring between solenoid valve 1 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 4 for sh1 High side: Pin 4 for sh1
- Low side: Pin 13 for sl1 Low side: Pin 13 for sl1
See(11.4.1) See(11.4.3)

• Measure the solenoid valve 1 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• Measure the resistance between the solenoid valve 1 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.2 312 SPN 9131, FMI 3, Solenoid valve 1, Short circuit between cables (Bank off)

Description:

EEM3 monitoring system has detected short circuit between cables of injector solenoid valve 1 on
cylinder 1. Short circuit to battery (+) from solenoid valve low side (sl1) will activate this fault, too.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Short circuit between cables will switch off the bank (solenoid valves 1, 5 and 3).

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Solution:

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the high side and low side wiring between solenoid valve 1 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 4 for sh 1 High side: Pin 4 for sh 1
- Low side: Pin 13 for sl 1 Low side: Pin 13 for sl 1
See(11.4.1) See(11.4.3)

• Check the solenoid valve 1 low side wiring (sl1) for possible short circuit to any line or
terminal connected to battery (+).

• Measure the solenoid valve 1 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.3 313 SPN 9131, FMI 5, Solenoid valve 1, OPEN CIRCUIT

Description:

EEM3 monitoring system has detected open circuit in the wiring of injector solenoid valve 1 on
cylinder 1.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.

Solution:

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 1 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

Check the high side and low side wiring between solenoid valve 1 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 4 for sh 1 High side: Pin 4 for sh 1
- Low side: Pin 13 for sl 1 Low side: Pin 13 for sl 1
See(11.4.1) See(11.4.3)

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• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.4 314 SPN 9131, FMI 31, Solenoid valve 1, Fast decay error (Bank off)

Description:

EEM3 monitoring system has detected fast decay error at injector solenoid valve 1 on cylinder 1.
Fast decay control is monitoring, that the solenoid valve is closed fast enough after each injection.
Fast decay error means, that injector valve will be open longer than intended.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/sl2:
1500 rpm). CAN message indicate active fault.
Fast decay error will switch off the bank (solenoid valves 1, 5 and 3).

Solution:

• Turn the ignition key off and back on. Start the engine. If the fault code is active
always when engine is running, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

6.3.5 315 SPN 9131, FMI 12, Solenoid valve 1, Current level error (Bank off)

Description:

EEM3 monitoring system has detected current level error at injector solenoid valve 1 on cylinder 1.
The probable cause for the problem is temporary current peak at solenoid valve.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Current level error will switch off the bank (solenoid valves 1, 5 and 3).

Solution:

• The probable cause for the problem is temporary current peak at solenoid valve. This
may happen due to temporary malfunction of nozzle. If the fault cannot be repeated
within the next 10 operating hours, there’s no mechanical fault in the solenoid valve.

• Turn the ignition key off and back on. Start the engine. If the fault code is active
always when engine is running, reason might be a defective solenoid valve (nozzle) or

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incorrect solenoid valve or nozzle for the engine type.

• In case of damaged solenoid valve/Injector, replace damaged parts according service

manual.

6.3.6 321, SPN 9132, FMI 6, Solenoid valve 2, Short circuit to GROUND (Bank off)

Description:

EEM3 monitoring system has detected short circuit to ground at injector solenoid valve 2 on
cylinder 5.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicate active fault.
Short circuit to ground of solenoid valve low side, will switch off a single nozzle.
Short circuit to ground of solenoid valve high side, will switch off the bank (solenoid valves 6, 2 and
4)

Solution1:

4-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagrams)

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 2 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• Check carefully solenoid valve 2 connector installation for possible ground connection
of terminals, e.g. to valve covers.

• On the injector harness valve cover connector, measure the resistance between
solenoid valve 2 contact pins and the engine ground for possible short circuit to
ground:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 3 for sh5 High side: Pin 2 for sh2
- Low side: Pin 6 for sl5 Low side: Pin 7 for sl2
See 11.4.2 See 11.4.4

• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve contact pins and the engine ground for possible short circuit to
ground:

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6 cylinder engines: 4 cylinder engines:

- High side: Pin 1 for sh5 High side: Pin 1 for sh2
- Low side: Pin 16 for sl5 Low side: Pin 16 for sl2
See 11.4.2 See 11.4.4

• Check the high side and low side wiring between solenoid valve 2 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 1 for sh5 High side: Pin 1 for sh2
- Low side: Pin 16 for sl5 Low side: Pin 16 for sl2
See 11.4.2 See 11.4.4

• Measure the solenoid valve 2 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• Measure the resistance between the solenoid valve 2 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

Solution2:

2-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagram)

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 2 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve 2 contact pins and the engine ground for possible short circuit
to ground:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 1 for sh5 High side: Pin 1 for sh2
- Low side: Pin 16 for sl5 Low side: Pin 16 for sl2
See(11.4.1) See(11.4.3)

• Check the high side and low side wiring between solenoid valve 2 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 1 for sh5 High side: Pin 1 for sh2
- Low side: Pin 16 for sl5 Low side: Pin 16 for sl2
See(11.4.1) See(11.4.3)

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• Measure the solenoid valve 2 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• Measure the resistance between the solenoid valve 2 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.7 322 SPN 9132, FMI 3, Solenoid valve 2, Short circuit between cables (Bank off)

Description:

EEM3 monitoring system has detected short circuit between cables of injector solenoid valve 2 on
cylinder 5. Short circuit to battery (+) from solenoid valve low side (sl2) will activate this fault, too.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Short circuit between cables will switch off the bank (solenoid valves 6, 2 and 4).

Solution:

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the high side and low side wiring between solenoid valve 2 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 1 for sh5 High side: Pin 1 for sh2
- Low side: Pin 16 for sl5 Low side: Pin 16 for sl2
See(11.4.1) See(11.4.3)

• Check the solenoid valve 2 low side wiring (sl5) or (sl2) for possible short circuit to any
line or terminal connected to battery (+).

• Measure the solenoid valve 2 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.8 323 SPN 9132, FMI 5, Solenoid valve 2, OPEN CIRCUIT

Description:

EEM3 monitoring system has detected open circuit in the wiring of injector solenoid valve 2 on
cylinder 5.

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Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.

Solution:

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 2 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• Check the high side and low side wiring between solenoid valve 2 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 1 for sh5 High side: Pin 1 for sh2
- Low side: Pin 16 for sl5 Low side: Pin 16 for sl2
See(11.4.1) See(11.4.3)

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.9 324 SPN 9132, FMI 31, Solenoid valve 2, Fast decay error (Bank off)

Description:

EEM3 monitoring system has detected fast decay error at injector solenoid valve 2 on cylinder 5.
Fast decay control is monitoring, that the solenoid valve is closed fast enough after each injection.
Fast decay error means, that injector valve will be open longer than intended.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicate active fault.
Fast decay error will switch off the bank (solenoid valves 6, 2 and 4).

Solution:

• Turn the ignition key off and back on. Start the engine; if the fault code is Turn the
ignition key off and back on. Start the engine. If the fault code is active always when
engine is running, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

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6.3.10 325 SPN 9132, FMI 12, Solenoid valve 2, Current level error (Bank off)

Description:

EEM3 monitoring system has detected current level error at injector solenoid valve 2 on cylinder 5.
The probable cause for the problem is temporary current peak at solenoid valve.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Current level error will switch off the bank (solenoid valves 6, 2 and 4).

Solution:

• The probable cause for the problem is temporary current peak at solenoid valve. This
may happen due to temporary malfunction of nozzle. If the fault cannot be repeated
within the next 10 operating hours, there’s no mechanical fault in the solenoid valve.

• Turn the ignition key off and back on. Start the engine. If the fault code is active
always when engine is running, reason might be a defective solenoid valve (nozzle) or
incorrect solenoid valve or nozzle for the engine type.

• In case of damaged solenoid valve/Injector, replace damaged parts according service

manual.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.11 331, SPN 9133, FMI 6, Solenoid valve 3, Short circuit to GROUND (Bank off)

Description:

EEM3 monitoring system has detected short circuit to ground at injector solenoid valve 3 on
cylinder 3.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Short circuit to ground of solenoid valve low side will switch off a single nozzle.
Short circuit to ground of solenoid valve high side will switch off the bank (solenoid valves 1, 5 and
3).

Solution1:

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4-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagrams)

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 3 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• Check carefully solenoid valve 3 connector installation for possible ground connection
of terminals, e.g. to valve covers.

• On the injector harness valve cover connector, measure the resistance between
solenoid valve 3 contact pins and the engine ground for possible short circuit to
ground:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 4 for sh3 High side: Pin 4 for sh4
- Low side: Pin 5 for sl3 Low side: Pin 5 for sl4
See 11.4.2 See 11.4.4

• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve contact pins and the engine ground for possible short circuit to
ground:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 5 for sh3 High side: Pin 5 for sh4
- Low side: Pin 12 for sl3 Low side: Pin 12 for sl4
See 11.4.2 See 11.4.4

• Check the high side and low side wiring between solenoid valve 3 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 5 for sh3 High side: Pin 5 for sh4
- Low side: Pin 12 for sl3 Low side: Pin 12 for sl4
See 11.4.2 See 11.4.4

• Measure the solenoid valve 3 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• Measure the resistance between the solenoid valve 3 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

Solution2:

2-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagram)

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• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 3 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve 3 contact pins and the engine ground for possible short circuit
to ground:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 5 for sh3 High side: Pin 5 for sh4
- Low side: Pin 12 for sl3 Low side: Pin 12 for sl4
See(11.4.1) See(11.4.3)

• Check the high side and low side wiring between solenoid valve 3 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 5 for sh3 High side: Pin 5 for sh4
- Low side: Pin 12 for sl3 Low side: Pin 12 for sl4
See(11.4.1) See(11.4.3)

• Measure the solenoid valve 3 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• Measure the resistance between the solenoid valve 3 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.12 332 SPN 9133, FMI 3, Solenoid valve 3, Short circuit between cables (Bank off)

Description:

EEM3 monitoring system has detected short circuit between cables of injector solenoid valve 3 on
cylinder 3. Short circuit to battery (+) from solenoid valve low side (sl3) will activate this fault, too.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Short circuit between cables will switch off the bank (solenoid valves 1, 5 and 3).

Solution:

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

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• Check the high side and low side wiring between solenoid valve 3 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 5 for sh3 High side: Pin 5 for sh4
- Low side: Pin 12 for sl3 Low side: Pin 12 for sl4
See(11.4.1) See(11.4.3)

• Check the solenoid valve 3 low side wiring (sl3) or (sl4) for possible short circuit to any
line or terminal connected to battery (+).

• Measure the solenoid valve 3 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.13 333 SPN 9133, FMI 5, Solenoid valve 3, OPEN CIRCUIT

Description:

EEM3 monitoring system has detected open circuit in the wiring of injector solenoid valve 3 on
cylinder 3.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.

Solution:

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 3 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

Check the high side and low side wiring between solenoid valve 3 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 5 for sh3 High side: Pin 5 for sh4
- Low side: Pin 12 for sl3 Low side: Pin 12 for sl4
See(11.4.1) See(11.4.3)

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

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6.3.14 334 SPN 9133, FMI 31, Solenoid valve 3, Fast decay error (Bank off)

Description:

EEM3 monitoring system has detected fast decay error at injector solenoid valve 3 on cylinder 3.
Fast decay control is monitoring, that the solenoid valve is closed fast enough after each injection.
Fast decay error means, that injector valve will be open longer than intended.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/sl2:
1500 rpm). CAN message indicate active fault.
Fast decay error will switch off the bank (solenoid valves 1, 5 and 3).

Solution:

• Turn the ignition key off and back on. Start the engine. If the fault code is active
always when engine is running, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

6.3.15 335 SPN 9133, FMI 12, Solenoid valve 3, Current level error (Bank off)

Description:

EEM3 monitoring system has detected current level error at injector solenoid valve 3 on cylinder 3.
The probable cause for the problem is temporary current peak at solenoid valve.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Current level error will switch off the bank (solenoid valves 1, 5 and 3).

Solution:

• The probable cause for the problem is temporary current peak at solenoid valve. This
may happen due to temporary malfunction of nozzle. If the fault cannot be repeated
within the next 10 operating hours, there’s no mechanical fault in the solenoid valve.

• Turn the ignition key off and back on. Start the engine. If the fault code is active
always when engine is running, reason might be a defective solenoid valve (nozzle) or
incorrect solenoid valve or nozzle for the engine type.

• In case of damaged solenoid valve/Injector, replace damaged parts according service

manual.

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• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.16 341, SPN 9134, FMI 6, Solenoid valve 4, Short circuit to GROUND (Bank off)

Description:

EEM3 monitoring system has detected short circuit to ground at injector solenoid valve 4 on
cylinder 6.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicate active fault.
Short circuit to ground of solenoid valve low side, will switch off a single nozzle.
Short circuit to ground of solenoid valve high side, will switch off the bank (solenoid valves 6, 2 and
4)

Solution1:

4-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagrams)

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 4 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• Check carefully solenoid valve 4 connector installation for possible ground connection
of terminals, e.g. to valve covers.

• On the injector harness valve cover connector, measure the resistance between
solenoid valve 4 contact pins and the engine ground for possible short circuit to
ground:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 4 for sh6 High side: Pin 3 for sh3
- Low side: Pin 6 for sl6 Low side: Pin 6 for sl3
See 11.4.2 See 11.4.4

• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve contact pins and the engine ground for possible short circuit to
ground:

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6 cylinder engines: 4 cylinder engines:

- High side: Pin 2 for sh6 High side: Pin 2 for sh3
- Low side: Pin 15 for sl6 Low side: Pin 15 for sl2
See 11.4.2 See 11.4.4

• Check the high side and low side wiring between solenoid valve 4 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engine
- High side: Pin 2 for sh6 High side: Pin 2 for sh3
- Low side: Pin 15 for sl6 Low side: Pin 15 for sl2
See 11.4.2 See 11.4.4

• Measure the solenoid valve 4 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• Measure the resistance between the solenoid valve 4 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

Solution2:

2-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagram)

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 4 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve 4 contact pins and the engine ground for possible short circuit
to ground:
6 cylinder engines: 4 cylinder engine
- High side: Pin 2 for sh6 High side: Pin 2 for sh3
- Low side: Pin 15 for sl6 Low side: Pin 15 for sl3

• Check the high side and low side wiring between solenoid valve 4 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engine
- High side: Pin 2 for sh6 High side: Pin 2 for sh3
- Low side: Pin 15 for sl6 Low side: Pin 15 for sl3

• Measure the solenoid valve 4 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

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• Measure the resistance between the solenoid valve 4 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.17 342 SPN 9134, FMI 3, Solenoid valve 4, Short circuit between cables (Bank off)

Description:

EEM3 monitoring system has detected short circuit between cables of injector solenoid valve 4 on
cylinder 6. Short circuit to battery (+) from solenoid valve low side (sl2) will activate this fault, too.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Short circuit between cables will switch off the bank (solenoid valves 6, 2 and 4).

Solution:

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the high side and low side wiring between solenoid valve 4 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engine
- High side: Pin 2 for sh6 High side: Pin 2 for sh3
- Low side: Pin 15 for sl6 Low side: Pin 15 for sl3
See(11.4.1) See(11.4.3)

• Check the solenoid valve 4 low side wiring (sl6) or (sl3) for possible short circuit to any
line or terminal connected to battery (+).

• Measure the solenoid valve 4 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.18 343 SPN 9134, FMI 5, Solenoid valve 4, OPEN CIRCUIT

Description:

EEM3 monitoring system has detected open circuit in the wiring of injector solenoid valve 4 on
cylinder 6.

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Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.

Solution:

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 4 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

Check the high side and low side wiring between solenoid valve 4 terminals and ECU
connector 3:
6 cylinder engines: 4 cylinder engine
- High side: Pin 2 for sh6 High side: Pin 2 for sh3
- Low side: Pin 15 for sl6 Low side: Pin 15 for sl3
See(11.4.1) See(11.4.3)

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.19 344 SPN 9134, FMI 31, Solenoid valve 4, Fast decay error (Bank off)

Description:

EEM3 monitoring system has detected fast decay error at injector solenoid valve 4 on cylinder 6.
Fast decay control is monitoring, that the solenoid valve is closed fast enough after each injection.
Fast decay error means, that injector valve will be open longer than intended.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicate active fault.
Fast decay error will switch off the bank (solenoid valves 6, 2 and 4).

Solution:

• Turn the ignition key off and back on. Start the engine; if the fault code is Turn the
ignition key off and back on. Start the engine. If the fault code is active always when
engine is running, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

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6.3.20 345 SPN 9134, FMI 12, Solenoid valve 4, Current level error (Bank off)

Description:

EEM3 monitoring system has detected current level error at injector solenoid valve 4 on cylinder 6.
The probable cause for the problem is temporary current peak at solenoid valve.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Current level error will switch off the bank (solenoid valves 6, 2 and 4).

Solution:

• The probable cause for the problem is temporary current peak at solenoid valve. This
may happen due to temporary malfunction of nozzle. If the fault cannot be repeated
within the next 10 operating hours, there’s no mechanical fault in the solenoid valve.

• Turn the ignition key off and back on. Start the engine. If the fault code is active
always when engine is running, reason might be a defective solenoid valve (nozzle) or
incorrect solenoid valve or nozzle for the engine type.

• In case of damaged solenoid valve/Injector, replace damaged parts according service

manual.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.21 351, SPN 9135, FMI 6, Solenoid valve 5, Short circuit to GROUND (Bank off)

Description:

EEM3 monitoring system has detected short circuit to ground at injector solenoid valve 5 on
cylinder 2.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Short circuit to ground of solenoid valve low side will switch off a single nozzle.
Short circuit to ground of solenoid valve high side will switch off the bank (solenoid valves 1, 5 and
3).

Solution1:

4-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagrams)

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• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 5 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• Check carefully solenoid valve 5 connector installation for possible ground connection
of terminals, e.g. to valve covers.

• On the injector harness valve cover connector, measure the resistance between
solenoid valve 5 contact pins and the engine ground for possible short circuit to
ground:
- High side: Pin 3 for sh2
- Low side: Pin 6 for sl2

• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve contact pins and the engine ground for possible short circuit to
ground:
- High side: Pin 11 for sh2
- Low side: Pin 6 for sl2

• Check the high side and low side wiring between solenoid valve 1 terminals and ECU
connector 3:
- High side: Pin 11 for sh2
- Low side: Pin 6 for sl2

• Measure the solenoid valve 5 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• Measure the resistance between the solenoid valve 5 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

Solution2:

2-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagram)

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 5 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

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• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve 1 contact pins and the engine ground for possible short circuit
to ground:
- High side: Pin 11 for sh2
- Low side: Pin 6 for sl2

• Check the high side and low side wiring between solenoid valve 1 terminals and ECU
connector 3:
- High side: Pin 11 for sh2
- Low side: Pin 6 for sl2

• Measure the solenoid valve 5 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• Measure the resistance between the solenoid valve 5 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.22 352 SPN 9135, FMI 3, Solenoid valve 5, Short circuit between cables (Bank off)

Description:

EEM3 monitoring system has detected short circuit between cables of injector solenoid valve 5 on
cylinder 2. Short circuit to battery (+) from solenoid valve low side (sl2) will activate this fault, too.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Short circuit between cables will switch off the bank (solenoid valves 1, 5 and 3).

Solution:

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the high side and low side wiring between solenoid valve 5 terminals and ECU
connector 3:
- High side: Pin 11 for sh2
- Low side: Pin 6 for sl2

• Check the solenoid valve 5 low side wiring (sl2) for possible short circuit to any line or
terminal connected to battery (+).

• Measure the solenoid valve 5 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

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6.3.23 353 SPN 9135, FMI 5, Solenoid valve 5, OPEN CIRCUIT

Description:

EEM3 monitoring system has detected open circuit in the wiring of injector solenoid valve 5 on
cylinder 2.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.

Solution:

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 5 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

Check the high side and low side wiring between solenoid valve 5 terminals and ECU
connector 3:
- High side: Pin 11 for sh2
- Low side: Pin 6 for sl2

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.24 354 SPN 9135, FMI 31, Solenoid valve 5, Fast decay error (Bank off)

Description:

EEM3 monitoring system has detected fast decay error at injector solenoid valve 5 on cylinder 2.
Fast decay control is monitoring, that the solenoid valve is closed fast enough after each injection.
Fast decay error means, that injector valve will be open longer than intended.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/sl2:
1500 rpm). CAN message indicate active fault.
Fast decay error will switch off the bank (solenoid valves 1, 5 and 3).

Solution:

• Turn the ignition key off and back on. Start the engine. If the fault code is active
always when engine is running, reason might be a defective ECU.

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• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

6.3.25 355 SPN 9135, FMI 12, Solenoid valve 5, Current level error (Bank off)

Description:

EEM3 monitoring system has detected current level error at injector solenoid valve 5 on cylinder 2.
The probable cause for the problem is temporary current peak at solenoid valve.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Current level error will switch off the bank (solenoid valves 1, 5 and 3).

Solution:

• The probable cause for the problem is temporary current peak at solenoid valve. This
may happen due to temporary malfunction of nozzle. If the fault cannot be repeated
within the next 10 operating hours, there’s no mechanical fault in the solenoid valve.

• Turn the ignition key off and back on. Start the engine. If the fault code is active
always when engine is running, reason might be a defective solenoid valve (nozzle) or
incorrect solenoid valve or nozzle for the engine type.

• In case of damaged solenoid valve/Injector, replace damaged parts according service

manual.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.26 361, SPN 9136, FMI 6, Solenoid valve 6, Short circuit to GROUND (Bank off)

Description:

EEM3 monitoring system has detected short circuit to ground at injector solenoid valve 6 on
cylinder 4.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicate active fault.
Short circuit to ground of solenoid valve low side, will switch off a single nozzle.
Short circuit to ground of solenoid valve high side, will switch off the bank (solenoid valves 6, 2 and
4)

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Solution1:

4-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagrams)

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 6 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• Check carefully solenoid valve 6 connector installation for possible ground connection
of terminals, e.g. to valve covers.

• On the injector harness valve cover connector, measure the resistance between
solenoid valve 6 contact pins and the engine ground for possible short circuit to
ground:
- High side: Pin 1 for sh4
- Low side: Pin 8 for sl4

• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve contact pins and the engine ground for possible short circuit to
ground:
- High side: Pin3 for sh4
- Low side: Pin 14 for sl4

• Check the high side and low side wiring between solenoid valve 6 terminals and ECU
connector 3:
- High side: Pin 3 for sh4
- Low side: Pin 14 for sl4

• Measure the solenoid valve 6 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• Measure the resistance between the solenoid valve 6 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

Solution2:

2-valve engines (see sections 11.1.1 and 11.4 for ECU connector location and wiring
diagram)

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

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• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 6 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

• On the injector harness ECU connector (connector 3), measure the resistance
between solenoid valve 6 contact pins and the engine ground for possible short circuit
to ground:
- High side: Pin 3 for sh4
- Low side: Pin 14 for sl4

• Check the high side and low side wiring between solenoid valve 2 terminals and ECU
connector 3:
- High side: Pin 3 for sh4
- Low side: Pin 14 for sl4

• Measure the solenoid valve 6 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• Measure the resistance between the solenoid valve 6 cable terminals and the engine
ground to see, if there is a short circuit to ground in the solenoid valve.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.27 362 SPN 9136, FMI 3, Solenoid valve 6, Short circuit between cables (Bank off)

Description:

EEM3 monitoring system has detected short circuit between cables of injector solenoid valve 6 on
cylinder 4. Short circuit to battery (+) from solenoid valve low side (sl4) will activate this fault, too.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Short circuit between cables will switch off the bank (solenoid valves 6, 2 and 4).

Solution:

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the high side and low side wiring between solenoid valve 6 terminals and ECU
connector 3:
- High side: Pin 3 for sh4
- Low side: Pin 14 for sl4

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• Check the solenoid valve 6 low side wiring (sl6) for possible short circuit to any line or
terminal connected to battery (+).

• Measure the solenoid valve 6 coil resistance. Correct resistance is 0,21-0,25 Ohm at
+20ºC.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.28 363 SPN 9136, FMI 5, Solenoid valve6, OPEN CIRCUIT

Description:

EEM3 monitoring system has detected open circuit in the wiring of injector solenoid valve 6 on
cylinder 4.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.

Solution:

• Check the ECU connector 3 locking. The connector metallic locking lever must be in
final position (locking position).

• Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.

• Check the solenoid valve 6 cable connector fastening. Correct tightening value for
nuts is 1,5Nm!

Check the high side and low side wiring between solenoid valve 6 terminals and ECU
connector 3:
- High side: Pin 3 for sh4
- Low side: Pin 14 for sl4

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

6.3.29 364 SPN 9136, FMI 31, Solenoid valve 6, Fast decay error (Bank off)

Description:

EEM3 monitoring system has detected fast decay error at injector solenoid valve 6 on cylinder 4.
Fast decay control is monitoring, that the solenoid valve is closed fast enough after each injection.
Fast decay error means, that injector valve will be open longer than intended.

Reaction in EEM:

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FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicate active fault.
Fast decay error will switch off the bank (solenoid valves 6, 2 and 4).

Solution:

• Turn the ignition key off and back on. Start the engine; if the fault code is Turn the
ignition key off and back on. Start the engine. If the fault code is active always when
engine is running, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

6.3.30 365 SPN 9136, FMI 12, Solenoid valve 6, Current level error (Bank off)

Description:

EEM3 monitoring system has detected current level error at injector solenoid valve 6 on cylinder 4.
The probable cause for the problem is temporary current peak at solenoid valve.

Reaction in EEM:

FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault.
Current level error will switch off the bank (solenoid valves 6, 2 and 4).

Solution:

• The probable cause for the problem is temporary current peak at solenoid valve. This
may happen due to temporary malfunction of nozzle. If the fault cannot be repeated
within the next 10 operating hours, there’s no mechanical fault in the solenoid valve.

• Turn the ignition key off and back on. Start the engine. If the fault code is active
always when engine is running, reason might be a defective solenoid valve (nozzle) or
incorrect solenoid valve or nozzle for the engine type.

• In case of damaged solenoid valve/Injector, replace damaged parts according service

manual.

• In case of damaged solenoid valve/Injector or wiring harness, replace the damaged

parts according to the service manual.

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6.4 HIGH PRESSURE PUMP CONTROL (MPRPOP control)

6.4.1 421, SPN 9174, FMI 6, MPROP control, Short circuit to ground

Description:

EEM3 monitoring system has detected short circuit to ground on MPROP low side powerstage
(ECU connector 3, pin 3.10).

Reaction in EEM:

FC is stored and warning is activated.

Note1: Due to that there is no control pulse (PWM) for MPROP; high pressure pump will start to
provide full fuel quantity and pressure for rail.
Note2: Fault code 391, SPN 9151 FMI 7, “PRV recognised as open” will be activated also, due to
full fuel quantity and pressure at rail.

Solution:

• Check (from the high pressure pump) the MPROP wiring terminal surfaces and the
pins for possible oxidation in connection surfaces (see 11.2) and (see 11.4.1).
• Measure the low side (hp 2) from wiring terminal to engine ground, to see if there is a
short circuit to ground (see 11.4.1).
• Measure the solenoid valve coil resistance. Correct resistance: 2.6 – 3.15 Ω at +20ºC
(see 11.2).
• Measure from MPROP solenoid valve connector pins to engine ground, to see if there
is a short circuit to ground in the solenoid valve (see 11.4.1).
• In case of damaged solenoid valve or wiring harness, replace damaged parts
according service manual.

6.4.2 422, SPN 9174, FMI 3, MPROP control, Short circuit to BAT+

Description:

EEM3 monitoring system has detected short circuit to battery + on MPROP low side powerstage
(ECU connector 3, pin 3.10).

Reaction in EEM:

FC is stored and warning is activated.

Note1: Due to that there is no control pulse (PWM) for MPROP; high pressure pump will start to
provide full fuel quantity and pressure for rail.
Note2: Fault code 391, SPN 9151 FMI 7, “PRV recognised as open” will be activated also, due to
full fuel quantity and pressure at rail.

Solution:

• Check (from the high pressure pump) the MPROP wiring terminal surfaces and the
pins for possible oxidation in connection surfaces (see 11.2) and (see 11.4.1).

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• Measure the low side (hp 2) from wiring terminal to engine ground, to see if there is a
short circuit to battery+ (see 11.4.1).
• Measure the solenoid valve coil resistance. Correct resistance: 2.6 – 3.15 Ω at +20ºC
(see 11.2).
• In case of damaged solenoid valve or wiring harness, replace damaged parts
according service manual.

6.4.3 423, SPN 9174, FMI 5, MPROP control, Open circuit

Description:

EEM3 monitoring system has detected open circuit on MPROP low side powerstage (ECU
connector 3, pin 3.10).

Reaction in EEM:

FC is stored and warning is activated.

Note1: Due to that there is no control pulse (PWM) for MPROP; high pressure pump will start to
provide full fuel quantity and pressure for rail.
Note2: Fault code 391, SPN 9151 FMI 7, “PRV recognised as open” will be activated also, due to
full fuel quantity and pressure at rail.

Solution:

• Check (from the high pressure pump) the MPROP wiring terminal connector is in final
position (locking position).
• Check (from the high pressure pump) the MPROP wiring terminal surfaces and the
pins for possible oxidation in connection surfaces (see 11.2) and (see 11.4.1).
• Measure between the low side (hp 2) from wiring terminal to ECU connector 3 (pin
3.10), to see if there is a fault cable (see 11.4.1).
• Measure the solenoid valve coil resistance. Correct resistance: 2.6 – 3.15 Ω at +20ºC
(see 11.2).
• In case of damaged solenoid valve or wiring harness, replace damaged parts
according service manual.

6.4.4 424, SPN 9174, FMI 31, MPROP control, Excess temperature

Description:

EEM3 monitoring system has detected excess temperature in CJ945-controlled powerstage. When
battery+ defect occurs repeatedly, the CJ945 gives an early warning of an overtemperature
condition in the chip.

Reaction in EEM:

FC is stored and warning is activated.

Note1: Due to that there is no control pulse (PWM) for MPROP; high pressure pump will start to
provide full fuel quantity and pressure for rail.

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Note2: Fault code 391, SPN 9151 FMI 7, “PRV recognised as open” will be activated also, due to
full fuel quantity and pressure at rail.

Solution:

• This fault will be activated always, if short circuit to battery+ (FC 422, SPN 9174, FMI
3) has caused excess temperature for CJ945.
• Turn the ignition key off and back on. Start the engine; if the fault code is active always
when engine is running, reason might be a defective ECU.

Check the ECU operation with another EEM3 controller (See the instructions for ECU replacement
in section 9). If the system is functional and the fault is not active with the replacement ECU, then
the original ECU is defective.

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7 ECU DIAGNOSTICS

7.1 ECU supply voltage

7.1.1 18, SPN 168, FMI 0, Battery voltage VERY HIGH (> 36 V)

Description:
Supply voltage for EEM3 controller is very high >36V

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:

• Check working of the generator, if charging voltage is correct.

7.1.2 17, SPN 168, FMI 1, Battery voltage VERY LOW (< 6,5 V)

Description:
Supply voltage for EEM3 controller is very low.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:
The probably cause of the problem is the voltage drop down, during cranking. If the fault code 17 is
active continuously, check following path:

• Check condition of the battery for too low voltage.

• Check contacts through wiring from the battery to the EEM3 for bad contact at some
connector. (See 11.1.2)
• Check working of the generator.

7.1.3 371, SPN 168, FMI 18, Battery voltage BELOW NORMAL (< 7,8 V)

Description:
Supply voltage for EEM3 controller is too low.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:

The probably cause of the problem is the voltage drop down, during cranking. If the fault code 371
SPN 168, FMI 18 is active continuously, check following path:

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• Check condition of the battery for too low voltage.

• Check contacts through wiring from the battery to the EEM3 for bad contact at some
connector (see 11.1.2).
• Check working of the generator.

7.1.4 372, SPN 168, FMI 16, Battery voltage ABOVE NORMAL

Description:
Supply voltage for EEM3 controller is above normal.
Fault code limit for 12V systems: 17 V
Fault code limit for 24V systems: 30V

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:

• Check working of the generator, if charging voltage is correct.

7.2 Power management

7.2.1 221, SPN 9025, FMI 31, Self test shutoff paths, watchdog

Description:

The watchdog checks the function of the microprocessor with a question/answer routine and
switches off the power stages in the event of a malfunction of the microprocessor. This fault is
related to test of the ECU hardware watchdog. The test is made during system start-up when the
engine is not running. The ECU triggers the watchdog intentionally that leads to switch off the
power stages. When the power stages are switched off any injections shouldn’t be possible. The
ECU tries to schedule fuel injections on all cylinders, if an injection is detected the fault is activated.

Reaction in EEM:

FC is stored and warning is activated. Power stages will be switched off.

Solution:

• Switch the ignition key off, wait few seconds and switch the ignition key again on, if the
fault occurs again the ECU is defective.
• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

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NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated,
because of engine S/N mismatch or engine specification mismatch. If the controller
needs to be replaced, the new EEM3 controller needs to be coupled to the current
Engine Identification Module (IDM) using the Service Tool.

7.2.2 222, SPN 9026, FMI 3, Self test shutoff paths, processor voltage check HIGH

Description:

The internal supply voltage of the microprocessor is controlled by an internal voltage check. If the
supply voltage overshoots a certain voltage range, the check generates an output signal that leads
to switch off the power stages. This fault is related to test of the out put signal. The test is made
during system start-up when the engine is not running. The ECU intentionally fails the supply
voltage check that leads to switch off the power stages. When the power stages are switched off
any injections shouldn’t be possible. The ECU tries to schedule fuel injections on all cylinders, if an
injection is detected the fault is activated.

Reaction in EEM:

FC is stored and warning is activated. Power stages will be switched off.

Solution:

• Switch the ignition key off, wait few seconds and switch the ignition key again on, if the
fault occurs again the ECU is defective.
• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated,
because of engine S/N mismatch or engine specification mismatch. If the controller
needs to be replaced, the new EEM3 controller needs to be coupled to the current
Engine Identification Module (IDM) using the Service Tool.

7.2.3 223, SPN 9027, FMI 4, Self test shutoff paths, processor voltage check LOW

Description:

The internal supply voltage of the microprocessor is controlled by an internal voltage check. If the
supply voltage undershoots a certain voltage range, the check generates an output signal that
leads to switch off the power stages. This fault is related to test of the out put signal. The test is
made during system start-up when the engine is not running. The ECU intentionally fails the supply
voltage check that leads to switch off the power stages. When the power stages are switched off
any injections shouldn’t be possible. The ECU tries to schedule fuel injections on all cylinders, if an
injection is detected the fault is activated.

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Reaction in EEM:

FC is stored and warning is activated. Power stages will be switched off.

Solution:

• Switch the ignition key off, wait few seconds and switch the ignition key again on, if the
fault occurs again the ECU is defective.
• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated,
because of engine S/N mismatch or engine specification mismatch. If the controller
needs to be replaced, the new EEM3 controller needs to be coupled to the current
Engine Identification Module (IDM) using the Service Tool.

7.2.4 231, SPN 9033, FMI 31, ECU Shut-off does not work

Description:

When the ignition key has been switched off to shut off the system the ECU executes definite
routines and finally the ECU switches off power supply from itself. After the final switch off
command is given to the ECU a shut off timer is started to increment and if this timer is able to
reach the certain value, this means the software is still running and the ECU power is not off.

Reaction in EEM:

Warning is activated. The ECU shut off fault status is stored to the EEPROM memory and begins
of next driving cycle the status is checked. Checking of the status is related to fault code 233, SPN
9034, FMI 31, ‘ECU Shut-off did not work at last time’.

Solution:

• Switch continuous power to the ECU off, wait few seconds and switch continuous
power and ignition key again on, if the fault occurs again during next ECU shut off the
ECU is defective.
• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because of
engine S/N mismatch or engine specification mismatch. If the controller needs to be replaced, the
new EEM3 controller needs to be coupled to the current Engine Identification Module (IDM) using
the Service Tool.

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7.2.5 233, SPN 9034, FMI 31, ECU Shut-off did not work at last time

Description:

When the ignition key has been switched off to shut off the system the ECU executes definite
routines and finally the ECU switches off power supply from itself. After the final switch off
command is given to the ECU a shut off timer is started to increment and if this timer is able to
reach the certain value, this means the software is still running and the ECU power is not off. The
ECU shut off fault status is stored to the EEPROM memory and begins of next driving cycle the
status is checked and the fault is activated.

Reaction in EEM:

FC is stored and warning is activated. CAN message indicates active fault.

Solution:

• Switch the ignition key off, wait few seconds and switch the ignition key again on, if the
fault occurs again the ECU is defective.
• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because of
engine S/N mismatch or engine specification mismatch. If the controller needs to be replaced, the
new EEM3 controller needs to be coupled to the current Engine Identification Module (IDM) using
the Service Tool.

7.2.6 235, SPN 9030, FMI 6, Short circuit to ground, ECU main relay 1

Description:
High and low power outputs of the ECU are supplied via the main relays (FET transistors). When
short circuit to ground or battery + is detected, Main relays (MR) will automatically shut off. To
ensure that the short circuit to GND or Bat+ is either temporary or permanent, the MR’s shall be
reactivated after delay time. If monitoring system detects continuously short circuit to ground or
bat+ MR’s will be shut off.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution1:
Switch the ignition key off, wait few seconds and switch the ignition key again on, if the fault occurs
again during next driving check following paths:

• Check (from the high pressure pump) the MPROP wiring terminal surfaces and the
pins for possible oxidation in connection surfaces (see 11.2) and (see 11.4.1).

• Measure the high side (hp1) from wiring terminal to engine ground, to see if there is a
short circuit to ground (see 11.4.1).

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• Measure between the low side (hp 2) from wiring terminal to ECU connector 3 (pin
3.10), to see if there is a fault cable (see 11.4.1).

• Measure between the high side (hp 1) from wiring terminal to ECU connector 3 (pin
3.09), to see if there is a fault cable (see 11.4.1).

Solution2:
• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because of
engine S/N mismatch or engine specification mismatch. If the controller needs to be replaced, the
new EEM3 controller needs to be coupled to the current Engine Identification Module (IDM) using
the Service Tool.

7.2.7 236, SPN 9031, FMI 6, Short circuit to ground, ECU main relay 2

Description:
High and low power outputs of the ECU are supplied via the main relays (FET transistors). When
short circuit to ground or battery + is detected, Main relays (MR) will automatically shut off. To
ensure that the short circuit to GND or Bat+ is either temporary or permanent, the MR’s shall be
reactivated after delay time. If monitoring system detects continuously short circuit to ground or
bat+ MR’s will be shut off.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:

Switch the ignition key off, wait few seconds and switch the ignition key again on, if the fault occurs
again during next driving check following paths:

• Measure the Pin (1.57) (see13) from wiring terminal (connector1)(see 11.1.1), to see if
there is a short circuit to ground.

Solution2:

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because of
engine S/N mismatch or engine specification mismatch. If the controller needs to be replaced, the
new EEM3 controller needs to be coupled to the current Engine Identification Module (IDM) using
the Service Tool.

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7.2.8 237, SPN 9032, FMI 6, Short circuit to ground, ECU main relay 3

Description:
High and low power outputs of the ECU are supplied via the main relays (FET transistors). When
short circuit to ground or battery + is detected, Main relays (MR) will automatically shut off. To
ensure that the short circuit to GND or Bat+ is either temporary or permanent, the MR’s shall be
reactivated after delay time. If monitoring system detects continuously short circuit to ground or
bat+ MR’s will be shut off.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:
Switch the ignition key off, wait few seconds and switch the ignition key again on, if the fault occurs
again during next driving check following paths:

• Measure the Pin (1.21) (see 12) from wiring terminal (connector1)(see 11.1.1), to see
if there is a short circuit to ground.

• Measure the Pin (1.75) (see 12) from wiring terminal (connector1)(see 11.1.1), to see
if there is a short circuit to ground.

Solution2:

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because of
engine S/N mismatch or engine specification mismatch. If the controller needs to be replaced, the
new EEM3 controller needs to be coupled to the current Engine Identification Module (IDM) using
the Service Tool.

7.2.9 241, SPN 9030, FMI 3, Short circuit to BAT+, ECU main relay 1

Description:
High and low power outputs of the ECU are supplied via the main relays (FET transistors). When
short circuit to ground or battery + is detected, Main relays (MR) will automatically shut off. To
ensure that the short circuit to GND or Bat+ is either temporary or permanent, the MR’s shall be
reactivated after delay time. If monitoring system detects continuously short circuit to ground or
bat+ MR’s will be shut off.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

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Solution:
Switch the ignition key off, wait few seconds and switch the ignition key again on, if the fault occurs
again during next driving check following paths:

• Check (from the high pressure pump) the MPROP wiring terminal surfaces and the
pins for possible oxidation in connection surfaces (see 11.2) and (see 11.4.1).

• Measure the low side (hp 2) from wiring terminal to engine ground, to see if there is a
short circuit to bat+ (see 11.4.1).

• Measure between the low side (hp 2) from wiring terminal to ECU connector 3 (pin
3.10), to see if there is a fault cable (see 11.4.1).

• Measure between the high side (hp 1) from wiring terminal to ECU connector 3 (pin
3.09), to see if there is a fault cable (see 11.4.1).

Solution2:
• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because of
engine S/N mismatch or engine specification mismatch. If the controller needs to be replaced, the
new EEM3 controller needs to be coupled to the current Engine Identification Module (IDM) using
the Service Tool.

7.2.10 242, SPN 9031, FMI 3, Short circuit to BAT+, ECU main relay 2

Description:
High and low power outputs of the ECU are supplied via the main relays (FET transistors). When
short circuit to ground or battery + is detected, Main relays (MR) will automatically shut off. To
ensure that the short circuit to GND or Bat+ is either temporary or permanent, the MR’s shall be
reactivated after delay time. If monitoring system detects continuously short circuit to ground or
bat+ MR’s will be shut off.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:
Switch the ignition key off, wait few seconds and switch the ignition key again on, if the fault occurs
again during next driving check following paths:

• Measure the Pin (1.16) (see13) from wiring terminal (connector1)(see 11.1.1), to see if
there is a short circuit to bat+.

Solution2:

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• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because of
engine S/N mismatch or engine specification mismatch. If the controller needs to be replaced, the
new EEM3 controller needs to be coupled to the current Engine Identification Module (IDM) using
the Service Tool.

7.2.11 243, SPN 9031, FMI 3, Short circuit to BAT+, ECU main relay 3

Description:
High and low power outputs of the ECU are supplied via the main relays (FET transistors). When
short circuit to ground or battery + is detected, Main relays (MR) will automatically shut off. To
ensure that the short circuit to GND or Bat+ is either temporary or permanent, the MR’s shall be
reactivated after delay time. If monitoring system detects continuously short circuit to ground or
bat+ MR’s will be shut off.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:

• Measure the Pin (1.56) (see13) from wiring terminal (connector1)(see 11.1.1), to see if
there is a short circuit to bat+.

• Measure the Pin (1.23) (see13) from wiring terminal (connector1)(see 11.1.1), to see if
there is a short circuit to bat+.

Solution2:

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because of
engine S/N mismatch or engine specification mismatch. If the controller needs to be replaced, the
new EEM3 controller needs to be coupled to the current Engine Identification Module (IDM) using
the Service Tool.

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7.3 Voltage output

7.3.1 211, SPN 9021, FMI 4, 5 Vdc supply 1 defect LOW ( <4.6V)

Description:

Reference supply voltage for sensors and throttles is too low.

Reaction in EEM:
FC is stored and warning is activated. The EEM3 controller detects wrong values by the sensors
and throttles and for that behaviour of the engine is not correct.

Solution:
The probably cause of the problem is the voltage drop down, during cranking. If the fault code is
active always when ignition is switched on and engine is not running. Then check following paths:

• Check boost pressure sensor for short circuit via supply pin 3(2.33) to ground (see
11.5.3).

• Check throttle 2 for short circuit via supply pin 3(1.82) to ground (see 12).

• Check oil pressure sensor for short circuit via pin 3(2.32) to ground (see 11.5.4).

• Check Fuel filter pressure sensor for short circuit via pin 3(2.31) to ground (see
11.5.5).

• If no short circuit is found, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

7.3.2 212, SPN 9021, FMI 3, 5 Vdc Supply 1 defect HIGH (>5.2V)

Description:
Reference supply voltage for sensors and throttles is too high.

Reaction in EEM:
FC is stored and warning lamp is activated. The EEM3 controller detects wrong values by the
sensors and throttles and for that behaviour of the engine is not correct.

Solution:
Check reference supply lines from EEM3 controller for short circuit to battery voltage.

• Check boost pressure sensor for short circuit to +12V on supply pin 3(2.33). Normally
there should be + 5V (see 11.5.3).

• Check throttle2 for short circuit to + 12V on supply pin 3(1.82). Normally there should
be + 5V (see 12).

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• Check oil pressure sensor for short circuit to + 12V on supply pin 3(2.32). Normally
there should be + 5V (see 11.5.4).

• Check fuel filter pressure sensor for short circuit to + 12V on supply pin 3(2.31).
Normally there should be + 5V (see 11.5.5).

• If no short circuit is found, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

7.3.3 213, SPN 9022, FMI 4, 5 Vdc supply 2 defect LOW ( <4.6V)

Description:
Reference supply voltage for sensors and throttles is too low.

Reaction in EEM:
FC is stored and warning lamp is activated. The EEM3 controller detects wrong values by the
sensors and throttles and for that behaviour of the engine is not correct.

Solution:
The probably cause of the problem is the voltage drop down, during cranking. If the fault code is
active always when ignition is switched on and engine is not running. Then check following paths:

• Check throttle 1 for short circuit via supply pin 3(1.84) to ground (see 12).

• Check throttle 3 for short circuit via supply pin 3(1.68) to ground (see12).

• If no short circuit is found, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

7.3.4 214, SPN 9022, FMI 3, 5 Vdc Supply 2 defect HIGH (>5.2V)

Description:
Reference supply voltage for sensors and throttles is too high.

Reaction in EEM:
FC is stored and warning lamp is activated. The EEM3 controller detects wrong values by the
sensors and throttles and for that behaviour of the engine is not correct.

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Solution:

• Check throttle 1 for short circuit to + 12V on supply pin 3(1.84). Normally there should
be + 5V (see12).

• Check throttle 3 for short circuit to + 12V on supply pin 3(1.68). Normally there should
be + 5V (see 12).

• If no short circuit is found, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

7.3.5 214, SPN 9023, FMI 4, 5 Vdc supply 3 defect LOW ( <4.6V)

Description:
Reference supply voltage for sensors and throttles is too low.

Reaction in EEM:
FC is stored and warning lamp is activated. The EEM3 controller detects wrong values by the
sensors and throttles and for that behaviour of the engine is not correct.

Solution:

• Check rail pressure sensor for short circuit via supply pin 3(2.13) to ground (see
11.5.6).

• If no short circuit is found, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

7.3.6 214, SPN 9023, FMI 3, 5 Vdc Supply 3 defect HIGH (>5.2V)

Description:
Reference supply voltage for sensors and throttles is too high.

Reaction in EEM:
FC is stored and warning lamp is activated. The EEM3 controller detects wrong values by the
sensors and throttles and for that behaviour of the engine is not correct.

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Solution:

• Check rail pressure sensor for short circuit to +12V on supply pin 3(2.13). Normally
there should be + 5V (see 11.5.3).

• If no short circuit is found, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

7.3.7 248, SPN 9024, FMI 18, Water in fuel sensor supply voltage BELOW NORMAL

Description:
Supply voltage for WIF sensor is too low. ECU supply voltage has been below 6.5V over delay
time.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution1:
The probably cause of the problem is the voltage drop down, during cranking. If the fault code 371
SPN 168, FMI 18 “Battery voltage BELOW NORMAL (<7.8V) is active continuously, check
following path:

• Check condition of the battery for too low voltage.

• Check contacts through wiring from the battery to the EEM3 for bad contact at some
connector (see 11.1.2).
• Check working of the generator.

Solution2:
The probably cause of the problem is the voltage drop down, during cranking. If the fault code is
active always when ignition is switched on and engine is not running. Then check following paths:

• Check Water in fuel sensor for short circuit via supply pin A(1.50) to ground (see
11.5.9).

• If no short circuit is found, reason can be a defective ECU.

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

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7.3.8 249, SPN 9024, FMI 16, Water in fuel sensor supply voltage ABOVE NORMAL

Description:
Supply voltage for WIF sensor is too high. ECU supply voltage has been above 32V over delay
time.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution1:

• Check working of the generator, if charging voltage is correct.

7.4 ECU internal sensor diagnostics

7.4.1 22, SPN 1136, FMI 3, ECU temperature sensor defect HIGH

Description:

EEM3 monitoring system has detected failure at ECU internal temperature sensor. Possible reason
is ECU hardware defect.

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine functions
dependent on the ECU temperature are not active.

Solution:

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

7.4.2 21, SPN 1136, FMI 4, ECU temperature sensor defect LOW

Description:

EEM3 monitoring system has detected failure at ECU internal temperature sensor. Possible reason
is ECU hardware defect.

Reaction in EEM:

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FC is stored and warning lamp is activated. CAN message indicates active fault. Engine functions
dependent on the ECU temperature are not active.

Solution:

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

7.4.3 20, SPN 1136, FMI 16, ECU temperature ABOVE NORMAL (> 115 °C)

Description:

Temperature inside EEM3 controller is too high. Reason could be example, when the overheating
has stopped the engine and the cooling system does not work anymore and temperature may rise
inside the EEM3 controller, because the airflow is not cooling.

Reaction in EEM:

FC is stored and warning is activated. CAN message indicates active fault.

Solution:

• If the failure IS ACTIVE CONTINUOUSLY, even the controller is cold. Test body
temperature of the EEM3 controller by touching. If the controller is not hot, but the
failure is still active. The EEM3 controller has to be replaced. Replace the controller
and couple current identification module(IDM) to the new EEM3 controller with Service
Tool.
• If the failure is NOT ACTIVE anymore, check failure codes 112 and 113 if one of these
failure codes has been active at the same time. Then problem has probably caused by
engine overheating. You do not have to take care about this failure code anymore.

If FC 112 or 113 has not been stored, the temperature element inside the EEM3 controller may be
defective. Test current EEM3 controller functionality with another EEM3 controller. NOTE: If EEM3
controller from another tractor is used, FC 451 or 452 will be activated, because of engine S/N
mismatch or engine specification mismatch. Couple current identification module(IDM) to the new
EEM3 controller with Service Tool.

7.4.4 471, SPN 9010, FMI 4, Ambient pressure sensor defect LOW

Description:
EEM3 monitoring system has detected failure at ECU internal ambient pressure sensor. Possible
reason is ECU hardware defect.

Reaction in EEM:

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FC is stored and warning is activated. CAN message indicates active fault. Engine functions
dependent on the ambient pressure sensor are not active.

Solution:

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

7.4.5 472, SPN 9010, FMI 3, Ambient pressure sensor defect HIGH

Description:
EEM3 monitoring system has detected failure at ECU internal ambient pressure sensor. Possible
reason is ECU hardware defect.

Reaction in EEM:

FC is stored and warning is activated. CAN message indicates active fault. Engine functions
dependent on the ambient pressure sensor are not active.

Solution:

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

7.4.6 473, SPN 9010, FMI 16, Ambient pressure ABOVE NORMAL

Description:
Ambient pressure inside EEM3 controller is too high. Measured pressure >2000hPa.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:

• Check the ECU operation with another EEM3 controller (NOTE: See the instructions
for ECU replacement in section 9). If the system is functional and the fault is not active
with the replacement ECU, then the original ECU is defective.

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7.5 Measurement system

7.5.1 109, SPN 110, FMI 2, Coolant temperature NO SIGNAL

Description:

The measurement has failed inside the ECU. Possible reason is ECU hardware defect.

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine protection and other functions dependent on the coolant temperature
are not active.

NOTE: Engine overheating protection is not active. The engine may damage, if overheating
happens.

Solution:

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

7.5.2 261, SPN 174, FMI 2, Fuel temperature NO SIGNAL

Description:

The measurement has failed inside the ECU. Possible reason is ECU hardware defect.

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the fuel temperature are not active.

Solution:

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

7.5.3 117, SPN 105, FMI 2, Intake manifold temperature sensor NO SIGNAL

Description:

The measurement has failed inside the ECU. Possible reason is ECU hardware defect.

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Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the intake manifold temperature are not
active.

Solution:

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

7.5.4 93, SPN 100, FMI 2, Oil pressure NO SIGNAL

Description:

The measurement has failed inside the ECU. Possible reason is ECU hardware defect.

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the oil pressure are not active.

Solution:

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

7.5.5 104, SPN 102, FMI 2, Boost pressure NO SIGNAL

Description:

The measurement has failed inside the ECU. Possible reason is ECU hardware defect.

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the boost pressure are not active.

Solution:

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

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7.5.6 266, SPN 157, FMI 2, Rail pressure NO SIGNAL

Description:

The measurement has failed inside the ECU. Possible reason is ECU hardware defect.

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power and speed will be heavily reduced
(FL2/SL2: 1500 rpm). CAN message indicates active fault. Engine functions dependent on the rail
pressure are not active.

Solution:

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

7.5.7 293, SPN 94, FMI 2, Fuel filter pressure NO SIGNAL

Description:

The measurement has failed inside the ECU. Possible reason is ECU hardware defect.

Reaction in EEM:

FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine functions dependent on the fuel filter pressure are not active.

Solution:

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

7.5.8 19, SPN 168, FMI 2, Battery voltage NO SIGNAL

Description:

The measurement has failed inside the ECU. Possible reason is ECU hardware defect.

Reaction in EEM:

FC is stored and warning lamp is activated. CAN message indicates active fault. Engine functions
dependent on the battery voltage are not active.

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Solution:

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

7.5.9 23, SPN 1136, FMI 2, ECU temperature NO SIGNAL

Description:

The measurement has failed inside the ECU. Possible reason is ECU hardware defect.

Reaction in EEM:

FC is stored and warning is activated. CAN message indicates active fault. Engine functions
dependent on the ECU temperature are not active.

Solution:

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

7.5.10 474, SPN 9010, FMI 2, Ambient pressure NO SIGNAL

Description:

The measurement has failed inside the ECU. Possible reason is ECU hardware defect.

Reaction in EEM:

FC is stored and warning is activated. CAN message indicates active fault. Engine functions
dependent on the ambient pressure are not active.

Solution:

Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional and the fault is not active with the replacement
ECU, then the original ECU is defective.

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7.6 CAN bus monitoring

7.6.1 141, SPN 9006, FMI 31, Vehicle CAN off

Description:
EEM3 controller is not able to communicate with other devices on the CAN bus.
Note: EEM3 cannot detect open circuit (wiring). Possible causes are:

• Malfunction of vehicle controller

• Bad contacts, oxidation on any of the can-bus connectors on the vehicle.
• Short circuits on can-bus, wrong or missing terminal resistors or defective control
units.

Reaction in EEM:
FC is stored and warning is activated. Control requests by the CAN are not active. The EEM3
controller will start to use hardwired throttles for speed control. In case there are no hardwired
throttles the engine runs at low idle speed.

Solution:
Check CAN2 bus between the EEM3 controller and the vehicle for short circuit between CAN lines.

• Check the CAN2 Hi Pin (1.35) wiring between EEM3 controller (see 13) and vehicle
connector. Check correct pin numbers of vehicle connector from vehicle service
manual.

• Check the CAN2 Lo Pin(1.34) wiring between EEM3 controller (see 13) and vehicle
connector. Check correct pin numbers of vehicle connector from vehicle service
manual.

• If engine harness and vehicle harness are OK, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

7.6.2 143, SPN 9008, FMI 31, ID module CAN off(ECU to IDM)

Description:
EEM3 controller is not able to communicate with IDM on the CAN bus.
Note: EEM3 cannot detect open circuit (wiring). Possible causes are:

• Malfunction of vehicle controller

• Bad contacts, oxidation on the can-bus connectors between ECU and IDM.
• Short circuits on can-bus or defective control units.

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Reaction in EEM:
FC is stored and warning is activated. Communication between ECU and IDM is not possible,
therefore faultcodes 453, SPN 9233 FMI 31 “ID module not present” and 466, SPN9242 FMI
31”Generated bypass time expired” will be activated after delay time.

Solution:
Check CAN1 bus between the EEM3 controller and the IDM for short circuit between CAN1 lines.

• Check the CAN1 Hi Pin (1.53) wiring between EEM3 controller (see 13) and ID
module connector (see 11.6).

• Check the CAN1 Lo Pin(1.52) wiring between EEM3 controller (see 13) and ID module
connector (see 11.6).

• If the harness and connectors are OK, reason might be a defective ECU.

• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

7.6.3 146, SPN 898, FMI 4, Requested speed by the CAN out of range, LOW
(<500rpm)

Description:
Requested speed by the CAN is below 500 rpm.

Reaction in EEM:
FC is stored and warning lamp is activated. The EEM3 controller will start to use hardwired
throttles for speed control. In case there are no hardwired throttles the engine runs at low idle
speed.

Solution:
Find cause for too low speed request from vehicle controller.

7.6.4 147, SPN 898, FMI 3, Requested speed by the CAN out of range, HIGH (>3000
rpm)

Description:
Requested speed by the CAN is above 3000 rpm.

Reaction in EEM:
FC is stored and warning lamp is activated. The EEM3 controller will start to use hardwired
throttles for speed control. In case there are no hardwired throttles the engine runs at low idle
speed.

Solution:
Find cause for too high speed request from vehicle controller.

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7.7 System monitoring

7.7.1 10, SPN 629, FMI 10, Power On self test

Description:
When ignition is switched ON, EEM3 controller performs internal system checks. If any of these
test fail, the system reports the Power On self test defect.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:
• Turn the ignition key off and back on. If the fault code comes again, the EEM3
controller has to be replaced.
• Test current EEM3 controller functionality with another EEM3 controller. NOTE: If
EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because
of engine S/N mismatch or engine specification mismatch. If FC 10 disappears, EEM3
controller was damaged. Replace the controller and couple current identification
module(IDM) to the new EEM3 controller with EEM3 Service Tool.

7.7.2 245, SPN 9035, FMI 31, Normal recovery

Description:
The ECU makes reset by itself if during software execution happens some illegal operation.
Normally reason is that execution time for some operation has exceeded.
Always after reset the ECU check possible recovery and if recover has been happened the fault is
activated. The engine could continue running normally after the recovery.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:
• Switch the ignition key off, wait few seconds and switch the ignition key again on, if the
fault occurs again during next driving cycle the reason is defective ECU or software
problem.
• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated,
because of engine S/N mismatch or engine specification mismatch. If the controller
needs to be replaced, the new EEM3 controller needs to be coupled to the current
Engine Identification Module (IDM) using the Service Tool.

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7.7.3 246, SPN 9036, FMI 31, Full restart after three recoveries within 2 seconds

Description:
EEM3 monitoring system has detected 3 pcs recoveries within 2 seconds.
The ECU makes reset by itself if during software execution happens some illegal operation.
Reason is that execution time for some operation has exceeded.
Always after reset the ECU check possible recovery and if recover has been happened the fault is
activated. The engine could continue running normally after the recovery.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:

• Switch the ignition key off, wait few seconds and switch the ignition key again on, if the
fault occurs again during next driving cycle the reason is defective ECU or software
problem.
• Check the ECU operation with another EEM3 controller (See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then
the original ECU is defective.

NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because of
engine S/N mismatch or engine specification mismatch. If the controller needs to be replaced, the
new EEM3 controller needs to be coupled to the current Engine Identification Module (IDM) using
the Service Tool.

7.8 Special functions

7.8.1 185, SPN 9305, FMI 31. Bad digital input configuration

Description:
EEM3 controller has detected invalid digital input configuration. In to two physical digital inputs has
been configured same (one) function.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Latest configured
function is not valid.

Solution:
• Download correct software in the vehicle/EEM3 controller.
• Turn the ignition key off and back on. If the fault code comes again, the EEM3
controller has to replace.
• Replace the controller and couple current identification module(IDM)to the new EEM3
controller with EEM3 Service Tool.

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7.8.2 186, SPN 9306, FMI 31. PTO input error

Description:
EEM3 controller has detected invalid PTO cruise controller request. For some reason there are up
& down request demand active simultaneously.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. EEM3 controller will
reject up & down request

Solution:
• Check the wirings from vehicle switches to EEM3 controller.
• Check the vehicle PTO cruise up & down switches operation.

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8 ID-MODULE DIAGNOSTICS

8.1.1 451, SPN 9230, FMI 31 Engine specification mismatch

Description:
The engine specification number in the ECU is incorrect for this engine type. Fault can be activated
if the ECU with incorrect software has been mounted to the engine (example ECU from 200hp
tractor to 150 hp tractor) or incorrect software (wrong power level) has been downloaded.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Engine power will be
reduced (FLf) and engine speed is limited to1500rpm (SLf).

Solution:

• Download the correct software for the engine type or change the correct ECU for the
engine type.

8.1.2 452, SPN 9231, FMI 31 Engine serial number mismatch

Description:
Engine serial number in the ECU does not match for the engine.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Engine power will be
reduced (FLf) and engine speed is limited to1500rpm (SLf).

Solution:

• Change correct EEM3 controller for the engine or couple current identification module
(IDM) to the new EEM3 controller with service tool.

In case of new (spare part) EEM3 controller, couple current identification module (IDM) to the new
EEM3 controller with EEM3 Service Tool.

8.1.3 453, SPN 9233, FMI 31 ID module not present

Description:
EEM3 monitoring system cannot detect identification module (IDM).

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Engine power will be
reduced (FLf) and engine speed is limited to1500rpm (SLf).

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Solution1:
Turn the ignition key off and back on. If the fault code is active always when ignition is switched on
and engine is not running. Then check following paths:

• Check the wiring from ECU to IDM (connector between ECU and IDM (see 11.6). the
wirings route and connectors from vehicle service manual.

• Check contacts through wiring from the ECU to the IDM for bad contact at some
connector (see 11.6).

• Check the supply voltage to IDM (see 11.6). If the supply voltage from ECU is low,
check the wiring from ECU to IDM.

• If the wirings are OK, cause for the low voltage might be a defective ECU.

Test current EEM3 controller functionality with another EEM3 controller. NOTE: If EEM3 controller
from another tractor is used, FC 451 or 452 will be activated, because of engine S/N mismatch or
engine specification mismatch. If FC 453 disappears, EEM3 controller was damaged. Replace the
controller and couple current identification module (IDM) to the new EEM3 controller with EEM3
Service Tool.

Solution2:
Turn the ignition key off and back on. If the fault code is active always when ignition is switched on
and engine is not running. Then check following paths:

• Check the CAN Hi wiring between EEM3 controller and IDM connector (see 11.6).

• Check the CAN Lo wiring between EEM3 controller and IDM connector (see 11.6).

Can bus quick check:

Measure the CAN Low voltage level from EEM3 connector to IDM.

• Between Can Lo (pin 2) and GND (pin1) (see 11.6). Average voltage on low side
approx.2V.

Measure the CAN High voltage level from EEM3 connector to IDM.

• Between Can Hi (pin 3) and GND (pin1) (see 11.6). Average voltage on high side
approx. 3V.
• If the Can wires are OK and signal levels are OK, cause for the error might be the
defective ID module. Replace the defective ID module.
• IDM by pass functionality of Service Tool can be used to deactivate limitations for this
fault code a defined time (see 10) a chapter of by pass functionality.
• To be able use by pass functionality, fault code 453 ID module not present needs to
be active. To activate fault code 453 ID module not present, connector from ECU to
IDM needs to be disconnected (see 11.6).

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8.1.4 454, SPN 9234, FMI 31 ID module not compatible with current ECU

Description:
EEM3 monitoring system has detected conflict between ECU and IDM versions. IDM contains
newer version than current ECU. This failure can activate, if example ECU has been taken from
vehicle which engine specification number is equal, but contains older ECU software.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Engine power will be
reduced (FLf) and engine speed is limited to1500rpm (SLf).

Solution:
• Download latest software in the ECU.

8.1.5 455, SPN 9235, FMI 31 ID module memory defect

Description:
EEM3 monitoring system has detected problem on IDM memory.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Engine power will be
reduced (FLf) and engine speed is limited to1500rpm (SLf).

Solution:
• Turn the ignition key off and back on. If the fault code comes again, the ID module
needs to be replaced.
• IDM by pass functionality of Service Tool can be used to deactivate limitations for this
fault code a defined time (see 10) a chapter of by pass functionality.
• To be able use by pass functionality, fault code 453 ID module not present needs to
be active. To activate fault code 453 ID module not present, connector from ECU to
IDM needs to be disconnected (see 11.6).

8.1.6 456, SPN 9235, FMI 3. ID module, Supply voltage HIGH

Description:
EEM3 monitoring system has detected IDM supply voltage too high (>32V), more than 1000ms.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution 1:
If the fault is active ONLY when engine is running:
Turn the ignition key off and back on. Start the engine. If the fault is active when the engine is
running. Then check following paths:

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• Check condition of the generator, if charging voltage is correct.

Solution 2:
If the fault is active when engine is NOT running:
Turn the ignition key off and back on. If the fault code is active always when ignition is switched on
and engine is not running. Then check following paths:

• Check supply voltage to the IDM (see11.6).

• If the supply to the IDM is higher than 36V, cause for the high voltage can be a
defective ECU.

Test current EEM3 controller functionality with another EEM3 controller. NOTE: If EEM3 controller
from another tractor is used, FC 451 or 452 will be activated, because of engine S/N mismatch or
engine specification mismatch. If FC 456 disappears, EEM3 controller was damaged. Replace the
controller and couple current identification module (IDM) to the new EEM3 controller with EEM3
Service Tool.

8.1.7 457, SPN 9235, FMI 4. ID module, Supply voltage LOW

Description:
EEM3 monitoring system has detected IDM supply voltage too low (<8V), more than 1000ms.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:
The probably cause of the problem is the voltage drop down, during cranking. Turn the ignition key
off and back on. If the fault code is active always when ignition is switched on and engine is not
running. Then check following paths:

• Check condition of the battery for too low voltage.

• Check contacts through wiring from the ECU to the IDM for bad contact at some
connector (see 11.6).
• Check the supply voltage to IDM (see 11.6). If the supply voltage from ECU is low,
check the wiring from ECU to IDM.
• If the wirings are OK, cause for the low voltage might be a defective ECU.

Test current EEM3 controller functionality with another EEM3 controller. NOTE: If EEM3 controller
from another tractor is used, FC 451 or 452 will be activated, because of engine S/N mismatch or
engine specification mismatch. If FC 457 disappears, EEM3 controller was damaged. Replace the
controller and couple current identification module(IDM) to the new EEM3 controller with EEM3
Service Tool.

8.1.8 458, SPN 9235, FMI 16. ID module, temperature HIGH

Description:
EEM3 monitoring system has detected IDM internal temperature continuously over 110ºC longer
than 30 s.

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Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:

• The ID module is mounted at the location, which temperature is following engine

coolant temperature. In very high temperature conditions engine coolant temperature
may continuously exceed over 110ºC, however ID module components are well
protected against heat (resist for continuous 125ºC).

8.1.9 459, SPN 9236, FMI 31. ID module additional memory defect

Description:
EEM3 monitoring system has detected problem on IDM additional memory.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:

• Turn the ignition key off and back on. If the fault code comes again, the ID module
needs to be replaced.

8.1.10 461, SPN 9237, FMI 31. ID module watchdog reset

Description:
EEM3 monitoring system has detected problem on IDM software. Upon system startup the reason
of the latest reset is determined. If the SW watchdog caused the reset, then this error is activated

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:

• Turn the ignition key off and back on. If the fault code comes again, the ID module
needs to be replaced.

8.1.11 462, SPN 9238, FMI 31. ID module, brownout reset

Description:
EEM3 monitoring system has detected problem on IDM power supply. During system running state
the reason of the latest reset is determined. If the brownout reset(quick power cut off) caused the
reset, then this error is activated

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Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:
The probably cause of the problem is the voltage drop down, during cranking.
Turn the ignition key off and back on. If the fault code is active always when ignition is switched on
and engine is not running. Then check following paths:

• Check contacts through wiring from the ECU to the IDM for bad contact at some
connector (see 11.6).

• If the connectors are OK and fault is continuously active, reason might be a defective
IDM.

8.1.12 463, SPN 9239, FMI 31. Engine specification missing

Description:
EEM3 monitoring system has detected missing or invalid engine specification in the ID module.
Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Engine power will be
reduced (FLf) and engine speed is limited to1500rpm (SLf).

Solution:

• Turn the ignition key off and back on. If the fault code is active again, the ID module
needs to be replaced.

8.1.13 464, SPN 9240, FMI 31. Engine serial number missing

Description:
EEM3 monitoring system has detected missing or invalid engine serial number in the ID module.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Engine power will be
reduced (FLf) and engine speed is limited to1500rpm (SLf).

Solution:

• Turn the ignition key off and back on. If the fault code is active again, the ID module
needs to be replaced.

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8.1.14 465, SPN 9241, FMI 31. ID module not present, BY PASS ACTIVE

Description:
EEM3 system has set ECU into an id module by pass state, where the limits are not in effect.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:

• IDM by pass functionality of Service Tool has been used to deactivate limitations for a
defined time (see 11.6) a chapter of by pass functionality.

8.1.15 466, SPN 9242, FMI 31. Generated by pass time expired

Description:
EEM3 system has detected, that generated by pass time has expired. This fault will be activated if
fault code “ID module not present” is active and set by pass time is 0h(zero) or previous set hours
are used.

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:
• IDM by pass functionality of Service Tool can be used to deactivate limitations for a
defined time (see 10) a chapter of by pass functionality.

• Note! Absolute maximum value for by pass time is 200h!

8.1.16 467, SPN 9243, FMI 31. Maximum ECU by pass time expired

Description:
EEM3 system has detected, that maximum ECU by pass time has been used. This fault will be
activated only if fault code “ID module not present” is active and maximum ECU by pass time
expired.
Maximum hours for by pass time at ECU are 200h!

Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.

Solution:
• If ECU has run without IDM>200h, by pass functionality with this ECU cannot be used
anymore.

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9 ECU REPLACEMENT PROCEDURE

NOTE 1: Open the vehicle main switch or disconnect the battery terminals before connecting/ or
disconnecting the ECU vehicle connector (the large, 89-pin connector on the ECU). If the ECU
power supply lines are live during engagement or disengagement of the connector, sparking may
damage the connector pins.

NOTE 2: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because
of engine S/N mismatch or engine specification mismatch. If the controller needs to be replaced,
the new EEM3 controller needs to be coupled to the current Engine Identification Module (IDM)
using the Service Tool.

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10 IDM BYPASS ACTIVATION PROCEDURE

10.1 IDM bypass

In case of that IDM is missing or its functionality is incorrect, the ECU will limit the power and the
speed of the engine. However its possible to set the ECU into IDM bypass state (code), where the
limits are not in effect.

Note1; the bypass state can be enabled only when IDM is not active in the system!
Note2; the bypass functionality is available at ECU software version 1.1.0.0 and onwards.

10.2 Bypass operation

The ECU has a service for enabling the bypass state, but this state can be entered only if fault
code 453, SPN 9233 FMI 31 “ID module not present” is active. Before enabling ECU in bypass
state its recommend to disconnect wiring connector from IDM, to avoid IDM online - offline – online
- offline situations.
• ECU absolute maximum time in bypass mode is 200h.

• The ECU has cumulative timer, which keeps track on how long the engine has been
running in the bypass state.

• Generated bypass time can be between 1 – 200h.

• When ECU absolute maximum time (200h) in bypass state has been reached, power
and speed limitation will become active.

• If IDM is detected while bypass is active, then bypass will be disabled. Used bypass
time is saved and unused time is available for next time.

• If IDM becomes “missing” again, the bypass state can be entered, but new generated
bypass code is needed.

10.3 Bypass time activation

To be able to set the bypass state active with a service tool, a bypass code is needed.
Sisu Diesel Inc. will generate the bypass code according to the engine serial number.
Bypass functionality can be used with ECU software version 1.1.0.0 and versions onwards.

Policy to generate the bypass code:

- Engine serial number is needed.
- Spare part order for new IDM is needed
„ Delivery address for spare part
„ Invoice address

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- Defective IDM needs to be returned to Sisu Diesel Inc.

- Generated bypass time depends on the application (max. 200h).

Bypass code is 32 characters long (numbers and letters) and can be set manually or read out from
a file.

Bypass code can be delivered:

• Via e-mail
• SMS
• By phone

Bypass activation Contact information:

Sisu Diesel Inc.

Email: service.helpdesk@sisudiesel.com
Tel: +358 400 91 7545

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11 COMPONENT DESCRIPTIONS

11.1 EEM3 ECU

11.1.1 ECU and connectors

Fig. 1 EEM3 ECU and connectors

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Fig. 2 ECU connector pin arrangements

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11.1.2 ECU power supply connection

Fig. 3 ECU power supply pins

11.2 High pressure pump and MPROP valve

Fig. 4 High pressure pump CP3.3 and location of MPROP valve

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Fig. 5 High pressure pump CP1H and location of MPROP valve

11.3 Rail, rail pressure sensor and PRV

Fig. 6 Rail unit, location of pressure sensor and PRV

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11.4 Injector and MPROP wiring

11.4.1 6-cyl. 2-valve engine

Fig. 7 Injector and MPROP wiring, 6-cyl. 2-valve engine

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11.4.2 6-cyl. 4-valve engine

Fig. 8 Injector and MPROP wiring, 6-cyl. 4-valve engine

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11.4.3 4-cyl. 2-valve engine

Fig. 9 Injector and MPROP wiring, 4-cyl. 2-valve engine

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11.4.4 4-cyl. 4-valve engine

Fig. 10 Injector and MPROP wiring, 4-cyl. 4-valve engine

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11.5 Sensor details

11.5.1 Coolant temperature sensor

Description

The coolant temperature sensor measures temperature of the engine coolant water.

Sisu Diesel part number: 8366 67732

ECU connection

Pin numbers at ECU:

2.15 analog input with pull-up resistor
2.26 ground

Voltage between pins 2.15 and 2.26 should be 5Vdc when sensor unplugged.

Fig. 11 ECU connection, coolant temperature sensor

Characteristics

Nominal resistance:

At 20 Cº = 2.5 k Ω
At 100 Cº = 0.186 k Ω

Sensor resistance decreases when warming up (Negative Temperature Coefficient).

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Fig. 12 Characteristics, coolant temperature sensor

11.5.2 Fuel temperature sensor

Description

The fuel temperature sensor measures the incoming fuel temperature before the high pressure
pump.

Sisu Diesel part number: 8366 67732

ECU connection

Pin numbers at ECU:

2.35 analog input with pull-up resistor
2.08 ground

Voltage between pins 2.35 and 2.08 should be 5Vdc when sensor unplugged.

Fig. 13 ECU connection, fuel temperature sensor

Characteristics

Nominal resistance:

At 20 Cº = 2.5 k Ω

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At 100 Cº = 0.186 k Ω

Sensor resistance decreases when warming up (Negative Temperature Coefficient).

Fig. 14 Characteristics, fuel temperature sensor

11.5.3 Boost pressure and intake manifold temperature sensor

Description

The boost pressure sensor measures pressure at the intake manifold. The sensor is an absolute
pressure sensor.

The intake air temperature sensor is integrated to the boost pressure sensor. The sensor
measures incoming air temperature at the intake manifold. Sensor resistance decreases when
warming up(Negative Temperature Coefficient).

Sisu Diesel part number: 8366 66980

ECU connection

Pin numbers at ECU,

2.33 5Vdc reference supply
2.34 analog input with pull-up resistor
2.25 ground
2.29 analog input with pull-up resistor

Voltage between pins 2.33 and 2.25 should be 5Vdc when sensor unplugged.
Voltage between pins 2.29 and 2.25 should be 5Vdc when sensor unplugged.

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Fig. 15 ECU connection, boost pressure and intake manifold temperature sensor

Characteristics, pressure sensor

Output voltage:

At 100 kPa abs (~atmospheric pressure) = 1.07 V

At 200 kPa abs = 2.21 V

Fig. 16 Characteristics, boost pressure sensor

Characteristics, temperature sensor

Nominal resistance:

At 20 Cº = 2.5 k Ω
At 100 Cº = 0.186 k Ω

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Fig. 17 Characteristics, intake manifold temperature sensor

11.5.4 Oil pressure sensor

Description

The Oil pressure sensor measures engine oil pressure. The sensor is an absolute pressure sensor.

Sisu Diesel part number: 8370 70201

ECU connection

Pin numbers at ECU,

2.32 5Vdc reference supply
2.27 analog input with pulldown resistor
2.24 ground

Voltage between pins 2.32 and 2.24 should be 5Vdc when sensor unplugged.

Fig. 18 ECU connection, oil pressure sensor

Characteristics

Output voltage:

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At 100 kPa abs (~atmospheric pressure) = 0.5 V

At 1100 kPa abs = 4.5 V

Fig. 19 Characteristics, oil pressure sensor

11.5.5 Fuel pressure sensor

Description

The filter pressure sensor (mounted at the filter housing inlet) measures fuel pressure before the
high pressure pump. The sensor is an absolute pressure sensor.

Sisu Diesel part number: 8370 70209

ECU connection

Pin numbers at ECU

2.31 5Vdc reference supply
2.21 analog input with pulldown resistor
2.17 ground

Voltage between pins 2.32 and 2.24 should be 5Vdc when sensor unplugged.

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Fig. 20 ECU connection, fuel pressure sensor

Characteristics

Output voltage:
At 100 kPa abs (~atmospheric pressure) = ~1.9 V
At 300 kPa abs= 4.5 V

Fig. 21 Characteristics, fuel pressure sensor

11.5.6 Rail pressure sensor

Description

The rail pressure sensor measures pressure at the rail (injection pressure).

ECU connection

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Pin numbers at ECU:

2.13 5Vdc reference supply
2.14 analog input with pull-up resistor
2.12 ground

Voltage between pins 2.13 and 2.12 should be 5Vdc when sensor unplugged and ECU powered.

Fig. 22 ECU connection, rail pressure sensor

Characteristics

Output voltage:
At 0 MPa = 0.5 V
At 180 MPa = 4.5 V

Fig. 23 Characteristics, rail pressure sensor

11.5.7 Crankshaft speed sensor

Description

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The crank speed sensor is a inductive speed sensor. The sensor ‘reads’ a trigger wheel mounted
on the crankshaft and the ECU reads pulses generated by the sensor.

Sisu Diesel part number: 8370 69150

ECU connection

Pin numbers at ECU:

2.23 schmitt-trigger input with threshold adaptation for engine speed sensor signal
2.19 ground

Fig. 24 ECU connection, crankshaft speed sensor

Characteristics

Nominal coil resistance at 20 °C: 1120 - 1530 Ohms

11.5.8 Camshaft speed sensor

Description

The cam speed sensor is an inductive speed sensor. The sensor ‘reads’ a trigger wheel mounted
on the camshaft gear wheel and the ECU reads pulses generated by the sensor.

ECU connection

Pin numbers at ECU:

2.09 schmitt-trigger input with threshold adaptation for engine speed sensor signal
2.10 ground

Fig. 25 ECU connection, camshaft speed sensor

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Characteristics

Nominal coil resistance at 20 °C: 774 - 946 Ohms

11.5.9 Water-in-fuel sensor

Description

The water in fuel sensor is an optional sensor. The sensor electronics is mounted at back of the
filter bracket and the sensing element at the bottom of the pre filter. The sensor has a self-
diagnostic feature. When ignition is switched on, the sensor output line is grounded for about three
seconds. The ECU has +12 Vdc output for the sensor (also with +24 Vdc applications). The sensor
output line grounded means water in fuel.

Sisu Diesel part number: 8368 66576

Fig. 26 Water in fuel sensor assembly

ECU connection

Pin numbers at ECU:

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1.50 +12 Vdc Supply voltage output

1.47 digital input with pull-up resistor
1.65 ground

Voltage between pins 1.47 and 1.65 should be equal to ECU supply voltage when sensor
unplugged.

Fig. 27 ECU connection, water in fuel sensor

11.6 ID-module

Fig. 28 ECU connection, ID-module

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12 EM3 ECU TERMINAL DIAGRAM PART1/2

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13 EEM3 ECU TERMINAL DIAGRAM PART 2/2

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